WO2016047413A1 - 車両の制御装置及び制御方法 - Google Patents
車両の制御装置及び制御方法 Download PDFInfo
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- WO2016047413A1 WO2016047413A1 PCT/JP2015/075049 JP2015075049W WO2016047413A1 WO 2016047413 A1 WO2016047413 A1 WO 2016047413A1 JP 2015075049 W JP2015075049 W JP 2015075049W WO 2016047413 A1 WO2016047413 A1 WO 2016047413A1
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- 238000001514 detection method Methods 0.000 claims abstract description 47
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- 230000007704 transition Effects 0.000 description 67
- 239000003112 inhibitor Substances 0.000 description 26
- 230000007423 decrease Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
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- 230000004044 response Effects 0.000 description 2
- 241000156302 Porcine hemagglutinating encephalomyelitis virus Species 0.000 description 1
- 230000002547 anomalous effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
- B60K28/04—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to presence or absence of the driver, e.g. to weight or lack thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/14—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated upon collapse of driver
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
- B60W10/192—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes electric brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
- B60W2710/186—Status of parking brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
Definitions
- the present invention relates to a vehicle control device and a control method for switching a shift range of an automatic transmission using an actuator.
- Japanese Utility Model Publication No. 2-69167 discloses shift control that automatically switches to a parking position when a driving position is selected by a shift device when it is detected that the driver has got off the vehicle. .
- the driver's operation or the parking position is automatically selected, for example, when the driver picks up the passenger's baggage, the driver comes into contact with the shift device, and the shift position is not intended to be the traveling position. Suppose that you have switched. If the driver is unaware of the shift position change, the vehicle may become unfixed when getting off.
- a vehicle control device is a vehicle control device that switches the shift range of an automatic transmission using an actuator, and includes a shift range detection unit that detects a selected or set shift range, and a driver getting off the vehicle.
- a getting-off intention detecting unit for detecting a getting-off intention
- a fixing intention detecting unit for detecting a fixing intention for a driver to fix the vehicle
- a vehicle fixing unit for fixing the vehicle in a stopped state.
- the vehicle control device of the present invention after the intention to get off is detected and the shift range is switched to the parking range, even if the shift range is switched to something other than the parking range for some reason, When it is confirmed that the person has an intention to fix the vehicle, the vehicle is automatically fixed in a stopped state. For this reason, unintended movement of the vehicle after getting off can be suppressed, and safety can be improved.
- the shift range is detected. Even when the shift range other than the parking range is detected by the detection unit, when the fixation intention is detected by the fixation intention detection unit, the vehicle may be fixed by the vehicle fixation unit.
- the shift range is switched to other than the parking range for some reason, and the vehicle gets off as it is.
- the vehicle is automatically fixed in a stopped state. For this reason, unintended movement of the vehicle after getting off can be suppressed, and safety can be improved.
- a vehicle speed detection unit that detects the vehicle speed
- a brake operation detection unit that detects that the brake pedal is operated
- a shift range selected by the shift device are detected.
- a shift operation detection unit wherein the fixed intention detection unit detects whether the vehicle speed detected by the vehicle speed detection unit is equal to or lower than a predetermined speed, and the brake operation detection unit detects an operation of a brake pedal by a driver, Alternatively, when the shift operation detection unit detects a shift operation to the neutral range by the driver, it may be determined that the fixing intention is present.
- the vehicle fixed part is automatically switched to the parking range by using the trigger when the vehicle speed is below the predetermined speed, the brake pedal is operated, or the shift range is selected or set to the neutral range. Later, until the trigger occurs, the driver can intentionally select the travel range and drive the vehicle, and since it can detect that the vehicle is intended to be fixed when getting off, Both operability and safety can be achieved.
- the vehicle fixing portion performs at least one of control for reducing the driving force of the vehicle to 0 and control for stopping the vehicle by the brake portion. Also good.
- the shift range is automatically set to the parking range when the first predetermined time has elapsed after the vehicle is automatically fixed by the vehicle fixing portion. You may make it further provide the shift range control part to switch.
- the vehicle fixing portion when an electric brake is used as the vehicle fixing portion, if the vehicle fixing state is continuously held by the vehicle fixing portion, the power consumption of the electric brake increases and the heat generation amount increases. If the parking lock is applied after the first predetermined time has elapsed, the fixed state can be stably maintained. For this reason, the fixed state by an electric brake can be cancelled
- the fixed state by the vehicle fixing portion may be released after the switching to the parking range is completed.
- the vehicle fixed state can be constantly maintained even if the vehicle fixed state by the vehicle fixing portion is released.
- the vehicle fixing portion includes an electric brake that controls a brake fluid pressure by a first actuator and an electric parking brake that controls a parking brake by a second actuator,
- an electric brake that controls a brake fluid pressure by a first actuator
- an electric parking brake that controls a parking brake by a second actuator
- the load on the electric brake can be reduced.
- the electric brake may be released after the vehicle is fixed by the electric parking brake.
- the vehicle can be kept fixed even if the electric brake is released.
- the shift range is switched to the travel range, and the accelerator pedal operation is performed by the driver.
- the rising of the driving force of the vehicle may be made smaller than normal.
- the creep force rises when the brake pedal is returned, so that the vehicle can be driven (moved) with the foot on the brake pedal.
- this control it is necessary to perform an accelerator pedal operation, and at that time, the foot is separated from the brake pedal, which may affect the operability of vehicle travel.
- a vehicle control method is a vehicle control method for switching a shift range of an automatic transmission using an actuator, and is selected or set in a getting-off intention detecting step for detecting a getting-off intention that a driver intends to get off.
