JP6743580B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle, and more particularly to a vehicle including a shift lock device that locks a shift lever.

Conventionally, as this type of vehicle, there has been proposed a vehicle that starts a startup process and locks a shift control mechanism inside a trans-ask when a vehicle startup request is made (for example, Patent Document 1). reference). In this vehicle, when the shift lever (shift switch) is operated while the shift control mechanism is in the locked state, the shift range based on the operation is stored in the memory, and when the starting process is completed, it is stored in the memory. The shift control mechanism is controlled so that the shift range is achieved.

JP, 2006-200716, A

By the way, in a vehicle equipped with a shift lock device that locks the shift lever (regulates the movement of the shift lever), if the shift position is operated to the traveling position after the start instruction is issued and the start process is completed. , If the vehicle fails to start on a slope, the vehicle will slide down. In order to prevent such slip-down and ensure safety, the shift lever is locked until the start processing is completed after the start instruction is issued, and the shift lever is unlocked after the start processing is completed. However, since the start-up process requires a relatively long time, there is an inconvenience that a relatively long time is required from when the start-up instruction is issued until the shift lever is unlocked and the vehicle can be driven. .. Therefore, it is desired to make the vehicle ready for traveling while ensuring safety.

The main object of the vehicle of the present invention is to make the vehicle ready for traveling while ensuring safety.

The vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The vehicle of the present invention is
A drive device that outputs a driving force for traveling,
A shift lock device that locks the shift lever,
A control device for controlling the drive device and the shift lock device;
A vehicle comprising:
The control device controls the shift lock device so that the lock of the shift lever is released when a predetermined safety condition based on the vehicle information of the vehicle is satisfied, and at the same time, starts the drive device. Start processing,
That is the summary.

In the vehicle of the present invention, when the predetermined safety condition based on the vehicle information of the vehicle is satisfied, the shift lock device is controlled so that the lock of the shift lever is released, and the starting process for starting the drive device is performed. Start. Since the lock of the shift lever is released when a predetermined safety condition is satisfied, a predetermined safety can be ensured. Further, since the shift lever is unlocked and the starting process is started, the shift lever can be operated during the starting process to set the shift position to the traveling position. Therefore, after the start-up process is completed, the vehicle can be brought into a state in which the vehicle can travel quickly. As a result, it is possible to make the vehicle ready for traveling while ensuring safety. Here, the “predetermined safety condition based on the vehicle information of the vehicle” may include a condition that the inclination of the vehicle exceeds a predetermined inclination, a condition that there is no obstacle in the front-rear direction of the vehicle, and the like. ..

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as one Example of this invention. 7 is a flowchart showing an example of a system stop processing routine executed by the HVECU 70. 7 is a flowchart showing an example of a system startup processing routine executed by the HVECU 70.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a high voltage battery 50, a low voltage battery 54, and a shift lock device 94.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. In this planetary gear 30, the sun gear is connected to the rotor of the motor MG1, the carrier is connected to the crankshaft 26 of the engine 22, and the ring gear is connected to the drive shaft 36 that is connected to the drive wheels 39a and 39b through the differential gear 38. Has been done.

The high voltage battery 50 is connected to the inverters 41 and 42 via the system main relay SMR, and is connected to the low voltage battery 54 via the system main relay SMR and the DC/DC converter 56.

The low-voltage battery 54 is connected to various auxiliary equipment such as an engine ECU 24, a motor ECU 40, a battery ECU 52, an HVECU 70, a meter, an information display, a speaker, a stop lamp, and a headlight (not shown) via an AC relay (not shown). ..

The shift lock device 94 drives the built-in shift lock solenoid to restrict movement of the shift lever 81 from the parking position (P position) (shift lock) or move the shift lever 81 from the parking position (P position). It is configured to enable (release the shift lock).

Further, the hybrid vehicle 20 of the embodiment has, as a control system, an engine ECU 24 that controls the operation of the engine 22, a motor ECU 40 that controls the motors MG1 and MG2, a battery ECU 52 that manages the high-voltage battery 50, and a power supply ECU 60. And an HVECU 70 that controls the entire vehicle.

