JP7384105B2 - vehicle control system - Google Patents

Description

The present invention relates to a control system for a vehicle equipped with a shift-by-wire automatic transmission.

2. Description of the Related Art Conventionally, vehicles equipped with a shift-by-wire automatic transmission are known (for example, see Patent Document 1). In such a vehicle, an actuation signal is output to the automatic transmission when the driver operates a shift operation section. An automatic transmission changes gear ranges or operates a parking lock device by receiving an activation signal.

The parking lock device includes an actuator and a lock mechanism. When the driver selects the parking range (P range) using the shift operation section or turns off the vehicle power switch, an actuation signal is output to the actuator. When the actuator moves the movable rod to the locked position in response to the actuation signal, the movable rod actuates the locking mechanism. When the locking mechanism is activated, the power transmission shaft connected to the wheels is restrained, so that the vehicle is maintained in a stopped state. In particular, when the vehicle power switch is turned off, the parking lock device maintains the power transmission shaft in a locked state and the vehicle engine is stopped.

JP 2018-40396 Publication

However, the movable rod may not move normally to the restraining position due to the influence of metal powder or the like mixed into the actuator or a malfunction in the power supply to the actuator. In other words, there is a malfunction in which the power transmission shaft is not restrained by the parking lock device even though the driver operates the parking lock device (selecting P range on the shift operation unit, turning off the vehicle power switch). can occur. Usually, when the driver operates the parking lock device, he thinks that the parking lock device is applying a predetermined braking force to the vehicle.

Therefore, if the driver takes his foot off the brake pedal and exits the vehicle in such a malfunction condition without operating the parking brake, there is a risk that the vehicle will start moving against the driver's will due to the slope of the road surface. there were.

The present invention was made in order to solve such problems, and is intended to detect when a vehicle equipped with a shift-by-wire automatic transmission is not maintained at a stopped state due to a malfunction of the parking lock device. The purpose of the present invention is to provide a vehicle control system that allows the driver to effectively recognize the vehicle.

In order to solve the above-mentioned problems, the present invention provides a vehicle control system that includes a shift-by-wire automatic transmission, a locking mechanism, and an actuator, and that moves a movable rod of the actuator from a non-restricted position to a restrained position. A parking lock device that operates a locking mechanism using a movable rod to restrict rotation of a power transmission shaft connected to a vehicle wheel, an electric parking brake device, and a desired shift range of an automatic transmission. a plurality of shift ranges, and a shift operation section that allows the driver to select one position from among the parking ranges for operating the parking lock device; The controller includes a vehicle power switch, a tilt angle sensor that detects the tilt angle of the vehicle in the longitudinal direction, and a controller that controls the automatic transmission and the parking lock device based on the operation of the shift operation section by the driver. When the vehicle power switch is operated to the OFF position, which cuts off the power supply, the vehicle's engine is stopped, an activation signal is output to the parking lock device, and the movable rod of the parking lock device is changed from the non-restricted position to the restricted position. The controller is configured to detect a malfunction in which the movable rod does not move to the restrained position even though the vehicle power switch is operated to the OFF position, and to adjust the tilt angle detected by the tilt angle sensor. If the angle is equal to or greater than a threshold angle, stopping the engine is prohibited.

According to the present invention configured in this manner, the engine does not stop even though the vehicle power switch is turned off, so that the driver can be alerted to the occurrence of vehicle abnormality (particularly, failure of the parking lock device). be able to recognize what has been done. As a result, the present invention can prevent the driver from getting out of the vehicle while the vehicle is not maintained in a stopped state. In this case, the driver can prevent the vehicle from moving against the road surface's inclination by activating the electric parking brake device.

Preferably, the present invention further includes a hydraulic brake device that applies braking force to the wheels of the vehicle in response to the operation of a brake pedal by the driver, and the controller is configured to control the hydraulic brake system when the vehicle stops due to the application of the braking force. The controller is configured to maintain the application of braking force to the pressure brake device for a predetermined application period, and furthermore, when the controller detects a malfunction state of the parking lock device during the predetermined application period, the controller completes the operation of the electric parking brake device. The hydraulic brake system maintains application of braking force until

According to the present invention configured in this way, the brake hold function of the hydraulic brake device maintains the vehicle in a stopped state even if the driver takes his foot off the brake pedal until the electric parking brake is activated. be done. Thereby, in the present invention, it is possible to prevent the vehicle from starting to move unexpectedly along the slope of the road surface.

In the present invention, preferably, when the inclination angle is equal to or greater than a threshold angle, and when a malfunction state of the parking lock device is detected, and the engine is stopped by an automatic idling stop function in response to stopping the vehicle, The controller restarts the engine.

According to the present invention configured in this way, when the vehicle is stopped and the engine is stopped by the automatic idling stop function, the vehicle 1 is stopped on a ramp and a malfunction of the parking lock device is detected. When the driver turns off the vehicle's power switch to exit the vehicle, the stopped engine restarts. As a result, the driver cannot get out of the vehicle and can recognize that there is a problem with the vehicle (specifically, a problem with the parking lock device).

In the present invention, preferably, the parking lock device includes a rod position sensor that detects the position of the movable rod, and the controller detects a malfunction state of the parking lock device based on a detection signal from the rod position sensor. According to the present invention configured in this way, a failure of the parking lock device can be reliably detected based on the position of the parking rod.

In the present invention, preferably, the parking lock device includes a state holding mechanism that holds the movable rod in an unrestricted position, and the state holding mechanism is configured to allow movement of the movable rod for a predetermined period in response to an actuation signal. It is configured.

According to the present invention configured in this way, the state holding mechanism allows movement of the parking rod in response to an activation signal, but the movement of the parking rod is normally restricted for the safety of the vehicle. Therefore, due to power failure, the state holding mechanism may not operate normally and the movement of the parking rod may be restricted. Therefore, in the present invention, even if the parking lock device does not operate normally due to a power failure, it is possible to make the driver aware of the failure by prohibiting the engine from stopping (and by continuing to supply power). can.