- a shift range detection step for detecting a shift range a fixed intention detection step for detecting a fixation intention by which a driver intends to fix the vehicle, and the get-off intention detection step.
- a vehicle fixing step for setting the vehicle in a fixed state when the fixing intention is detected in the fixing intention detection step even though a shift range other than the parking range is detected in the step.
- the vehicle control method of the present invention after the intention of getting off is detected and the shift range is switched to the parking range, even if the shift range is switched to something other than the parking range for some reason, When it is confirmed that the person has an intention to fix the vehicle, the vehicle is automatically fixed in a stopped state. For this reason, unintended movement of the vehicle after getting off can be suppressed, and safety can be improved.
- the vehicle fixing step after the getting-off intention is detected in the getting-off intention detecting step, the manual operation by the driver, or the shift range is automatically switched to the parking range. Even when a shift range other than the parking range is detected in the shift range detection step, the vehicle may be set in a fixed state when the fixation intention is detected in the fixation intention detection step.
- the shift range is switched to other than the parking range for some reason, and the vehicle gets off as it is.
- the vehicle is automatically fixed in a stopped state. For this reason, unintended movement of the vehicle after getting off can be suppressed, and safety can be improved.
- the vehicle after the intention of getting off is detected and the shift range is switched to the parking range, the vehicle is fixed to the driver even if the shift range is switched to other than the parking range for some reason and the vehicle gets off as it is.
- the vehicle is automatically fixed in a stopped state. For this reason, unintended movement of the vehicle after getting off can be suppressed, and safety can be improved.
- FIG. 1 is a block diagram illustrating a vehicle control apparatus according to the present embodiment.
- FIG. 2 is a state transition diagram of vehicle control according to the present embodiment.
- FIG. 3 is a time chart showing an event when getting off and a transition of each status according to the first specific example.
- FIG. 4 is a time chart showing an event when getting off and a transition of each status according to the second specific example.
- FIG. 5 is a time chart showing events of getting off, statuses, braking force, driving force, and on / off transition of a brake switch according to the third specific example.
- FIG. 6 is a time chart showing events of getting off, statuses, braking force, and on / off transition of a brake switch according to the fourth specific example.
- FIG. 1 is a block diagram illustrating a vehicle control apparatus according to the present embodiment.
- FIG. 2 is a state transition diagram of vehicle control according to the present embodiment.
- FIG. 3 is a time chart showing an event when getting off and a transition of each status
- FIG. 7 is a time chart showing an event when getting off and a transition of each status according to the fifth specific example.
- FIG. 8 is a time chart showing events when getting off, statuses, and on / off transitions of the brake switch according to the sixth specific example.
- FIG. 9 is a time chart showing an event when getting off and a transition of each status according to the seventh specific example.
- FIG. 1 is a block configuration diagram showing a vehicle control device 10 (hereinafter also referred to as a control device 10) according to the present embodiment.
- the control device 10 is a vehicle control device that switches the shift range of the automatic transmission 22 by the actuator 20, and the shift range detection unit 12 that detects the selected or set shift range, and the driver tries to get off the vehicle.
- a get-off intention detection unit 14 that detects a get-off intention, a shift range control unit 58 that automatically switches the shift range to a parking range when the get-off intention is detected by the get-off intention detection unit 14, and a driver
- a fixing intention detecting unit 16 that detects a fixing intention for fixing the vehicle and a vehicle fixing unit 24 that fixes the vehicle in a stopped state are provided. Furthermore, when the intention to get off is detected by the getting-off intention detecting unit 14 and the fixed intention is detected by the fixing intention detecting unit 16 even though the shift range detecting unit 12 detects a shift range other than the parking range.
- the vehicle fixing unit 24 includes a fixing control unit 60 that fixes the vehicle.
- the vehicle control device 10 includes an ECU (electronic control unit) 18 that performs various controls.
- the ECU 18 is a computer including a microcomputer, and includes a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), an A / D converter, a D / A converter, and the like. Input / output device, timer 62 as a timer, and the like.
- the CPU reads out and executes the program recorded in the ROM, it functions as the exit intention determination unit 52, the fixed intention determination unit 54, the boarding determination unit 56, the shift range control unit 58, and the fixed control unit 60.
- the shift range detection unit 12 includes a shift sensor 34 and an inhibitor switch 36.
- the shift sensor 34 is a shift range selected by the shift device 32, for example, a parking range (P range), a reverse range (R range), a neutral range (N range), a drive range (D range), and a low range (L range). Are detected and a shift range signal is transmitted to the ECU 18.
- the inhibitor switch 36 detects a range set in the automatic transmission 22 and transmits a shift range signal to the ECU 18.
- the getting-off intention detecting unit 14 includes a getting-off intention determining unit 52 of the ECU 18, a seat belt sensor 42, a door sensor 44, and a vehicle speed sensor 46.
- the seat belt sensor 42 detects that the male buckle and the female buckle of the seat belt of the driver's seat are removed, and transmits an open signal to the ECU 18. Further, it detects that the male buckle and the female buckle of the seat belt are fastened, and transmits a closing signal to the ECU 18.
- the door sensor 44 detects that the door on the driver's seat side is opened, and transmits an open signal to the ECU 18. Further, it detects that the door is closed, and transmits a close signal to the ECU 18.
- the vehicle speed sensor 46 transmits an average value (hereinafter referred to as vehicle speed) V of the wheel speed detected by a wheel speed sensor (not shown) provided on each wheel 26 to the ECU 18 as a vehicle speed signal.