The power supply ECU 60 is configured as a microcomputer centered on a CPU (not shown) that is operated by low-voltage power supplied from the low-voltage battery 54, and in addition to the CPU, stores a ROM for storing processing programs and temporarily stores data. It is equipped with RAM, input/output port, communication port, and so on.

Signals from various sensors are input to the power supply ECU 60 via input ports. The signals input to the power supply ECU 60 include a push signal from a power switch 62 attached to a panel on the front of the driver's seat, a shift position SP from a shift position sensor 82 for detecting an operation position of a shift lever 81, and a brake pedal 85. The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression is input through the input port. Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), and the like.

A control signal for controlling on/off of an AC relay (not shown) is output from power supply ECU 60 via an output port.

Whenever the power switch 62 is pressed for less than a predetermined time (for example, 2 seconds, 3 seconds, etc.) and the push signal is input while the brake pedal 85 is not depressed, the power supply ECU 60 turns on the accessory ON (ACCON) and ignition. Control is performed so that each state of ON (IGON) and ignition OFF (IGOFF) is repeated in this order. Here, accessory ON (ACCON) is a state in which an AC relay (not shown) is turned on to connect the low voltage battery 54 to the engine ECU 24, the battery ECU 52, the HVECU 70, and various auxiliary machines. Ignition on (IGON) is a state in which the system main relay SMR is turned on and a request is made to connect the high voltage battery 50 and the inverters 41, 42. Ignition off (IGOFF) is a state in which the AC relay and the system main relay SMR are turned off and a request is made to stop the system. Among these, the ignition on and the ignition off are transmitted to the HVECU 70 as an on/off ignition signal (IG signal). Further, when the power switch 62 is pressed and the push signal is input in a state where the shift position SP is the parking position (P position) and the brake pedal 85 is stepped on, the power supply ECU 60 turns on the ignition signal (IG signal). ) And an ON start signal (ST signal) are transmitted to the HVECU 70.

The HVECU 70 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU (not shown), a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory, an input/output port, And a communication port. Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include a shift position SP from a shift position sensor 82 that detects an operation position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects a depression amount of an accelerator pedal 83, and a brake. The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the inclination degree θ from the inclination sensor 90 that detects the longitudinal inclination of the vehicle (the vehicle is (A positive value when the vehicle is tilted in either the front-back direction), the front-rear left-right direction from an obstacle detection system 92 that has a camera, an ultrasonic sensor, or the like (not shown) and detects the distance to the obstacle in the front-back direction The distances Ldet1 to Ldet4 to the obstacle in the respective directions can be mentioned.

From the HVECU 70, a drive signal or the like to the shift lock solenoid of the shift lock device 94 that locks the shift lever 81 from the P range is output via the output port.

The HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the power supply ECU 60 via a communication port.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the system is stopped or started, will be described. First, the operation when the system is stopped will be described.

FIG. 2 is a flowchart showing an example of a system stop processing routine executed by the HVECU 70. This routine is executed when the shift position SP is the parking position (P position) and the power supply ECU 60 requests ignition off (IGOFF).

When this routine is executed, the HVECU 70 executes a process of inputting the inclination degree θ of the vehicle (step S100). Here, the inclination degree θ is the value detected by the inclination degree sensor 90.

Subsequently, the input inclination degree θ is stored in a flash memory (not shown) (step S110), and the shift lever 81 is locked so that the shift lever 81 is locked (the shift lever 81 does not move from the parking position (P position)). The solenoid is controlled to lock the shift lever 81 (shift lock) (step S120).

Then, the system main relay SMR is turned off, an AC relay off request is transmitted to the power supply ECU 60 (step S130), and this routine is ended. Power supply ECU 60 that has received the request to turn off the AC relay turns off the AC relay. Through such processing, the inclination degree θ is stored, and the system is stopped with the shift lever 81 locked (shift locked).

Next, the operation when starting the system will be described. FIG. 3 is a flowchart showing an example of a system startup processing routine executed by the HVECU 70. In this routine, when the ignition signal (IG signal) that is on and the start signal (ST signal) that is on are input, that is, the shift position SP is the parking position (P position) and the brake pedal 85 is depressed. Is executed when the power switch 62 is pressed.

