JP7230701B2 - vehicle controller - Google Patents

Description

The present invention relates to a vehicle control device.

Patent Literature 1 discloses an accelerator control device for a diesel engine that outputs an accelerator sensor backup signal according to the state of an accelerator switch indicating an idle state when a control unit detects a failure of the accelerator sensor.

In the accelerator control device for a diesel engine described in Patent Document 1, when the accelerator switch changes from ON to OFF, that is, from an idle state to a non-idle state, the accelerator opening is increased, and conversely, from OFF to ON, that is, from a non-idle state. When the vehicle changes from idling to idling, the accelerator opening is reduced, and even if the accelerator sensor fails, appropriate acceleration or deceleration is possible according to the state of the accelerator switch that operates when the driver steps on the accelerator pedal. there is

Japanese Patent No. 3525478

However, in the above-described conventional accelerator control device for a diesel engine, if both the accelerator pedal sensor and the accelerator switch fail, the operating state of the accelerator pedal becomes unknown. can't do Therefore, it takes time to evacuate the vehicle to a safe place.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances. Even if the operation state of the accelerator pedal is unknown due to a failure, the maximum speed during evacuation can be increased, and the vehicle can be evacuated to a safe place. It is an object of the present invention to provide a vehicle control device capable of shortening the time required to

In order to achieve the above object, the present invention is configured to be switchable between an engine and a plurality of gear stages having different gear ratios, and the rotation output from the engine is changed at a gear ratio corresponding to the gear stage and output. a transmission, an accelerator pedal sensor that detects the amount of depression of an accelerator pedal, and a vehicle speed sensor that detects a vehicle speed, wherein the accelerator opening is adjusted based on the amount of depression of the accelerator pedal. an accelerator opening setting unit for setting; an accelerator failure detection unit for detecting a failure of the accelerator pedal or the accelerator pedal sensor; and when the accelerator failure detection unit detects a failure of the accelerator pedal or the accelerator pedal sensor , an engine control unit for maintaining the engine speed at an idling speed; a shift control unit that performs upshift control based on vehicle speed, wherein the shift control unit detects the vehicle speed when the accelerator failure detection unit detects a failure of the accelerator pedal or the accelerator pedal sensor. It has a configuration for executing the upshift control based on.

According to the present invention, even if the operating state of the accelerator pedal is unknown due to a failure, the maximum speed during evacuation traveling can be increased, and the time required to evacuate the vehicle to a safe place can be shortened. A control device for a vehicle can be provided.

FIG. 1 is a schematic configuration diagram of a vehicle equipped with a control device according to one embodiment of the present invention. FIG. 2 is an example of a shift map during retraction referred to by a transmission controller mounted on a vehicle according to one embodiment of the present invention. FIG. 3 is a flow chart showing the flow of shift control processing executed by a transmission controller mounted on a vehicle according to one embodiment of the present invention. FIG. 4 is a diagram showing an example of a timing chart at the time of evacuation travel of the vehicle according to one embodiment of the present invention.

A control device for a vehicle according to an embodiment of the present invention is configured to be capable of switching between an engine and a plurality of gear stages having different gear ratios, and shifts rotation output from the engine at a gear ratio corresponding to the gear stage. , an accelerator pedal sensor for detecting the amount of depression of the accelerator pedal, and a vehicle speed sensor for detecting the vehicle speed, wherein the accelerator opening is based on the amount of depression of the accelerator pedal. , an accelerator failure detection unit that detects a failure of the accelerator pedal or the accelerator pedal sensor, and an accelerator failure detection unit that detects a failure of the accelerator pedal or the accelerator pedal sensor, the rotation of the engine upshift control based on the accelerator opening and the vehicle speed when neither the accelerator pedal nor the accelerator pedal sensor is detected by an engine control unit that maintains the engine speed at the idling speed and the accelerator failure detection unit. and a shift control unit, wherein the shift control unit executes upshift control based on the vehicle speed when the accelerator malfunction detection unit detects a malfunction of the accelerator pedal or the accelerator pedal sensor. As a result, the vehicle control device according to the embodiment of the present invention can increase the maximum speed during the evacuation run even if the operation state of the accelerator pedal is unknown due to a failure, and the vehicle can be moved to a safe place. The time required for evacuation can be shortened.