- the get-off intention determination unit 52 When the signal transmitted from the seat belt sensor 42 and the door sensor 44 is an open signal and the vehicle speed signal transmitted from the vehicle speed sensor 46 is equal to or lower than the predetermined speed V1, the get-off intention determination unit 52 has an intention to get off the vehicle. Judge that there is. That is, the intention to get off is detected.
- the fixed intention detection unit 16 includes a fixed intention determination unit 54 of the ECU 18, a vehicle speed sensor 46, a brake switch (brake pedal operation detection unit) 48, a shift sensor 34, and an inhibitor switch 36.
- the brake switch 48 detects that the brake pedal is operated, and transmits an ON signal to the ECU 18.
- the fixed intention determination unit 54 transmits the signal transmitted from the brake switch 48 when the vehicle speed V transmitted from the vehicle speed sensor 46 is equal to or lower than the predetermined speed V1 or from the shift sensor 34 or the inhibitor switch 36.
- the shift range signal to be transmitted is the N range and the vehicle speed V transmitted from the vehicle speed sensor 46 is equal to or lower than the predetermined speed V1
- the signal transmitted from the door sensor 44 is a close signal
- the shift range signal transmitted from the shift sensor 34 or the inhibitor switch 36 is the D range or the R range
- the signal transmitted from the brake switch 48 If is an ON signal, it is determined that the driver has boarded.
- the boarding determination can also use signals transmitted to the ECU 18 from other sensors such as the seat belt sensor 42, the vehicle speed sensor 46, and the accelerator pedal operation amount sensor 50.
- the shift range control unit 58 transmits a shift signal to the actuator 20 in accordance with the shift range signal transmitted from the shift sensor 34 of the shift device 32.
- the shift range control unit 58 transmits a shift signal for switching to the P range to the actuator 20 when the getting-off intention determination unit 52 detects the getting-off intention.
- the shift range control unit 58 transmits a shift signal for switching to the P range to the actuator 20 after a first predetermined time has elapsed since an ESB (electric servo brake) 64 of the vehicle fixing unit 24 described later is operated. .
- the actuator 20 switches the automatic transmission 22 to a shift range corresponding to the shift signal.
- the fixed control unit 60 is used for getting off the vehicle detected by the intention to determine getting off 52, fixed intention detected by the fixed intention determining unit 54, shift range detected by the shift sensor 34, shift range detected by the inhibitor switch 36, and the like.
- a fixing signal or a fixing release signal is transmitted to the vehicle fixing unit 24 and the parking lock 68.
- the vehicle fixing unit 24 fixes the vehicle in a stopped state according to the fixing signal transmitted from the fixing control unit 60, and releases the fixing according to the fixing releasing signal.
- the vehicle fixing unit 24 includes an ESB (electric servo brake) 64 and an EPB (electric parking brake) 66.
- the ESB 64 fixes the wheels 26, that is, the vehicle by operating the electric motor to control the brake fluid pressure of the master cylinder.
- the EPB 66 fixes the wheels 26, that is, the vehicle by operating the electric motor in the caliper portion and gripping the brake disc with the brake pads.
- Parking lock 68 locks the vehicle so that it cannot be driven by engaging a pawl in a parking gear provided inside automatic transmission 22 to lock the output shaft from rotating.
- the engine control unit 63 controls the opening degree of a throttle valve provided in the engine 28 according to an operation amount of an accelerator pedal (not shown) detected by an accelerator pedal operation amount sensor 50. Torque generated in the engine 28 is transmitted to the wheels 26 through a transmission mechanism including the automatic transmission 22, and driving force is generated in the wheels 26.
- the driving force includes a driving force generated on the wheel 26 when the engine 28 is idling, that is, a driving force generated on the wheel 26 in a so-called creep state.
- FIG. 2 is a state transition diagram of vehicle control according to the present embodiment.
- the getting-off intention detection process transition (A), (B) from status 00 to status 10 or 30) for detecting the getting-off intention of the driver to get off, and getting-off intention detection
- a shift range control step for controlling the actuator 20 to automatically switch the shift range to the parking range when the intention to get off is detected in the process, and a shift range for detecting the selected or set shift range Detection range (status 10, 30), fixed intention detection step (status 10, 30) for detecting a driver's intention to fix the vehicle, and getting-off intention detected in the getting-off intention detection step, shift range control After the process is automatically switched to the parking range, a shift range other than the parking range is detected in the shift range detection process. Despite issued, when the fixing intended fixed intention detection step is detected
- status 00 the vehicle operates normally. In this state, the vehicle is not fixed by the vehicle fixing unit 24 of the control device 10. In status 01, it is determined in the control device 10 that the driver gets off.
- the control device 10 prepares a vehicle fixing process by the ESB 64 or the parking lock 68 and stands by. In this state, the vehicle is not fixed by the ESB 64. At this time, the vehicle is in a drivable state, and the driving force startup rate is reduced.
- the control device 10 performs a vehicle fixing process using the ESB 64.
- the timer 62 starts counting time.
- the control device 10 switches the shift range to the P range while performing the vehicle fixing process using the ESB 64.
- This status 21 is a transition state in which the vehicle fixing process by the ESB 64 is changed to the vehicle fixing process by the parking lock 68.
- the fixed control unit 60 controls the ESB 64 to generate a gradient balance + ⁇ braking force in feed forward (F / F). If the vehicle still moves, a greater braking force is generated.
- the control device 10 performs the vehicle fixing process by the EPB 66.
- the status 22 corresponds to an alternative to the status 30. When some trouble occurs in the status 21 and the transition to the status 30 cannot be made, the transition from the status 21 to the status 22 is made.
- the control device 10 performs a vehicle fixing process by the parking lock 68.
- the shift range is the P range, the vehicle cannot be driven.
