JP6992310B2 - Shift-by-wire controller - Google Patents

Description

The present invention relates to a shift-by-wire control device.

Conventionally, a shift range switching device for switching a shift range based on a selection signal for selecting a shift range has been known. For example, in Patent Document 1, at least one of an accident avoidance operation for avoiding an accident and an accident occurrence is determined, and when an acceleration operation is detected, the braking force of the vehicle is controlled by switching the shift range.

Japanese Unexamined Patent Publication No. 2009-143445

However, in Patent Document 1, the braking force can be controlled only immediately before the vehicle is on the verge of an accident or after the accident occurs.
The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a shift-by-wire control device capable of preventing a sudden start due to an erroneous operation.

The shift-by-wire control device of the present invention controls the shift-by-wire system (1) for switching the shift range by controlling the drive of the actuator (10), and has a request range detection unit (51) and a sudden start. It includes an intention determination unit (52), a sudden start operation detection unit (54), a target range determination unit (55), and a drive control unit (56).

The required range detection unit detects the driver required shift range based on the shift signal input from the shift position indicator (70). The sudden start intention determination unit determines whether or not the driver has a sudden start intention. The sudden start operation detection unit detects the sudden start operation from the vehicle stop state based on the operation state of the accelerator device (79). The target range determination unit determines the target shift range based on the information acquired from the request range detection unit, the sudden start intention determination unit, and the sudden start operation detection unit. The drive control unit controls the drive of the actuator so that the actual shift range becomes the target shift range.

The sudden start intention determination unit determines whether or not there is a sudden start intention based on the operating state of the shift position indicator.
The target range determination unit sets the target shift range as the P range when it is determined that the driver required shift range is the D range or the R range and there is no sudden start intention and the sudden start operation is detected.
As a result, when the driver makes a sudden start operation without the intention of making a sudden start, the shift range is switched to the P range, so that it is possible to prevent a sudden start due to an erroneous operation such as a mistake in pressing the accelerator pedal and the brake pedal. ..

It is a perspective view which shows the shift-by-wire system by one Embodiment. It is a schematic block diagram which shows the shift-by-wire system by one Embodiment. It is a schematic diagram which shows the ECU and the shift position indicator by one Embodiment. It is a time chart explaining the detection of the sudden start operation by one Embodiment. It is a time chart explaining the detection of the sudden start operation by one Embodiment. It is a time chart explaining the detection of the sudden start operation by one Embodiment. It is a flowchart explaining the target range determination process by one Embodiment.

Hereinafter, the shift-by-wire control device will be described with reference to the drawings.
(One embodiment)
The shift-by-wire control device according to one embodiment is shown in FIGS. 1 to 7.
As shown in FIGS. 1 and 2, the shift-by-wire system 1 includes a motor 10 as an actuator, a shift range switching mechanism 20, a parking lock mechanism 30, a shift-by-wire control device 40, and the like.
The motor 10 rotates by being supplied with electric power from a battery mounted on a vehicle (not shown), and functions as a drive source for the shift range switching mechanism 20. The motor 10 may be any kind such as a DC brushless motor or an SR motor.

As shown in FIG. 2, the encoder 13 detects a rotation position of a rotor (not shown) of the motor 10. The encoder 13 is, for example, a magnetic rotary encoder, and is composed of a magnet that rotates integrally with the rotor, a Hall IC for magnetic detection, and the like. The encoder 13 outputs phase A and phase B pulse signals at predetermined angles in synchronization with the rotation of the rotor.
The speed reducer 14 is provided between the motor shaft of the motor 10 and the output shaft 15, and decelerates the rotation of the motor 10 to output to the output shaft 15. As a result, the rotation of the motor 10 is transmitted to the shift range switching mechanism 20. The output shaft 15 is provided with an output shaft sensor 16 that detects the angle of the output shaft 15. The output shaft sensor 16 is, for example, a potentiometer.

As shown in FIG. 1, the shift range switching mechanism 20 has a detent plate 21, a detent spring 25, and the like, and the rotational driving force output from the speed reducer 14 is applied to the manual valve 28 and the parking lock mechanism 30. Communicate to.
The detent plate 21 is fixed to the output shaft 15 and driven by the motor 10. In the present embodiment, the direction in which the detent plate 21 separates from the base of the detent spring 25 is the forward rotation direction, and the direction in which the detent plate 21 approaches the base is the reverse rotation direction.