In the present invention, preferably, when the controller detects a malfunction of the parking lock device, it prohibits unlocking of the vehicle door until the operation of the electric parking brake device is completed.

According to the present invention configured in this way, the driver cannot open the vehicle door and get out of the vehicle until the electric parking brake device completes fixing the vehicle. As a result, in the present invention, it is possible to reliably prevent movement of the vehicle without the driver inside the vehicle.

In the present invention, preferably, when the electric parking brake device is activated after prohibiting the engine from stopping, the controller cancels the prohibition from stopping the engine. According to the present invention configured as described above, in a malfunctioning state, even if the driver gets out of the vehicle after the engine has stopped, if the electric parking brake device is activated, the vehicle will start moving against his will. This will be prevented.

According to the vehicle control system of the present invention, it is possible to effectively make the driver aware that the vehicle is not maintained in a stopped state due to a malfunction of the parking lock device.

1 is a schematic diagram of a vehicle equipped with a vehicle control system according to an embodiment of the present invention. 1 is a configuration diagram of a vehicle control system according to an embodiment of the present invention. 1 is a schematic cross-sectional view of a parking lock device in a locked state in an embodiment of the present invention. FIG. 2 is a schematic cross-sectional view of the parking lock device in an unlocked state in an embodiment of the present invention. 3 is a flowchart showing control processing of a vehicle control system according to an embodiment of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle control system according to an embodiment of the present invention will be described below with reference to the accompanying drawings. FIG. 1A is a schematic diagram of a vehicle equipped with a vehicle control system according to an embodiment of the present invention, and FIG. 1B is a configuration diagram of the vehicle control system.

As shown in FIG. 1A, the vehicle 1 is a front engine front drive type (FF type) vehicle. The engine 10 is placed horizontally on the front side of the vehicle, and the automatic transmission 20 is arranged on the left side of the engine 10 in the vehicle. The output from the engine 10 is transmitted to the wheels (front wheels) 5 via the automatic transmission 20, thereby causing the vehicle 1 to travel. Note that the vehicle 1 may be a front engine rear drive type (FR type) vehicle that drives wheels (rear wheels) 6 on the rear side of the vehicle.

<Vehicle control system configuration>
The vehicle control system S of this embodiment includes a shift-by-wire automatic transmission 20, a parking lock device 21 integrated with the automatic transmission 20, a shift operation section (shift lever) 3, and a hydraulic brake device. 40, an electric parking brake device 50, a door lock actuator 60, a notification device 70, and various detection sensors and operation switches. The detection sensors include a selector sensor SN1, a rod position sensor SN2, a slope sensor (inclination angle sensor) SN3, a brake pedal sensor SN4, a vehicle speed sensor SN5, a parking brake sensor SN6, and the like. Further, the operation switches include a vehicle power switch (IG switch) SW1, a parking switch SW2, a door opening/closing switch SW3, and the like.

The shift operation section 3 is arranged inside the cabin of the vehicle 1. The driver can select a desired shift range by operating the shift operation section 3. The shift ranges include "P" (parking range), "R" (reverse range), "N" (neutral range), "D" (drive range), and the like. The selector sensor SN1 detects a shift range selected by operating the shift operation section 3, and outputs an electric signal (shift range signal) representing the detected shift range to the controller 100.

The automatic transmission 20 is arranged on a power transmission path 22 that transmits power from the engine 10 to the drive wheels 5. The automatic transmission 20 is of a shift-by-wire type. Therefore, when a shift range other than the P range (R range, N range, D range, etc.) is selected in the shift operation section 3, the controller 100 automatically shifts the gear based on the electrical signal received from the selector sensor SN1. An activation signal is output to the machine 20. The shift-by-wire automatic transmission 20 is configured to switch shift ranges in response to an actuation signal received from the controller 100.

The parking lock device 21 is provided integrally with the automatic transmission 20. The parking lock device 21 is configured to prevent the drive wheels 5 from rotating by regulating (locking) the operation (rotation) of the power transmission shaft 23 . The power transmission shaft 23 is provided between the automatic transmission 20 and the drive wheels 5, and constitutes a part of the power transmission path 22. When the range selection is changed from the P range to a range other than the P range in the shift operation unit 3, the controller 100 outputs an activation signal to the parking lock device 21 so that the operation (rotation) of the power transmission shaft 23 is permitted. do. On the other hand, when the range selection is changed from a range other than the P range to the P range, the controller 100 outputs an activation signal to the parking lock device 21 so that the operation (rotation) of the power transmission shaft 23 is regulated (locked).

The hydraulic brake device 40 applies braking force to each of the wheels 5 and 6 using hydraulic pressure in response to the driver's operation of the brake pedal. The controller 100 is configured to adjust the braking force that the hydraulic brake device 40 applies to each of the wheels 5 and 6 via hydraulic pressure according to the amount of operation of the brake pedal.

The electric parking brake device 50 applies a braking force to the rear wheel 6 by applying a pressing force to a brake disc via an electric motor according to predetermined conditions. For example, when the driver operates the parking switch SW2, the controller 100 outputs an activation signal to the electric parking brake device 50. The electric parking brake device 50 is configured to apply braking force to the rear wheels 6 by activating an internal electric motor in response to an activation signal.

The electric parking brake device 50 includes a parking brake sensor SN6 that detects the operating state of the electric parking brake device 50. Specifically, parking brake sensor SN6 includes a load sensor that detects the pressing force on the brake disc, and outputs a brake activation signal that is a measured value detected by the load sensor. The brake activation signal corresponds to the braking force being applied to the rear wheels 6.