- the seat belt sensor 42 detects that the driver's seat belt is removed, and the door sensor 44 detects that the driver's seat side door is open. In addition, this is performed when the vehicle speed sensor 46 detects that the vehicle speed V is equal to or lower than the predetermined speed V1. At this time, the getting-off intention determination unit 52 detects the getting-off intention.
- This transition (B) is performed when the shift sensor 34 or the inhibitor switch 36 detects that the shift range is the P range in addition to the above conditions.
- the shift range control unit 58 automatically switches the shift range to the P range based on the detection of the intention to get off by the get-off intention determination unit 52, and the inhibitor switch 36 is the P range. This is done when it is detected.
- the fixing control unit 60 starts fixing the vehicle by the parking lock 68.
- Transition (D) from status 30 to status 20 detects that the shift range control unit 58 switches the shift range to other than the P range in accordance with the operation of the shift device 32, and that the shift sensor 34 or the inhibitor switch 36 is other than the P range. When done. At this time, the fixing control unit 60 releases the vehicle fixing state by the parking lock 68 and starts fixing the vehicle by the ESB 64.
- the shift range control unit 58 switches the shift range to other than the P and N ranges according to the operation of the shift device 32, and the shift sensor 34 or the inhibitor switch 36 is other than the P and N ranges. This is performed when it is detected that the accelerator pedal operation amount sensor 50 detects that the accelerator pedal has been operated. At this time, the fixing control unit 60 releases the fixed state of the vehicle by the ESB 64.
- the vehicle speed sensor 46 detects that the vehicle speed V is equal to or less than the predetermined speed V1 (here, 0), and the shift range control unit 58 shifts according to the operation of the shift device 32. This is performed when the range is switched to the N range and the shift sensor 34 or the inhibitor switch 36 detects the N range. This is called condition 1.
- the fixing control unit 60 starts fixing the vehicle with the ESB 64.
- transition (F) may be performed under the following conditions. That is, it may be performed when the vehicle speed sensor 46 detects that the vehicle speed V is equal to or less than the predetermined speed V1 (here, 0) and the brake switch 48 detects that the brake pedal is operated. This is called condition 2.
- the transition (G) from the status 20 to the status 21 is performed when the status 20 is continuously performed for the first predetermined time, for example, continuously for 2 minutes. Timing is performed by the timer 62.
- the transition (H) from status 21 to status 30 is performed when the shift range control unit 58 automatically switches the shift range to the P range and detects that the inhibitor switch 36 is in the P range.
- the fixing control unit 60 starts fixing the vehicle by the parking lock 68
- the fixing state of the vehicle by the ESB 64 is released.
- the transition (I) from the status 21 to the status 22 is performed when the status 20 is continuously performed for the second predetermined time, for example, continuously for 10 minutes.
- the shift range control unit 58 switches the shift range to the P range.
- the fixing control unit 60 releases the vehicle fixing state by the ESB 64 and starts fixing the vehicle by the EPB 66.
- the transition from status 01 to status 00 (J) indicates that the door sensor 44 detects that the door on the driver's seat side is closed, and that the shift sensor 34 or the inhibitor switch 36 is outside the P or N range. And when the accelerator pedal operation amount sensor 50 detects that the accelerator pedal is operated. Alternatively, the door sensor 44 detects that the door on the driver's seat side is closed, the shift sensor 34 or the inhibitor switch 36 detects an operation from the P range to the D and R ranges, and the brake pedal is operated. This is done when the brake switch 48 detects this. Alternatively, this is performed when the vehicle speed sensor 46 detects that the vehicle speed V is a high vehicle speed.
- transition (J) may be performed under the following conditions. That is, the door sensor 44 detects that the door on the driver's seat side is closed, detects that the shift sensor 34 or the inhibitor switch 36 is in the P range, and indicates that the brake pedal has been operated. It may be performed when is detected. Alternatively, the door sensor 44 detects that the door on the driver's seat side is closed, detects that the shift sensor 34 or the inhibitor switch 36 is in the P range, and the seat belt on the driver's seat side is fastened. This may be performed when the seat belt sensor 42 detects this.
- FIG. 3 is a time chart showing an event when getting off and a transition of each status according to the first specific example.
- Specific example 1 is a typical example of getting off and getting on.
- the vehicle is operating normally. This operation is status 00 shown in FIG.
- the vehicle speed sensor 46 transmits a vehicle speed signal indicating a predetermined speed V1 or lower (here, 0) to the ECU 18.
- V1 or lower here, 0
- the shift range control unit 58 transmits a shift signal to the P range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the P range.
- the seat belt sensor 42 and the door sensor 44 transmit an open signal to the ECU 18.
- the getting-off intention determination unit 52 detects the getting-off intention based on the vehicle speed signal of the vehicle speed sensor 46 and the opening signals of the seat belt sensor 42 and the door sensor 44.
- the status 00 changes to the status 30 in accordance with the transition (B) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the parking lock 68 and starts fixing the vehicle by the parking lock 68.
- the driver gets off at time t5, and closes the door on the driver's seat side at time t6. Thereafter, the driver returns to the vehicle, opens the door on the driver's seat side at time t7, and gets on at time t8.
- the door sensor 44 and the seat belt sensor 42 transmit a close signal to the ECU 18.
- the brake switch 48 transmits an ON signal to the ECU 18. Further, the shift range control unit 58 transmits a shift signal to the D range or R range to the actuator 20. The actuator 20 switches the automatic transmission 22 to the D range or the R range.
- the shift sensor 34 detects the selected D range or R range, and the inhibitor switch 36 detects the set D range or R range.