The detent plate 21 is provided with a pin 24 that protrudes in parallel with the output shaft 15. The pin 24 is connected to the manual valve 28. When the detent plate 21 is driven by the motor 10, the manual valve 28 reciprocates in the axial direction. That is, the shift range switching mechanism 20 converts the rotational motion of the motor 10 into a linear motion and transmits it to the manual valve 28. The manual valve 28 is provided on the valve body 29. When the manual valve 28 reciprocates in the axial direction, the hydraulic pressure supply path to the hydraulic clutch (not shown) is switched, and the engagement state of the hydraulic clutch is switched to change the shift range.
On the detent spring 25 side of the detent plate 21, four recesses 22 for holding the manual valve 28 at a position corresponding to each range are provided. The recess 22 corresponds to each range of D, N, R, and P from the base side of the detent spring 25.

The detent spring 25 is a plate-shaped member that can be elastically deformed, and a detent roller 26 is provided at the tip thereof. The detent roller 26 fits into any of the recesses 22.
The detent spring 25 urges the detent roller 26 toward the center of rotation of the detent plate 21. When a predetermined or greater rotational force is applied to the detent plate 21, the detent spring 25 is elastically deformed, and the detent roller 26 moves in the recess 22. By fitting the detent roller 26 into any of the recesses 22, the swing of the detent plate 21 is restricted, the axial position of the manual valve 28 and the state of the parking lock mechanism 30 are determined, and the automatic transmission 5 is used. The shift range of is fixed.

The parking lock mechanism 30 includes a parking rod 31, a cone 32, a parking lock pole 33, a shaft portion 34, and a parking gear 35.
The parking rod 31 is formed in a substantially L shape, and one end 311 side is fixed to the detent plate 21. A cone 32 is provided on the other end 312 side of the parking rod 31. The conical body 32 is formed so that the diameter is reduced toward the other end 312 side. When the detent plate 21 swings in the reverse rotation direction, the cone 32 moves in the direction of the arrow P.

The parking lock pole 33 is in contact with the conical surface of the conical body 32 and is provided so as to be swingable around the shaft portion 34. On the parking gear 35 side of the parking lock pole 33, a convex portion capable of engaging with the parking gear 35 is provided. 331 is provided. When the detent plate 21 rotates in the reverse rotation direction and the cone 32 moves in the arrow P direction, the parking lock pole 33 is pushed up and the convex portion 331 and the parking gear 35 mesh with each other. On the other hand, when the detent plate 21 rotates in the forward rotation direction and the conical body 32 moves in the arrow notP direction, the meshing between the convex portion 331 and the parking gear 35 is released.

The parking gear 35 is provided on an axle (not shown) so as to be able to mesh with the convex portion 331 of the parking lock pole 33. By engaging the parking gear 35 and the convex portion 331, the rotation of the axle is restricted. When the shift range is the notP range, which is a range other than P, the parking gear 35 is not locked by the parking lock pole 33, and the rotation of the axle is not hindered by the parking lock mechanism 30. Further, when the shift range is the P range, the parking gear 35 is locked by the parking lock pole 33, and the rotation of the axle is restricted.
In the present embodiment, when the shift range is the P range and the vehicle speed is a predetermined speed (for example, 5 km / h) or less, the axle is locked by the parking lock mechanism 30. In other words, if the vehicle speed is equal to or lower than the predetermined speed, the axle can be locked by the parking lock mechanism 30 by setting the shift range to the P range.

As shown in FIG. 2, the shift-by-wire control device 40 includes a motor driver 41, an ECU 50, and the like.
The motor driver 41 switches the energization of each phase (U phase, V phase, W phase) of the motor 10. A motor relay 46 is provided between the motor driver 41 and the battery. The motor relay 46 is turned on when a vehicle start switch such as an ignition switch is turned on, and electric power is supplied to the motor 10 side. Further, the motor relay 46 is turned off when the start switch is turned off, and the supply of electric power to the motor 10 side is cut off.