A vehicle equipped with a control device according to an embodiment of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, a vehicle 1 according to this embodiment includes an engine 2, a transmission 3 as a transmission, a clutch 4, front wheels 5L and 5R, rear wheels 6L and 6R, an engine controller 20, and a transmission controller 30 .

A plurality of cylinders are formed in the engine 2 . In this embodiment, the engine 2 is constructed so that each cylinder performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke.

The transmission 3 is configured by a constant mesh or selective sliding type transmission capable of switching between a plurality of gear stages having different gear ratios. The transmission 3 is connected to the front wheels 5L, 5R via drive shafts. The transmission 3 shifts the rotation output from the engine 2 at a gear ratio corresponding to one of a plurality of gear stages and outputs the rotation.

In this embodiment, the transmission 3 is configured by an AMT (Automated Manual Transmission) that automatically performs a gear shift operation and a clutch operation of the clutch 4 . The transmission 3 may be composed of, for example, a multistage automatic transmission or a continuously variable transmission such as a CVT (Continuously Variable Transmission).

Gear stages that can be established by the transmission 3 include, for example, first to fourth gear stages for traveling and reverse gear stages. The number of gear stages for traveling varies depending on the specifications of the vehicle 1, and is not limited to the first to fourth gear stages described above.

Here, the vehicle 1 has, as a shift mode, a manual mode in which upshift control or downshift control is performed in response to a manual upshift operation or downshift operation by the driver, and an automatic shift mode in accordance with the running state of the vehicle 1. and an automatic mode for performing upshift control or downshift control are set.

Manual mode and automatic mode can be switched by a selector lever (not shown) arranged near the driver's seat. For example, the shift mode can be switched to the manual mode by operating the operating position of the selector lever to the M range.

In the manual mode, the gear stage of the transmission 3 is switched according to the operating position of the shift operating section 32 operated by the driver. A paddle shifter arranged near the steering wheel is used as the shift operation unit 32 . Note that the shift operating unit 32 is not limited to a paddle shift, and a selector lever or both a paddle shift and a selector lever may be used.

In the automatic mode, the gear stage of the transmission 3 is switched according to the vehicle speed, which is the speed of the vehicle 1, and the accelerator opening, which is set based on the depression amount of the accelerator pedal 8.

Clutch 4 is provided on a power transmission path between engine 2 and transmission 3 . The clutch 4 is configured to be switchable between an engaged state for transmitting power between the engine 2 and the transmission 3 and a released state for interrupting the transmission of the power by an actuator (not shown).

The engine controller 20 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. computer unit.

The ROM of the computer unit stores a program for causing the computer unit to function as the engine controller 20 along with various constants, various maps, and the like. That is, the computer unit functions as the engine controller 20 in this embodiment by the CPU executing a program stored in the ROM using the RAM as a work area.

Various sensors such as an accelerator pedal sensor 81 for detecting the depression amount of the accelerator pedal 8 operated by the driver are connected to the engine controller 20 . The accelerator pedal sensor 81 detects the depression amount of the accelerator pedal 8 as an accelerator opening, and transmits a signal corresponding to the accelerator opening to the engine controller 20 .

The accelerator pedal sensor 81 is composed of, for example, a non-contact sensor that applies an electromagnetic induction effect, and detects the accelerator opening by two systems, a main circuit and a sub circuit, which have different output characteristics.

Also, the engine controller 20 is connected to various controllers such as the transmission controller 30 via a CAN communication line (not shown), and exchanges signals such as control signals with these controllers. .

The engine controller 20 functions as an accelerator opening degree setting unit 21 that sets the accelerator opening degree based on the depression amount of the accelerator pedal 8 .

The engine controller 20 also functions as an accelerator failure detector 22 that detects a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 . The engine controller 20 comprehensively judges information input from various sensors and various controllers to detect a failure of the accelerator pedal 8 . For example, on a flat road, if the engine speed does not increase even though the accelerator opening is increasing, or if the engine speed does not decrease even though the accelerator opening is decreasing, the accelerator pedal 8 can be determined to be faulty.