- the boarding judgment unit 56 judges boarding based on the closing signal of the door sensor 44, the D range signal or R range signal of the shift sensor 34 or the inhibitor switch 36, and the ON signal of the brake switch 48.
- the fixing control unit 60 transmits a fixing release signal to the parking lock 68 to release the vehicle from being fixed by the parking lock 68.
- the vehicle can run at time t12.
- FIG. 4 is a time chart showing an event when getting off and a transition of each status according to the second specific example.
- Specific example 2 is a general garage entry example (door opening, reverse garage entry, seat belt wearing).
- the vehicle is operating normally. This operation is status 00 shown in FIG.
- the shift range control unit 58 transmits a shift signal to the R range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the R range.
- the vehicle reverses, and at time t5, the brake pedal is operated and the vehicle stops.
- the vehicle speed sensor 46 transmits a vehicle speed signal indicating a predetermined speed V1 or less (here, 0) to the ECU 18.
- the door is temporarily closed at time t6.
- the shift range control unit 58 transmits a shift signal to the P range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the P range.
- the seat belt sensor 42 and the door sensor 44 transmit an open signal to the ECU 18.
- the getting-off intention determination unit 52 detects the getting-off intention based on the vehicle speed signal of the vehicle speed sensor 46 and the opening signals of the seat belt sensor 42 and the door sensor 44.
- the status 00 changes to the status 30 in accordance with the transition (B) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the parking lock 68 and starts fixing the vehicle by the parking lock 68.
- the door on the driver's seat side is opened at time t9.
- the event and control after that are the same as the event and control after time t5 in the first specific example.
- FIG. 5 is a time chart showing events of getting off, statuses, braking force, driving force, and on / off transition of the brake switch 48 according to the third specific example.
- Specific example 3 is a general garage case example (door opening, reverse garage case, seat belt not attached) different from specific example 2.
- the vehicle is operating normally.
- This operation is status 00 shown in FIG.
- the vehicle speed sensor 46 transmits a vehicle speed signal indicating a predetermined speed V1 or lower (here, 0) to the ECU 18.
- V1 or lower here, 0
- the door sensor 44 and the seat belt sensor 42 transmit an open signal to the ECU 18.
- the getting-off intention determination unit 52 detects the getting-off intention based on the vehicle speed signal of the vehicle speed sensor 46 and the opening signals of the door sensor 44 and the seat belt sensor 42.
- the status 00 changes to the status 10 in accordance with the transition (A) shown in FIG.
- the shift range control unit 58 automatically transmits a shift signal to the P range to the actuator 20 in response to the detection of the intention to get off in the getting-off intention determination unit 52.
- the actuator 20 switches the automatic transmission 22 to the P range.
- the inhibitor switch 36 detects the set P range.
- the status 10 changes to the status 30 in accordance with the transition (C) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the parking lock 68 and starts fixing the vehicle by the parking lock 68.
- the shift range control unit 58 transmits a shift signal to the R range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the R range.
- the status 30 transits to the status 20 in accordance with the transition (D) shown in FIG.
- the fixing control unit 60 transmits a fixing release signal to the parking lock 68 to release the fixed state of the vehicle by the parking lock 68, and transmits a fixing signal to the ESB 64 to start fixing the vehicle by the ESB 64. .
- an alarm is issued. The alarm continues to be issued until the door is closed at time t9.
- the accelerator pedal operation amount sensor 50 transmits an ON signal to the ECU 18.
- the shift range signals of the shift sensor 34 and the inhibitor switch 36 are other than the P and N ranges (R range) and the signal of the accelerator pedal operation amount sensor 50 is on, according to the transition (E) shown in FIG. Transition from status 20 to status 10.
- the fixing control unit 60 transmits a fixing release signal to the ESB 64 to release the fixed state of the vehicle by the ESB 64.
- the vehicle reverses, and when the operation of the brake pedal is started at time t8, the vehicle stops.
- the shift range control unit 58 sends a shift signal to the P range to the actuator 20. Send.
- the actuator 20 switches the automatic transmission 22 to the P range.
- the status 10 changes to the status 30 according to the transition (C) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the parking lock 68 and starts fixing the vehicle by the parking lock 68.
- the door on the driver's seat side is opened at time t11.
- the subsequent events and controls are the same as the events and controls after time t5 in the first specific example.
- the transition of the driving force in the specific example 3 will be described.
- the driving force decreases to zero.
- the range is switched to the R range at time t5, and the driving force rises and rises when the accelerator pedal is operated at time t6.
- the driving force rises without limitation until the gradient balance.
- the starting rate of the driving force is made smaller than usual.
- the driving force reaches a gradient balance, and thereafter the rate of increase is limited.
- the brake switch 48 is turned on along with the brake pedal operation at time t8, the limitation on the increase rate is released, and the driving force increases to the target. And if it switches to P range at the time t10, a driving force will fall to 0 again.
- the braking force of the ESB 64 changes as follows.
- the brake fluid pressure gradually increases, and the brake force gradually increases accordingly, reaching a certain brake force.
- the braking force of the ESB 64 does not decrease immediately, and remains within a certain range for a while.
- the brake force remains in a certain range until time t6.5 when the driving force reaches a gradient balance, and then gradually decreases to zero.
- FIG. 6 is a time chart showing events of getting off, statuses, braking force, and on / off transition of the brake switch 48 according to the fourth specific example.
- Specific example 4 is an irregular getting-off and boarding example (getting off except for the P range).
- the event and status from time t1 to time t5 are the same as the event and status from time t1 to time t5 in Example 1.