The ECU 50 is mainly composed of a microcomputer or the like, and has a CPU, a ROM, an I / O, and a bus line connecting these configurations, which are not shown in the inside. Each process in the ECU 50 may be a software process by executing a program stored in advance in a substantive memory device such as a ROM (that is, a readable non-temporary tangible recording medium) on the CPU, or a dedicated process. It may be hardware processing by an electronic circuit.

The ECU 50 controls the switching of the shift range by controlling the drive of the motor 10 based on the shift signal according to the driver required shift range, the signal from the brake switch, the vehicle speed, and the like. Further, the ECU 50 controls the drive of the shifting hydraulic control solenoid 6 based on the vehicle speed, the accelerator operation signal from the accelerator pedal 79 (see FIG. 3), the driver required shift range, and the like. By controlling the hydraulic pressure control solenoid 6 for shifting, the shifting stage is controlled. The number of shifting hydraulic control solenoids 6 is provided according to the number of shifting stages and the like. In the present embodiment, one ECU 50 controls the drive of the motor 10 and the solenoid 6, but the motor ECU for controlling the motor 10 and the AT-ECU for solenoid control may be separated. Hereinafter, the shift range switching control will be mainly described.

As shown in FIG. 3, the ECU 50 includes a request range detection unit 51, a sudden start intention determination unit 52, a notification unit 53, a sudden start operation detection unit 54, a target range determination unit 55, a drive control unit 56, and the like.
The required range detection unit 51 detects the driver required shift range based on the shift signal input from the shift position indicator 70.

The shift position indicator 70 has a shift lever 71 and a P position switch 75. The shift position indicator 70 is not mechanically fixed in the range specified by the driver. The shift lever 71 indicates the R range, the N range, and the D range by moving the slit 72. Specifically, the D range is instructed by moving the shift lever 71 to the D range instruction position 721, and the R range is instructed by moving the shift lever 71 to the R range instruction position 722. Further, by stopping the shift lever 71 at the N range instruction position 723 for the N range instruction holding time, the movement between the respective instruction positions is distinguished and the N range is instructed.
When the driver releases the shift lever 71, the shift lever 71 returns to the home position 724. It is possible to switch from the P range to another range when the brake pedal is depressed, and not when the brake pedal is not depressed.

The P position switch 75 is a momentary type button, and when the driver presses the P position switch 75, the P range is indicated.
The shift range selected by the shift position indicator 70 is the driver required shift range. The shift position indicator 70 outputs a shift signal corresponding to the driver required shift range to the ECU 50.

Further, the shift position indicator 70 is configured to be able to detect the driver's sudden start intention by a specific operation of the shift lever 71. In the present embodiment, when the "long press operation" of holding the shift lever 71 at the D range instruction position 721 for a sudden start intention determination time or longer is performed, it is detected that the driver has a sudden start intention. In this case, the "long press operation" corresponds to the "specific operation". Further, the shift lever 71 may be continuously instructed to the D range instruction position 721 a plurality of times (for example, twice) within the sudden start intention detection time to detect the sudden start intention of the driver. In this case, "multiple consecutive instructions of the D range" corresponds to "specific operation".
When the driver's sudden start intention is detected by the operation of the shift lever 71, the sudden start intention detection signal is transmitted to the ECU 50.

The sudden start intention determination unit 52 determines whether or not the driver has a sudden start intention. In the present embodiment, when the sudden start intention detection signal is acquired from the shift position indicator 70, it is determined that there is a sudden start intention. Further, for example, when the vehicle makes a right or left turn from a stopped state at an intersection, the vehicle may suddenly start. Therefore, when the turn signal 78 is operated, it is considered that the driver has an intention to start suddenly. If it is determined that there is a sudden start intention, a sudden start intention flag indicating that there is a sudden start intention is set.

When the sudden start intention detection signal is acquired from the shift position indicator 70, the notification unit 53 notifies the driver of information that the sudden start operation is possible. For example, the warning lamp on the instrument panel is turned on to notify that a sudden start operation is possible. The method of notifying the user is not limited to lighting the warning lamp, and any method such as voice guidance may be used. By notifying the driver that it is in a state where it can start suddenly, it calls attention to the accelerator operation.