Also, the engine controller 20 detects a failure of the accelerator pedal sensor 81 based on the voltage difference between the main circuit and the sub-circuit of the accelerator pedal sensor 81 . Furthermore, the engine controller 20 can determine that either the accelerator pedal 8 or the accelerator pedal sensor 81 has failed when the outputs of the main circuit and the sub-circuit of the accelerator pedal sensor 81 are out of the predetermined ranges. can. Failure of the accelerator pedal sensor 81 in this case means that both the main circuit and the sub-circuit have failed at the same time.

In addition, when a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 is detected, the engine controller 20 controls the rotation speed of the engine 2 (hereinafter referred to as "engine rotation speed") as a fail-safe regardless of the accelerator operation by the driver. ) at the idling speed. In a state in which the engine speed is maintained at the idling speed as a fail-safe, when the driver releases the brake operation, the torque of the engine 2 is transmitted to the transmission 3 via the clutch 4, enabling limp driving. .

The transmission controller 30 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. computer unit.

The ROM of the computer unit stores a program for causing the computer unit to function as the transmission controller 30 along with various constants, various maps, and the like. That is, the computer unit functions as the transmission controller 30 in this embodiment by the CPU executing the program stored in the ROM using the RAM as a work area.

Various sensors such as a vehicle speed sensor 33 are connected to the transmission controller 30 in addition to the gear shift operating unit 32 described above. The vehicle speed sensor 33 detects the vehicle speed, which is the speed of the vehicle 1 , and transmits a signal corresponding to the vehicle speed to the transmission controller 30 .

The transmission controller 30 functions as a shift control unit 31 that executes upshift control or downshift control based on at least one of accelerator opening and vehicle speed.

Specifically, when the engine controller 20 detects no failure in either the accelerator pedal 8 or the accelerator pedal sensor 81, that is, when the accelerator pedal 8 and the accelerator pedal sensor 81 are normal, the transmission controller 30 controls the accelerator Upshift control or downshift control is executed by referring to a shift map (not shown) based on the opening degree and vehicle speed.

The above-described shift map is a map in which upshift lines and downshift lines are defined corresponding to accelerator opening and vehicle speed.

When the engine controller 20 detects a failure of the accelerator pedal 8 or the accelerator pedal sensor 81, the transmission controller 30 executes upshift control by referring to the shift map for retraction shown in FIG. 2 based on the vehicle speed. It is designed to

As shown in FIG. 2 , the retraction gear shift map is a map that defines gear stages corresponding to vehicle speeds, and is experimentally obtained in advance and stored in the ROM of the transmission controller 30 .

In the evacuation shift map, when the vehicle speed V is equal to or lower than the predetermined vehicle speed a [km/h], the gear stage is set to the 1st gear stage (denoted as "1st" in FIG. 2), and the vehicle speed V is set to the predetermined vehicle speed a. In a region exceeding [km/h], the 2nd gear (denoted as "2nd" in FIG. 2) is set. Therefore, in this embodiment, the upper limit of the gear stage during the limp travel is the 2nd gear stage. The upper gear stage is not limited to the 2nd gear stage, and may be set to any of the higher gear stages after the 3rd gear stage.

The aforementioned predetermined vehicle speed a [km/h] is, for example, the upper limit of the vehicle speed at which engine stall may occur when shifting from the first speed to the second speed while the engine speed is maintained at the idling speed. is preferably set to

When the engine controller 20 detects a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 when the shift mode is the manual mode, the transmission controller 30 detects that the vehicle speed V exceeds a predetermined vehicle speed b [km/h]. , the gear stage is shifted to the 3rd speed stage regardless of the above-described retraction shift map. The upper limit gear stage in the manual mode during limp-home driving is not limited to the 3rd gear stage, and may be any of the 4th gear stage or higher.

The aforementioned predetermined vehicle speed b [km/h] is a vehicle speed higher than the predetermined vehicle speed a [km/h]. It is preferable that the upper limit of the vehicle speed at which engine stall may occur when the gear is shifted to .

In this embodiment, when the gear shift mode is the automatic mode, the upshift control is executed based on the above-described retraction gear shift map with the upper gear stage set to the 2nd gear stage.

Therefore, in the present embodiment, in the upshift control executed when a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 is detected, the upper limit of gear stages that can be upshifted differs between the automatic mode and the manual mode. In addition, as described above, the upper limit of the gear stages that can be upshifted in the manual mode is higher than the upper limit of the gear stages that can be upshifted in the automatic mode. In other words, the gear ratio of the upper limit of the upshiftable gear in the manual mode is smaller than that of the upper limit of the upshiftable gear in the automatic mode.