- the driver may operate the shift device 32 unintentionally. For example, when an attempt is made to take a baggage from the passenger side, the baggage or the driver himself contacts the shift device 32 and an unintentional erroneous operation may be performed.
- the shift range control unit 58 transmits a shift signal to the N range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the N range.
- the fixing control unit 60 transmits a fixing release signal to the parking lock 68 to release the fixed state of the vehicle by the parking lock 68, and transmits a fixing signal to the ESB 64 to start fixing the vehicle by the ESB 64. . Simultaneously with the operation of the ESB 64, the timer 62 of the ECU 18 starts measuring time.
- the driver closes the door on the driver's seat side.
- the time of the timer 62 reaches the first predetermined time (2 min) at time t8
- the status 20 transitions to the status 21 according to the transition (G) shown in FIG.
- the fixing of the vehicle by the ESB 64 is continued.
- the shift range control unit 58 automatically transmits a shift signal to the P range to the actuator 20 as the time of the timer 62 elapses for the first predetermined time (2 min).
- the actuator 20 switches the automatic transmission 22 to the P range.
- the inhibitor switch 36 detects the set P range.
- the status 21 changes to the status 30 in accordance with the transition (H) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the parking lock 68 and starts fixing the vehicle by the parking lock 68, and then transmits a fixing release signal to the ESB 64 to release the vehicle fixing state by the ESB 64. .
- the door on the driver's seat side is opened at time t10.
- the subsequent events and controls are the same as the events and controls after time t8 in the first specific example.
- the transition of braking force is explained.
- the braking force of the ESB 64 changes as follows.
- the brake fluid pressure gradually increases, and the brake force gradually increases accordingly, reaching a certain brake force.
- the braking force of the ESB 64 does not immediately become 0 but gradually decreases.
- the fixed control unit 60 gradually reduces the braking force of the ESB 64.
- FIG. 7 is a time chart showing an event when getting off and a transition of each status according to the fifth specific example.
- Specific example 5 is an irregular garage entry example (door opening, reverse garage entry, seat belt not attached, getting off at N range).
- the event and status from time t1 to time t8 are the same as the event and status from time t1 to time t8 in Example 3.
- the driver may forget to operate the shift device 32 to the P range. For example, after operating the shift device 32 to the N range, the user may get off while misunderstanding the N range and the P range.
- the shift range control unit 58 transmits a shift signal to the N range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the N range.
- the status 10 changes to the status 20 in accordance with the transition (F) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the ESB 64 and starts fixing the vehicle by the ESB 64. Simultaneously with the operation of the ESB 64, the timer 62 of the ECU 18 starts measuring time. The driver gets off at time t10.
- FIG. 8 is a time chart showing the events at the time of getting off, each status, and the on / off transition of the brake switch 48 according to the sixth specific example.
- Specific example 6 is another form of specific example 5, and is an anomalous garage entry example (door opening, reverse garage entry, seat belt not attached, getting off except P, N range).
- the condition 1 described as the transition (F) condition of the ⁇ transition condition between statuses> is set.
- the condition 2 described as the transition (F) condition of the ⁇ transition condition between statuses> is set.
- the event and status from time t1 to time t7 are the same as the event and status from time t1 to time t7 in specific example 3 and specific example 5.
- the brake switch 48 transmits an ON signal to the ECU 18.
- the vehicle speed sensor 46 transmits a vehicle speed signal indicating a predetermined speed V1 or less (here, 0) to the ECU 18.
- the status 10 changes to the status 20 in accordance with the transition (F) shown in FIG.
- the fixing control unit 60 transmits a fixing signal to the ESB 64 and starts fixing the vehicle by the ESB 64. Simultaneously with the operation of the ESB 64, the timer 62 of the ECU 18 starts measuring time.
- FIG. 9 is a time chart showing an event when getting off and a transition of each status according to the seventh specific example.
- Specific example 7 is an irregular getting-off and getting-on example (a trouble occurs in getting off and automatic parking outside the P range).
- the event and status from time t1 to time t8 are the same as the event and status from time t1 to time t8 in Example 4.
- the shift range control unit 58 automatically transmits a shift signal to the P range to the actuator 20 in response to the time of the timer 62 of the ECU 18 having passed the first predetermined time (2 min). However, when a malfunction occurs in a mechanism related to automatic parking (the actuator 20, the automatic transmission 22, the parking lock 68, etc.), switching to the P range or the parking lock 68 is not performed.
- the timer 62 of the ECU 18 starts measuring time.
- the time of the timer 62 reaches the second predetermined time (10 min) at time t10
- the status 21 changes to the status 22 according to the transition (I) shown in FIG. Transition to.
- the fixing control unit 60 transmits a fixing release signal to the ESB 64 to release the vehicle from being fixed by the ESB 64, and transmits a fixing signal to the EPB 66 to start fixing the vehicle by the EPB 66.
- the subsequent events and controls are the same as the events and controls after time t10 in Example 4.
- the fixing control unit 60 controls the vehicle fixing unit 24 to automatically fix the vehicle to a stopped state. (Transition from status 10 to status 20 (F), transition from status 30 to status 20 (D)). For this reason, unintended movement of the vehicle after getting off can be suppressed, and safety can be improved.
- the vehicle fixing unit 24 is actuated by triggering that the vehicle speed V is equal to or lower than the predetermined speed V1 and the brake pedal is operated or the shift range is selected or set to the neutral range. Even after automatically switching to the parking range, the driver can intentionally select the travel range and drive the vehicle before the trigger occurs, and has the intention of fixing the vehicle when getting off the vehicle. Therefore, both operability and safety can be achieved.