The sudden start operation detection unit 54 detects the sudden start operation based on the operation signal output according to the operation state of the accelerator pedal 79 as the accelerator device. In the present embodiment, the sudden start operation is detected based on the depression angle of the accelerator pedal 79 and the amount of change in the depression angle per unit time of the accelerator pedal 79. In the present embodiment, the stepping angle corresponds to the "operation angle", and the stepping angle change amount per unit time corresponds to the "operation amount per unit time".

Specifically, as shown in FIG. 4, when the depression angle θa of the accelerator pedal 79 is larger than the angle determination threshold value THa and the depression angle change amount Δθa is equal to or greater than the change amount determination threshold value THb, the sudden start operation is performed. I reckon. In FIGS. 4 to 6, when the region indicated by the satin finish is the sudden start operation detection region Rss and the depression angle θa of the accelerator pedal 79 is included in the sudden start operation detection region Rss, it is determined that the sudden start operation has been performed. .. For example, when the accelerator pedal 79 is operated as shown by the solid line Lp, the sudden start operation is detected at time t1 when θa> THa and Δθa ≧ THb. On the other hand, when the accelerator pedal 79 is operated as shown by the solid line Ln, the sudden start operation is not detected because it is not included in the sudden start operation detection region Rss.

Further, as shown in FIG. 5, in the initial stage of stepping, even if the stepping angle change amount Δθa is less than the change amount determination threshold value THb, θa> THa and Δθa ≧ THb at time t2. Even in such a case, the sudden start is determined.
Furthermore, as shown in FIG. 6, a plurality of angle determination thresholds THa1 and THa2 and change amount determination thresholds THb1 and THb2 may be provided. Here, THa1 <THa2, THb1> THb2. In the example of FIG. 6, when the stepping angle θa is larger than the first angle determination threshold THa1 and the stepping angle change amount Δθa is equal to or larger than the first change amount determination threshold THb1, or the stepping angle θa is larger than the second angle determination threshold THa2. When the stepping angle change amount Δθa is large and is equal to or larger than the second change amount determination threshold THb2, a sudden start determination is made.
When the sudden start operation is detected, the sudden start operation detection unit 54 sets the sudden start operation flag indicating that the sudden start operation has been detected. The sudden start intention flag and the sudden start operation flag are reset, for example, when the vehicle speed becomes higher than the stop determination value.

Returning to FIG. 3, the target range determination unit 55 determines the target shift range based on the driver request shift range, the sudden start intention flag, the sudden start operation flag, the vehicle speed, and the like. The shift position indicator 70 and the shift range switching mechanism 20 of the present embodiment are not mechanically fixed by the driver required shift range. Therefore, the target shift range and the driver required shift range do not always match.
The drive control unit 56 controls the drive of the motor 10 so that the actual shift range matches the target shift range. The actual range, which is the actual shift range, is displayed on a range indicator such as an instrument panel.

Here, a case where the accelerator pedal 79 and the brake pedal (not shown) are mistakenly pressed will be described with reference to FIG. For example, when the amount of play of the brake pedal is larger than that of the accelerator pedal 79, it is highly probable that the brake pedal will be operated suddenly in normal operation as compared with the case where the accelerator pedal 79 is depressed.
For example, when the accelerator pedal 79 is operated by mistake for the brake pedal, as shown by the solid line Lp, the stepping pattern is different from that at the time of normal starting indicated by the solid line Ln, and there is a possibility that the driver may make an unintended sudden start. In the present embodiment, by using the angle determination threshold value THa and the change amount determination threshold value THb, it can be considered that the operation pattern of the normal accelerator pedal 79 and the operation pattern due to a mistake in stepping on the brake pedal are distinguished. can.

Therefore, in the present embodiment, when the driver makes a sudden start operation from a stopped state even though the driver does not intend to make a sudden start, the shift range is forcibly set to the P range to set the parking lock mechanism. The axle is locked by 30 to prevent the driver from making an unintended sudden start.

The target range determination process of the present embodiment will be described with reference to the flowchart of FIG. This process is executed by the ECU 50 at a predetermined cycle when the start switch of the vehicle such as the ignition switch is turned on. Hereinafter, the “step” of step S101 is omitted and simply referred to as the symbol “S”.