When this routine is input, the HVECU 70 executes a process of inputting the inclination degree θ (step S200). Here, as the inclination degree θ, the one stored in a flash memory (not shown) is input.

Then, the input inclination degree θ is compared with the threshold value θref (step S210). Here, the threshold value θref is a threshold value for determining whether or not the vehicle is stopped on a flat road, and is, for example, 2°, 3°, 4° or the like.

When it is determined in the process of step S210 that the inclination degree θ is larger than the threshold value θref, it is determined that the vehicle is not stopped on a flat road, and subsequently, the obstacle detection system 92 is operated (step S220). It is determined whether there is an obstacle in the front-rear direction of the vehicle (step S230). This determination is a process of determining whether or not there is an obstacle within a range that can be detected by an ultrasonic sensor (not shown) of the obstacle detection system 92 (for example, 140 cm, 150 cm, 160 cm from the ultrasonic sensor).

When it is determined in the process of step S230 that there is an obstacle in the front-rear direction of the vehicle, the shift lock solenoid of the shift lock device 94 is controlled so as to shift-lock (step S240) and the system check is started ( Step S250). Here, in the system check, for example, it is confirmed whether the state of the engine 22 is normal via the engine ECU 24, or the states of the motors MG1 and MG2 and the inverters 41 and 42 are normal via the motor ECU 40. This is a process of confirming whether or not Thus, when the inclination degree θ is larger than the threshold value θref and there is an obstacle in the front-rear direction of the vehicle, the system check is started in the state where the shift lock is continued. As a result, it is possible to suppress the vehicle from rolling down a slope and ensure safety when checking the system.

Then, it is determined whether or not the system check determines that there is an abnormality (step S260). If the system check in step S260 determines that there is an abnormality, the system main relay SMR is turned on to set the ignition on state (IGON) for connecting the high voltage battery 50 and the inverters 41 and 42 (step S270), and this routine is executed. To finish.

When it is determined that there is no abnormality in the system check in step S260, a READY signal for notifying the driver that the vehicle is in a runnable state is turned ON, and the indicator 63 is turned on. The relay SMR is turned on to connect the high voltage battery 50 to the inverters 41 and 42 to complete the system startup (step 310), and the present routine is ended.

When the inclination degree θ is determined to be equal to or less than the threshold value θref in the processing of step S210, or even when the inclination degree θ exceeds the threshold value θref in the processing of step S210, the vehicle front-back direction is determined in the processing of step S230. When it is determined that there are no obstacles in the vehicle, it is determined that it is safe to release the shift lock because it does not slide down or collide with obstacles, so the shift lock is released. Thus, the shift lock solenoid of the shift lock device 94 is controlled (step S280), and the system check is started (step S290). The system check is the same process as step S250. When the inclination degree θ is equal to or less than the threshold value θref, the vehicle is slipped down even if the shift lock is released and the user sets the shift position SP to the traveling position (forward position (D position) or reverse position (R position)). It is thought that there is no such thing and safety is secured. Further, even if the inclination degree θ exceeds the threshold value θref, when there is no obstacle in the front-rear direction of the vehicle, the shift lock is released, and the user shifts the shift position SP to the traveling position (forward position (D position) or reverse position). Even if the vehicle slips down as (R position)), safety is considered to be secured. Therefore, in such a case, since the shift lock is released and the system check is started, the system check can be started in a state where safety is ensured. Further, by releasing the shift lock, the user can operate the shift lever 81 during the activation process to set the shift position SP to the traveling position (forward position (D position) or reverse position (R position)). Permissible. Therefore, as compared with the case where the shift lock is continued regardless of the inclination degree θ and the presence or absence of an obstacle, it is possible to bring the vehicle into a state in which the vehicle can travel more quickly after the start processing is completed. As a result, it is possible to make the vehicle ready for traveling while ensuring safety.