The door lock actuator 60 is an actuating device that operates a door lock provided on each vehicle door. The door lock actuator 60 is configured to unlock the door upon receiving a door lock opening signal from the controller 100, and to lock the door upon receiving a door lock closing signal.

The notification device 70 is a speaker, a display, a notification light, etc. provided in the vehicle 1. Using the notification device 70, the controller 100 can notify the driver of various information including abnormalities or malfunctions of the vehicle 1 through sound, display, and notification light.

The controller 100 is configured by a circuit and is a controller based on a well-known microcomputer. As shown in FIG. 1B, the controller 100 includes one or more microprocessors 100a as a central processing unit (CPU) that executes programs, and, for example, RAM (Random Access Memory) or ROM (Read Only Memory). The computer includes a memory 100b that stores programs and data, and an input/output bus that inputs and outputs electrical signals. For example, the controller 100 includes an ECU (Electronic Control Unit) and a TCM (Transmission Control Module).

The controller 100 receives a shift range signal from the selector sensor SN1, a rod position signal from the rod position sensor SN2, a tilt angle signal from the gradient sensor SN3, a pedal operation signal from the brake pedal sensor SN4, a vehicle speed signal from the vehicle speed sensor SN5, and a vehicle speed signal from the parking brake sensor SN6. It receives a brake activation signal, a power ON signal from the vehicle power switch SW1, a parking command signal from the parking switch SW2, a door lock open command signal, and a door lock close command signal from the door open/close switch SW3.

The shift range signal represents the shift range selected by the shift operation section 3. The controller 100 executes a shift change process of the automatic transmission 20 and a lock activation/release process of the parking lock device 21 based on the shift range signal.

The rod position signal indicates the position of the parking rod 26 within the parking lock device 21. The slope sensor SN3 detects the slope angle of the road surface (or the slope angle of the vehicle 1 on the road surface in the longitudinal direction) using an acceleration sensor. Therefore, the inclination angle signal represents the inclination angle of the vehicle 1 in the longitudinal direction. The pedal operation signal represents the amount of operation of the brake pedal. The controller 100 applies appropriate braking force to the wheels 5 and 6 using the hydraulic brake device 40 based on the pedal operation signal. The vehicle speed signal represents the speed of the vehicle 1.

The brake activation signal represents the braking force applied to the rear wheel 6 by the electric parking brake device 50. Based on the brake activation signal, the controller 100 can detect whether the electric parking brake device 50 is in an activated state applying a predetermined braking force. Alternatively, the parking brake sensor SN6 detects the rotation speed of the electric motor, and the controller 100 determines whether the electric parking brake device 50 is in an operating state based on a signal representing the rotation speed received from the sensor SN6. It may also be detected whether or not.

The power ON signal indicates that the vehicle power switch SW1 is turned on. When the driver turns on the vehicle power switch SW1, the vehicle 1 becomes operational. That is, while the controller 100 is receiving the power ON signal, it supplies power to each electrical component of the vehicle 1 as a power controller. On the other hand, when the controller 100 does not receive the power ON signal, the controller 100 acts as a power supply controller and stops supplying power to each electrical component of the vehicle 1, except for some electrical components that operate in a standby state. As a result, the vehicle 1 becomes inactive except for the standby function.

The parking command signal indicates that the parking switch SW2 is operated by the driver. Controller 100 operates an electric parking brake device based on the parking command signal. The door lock open command signal represents a command to unlock the vehicle door lock, and the door lock close command signal represents a command to lock the vehicle door lock. Controller 100 unlocks the door of vehicle 1 based on the unlock command, and locks the door of vehicle 1 based on the lock command. Further, the controller 100 controls starting and stopping of the engine 10.

<Configuration of parking lock device>
Next, a specific configuration of a parking lock device according to an embodiment of the present invention will be described with reference to FIGS. 2 and 3. 2 and 3 are schematic cross-sectional views of the parking lock device. In particular, FIG. 2 is a schematic sectional view of the parking lock device in a locked state, and FIG. 3 is a schematic sectional view of the parking lock device in an unlocked state.

As shown in FIGS. 2 and 3, the parking lock device 21 is disposed inside a transmission case (not shown) of the automatic transmission 20. The parking lock device 21 includes a lock mechanism 21A that maintains the power transmission shaft 23 in a locked state, and an actuator 21B that switches the lock mechanism 21A between a locked state and an unlocked state.

The lock mechanism 21A includes a parking gear 24 attached to the power transmission shaft 23 and a parking pole 25 that engages with the parking gear 24. The locking mechanism 21A restrains the rotation of the power transmission shaft 23 by engaging the parking gear 24 and the parking pole 25 in the P range (restricted state), and on the other hand, locks the parking gear 24 and the parking pole 25 in the P range. By placing the power transmission shaft 23 in a disengaged state, rotation of the power transmission shaft 23 is allowed (unrestricted state).

The actuator 21B is a hydraulic actuator. The actuator 21B includes a parking rod 26 that moves in the axial direction between a restrained position and a non-restricted position, a cylinder 31 that moves the parking rod 26 in the axial direction, and a cylinder 31 that moves the parking rod 26 at a predetermined position in the axial direction (restricted position). and a rod position sensor SN2 that detects the position of the parking rod 26. In the following explanation, the parking pole 25 side (the left side in FIGS. 2 and 3) in the axial direction of the parking rod 26 is called the lock side, and the side opposite to the parking pole 25 (the right side in FIGS. 2 and 3) is called the lock side. This is called the non-lock side.

The cylinder 31 is a cylindrical housing, and has a cylinder chamber 31a that is a cylindrical space inside. Sealing members 32a and 32b are attached to both ends of the cylinder 31, and these sealing members 32a and 32b seal the openings on both sides of the cylinder 31.