- the ESB 64 when the ESB 64 is used as the vehicle fixing unit 24, if the vehicle is kept in a fixed state by the ESB 64, the power consumption of the ESB 64 increases and the heat generation amount increases. If the parking lock 68 is applied after the first predetermined time (2 min) has elapsed, the fixed state can be stably maintained. For this reason, the fixed state by ESB64 can be cancelled
- the above-described embodiment is assumed to be an automobile equipped with an engine as a drive source of the vehicle.
- the present invention can also be applied to electric vehicles such as EVs (electric vehicles), HEVs (hybrid vehicles), PHEVs (plug-in hybrid vehicles), and FCVs (fuel cell vehicles) that have a drive motor as a vehicle drive source. It is.
- the ESB 64 and EPB 66 are used to control the vehicle to be stopped.
- the shift range control unit 58 transmits a shift signal for switching to the neutral range to the actuator 20.
- the actuator 20 switches the automatic transmission 22 to the neutral range corresponding to the shift signal.
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Abstract
Description
図1は、本実施形態に係る車両の制御装置10(以下、制御装置10ともいう)を示すブロック構成図である。制御装置10は、自動変速機22のシフトレンジをアクチュエータ20によって切替える車両の制御装置であって、選択又は設定されているシフトレンジを検出するシフトレンジ検出部12と、運転者が降車しようとする降車意図を検出する降車意図検出部14と、降車意図検出部14により降車意図が検出された場合に、アクチュエータ20によりシフトレンジを自動的にパーキングレンジに切替えるシフトレンジ制御部58と、運転者が車両を固定しようとする固定意図を検出する固定意図検出部16と、車両を停車状態に固定する車両固定部24と、を備える。さらに、降車意図検出部14により降車意図が検出され、シフトレンジ検出部12によりパーキングレンジ以外のシフトレンジが検出されたにもかかわらず、固定意図検出部16により固定意図が検出された場合には、車両固定部24により車両を固定状態にする固定制御部60を備える。
本実施形態に係る車両の制御に関して、図2を用いて全体的な制御の遷移を説明する。図2は、本実施形態に係る車両制御の状態遷移図である。本実施形態の車両の制御には、運転者が降車しようとする降車意図を検出する降車意図検出工程(ステータス00からステータス10又は30への遷移(A)、(B))と、降車意図検出工程で降車意図が検出された場合に、アクチュエータ20を制御してシフトレンジを自動的にパーキングレンジに切替えるシフトレンジ制御工程(ステータス30)と、選択又は設定されているシフトレンジを検出するシフトレンジ検出工程(ステータス10、30)と、運転者が車両を固定しようとする固定意図を検出する固定意図検出工程(ステータス10、30)と、降車意図検出工程で降車意図が検出されてシフトレンジ制御工程で自動的にパーキングレンジに切替えられた後に、シフトレンジ検出工程でパーキングレンジ以外のシフトレンジが検出されたにもかかわらず、固定意図検出工程で固定意図が検出された場合に、車両を停車状態に固定する車両固定工程(ステータス20、21、22)と、が含まれる。
ステータス00とステータス01とに分けられる。ステータス01はさらにステータス10、20~22、30に分けられる。
ステータス00からステータス10への遷移(A)は、運転席のシートベルトが外されていることをシートベルトセンサ42が検出し、且つ運転席側のドアが開いていることをドアセンサ44が検出し、且つ車速Vが所定速度V1以下(ここでは0)であることを車速センサ46が検出したときに行われる。このとき、降車意図判断部52は降車意図を検出する。なお、この遷移(A)は、上記条件に加えて、シフトレンジがPレンジ以外であることをシフトセンサ34又はインヒビタスイッチ36が検出した場合に行われる。
本発明の参考となる動作を具体例1~3で説明し、本発明の動作を具体例4~7で説明する。
図3は、具体例1に係る降車時の事象と各ステータスの推移を示すタイムチャートである。具体例1は一般的な降車及び乗車例である。
図4は、具体例2に係る降車時の事象と各ステータスの推移を示すタイムチャートである。具体例2は一般的な車庫入れ例(ドア開け、リバース車庫入れ、シートベルト装着)である。
図5は、具体例3に係る降車時の事象と各ステータスとブレーキ力と駆動力とブレーキスイッチ48のオン・オフの推移を示すタイムチャートである。具体例3は具体例2と異なる一般的な車庫入れ例(ドア開け、リバース車庫入れ、シートベルト未装着)である。
図6は、具体例4に係る降車時の事象と各ステータスとブレーキ力とブレーキスイッチ48のオン・オフの推移を示すタイムチャートである。具体例4は変則的な降車及び乗車例(Pレンジ以外で降車)である。
図7は、具体例5に係る降車時の事象と各ステータスの推移を示すタイムチャートである。具体例5は変則的な車庫入れ例(ドア開け、リバース車庫入れ、シートベルト未装着、Nレンジで降車)である。