Subsequently, it is determined whether or not it is determined that there is an abnormality in the system check in step S290 (step S300). When it is determined that there is no abnormality in the process of step S300, the system main relay SMR shifts to the READY ON state in which the READY signal for informing the driver that the vehicle is in the runnable state is output ON and the indicator 63 is turned on. Is turned on to connect the high-voltage battery 50 to the inverters 41 and 42 to complete the system startup (step 310), and this routine is finished.

When it is determined that there is an abnormality in the process of step S300, the system main relay SMR is turned on to connect the high-voltage battery 50 to the inverters 41 and 42, and the ignition on (IGON) state is set. Apply (automatic brake hold) (step S320), and the present routine ends. I'm thinking about when the shift lock is released. By applying a braking force by a brake (not shown), the movement of the vehicle can be restricted even when the shift lock is released.

According to the hybrid vehicle 20 of the embodiment described above, the shift lock is performed when the inclination degree θ is equal to or less than the threshold value θref, or when there is no obstacle in the front-rear direction of the vehicle when the inclination degree θ exceeds the threshold value θref. Since the shift lock device 94 is controlled so as to be released and the system check is started, it is possible to make the vehicle ready for traveling while ensuring safety.

In the hybrid vehicle 20 of the embodiment, when it is determined that there is an obstacle in the process of step S230, the process proceeds to step S240 to continue the shift lock, but it is determined that there is an obstacle in the process of step S230. Even if it does, if the distance to the obstacle is less than or equal to the threshold value Lref (for example, 100 cm, 110 cm, 120 cm), the process may proceed to step S270. Here, the threshold value Lref is a predetermined distance as a distance that does not collide with an obstacle when the hybrid vehicle 20 slides down. This distance may be set so that it increases as the degree of inclination θ increases.

In the hybrid vehicle 20 of the embodiment, when the inclination degree θ is larger than the threshold value θref and there is an obstacle and the shift lock is continued and there is an abnormality in the system, the ignition is set to IGON. A warning display for urging the user to set the shift lever to the parking position (P position) may be displayed on the meter.

In the hybrid vehicle 20 of the embodiment, when the power switch 62 is pressed while the shift position SP is at the parking position (P position) and the brake pedal 85 is stepped on, the processing of steps S210 to S230 is executed. However, before the power switch 62 is pressed, for example, when the door lock of the vehicle is released or the door is opened/closed, the processes of steps S210 to S230 may be executed.

In the embodiment, the case where the present invention is applied to the hybrid vehicle 20 including the engine 22, the planetary gear 30, the motors MG1 and MG2, and the high voltage battery 50 is illustrated. INDUSTRIAL APPLICABILITY The present invention may be applied to a vehicle having any configuration as long as the vehicle includes a shift lock device that locks a shift lever. Alternatively, it may be applied to a gasoline engine vehicle equipped with an engine without a motor that outputs power for traveling.

Correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to a “drive device”, the shift lock device 94 corresponds to a “shift lock device”, and the power supply ECU 60 and the HVECU 70 correspond to a “control device”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is that the embodiment implements the invention described in the section of means for solving the problem. This is an example for specifically explaining the mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the vehicle manufacturing industry and the like.

1 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 Inverter, 50 High-voltage battery, 52 Battery electronic control unit (battery ECU 52), 54 Low-voltage battery, 56 Converter, 60 Power supply ECU, 62 Power switch, 63 Indicator, 70 Hybrid electronic control unit (hybrid ECU 70) , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 inclination sensor, 92 obstacle detection system, 94 shift lock device, MG1, MG2 motor, SMR system main relay.

Claims (1)

A drive device that outputs a driving force for traveling,
A shift lock device that locks the shift lever,
A control device for controlling the drive device and the shift lock device;
A vehicle comprising:
In the case where the control device is instructed to start the vehicle, and when the door lock of the vehicle is released, or in the case where the door of the vehicle is opened or closed, When it is determined that the inclination of the vehicle in the front-rear direction is equal to or less than a threshold for determining whether the vehicle is stopping on a flat road, and the inclination is determined to be equal to or less than the threshold. , the lock of the shift lever to control the shift lock device as is released, begins the starting process for starting the driving device,
vehicle.

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