The parking rod 26 is a movable rod in which a piston rod 26a and a push rod 26b are connected in the axial direction. The piston rod 26a is configured to be movable in the axial direction between a restrained position and a non-restricted position by an actuator 21B. The piston rod 26a extends through the non-lock side sealing member 32a, through the cylinder chamber 31a, and through the lock side sealing member 32b. The piston rod 26a is connected to a piston 26c fitted into the cylinder chamber 31a.

The piston 26c divides the cylinder chamber 31a into two closed spaces. Among the divided closed spaces, the closed space on the lock side of the piston 26c is a hydraulic chamber 33 to which oil is supplied. On the other hand, a rod biasing spring 34 is arranged in the closed space on the non-locking side of the piston 26c. The rod biasing spring 34 is a compression coil spring, and has one end in contact with the sealing member 32a and the other end in contact with the piston 26c, and always biases the piston 26c toward the locking side with respect to the sealing member 32a. are doing.

Therefore, if the hydraulic chamber 33 is not pressurized by hydraulic pressure, the piston 26c is pressed toward the lock side by the urging force of the rod urging spring 34, and the parking rod 26 moves to the locking position (see FIG. 2). On the other hand, when the hydraulic chamber 33 is pressurized by oil pressure, the piston 26c is pushed toward the unlocked side, and the parking rod 26 moves to the unlocked position against the biasing force of the rod biasing spring 34 (Fig. 3 reference).

The hydraulic chamber 33 receives pressurized oil from the oil pump 11 via the oil passage 12 . In this embodiment, the oil pump 11 is an oil pump that is disposed within the transmission case, generates hydraulic pressure to be supplied to the friction engagement elements of the automatic transmission 20, and is driven by the engine 10. A hydraulic control valve 13 is provided in the oil passage 12 . The hydraulic control valve 13 has a valve position that connects the hydraulic chamber 33 and the oil pump 11 to pressurize the hydraulic chamber 33 and a valve that discharges (drains) oil from the hydraulic chamber 33 based on an operation signal from the controller 100. It is configured to switch between the positions. The oil supplied from the oil pump 11 is supplied to the hydraulic chamber 33 after the hydraulic pressure is adjusted by the hydraulic control valve 13 . That is, the oil pressure in the oil pressure chamber 33 is controlled by the oil pressure control valve 13. Note that the hydraulic control valve 13 is, for example, a linear solenoid valve. In this embodiment, the hydraulic control valve 13 is configured such that pressurized oil is supplied to the hydraulic chamber 33 when the solenoid is not energized, and oil is discharged from the hydraulic chamber 33 when the solenoid is energized.

The push rod 26b is axially movably supported by a bracket 30, has a piston rod 26a connected to its non-locking end, and a parking cam 29 at its locking end. The parking cam 29 has a role of guiding the parking pole 25 toward the parking gear 24 as it moves toward the lock side. Therefore, the parking cam 29 has a shape that is a combination of a cylindrical body and a truncated cone so as to press the parking pawl 25 (pawl pressing portion 25a) toward the parking gear 24 when moving to the restraining position. There is. A truncated cone is attached to the lock-side surface of this cylindrical body so that its diameter decreases toward the lock side. That is, when the parking rod 26 moves to the engagement position, the parking pawl 25 is guided by the reduced diameter portion of the parking cam 29 and rotates around the pin 28. Further, the bracket 30 is provided with a guide 38 that guides the movement of the parking cam 29.

The parking pole 25 roughly extends from the base end on the lock side to the distal end on the non-lock side. A support portion 25c is formed at the base end of the parking pole 25, and the support portion 25c is rotatably supported by a pin 28 on the transmission case. As a result, the parking pole 25 approaches the parking gear 24 around the pin 28 (engaging direction; clockwise in FIGS. 2 and 3) and in a direction away from it (disengaging direction; in FIGS. 2 and 3). 3 in the counterclockwise direction). A pawl pressing portion 25 a that is pressed by the parking cam 29 is formed at the tip of the parking pole 25 .

The parking gear 24 has a plurality of gear grooves 24a on its outer peripheral surface. A convex portion 25b that can engage with the gear groove 24a of the parking gear 24 is formed between the support portion 25c and the pole pressing portion 25a. Further, the pawl pressing portion 25a is urged in the disengagement direction by two parking pawl urging springs 25d and 25e. The parking pole biasing springs 25d and 25e are torsion coil springs. The parking pawl biasing spring 25d has a locking end in contact with the pawl pressing portion 25a and a non-locking end in contact with the transmission case. On the other hand, the parking pole biasing spring 25e has its lock side end in contact with the pawl pressing portion 25a, and its non-lock side end in contact with a bracket 30, which will be described later.

As shown in FIG. 2, the parking pole 25 has a pawl pressing portion 25a pressed by the parking cam 29 when the parking rod 26 moves to the lock side engagement position. As a result, the parking pawl 25 rotates in the engaging direction around the pin 28 against the biasing force of the parking pawl biasing springs 25d and 25e, and the convex portion 25b of the parking pawl 25 engages the gear groove 24a of the parking gear 24. engage with. As a result, the rotation of the power transmission shaft 23 is restricted, so rotation of the drive wheels 5 (that is, movement of the vehicle 1) is prevented.

On the other hand, as shown in FIG. 3, when the parking rod 26 moves to the non-locking, non-engaging position, the parking pawl 25 disengages around the pin 28 due to the biasing force of the parking pawl biasing springs 25d and 25e. direction, and the engagement between the convex portion 25b and the gear groove 24a is released. As a result, the power transmission shaft 23 can be rotated, so that the drive wheels 5 can be rotated (that is, the vehicle 1 can be moved).