図8は、具体例6に係る降車時の事象と各ステータスとブレーキスイッチ48のオン・オフの推移を示すタイムチャートである。具体例6は具体例5の別形態であり、変則的な車庫入れ例(ドア開け、リバース車庫入れ、シートベルト未装着、P、Nレンジ以外で降車)である。具体例5では、図2に示すステータス10からステータス20への遷移条件として、上記<ステータス間の遷移条件>の遷移(F)の条件として説明した条件1が設定されている。一方、具体例6では、上記<ステータス間の遷移条件>の遷移(F)の条件として説明した条件2が設定されている。
図9は、具体例7に係る降車時の事象と各ステータスの推移を示すタイムチャートである。具体例7は変則的な降車及び乗車例(Pレンジ以外で降車、自動パーキングに不具合が発生)である。
本実施形態によれば、降車意図検出部14で降車意図が検出され且つシフトレンジがパーキングレンジに切替えられた後に、何らかの要因でシフトレンジがパーキングレンジ以外に切替えられ、そのまま降車された場合でも、固定意図検出部16で運転者に車両を固定する意思があることが確認できた場合には、固定制御部60が車両固定部24を制御して、車両を自動的に停車した状態に固定する(ステータス10からステータス20への遷移(F)、ステータス30からステータス20への遷移(D))。このため、降車後の意図しない車両の移動を抑制することができ、安全性を向上させることができる。
Claims (11)
- 自動変速機(22)のシフトレンジをアクチュエータによって切替える車両の制御装置(10)であって、
選択又は設定されているシフトレンジを検出するシフトレンジ検出部(12)と、
運転者が降車しようとする降車意図を検出する降車意図検出部(14)と、
運転者が車両を固定しようとする固定意図を検出する固定意図検出部(16)と、
車両を停車状態に固定する車両固定部(24)と、を備え、
前記降車意図検出部(14)により前記降車意図が検出され、
前記シフトレンジ検出部(12)によりパーキングレンジ以外のシフトレンジが検出されたにもかかわらず、
前記固定意図検出部(16)により前記固定意図が検出された場合には、
前記車両固定部(24)により車両を固定状態にすること
を特徴とする車両の制御装置。 - 請求項1に記載の車両の制御装置において、
前記降車意図検出部(14)により前記降車意図が検出され、
運転者による手動操作、又はシフトレンジが自動的にパーキングレンジに切替えられた後に、
前記シフトレンジ検出部(12)によりパーキングレンジ以外のシフトレンジが検出された場合でも、
前記固定意図検出部(16)により前記固定意図が検出された場合には、
前記車両固定部(24)により車両を固定状態にすること
を特徴とする車両の制御装置。 - 請求項1又は2に記載の車両の制御装置において、
車速を検出する車速検出部(46)と、
ブレーキペダルが操作されることを検出するブレーキ操作検出部(48)と、
シフト装置(32)で選択されているシフトレンジを検出するシフト操作検出部(34)と、
をさらに備え、
前記固定意図検出部(16)は、
前記車速検出部(46)によって検出する車速が所定速度以下で、
前記ブレーキ操作検出部(48)によって運転者によるブレーキペダルの操作が検出されるか、又は、前記シフト操作検出部(34)によって運転者によるニュートラルレンジへのシフト操作が検出された場合に、
前記固定意図があるものとして判断すること
を特徴とする車両の制御装置。 - 請求項1~3のいずれか1項に記載の車両の制御装置において、
前記車両固定部(24)は、
車両の駆動力を0にする制御と、
ブレーキ部(64、66)により車両を停止状態にする制御のうち、少なくとも一方を行うこと
を特徴とする車両の制御装置。 - 請求項1~4のいずれか1項に記載の車両の制御装置において、
前記車両固定部(24)により自動的に車両が固定状態にされた後に、第1の所定時間が経過した場合に、
自動的にシフトレンジをパーキングレンジに切替えるシフトレンジ制御部(58)をさらに備えること
を特徴とする車両の制御装置。 - 請求項5に記載の車両の制御装置において、
パーキングレンジへの切替えが完了した後に、前記車両固定部(24)による固定状態を解除すること
を特徴とする車両の制御装置。 - 請求項1~6のいずれか1項に記載の車両の制御装置において、
前記車両固定部(24)は、
第1アクチュエータによりブレーキ液圧を制御する電動ブレーキ(64)と、
第2アクチュエータによりパーキングブレーキを制御する電動パーキングブレーキ(66)とを備え、
車両を固定状態にする際に、前記電動ブレーキ(64)により固定を行い、
前記電動ブレーキ(64)の作動後、第2の所定時間が経過した場合、
前記電動パーキングブレーキ(66)により車両を固定状態とすること
を特徴とする車両の制御装置。 - 請求項7に記載の車両の制御装置において、
前記電動パーキングブレーキ(66)により車両を固定状態にした後に、前記電動ブレーキ(64)を解除すること
を特徴とする車両の制御装置。 - 請求項1~8のいずれか1項に記載の車両の制御装置において、
前記車両固定部(24)により自動的に車両が固定状態にされた後に、
シフトレンジが走行レンジに切り替えられ、
運転者によるアクセルペダル操作が行われた場合には、
車両の駆動力の立ち上がりを通常時よりも小さくすること
を特徴とする車両の制御装置。 - 自動変速機(22)のシフトレンジをアクチュエータによって切替える車両の制御方法であって、
運転者が降車しようとする降車意図を検出する降車意図検出工程と、
選択又は設定されているシフトレンジを検出するシフトレンジ検出工程と、
運転者が車両を固定しようとする固定意図を検出する固定意図検出工程と、
前記降車意図検出工程で前記降車意図が検出され、前記シフトレンジ検出工程でパーキングレンジ以外のシフトレンジが検出されたにもかかわらず、前記固定意図検出工程で前記固定意図が検出された場合に、車両を固定状態にする車両固定工程と、を備えたこと
を特徴とする車両の制御方法。 - 請求項10に記載の車両の制御方法において、
前記車両固定工程では、
前記降車意図検出工程で前記降車意図が検出され、
運転者による手動操作、又はシフトレンジが自動的にパーキングレンジに切替えられた後に、前記シフトレンジ検出工程でパーキングレンジ以外のシフトレンジが検出された場合でも、
前記固定意図検出工程で前記固定意図が検出された場合には、
車両を固定状態にすること
を特徴とする車両の制御方法。
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