Next, shift control processing executed by the transmission controller 30 according to the present embodiment will be described with reference to FIG. The shift control process shown in FIG. 3 is repeatedly executed at predetermined time intervals from when the ignition of the vehicle 1 is turned on until it is turned off.

As shown in FIG. 3, the transmission controller 30 determines whether or not the engine controller 20 has detected a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 (step S1).

When the transmission controller 30 determines in step S1 that neither the accelerator pedal 8 nor the accelerator pedal sensor 81 is faulty, normal control is performed when the accelerator pedal 8 and the accelerator pedal sensor 81 are normal. The upshift control or downshift control to be executed is executed (step S2), and the shift control process ends.

When the transmission controller 30 determines in step S1 that a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 has been detected, it determines whether or not the shift mode is the automatic mode (step S3).

When the transmission controller 30 determines in step S3 that the gear shift mode is the automatic mode, it determines the gear position according to the shift map for retraction (see FIG. 2) (step S4). After that, the transmission controller 30 shifts the process to step S5.

If the transmission controller 30 determines in step S3 that the gear shift mode is not the automatic mode, the transmission controller 30 determines that the gear shift mode is the manual mode, and determines whether or not there is a manual upshift operation by the driver ( step S6).

When the transmission controller 30 determines in step S6 that there is no manual upshift operation by the driver, the transmission controller 30 determines the gear position according to the shift map for retraction (see FIG. 2) (step S7). After that, the transmission controller 30 shifts the process to step S5.

When the transmission controller 30 determines in step S6 that there is a manual upshift operation by the driver, it determines whether or not the vehicle speed V exceeds a predetermined vehicle speed b [km/h] (step S8).

When the transmission controller 30 determines in step S8 that the vehicle speed V does not exceed the predetermined vehicle speed b [km/h], the transmission controller 30 executes the processing of step S7 and proceeds to step S5. Therefore, if the vehicle speed V does not exceed the predetermined vehicle speed b [km/h] in the manual mode, the gear position is changed according to the vehicle speed V according to the shift map for retraction (see FIG. 2) regardless of whether there is an upshift operation. is determined.

When the transmission controller 30 determines in step S8 that the vehicle speed V exceeds the predetermined vehicle speed b [km/h], the transmission controller 30 determines the gear stage to be the 3rd stage (denoted as "3rd" in FIG. 3). (step S9), the process proceeds to step S5.

In step S5, the transmission controller 30 controls the transmission 3 and clutch 4 to shift to the gear determined in step S4, step S7 or step S9, and ends the shift control process.

Next, with reference to FIG. 4, an example of a timing chart when the vehicle 1 is in limp-apart travel in this embodiment will be described. In the timing chart shown in FIG. 4, it is assumed that a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 is detected at time t0.

As shown in FIG. 4, when a failure of the accelerator pedal 8 or the accelerator pedal sensor 81 is detected at time t0, the engine speed is maintained at the idling speed (800 rpm in the example shown in FIG. 4). At time t0, the operating position of the selector lever is the D range selected in the automatic mode, and the available gear stage of the transmission 3 is the 1st speed stage.

At this time, the transmission input shaft rotation speed gradually increases from time t0 according to the degree of engagement of the clutch 4, and the vehicle speed V also increases accordingly. The transmission input shaft rotation speed is the rotation speed of the input shaft of the transmission 3 connected to the clutch 4 .

After that, at time t1, when the vehicle speed V exceeds a predetermined vehicle speed a [km/h], the upshift control is executed, and gear shift operation and clutch operation are started. Then, at time t2, the gear change from the first gear to the second gear, that is, the shift is completed.

Here, in the case of a configuration in which no gear shift is performed during evacuation traveling, the upper limit of the vehicle speed during evacuation traveling is the predetermined vehicle speed a, and only evacuation traveling at low speed is possible, and the vehicle is evacuated to a safe place. It takes time.

On the other hand, in the present embodiment, as described above, the gear is changed from the first gear to the second gear, so that the vehicle speed can be increased during the evacuation run, and the vehicle can be quickly moved to a safe place. It is possible to move to

The transmission input shaft rotation speed decreases once when shifting is started at time t1, but gradually increases to match the idling rotation speed when shifting is completed at time t2.