The state holding mechanism 35 includes a stopper 35A, a solenoid actuator 35B, and a first engagement groove 36 and a second engagement groove 37 provided in the piston rod 26a. The stopper 35A is always urged toward the piston rod 26a by a stopper urging spring (not shown). A first engagement groove 36 and a second engagement groove 37 for engaging with the stopper 35A are formed in the piston rod 26a at a position outside the cylinder 31 and spaced apart from each other in the axial direction. The first engagement groove 36 is formed to engage with the stopper 35A when the parking rod 26 is located at the engagement position (see FIG. 2). On the other hand, the second engagement groove 37 is formed to engage with the stopper 35A when the parking rod 26 is located in the non-engagement position (see FIG. 3). Note that the first engagement groove 36 and the second engagement groove 37 may be formed over the entire circumferential circumference of the piston rod 26a, or may be a part of the circumference in which the stopper 35A engages. It may be formed only in a portion.

The solenoid actuator 35B is of a so-called push type, and includes a solenoid main body in which a driving coil and the like are arranged, and a movable body that is electromagnetically driven by the coil and the like. The solenoid actuator 35B is driven upon receiving an actuation signal from the controller 100. During driving, the movable body is pushed out against the biasing force of the stopper biasing spring, and moves the stopper 35A in a direction away from the piston rod 26a.

Normally, the stopper 35A is biased toward the piston rod 26a by a stopper biasing spring. Therefore, when the solenoid actuator 35B is inactive, the stopper 35A engages with the first engagement groove 36 when the parking rod 26 is in the engagement position (see FIG. 2), and when the parking rod 26 is in the non-operation position. When located at the engagement position, it engages with the second engagement groove 37 (see FIG. 3). When the stopper 35A is engaged with any of the engagement grooves, the parking rod 26 is held at the current position (restricted position or non-restricted position) regardless of the application of hydraulic pressure to the hydraulic chamber 33. Ru.

On the other hand, when the solenoid actuator 35B is actuated in response to the actuation signal from the controller 100, the stopper 35A is held at a position spaced apart from the piston rod 26a, so the parking rod 26 becomes movable in the axial direction. After the parking rod 26 moves to a predetermined position (restricted position or non-restricted position), when the solenoid actuator 35B becomes inactive, the stopper 35A moves toward the piston rod 26a by the biasing force of the stopper biasing spring. and engages with the first engagement groove 36 or the second engagement groove 37. As a result, the parking rod 26 is again restricted from moving in the axial direction.

The rod position sensor SN2 is configured to detect the position of the non-locking end of the parking rod 26. The rod position sensor SN2 is a magnetic type position sensor, and includes a magnetic sensor 105a having a substantially C-shaped structure, and a slider 105b that can slide inside the C-shaped structure of the magnetic sensor 105a. The slider 105b is provided with an engaging portion 105c, and when the engaging portion 105c engages with the non-locking end of the parking rod 26, the slider 105b and the parking rod 26 are integrally coupled. . Thereby, the slider 105b slides inside the C-shaped structure of the magnetic sensor 105a in accordance with the movement of the parking rod 26 in the axial direction. A predetermined magnetic pattern is magnetized on the slider 105b, and the position of the parking rod 26 is detected by detecting this magnetic pattern with the magnetic sensor 105a and detecting the position of the slider 105b. That is, the rod position sensor SN2 outputs a rod position signal representing the position of the parking rod 26 between the restraint position (see FIG. 2) and the non-restraint position (see FIG. 3) to the controller 100.

Next, with reference to FIG. 4, the control processing of the vehicle control system of this embodiment will be described. FIG. 4 is a flowchart showing control processing of the vehicle control system. This control process is repeatedly executed by the microprocessor 100a in the controller 100 at a predetermined cycle based on a program stored in the memory 100b.

This control process is performed when the driver stops the vehicle 1, stops the operation of the engine 10, and parks the vehicle 1. First, the controller 100 acquires signals from the switches SW1 to SW3 and the sensors SN1 to SN6 (S11). Next, the controller 100 determines whether the vehicle power switch SW1 has been turned off based on the power ON signal (S12). When the controller 100 no longer receives a power ON signal from the vehicle power switch SW1, it determines that the vehicle power switch SW1 has been turned off.

When the vehicle power switch SW1 is turned off (S12: Yes), the controller 100 determines whether the parking lock device 21 is in the locked state (see FIG. 2) based on the rod position signal (S13). . That is, the controller 100 determines whether the parking rod 26 is located at the restraint position based on the rod position signal. On the other hand, if the vehicle power switch SW1 is not turned off (S12: No), the controller 100 ends the process.

When the parking rod 26 is in the restraint position (S13: Yes), the controller 100 stops the engine 10 (S14), and as a power supply controller, stops the power supply to each electrical component of the vehicle 1 (S15), and performs processing. end. That is, when the driver operates the shift operation unit 3 to select the P range after stopping, and the power transmission shaft 23 and the wheels 5 are maintained in a fixed state by the parking lock device 21, the vehicle power switch is activated by the driver. In response to the off operation of SW1, engine 10 is stopped and vehicle 1 is powered off.

On the other hand, if the parking rod 26 is not in the restrained position (S13: No), the controller 100 executes a process of switching the parking lock device 21 from the unlocked state to the locked state (S16), and waits until a predetermined time elapses ( S17). Specifically, the controller 100 releases the movement restriction of the parking rod 26 by the state holding mechanism 35, stops applying pressurized oil to the hydraulic chamber 33, and moves the parking rod 26 from the non-restricted position to the restricted position. wait for it to happen.

Therefore, the controller 100 outputs an actuation signal to the solenoid actuator 35B, and moves the stopper 35A in a direction away from the parking rod 26 so as to release the engagement between the stopper 35A and the parking rod 26. Then, the controller 100 switches the valve position of the hydraulic control valve 13 so that pressurized oil is not supplied to the hydraulic chamber 33 and oil is discharged from the hydraulic chamber 33. This allows the parking rod 26 to move in the axial direction. Therefore, the parking rod 26 located in the non-restricted position (see FIG. 3) begins to move toward the restricted position due to the biasing force of the rod biasing spring 34.