In S101, the target range determination unit 55 determines whether or not the vehicle is stopped. Here, when the vehicle speed is smaller than the stop determination value, it is determined that the vehicle is stopped. The stop determination value is set to be equal to or lower than the upper limit speed (for example, 5 km / h) at which parking lock can be performed by the parking lock mechanism 30. If it is determined that the vehicle is not stopped (S101: NO), the process proceeds to S106. If it is determined that the vehicle is stopped (S101: YES), the process proceeds to S102.

In S102, the target range determination unit 55 determines whether the driver required shift range is the D range or the R range. When it is determined that the driver required shift range is other than the D range or the R range (S102: NO), that is, when the driver required shift range is the P range or the N range, the process proceeds to S106. When it is determined that the driver request shift range is the D range or the R range (S102: YES), the process shifts to S103.

In S103, the target range determination unit 55 determines whether or not a sudden start intention has been detected. In the present embodiment, the presence or absence of a sudden start intention is determined based on the sudden start intention flag. When it is determined that the sudden start intention is detected (S103: YES), the process proceeds to S106. If it is determined that the sudden start intention has not been detected (S103: NO), the process proceeds to S104.

In S104, the target range determination unit 55 determines whether or not a sudden start operation has been detected. In the present embodiment, the presence or absence of the sudden start operation is determined based on the sudden start operation flag. If it is determined that the sudden start operation has not been detected (S104: NO), the process proceeds to S106. When it is determined that the sudden start operation is detected (S104: YES), the process proceeds to S105.

In S105, the target range determination unit 55 performs a forced P range process in which the target shift range is the P range. When the target shift range is set to the P range by the forced P range process, the motor 10 is driven and the actual range is switched to the P range, so that the axle is locked by the parking lock mechanism 30. Further, the range indicator lamp indicates that the actual range is the P range. When the actual range is switched to the P range by the forced P range processing, it is possible to switch to a range other than the P range by performing a normal shift switching operation in which the shift lever 71 is operated while depressing the brake pedal. ..
In S106, the target range determination unit 55 sets the target shift range as the driver required shift range.

In the present embodiment, even if the driver does not intend to start suddenly, for example, the accelerator pedal 79 is suddenly started due to a mistake in stepping on the accelerator pedal 79 and the brake pedal, the shift-by-wire system 1 is used. By forcibly switching to the P range, the axle is locked by the parking lock mechanism 30. As a result, it is possible to prevent the sudden start of the vehicle, and it is possible to prevent the occurrence of an accident due to the sudden start of the vehicle even if the vehicle does not have an accident determination function or the like.
Further, when the driver really wants to start suddenly, it is possible to avoid switching to the P range at the time of sudden start by performing an operation indicating the intention of sudden start, so that the inconvenience of the driver can be avoided.

As described above, the shift-by-wire control device 40 of the present embodiment controls the shift-by-wire system 1 for switching the shift range by controlling the drive of the motor 10, and includes the required range detection unit 51 and the request range detection unit 51. It includes a sudden start intention determination unit 52, a sudden start operation detection unit 54, a target range determination unit 55, and a drive control unit 56.

The required range detection unit 51 detects the driver required shift range based on the shift signal input from the shift position indicator 70. The sudden start intention determination unit 52 determines whether or not the driver has a sudden start intention. The sudden start operation detection unit 54 detects the sudden start operation from the vehicle stop state based on the operation state of the accelerator device. The target range determination unit 55 determines the target shift range based on the information acquired from the request range detection unit 51, the sudden start intention determination unit 52, and the sudden start operation detection unit 54. The drive control unit 56 controls the drive of the motor 10 so that the actual shift range becomes the target shift range.

The target range determination unit 55 sets the target shift range as the P range when it is determined that the driver required shift range is the D range or the R range and there is no sudden start intention and the sudden start operation is detected.
As a result, when the driver makes a sudden start operation without the intention of making a sudden start, the shift range is switched to the P range, so that it is possible to prevent a sudden start due to an erroneous operation such as a mistake in pressing the accelerator pedal 79 and the brake pedal. can.