After that, at time t3, when the operation position of the selector lever is operated to the M range, the shift mode is switched from the automatic mode to the manual mode.

After that, at time t4, when the vehicle speed V exceeds the predetermined vehicle speed b, the upshift control is executed, and gear shift operation and clutch operation are started. Then, at time t5, the gear change from the 2nd speed to the 3rd speed, that is, the shift is completed.

In this embodiment, since the upper limit of the gear stage during evacuation driving in the automatic mode is 2nd speed, the predetermined vehicle speed b is the upper limit vehicle speed during evacuation driving in the automatic mode ("D range upper limit vehicle speed in FIG. 4"). ”).

The transmission input shaft rotation speed decreases once when the gear shift starts at time t4, but gradually increases to match the idling rotation speed when the gear shift is completed at time t5.

In this way, when the gear stage is changed to the 3rd gear during evacuation driving in the manual mode, the vehicle speed is increased to the upper limit vehicle speed during evacuation driving in the manual mode (referred to as "M range upper limit vehicle speed" in FIG. 4). V rises.

As described above, the vehicle control apparatus according to the present embodiment executes upshift control based on the vehicle speed V when the engine controller 20 detects a failure of the accelerator pedal 8 or the accelerator pedal sensor 81. It is configured.

As a result, the vehicle control device according to the present embodiment can increase the maximum speed during evacuation travel even if the operation state of the accelerator pedal 8 is unknown due to a failure, and the vehicle 1 is evacuated to a safe place. can shorten the time required for

Further, in the upshift control executed when the engine controller 20 detects a failure of the accelerator pedal 8 or the accelerator pedal sensor 81, the vehicle control device according to the present embodiment sets the upper limit of the gear stage that can be upshifted to The manual mode and automatic mode are configured differently.

As a result, the vehicle control apparatus according to the present embodiment increases the vehicle speed when the driver's intention to increase the vehicle speed can be confirmed, such as when an upshift operation is performed in the manual mode. The vehicle 1 can be driven according to the intention.

In addition, the vehicle control device according to the present embodiment is such that the upper limit of the gear stage that can be upshifted in the manual mode is greater than the upper limit of the gear stage that can be upshifted in the automatic mode, so the driver wants to increase the vehicle speed. The vehicle speed can be increased when the intention is confirmed.

Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 vehicle 2 engine 3 transmission
4 clutch 8 accelerator pedal 20 engine controller 21 accelerator opening setting unit 22 accelerator failure detection unit 23 engine control unit 30 transmission controller 31 shift control unit 32 shift operation unit 33 vehicle speed sensor 81 accelerator pedal sensor

Claims (3)

an engine, a transmission configured to be capable of switching between a plurality of gear stages having different gear ratios, and outputting rotation output from the engine by shifting the rotation at a gear ratio corresponding to the gear stage; A vehicle control device comprising an accelerator pedal sensor for detecting and a vehicle speed sensor for detecting vehicle speed,
an accelerator opening setting unit that sets an accelerator opening based on the depression amount of the accelerator pedal;
an accelerator failure detection unit that detects a failure of the accelerator pedal or the accelerator pedal sensor;
an engine control unit that maintains the engine speed at an idling speed when the accelerator failure detection unit detects a failure of the accelerator pedal or the accelerator pedal sensor;
a shift control unit that executes upshift control based on the accelerator opening and the vehicle speed when neither the accelerator pedal nor the accelerator pedal sensor has detected a failure by the accelerator failure detection unit;
The shift control unit executes the upshift control based on the vehicle speed when the accelerator failure detection unit detects a failure of the accelerator pedal or the accelerator pedal sensor. Device. As the shift mode of the vehicle, there are a manual mode in which the upshift control is performed according to a manual upshift operation by a driver, and an automatic mode in which the upshift control is automatically performed according to the running state of the vehicle. have
In the upshift control executed when the accelerator failure detection unit detects a failure of the accelerator pedal or the accelerator pedal sensor, the upper limit of the gear stage that can be upshifted differs between the manual mode and the automatic mode. The vehicle control device according to claim 1, characterized in that: 3. The control device for a vehicle according to claim 2, wherein an upper limit of the gear stage in which the upshift is possible in the manual mode is larger than an upper limit of the gear stage in which the upshift is possible in the automatic mode.

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