After the predetermined time has elapsed, the controller 100 determines whether the parking lock device 21 is in the locked state (see FIG. 2) based on the rod position signal acquired again (S18), similarly to step S13. If the parking rod 26 is in the restraint position (S18: Yes), the controller 100 stops the engine 10 (S14), stops the power supply to the vehicle 1 (S15), and ends the process. Such processing is performed when the driver turns off the vehicle power switch SW1 without setting the shift operation section 3 to the P range after the vehicle has stopped. Therefore, in this embodiment, even if the driver does not operate the shift operation unit 3 to set the P range after stopping, the parking lock device 21 is automatically activated, so that the vehicle 1 is It is held in a stopped state.

On the other hand, if the parking rod 26 is not in the restrained position even after the predetermined time has passed (S18: No), the controller 100 determines that the inclination angle θ of the vehicle 1 is equal to or greater than the predetermined threshold angle θth ( For example, twice or more) (S19).

Even though the process (S16) for switching the parking lock device 21 from the unlocked state to the locked state has been executed, the parking rod 26 is not located at the restraining position within the predetermined time, so the parking lock device 21 is in a defective state. . That is, in the present embodiment, in response to the off operation of the vehicle power switch SW1 (S12: Yes), the parking lock device 21 is automatically activated (S16), but the parking rod 26 does not move to the restraining position ( S18: No). Such a malfunction state is, for example, a state in which the parking rod 26 is stuck in the actuator 21B due to a failure. Such a problem may occur, for example, due to metal powder entering the hydraulic chamber 33 from the hydraulic system or failure to release the engagement of the stopper 35A due to failure of power supply to the solenoid actuator 35B.

If the inclination angle θ is less than the threshold angle θth (S19: No), the controller 100 stops the engine 10 (S14), stops the power supply (S15), and ends the process. Such processing is performed when the parking lock device 21 does not switch to the locked state due to a malfunction, but the vehicle 1 moves against the user's will because the vehicle 1 is stopped on a road surface with no slope or a road surface with a gentle slope. This is done when the risk is low.

On the other hand, when the inclination angle θ is greater than or equal to the threshold angle θth (S19: Yes), the controller 100 determines whether or not the electric parking brake device 50 is in the operating state (i.e., whether the electric parking brake device 50 is already in the operating state (i.e., It is determined whether a predetermined braking force is being applied (S20). If the electric parking brake device 50 is in the operating state (S20: Yes), the controller 100 stops the engine 10 (S14), stops the power supply (S15), and ends the process. Such processing is performed when the vehicle 1 is stopped on an inclined road surface and the parking lock device 21 has not switched to the locked state due to a malfunction, but the driver has operated the electric parking brake device 50. .

On the other hand, if the electric parking brake device 50 is not activated (S20: No), the controller 100 prohibits stopping the engine 10 (S21), and uses the notification device 70 to inform the driver that the electric parking brake device 50 A notification process is performed to prompt the user to activate the function (S22), and the process ends.

Normally, when the vehicle power switch SW1 is turned off, the controller 100 stops the engine 10 and executes a power supply stop process. However, if the vehicle 1 is stopped on a slope (S19) in a situation where the parking lock device 21 is out of order (S18: No) and the electric parking brake device 50 is not activated (S20: No). :Yes), the vehicle 1 may start moving against the driver's will due to the slope of the road surface. Therefore, in this embodiment, in such a situation, the controller 100 prohibits the engine 10 from stopping even if the vehicle power switch SW1 is turned off (S12: Yes).

Thereby, in this embodiment, the driver can recognize that the vehicle 1 is not in a fixed state. Furthermore, in this embodiment, the driver is prompted by the notification device 70 to operate the electric parking brake device 50, so the driver can reliably operate the electric parking brake device 50. When controller 100 detects that electric parking brake device 50 is in an activated state based on the brake activation signal, controller 100 releases the prohibition of stopping engine 10. Therefore, if the driver operates the parking switch SW2 to operate the electric parking brake device 50 and then turns off the vehicle power switch SW1 again (S12; Yes), the electric parking brake device 50 is activated. (S20: Yes), since the prohibition of stopping the engine 10 has been lifted, the engine 10 is stopped (S14) and the power supply is stopped (S15).

Alternatively, in the vehicle control system S of the present embodiment, after prohibiting the stop of the engine 10 (S21), the notification device 70 prompts the driver to operate the electric parking brake device 50 (S22). Alternatively, the controller 100 may transmit an activation signal to automatically activate the electric parking brake device 50.

Further, in this embodiment, the hydraulic brake device 40 may have a "brake hold function". In this case, when the driver operates the brake pedal to stop the vehicle 1 using the hydraulic brake device 40, even if the driver takes his or her foot off the brake pedal, the vehicle 1 is stopped for a predetermined application period (for example, 1 to 3 seconds). 1 is maintained in a stopped state. Therefore, the controller 100 controls the hydraulic brake device 40 so that the hydraulic brake device 40 continues to apply a predetermined braking force to the wheels 5 and 6 via hydraulic pressure for a predetermined application period after the brake pedal is no longer operated. Control the hydraulic line control valve.

In the present embodiment, the controller 100 detects a malfunction state of the parking lock device 21 while the brake hold function is in operation (S18: No), and when the electric parking brake device 50 is off (S20: No), processing for extending the application period may be executed. In this case, the controller 100 can extend the application period based on the brake activation signal until it is detected that the electric parking brake device 50 is in an activated state applying a predetermined braking force. When the controller 100 detects the operating state of the electric parking brake device 50 based on the brake operating signal, it can stop the operation of the brake hold function. Note that the application period extension process may be performed when the tilt angle θ is greater than or equal to the threshold angle θth and/or when the tilt angle θ is less than the threshold angle θth. Further, the driver can operate the parking switch SW2 in order to operate the electric parking brake device 50 in response to the notification by the notification device 70.