The sudden start operation detection unit 54 detects a sudden start operation based on the amount of change in depression of the accelerator pedal 79 per unit time and the depression angle of the accelerator pedal 79. As a result, the sudden start operation can be appropriately detected.
The shift-by-wire control device 40 further includes a notification unit 53 that notifies the driver of information that the sudden start is possible when it is determined that the driver has a sudden start intention. By notifying that a sudden start is possible, it is possible to call attention to the accelerator operation.

The sudden start intention determination unit 52 determines that there is a sudden start intention when the direction indicator 78 is operated. This makes it possible to prevent switching to the P range, for example, when turning left or right at an intersection.
The sudden start intention determination unit 52 determines whether or not there is a sudden start intention based on the operating state of the shift position indicator. For example, it is detected that there is a sudden start intention by continuously instructing the D range multiple times or by pressing and holding the D range. As a result, it is possible to appropriately determine whether or not the driver intends to start suddenly.

(Other embodiments)
In the above embodiment, the sudden start intention determination unit detects the sudden start intention of the driver by the specific operation of the shift range indicator. In another embodiment, a dedicated operation device (for example, a button) for detecting the driver's sudden start intention is provided, and the sudden start intention determination unit determines whether or not the driver has a sudden start intention based on the signal from the operation device. May be determined. Further, in another embodiment, the sudden start intention determination unit may consider that there is a sudden start intention when there is no obstacle within a predetermined range in the traveling direction by the obstacle sensor. The obstacle sensor is, for example, a camera, a radar device, or the like.

In the above embodiment, the detent plate is provided with four valleys. In other embodiments, the number of valleys is not limited to four and may be any number. For example, the number of valleys of the detent plate may be two, and the P range and the notP range may be switched.
Further, the shift range switching mechanism, the parking lock mechanism, and the like may be different from those in the above embodiment. Further, the shift position indicator may be any as long as the range is not mechanically fixed.

In the above embodiment, a speed reducer is provided between the motor shaft and the output shaft. Although the details of the speed reducer are not mentioned in the above embodiment, for example, a cycloid gear, a planetary gear, a gear using a spur tooth gear that transmits torque from a speed reduction mechanism substantially coaxial with the motor shaft to the drive shaft, and these. Any configuration may be used, such as a combination of the above. Further, in another embodiment, the speed reducer between the motor shaft and the output shaft may be omitted, or a mechanism other than the speed reducer may be provided. In another embodiment, the actuator is not limited to the motor, and may be any actuator that can drive the shift range switching mechanism.
As described above, the present invention is not limited to the above-described embodiment, and can be implemented in various forms without departing from the spirit of the invention.

1 ... Shift-by-wire system 10 ... Motor (actuator)
40 ... Shift-by-wire control device 51 ... Request range detection unit 52 ... Sudden start intention determination unit 53 ... Notification unit 54 ... Sudden start operation detection unit 55 ... Target range determination unit 56.・ ・ Drive control unit 70 ・ ・ ・ Shift position indicator 79 ・ ・ ・ Accelerator pedal (accelerator device)

Claims (3)

A shift-by-wire control device that controls a shift-by-wire system (1) that switches the shift range by controlling the drive of the actuator (10).
The request range detection unit (51) that detects the driver request shift range based on the shift signal input from the shift position indicator (70), and
The sudden start intention determination unit (52) for determining the presence or absence of the driver's sudden start intention, and
A sudden start operation detection unit (54) that detects a sudden start operation from a vehicle stop state based on the operation state of the accelerator device (79), and
A target range determination unit (55) that determines a target shift range based on information acquired from the request range detection unit, the sudden start intention determination unit, and the sudden start operation detection unit.
A drive control unit (56) that controls the drive of the actuator so that the actual shift range becomes the target shift range.
Equipped with
The sudden start intention determination unit determines the presence or absence of the sudden start intention based on the operation state of the shift position indicator.
When the driver request shift range is the D range or the R range, it is determined that there is no sudden start intention, and the sudden start operation is detected, the target range determination unit sets the target shift range to P. A shift-by-wire control device with a range. The shift-by-wire control device according to claim 1, wherein the sudden start operation detection unit detects the sudden start operation based on the operation amount per unit time of the accelerator device and the operation angle of the accelerator device. The shift-by-wire control device according to claim 1 or 2, further comprising a notification unit (53) for notifying the driver of information that the sudden start is possible when it is determined that the driver has the intention of sudden start.

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