Additionally, if a malfunction condition is detected (S18: No), unlocking of the door is prohibited so that the driver cannot exit the vehicle until the operation of the electric parking brake device 50 is completed. You may. Therefore, even if the controller 100 receives a door lock opening command signal from the door opening/closing switch SW3, the controller 100 detects that the electric parking brake device 50 has applied a predetermined braking force to the rear wheel 6 based on the brake activation signal. Until then, the door lock opening signal can be configured not to be output to the door lock actuator 60. As a result, the driver is prohibited from getting out of the vehicle until the electric parking brake device 50 completes fixing the vehicle 1, so the vehicle 1 may move along the slope of the road surface without the driver on board. This can be prevented.

Additionally, in the case where the vehicle 1 has an automatic idling stop function, when stopping the engine 10 is prohibited due to detection of a malfunction state (S21), if the engine 10 is stopped at that time, , the engine 10 may be automatically restarted. That is, before prohibiting the engine 10 from stopping in step S21, the controller 100 determines whether the engine 10 is stopped using the automatic idling stop function, and if it is stopped, restarts the engine 10 and then Stopping the engine 10 is prohibited (S21). In this case, the driver can stop the engine 10 and stop the power supply by activating the electric parking brake device 50 and turning off the vehicle power switch SW1 again.

Note that the automatic idling stop function is a function that temporarily stops the engine 10 when the vehicle 1 satisfies the idling stop condition. Specifically, the automatic idling stop function stops the engine 10 when the driver operates the brake pedal and the vehicle 1 stops. Thereafter, when the driver performs a release operation such as taking his foot off the brake pedal, the engine 10 is automatically restarted.

Further, in this embodiment, the magnitude of the inclination angle θ of the vehicle 1 is determined, but alternatively, if a malfunction of the parking lock device 21 is detected (S18: No), the inclination angle θ is determined. The electric parking brake device 50 may be configured to be operated without the need to do so.

Next, the operation of the vehicle control system S of this embodiment will be explained.
In this embodiment, the vehicle control system S includes a shift-by-wire automatic transmission 20, a locking mechanism 21A, and an actuator 21B, and moves the movable rod (parking rod 26) of the actuator 21B to an unrestricted position (see FIG. 3). A parking lock device 21 that operates a lock mechanism 21A with a parking rod 26 by moving the parking lock device 21 from the parking position to a locking position (see FIG. 2), thereby restraining the rotation of the power transmission shaft 23 connected to the wheels 5 of the vehicle 1; The electric parking brake device 50, a plurality of shift ranges for selecting a desired shift range of the automatic transmission 20, and a parking range for operating the parking lock device 21 can be set to one position by the driver's operation. a shift operation unit 3 capable of selecting a shift operation unit 3; a vehicle power switch SW1 for supplying power to the vehicle 1 through operation by the driver; and a tilt angle sensor (gradient sensor SN3) that detects the tilt angle of the vehicle 1 in the longitudinal direction. A controller 100 controls the automatic transmission 20 and the parking lock device 21 based on the driver's operation of the shift operation unit 3. If so (S12: Yes), the engine 10 of the vehicle 1 is stopped (S14), an activation signal is output to the parking lock device 21, and the parking rod 26 of the parking lock device 21 is moved from the non-restricted position to the restricted position. (S16), and the controller 100 detects a malfunction state in which the parking rod 26 does not move to the restraining position even though the vehicle power switch SW1 is operated to the OFF position (S12: Yes, S18 : No), and if the inclination angle detected by the slope sensor SN3 is equal to or greater than the threshold angle θth (S19: Yes), stopping of the engine 10 is prohibited (S22).

According to the present embodiment configured in this way, the engine 10 does not stop even though the vehicle power switch SW1 is turned off, so the driver can detect an abnormality in the vehicle 1 (in particular, the parking lock device 21 It is possible to recognize that a failure (failure) has occurred. Thereby, in this embodiment, it is possible to prevent the driver from getting out of the vehicle 1 while the vehicle 1 is not maintained in a stopped state. In this case, by actuating the electric parking brake device 50, the driver can prevent the vehicle 1 from starting to move against the inclination of the road surface.

Preferably, this embodiment further includes a hydraulic brake device 40 that applies braking force to the wheels 5 and 6 of the vehicle 1 in accordance with the operation of the brake pedal by the driver, and the controller 100 is configured to apply the braking force to the wheels 5 and 6 of the vehicle 1. When the vehicle 1 comes to a stop, the hydraulic brake device 40 is configured to maintain the application of braking force for a predetermined application period, and furthermore, the controller 100 detects a malfunction state of the parking lock device 21 during the predetermined application period. If detected, application of braking force to the hydraulic brake device 40 is maintained until the operation of the electric parking brake device 50 is completed.

In this embodiment configured in this manner, the brake hold function of the hydraulic brake device 40 prevents the vehicle 1 from stopping even if the driver takes his foot off the brake pedal until the electric parking brake device 50 is activated. maintained in condition. Thereby, in this embodiment, it is possible to prevent the vehicle 1 from starting to move against the driver's will due to the slope of the road surface.

In this embodiment, preferably, when the inclination angle θ is equal to or larger than the threshold angle θth (S19: Yes) and a malfunction state of the parking lock device 21 is detected (S18: No), the system responds to the stop of the vehicle 1. When the engine 10 is stopped by the automatic idling stop function, the controller 100 restarts the engine 10.

In this embodiment configured as described above, when the vehicle 1 is stopped and the engine 10 is stopped by the automatic idling stop function, the vehicle 1 is stopped on a slope and the parking lock device 21 is in a malfunction state. When detected, when the driver turns off the vehicle power switch SW1 to get out of the vehicle, the stopped engine 10 is restarted. As a result, the driver cannot get out of the vehicle and can recognize that there is a problem with the vehicle 1 (specifically, a problem with the parking lock device 21).

In this embodiment, preferably, the parking lock device 21 includes a rod position sensor SN2 that detects the position of the parking rod 26, and the controller 100 controls the parking lock device 21 based on the detection signal of the rod position sensor SN2. Detect fault conditions. In this embodiment configured in this way, a failure of the parking lock device 21 can be reliably detected based on the position of the parking rod 26.

Preferably, in this embodiment, the parking lock device 21 includes a state holding mechanism 35 that holds the parking rod 26 in an unrestricted position, and the state holding mechanism 35 holds the parking rod 26 for a predetermined period in response to an activation signal. It is configured to allow movement of the

In this embodiment configured in this way, the state holding mechanism 35 allows the parking rod 26 to move in response to an activation signal, but the movement of the parking rod 26 is normally restricted for the safety of the vehicle 1. be done. Therefore, due to power failure, the state holding mechanism 35 may not operate normally and the movement of the parking rod 26 may be restricted. Therefore, in this embodiment, even if the parking lock device 21 does not operate normally due to a power failure, the driver is made aware of the failure by prohibiting the engine 10 from stopping (and by continuing to supply power). can be done.

Further, preferably in this embodiment, when the controller 100 detects a malfunction state of the parking lock device 21 (S18: No), the controller 100 unlocks the door lock of the vehicle 1 until the operation of the electric parking brake device 50 is completed. Ban locks. In this embodiment configured as described above, the driver cannot open the vehicle door and get out of the vehicle until the electric parking brake device 50 completes fixing the vehicle 1. Thereby, in this embodiment, movement of the vehicle 1 without the driver inside the vehicle can be reliably prevented.

Further, preferably in this embodiment, when the electric parking brake device 50 is activated after prohibiting the engine 10 from being stopped, the controller 100 cancels the prohibition from stopping the engine 10 . In this embodiment configured in this manner, even if the driver gets out of the vehicle 1 after the engine 10 has stopped in a malfunction state, if the electric parking brake device 50 is in the operating state, the vehicle 1 will not move at will. Movement in the opposite direction is prevented.

1 Vehicle 3 Shift operation unit 10 Engine 20 Automatic transmission 21 Parking lock device 21A Lock mechanism 21B Actuator 23 Power transmission shaft 26 Parking rod (movable rod)
26c Piston 31 Cylinder 33 Hydraulic chamber 34 Rod biasing spring 35 State holding mechanism 35A Stopper 35B Solenoid actuator 40 Hydraulic brake device 50 Electric parking brake device 60 Door lock actuator 70 Notification device 100 Controller S Vehicle control system

Claims (7)

A vehicle control system,
Shift-by-wire automatic transmission,
It has a locking mechanism and an actuator, and by moving a movable rod of the actuator from a non-restricted position to a restrained position, the locking mechanism is actuated by the movable rod to rotate a power transmission shaft connected to a wheel of a vehicle. a parking lock device that restrains the
electric parking brake device;
A shift operation section that allows a driver to select one position from among a plurality of shift ranges for selecting a desired shift range of the automatic transmission and a parking range for operating the parking lock device. and,
a vehicle power switch for supplying power to the vehicle when operated by a driver;
a tilt angle sensor that detects a tilt angle of the vehicle in a longitudinal direction;
a controller that controls the automatic transmission and the parking lock device based on the driver's operation of the shift operation section,
When the vehicle power switch is operated to an off position that cuts off the power supply, the controller stops the engine of the vehicle, outputs an activation signal to the parking lock device, and stops the movable parking lock device. configured to move the rod from the unconstrained position to the constrained position;
The controller detects a malfunction in which the movable rod does not move to the restraint position even though the vehicle power switch is operated to the OFF position, and the controller detects that the inclination angle detected by the inclination angle sensor is A vehicle control system that prohibits stopping the engine when the angle is equal to or greater than a threshold angle. Further comprising a hydraulic brake device that applies braking force to the wheels of the vehicle in response to operation of a brake pedal by a driver,
The controller is configured to cause the hydraulic brake device to maintain application of the braking force for a predetermined application period when the vehicle is stopped due to application of the braking force,
Furthermore, when the controller detects the malfunction state of the parking lock device during the predetermined application period, the controller causes the hydraulic brake device to maintain application of the braking force until the operation of the electric parking brake device is completed. , The vehicle control system according to claim 1. If the inclination angle is equal to or greater than the threshold angle and the malfunction state of the parking lock device is detected, and the engine is stopped by an automatic idling stop function in response to the stop of the vehicle, the controller The vehicle control system according to claim 1 or 2, wherein restarts the engine. The parking lock device includes a rod position sensor that detects the position of the movable rod,
The vehicle control system according to claim 1, wherein the controller detects the malfunction state of the parking lock device based on a detection signal from the rod position sensor. The parking lock device includes a state holding mechanism that holds the movable rod in the non-restricted position, and the state holding mechanism is configured to allow movement of the movable rod for a predetermined period in response to the activation signal. The vehicle control system according to any one of claims 1 to 4, wherein: Any one of claims 1 to 5, wherein when the controller detects the malfunction state of the parking lock device, the controller prohibits unlocking of the door lock of the vehicle until the operation of the electric parking brake device is completed. The vehicle control system according to item 1. The vehicle control system according to any one of claims 1 to 6, wherein the controller cancels the prohibition of stopping the engine when the electric parking brake device is activated after prohibiting stopping of the engine.

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