JP2008056019A - Control device of vehicle equipped with automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate changeover of shift positions, and operations of an accelerator and a brake. <P>SOLUTION: ECU (Engine Control Unit) executes a program including a step for, if a vehicle stops (YES in S1010) when detecting a shift changeover operation (N→D or N→R) based on the position of the shift lever which a driver operates with it gripped in one hand (YES in S1000), changing over a shift position into a position D or a position R (S1020), and a step for, when detecting a stroke L (S1050), operating a throttle valve actuator and a brake actuator based on a stroke L (S1060). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to control of a vehicle equipped with an automatic transmission that switches, for example, a shift position (shift range) of an automatic transmission via an actuator such as a motor, and more particularly to a disabled person or the like (however, limited to a disabled person). However, the present invention relates to vehicle control that can easily perform a shift operation and an accelerator and brake operation.

  Some automatic transmissions mounted on vehicles include a stepped automatic transmission composed of a fluid coupling such as a torque converter and a gear-type transmission mechanism, two pulleys whose effective diameter is changed by hydraulic pressure, and those There is a continuously variable automatic transmission composed of a metal belt wound around a pulley.

  The stepped automatic transmission is connected to the engine via a fluid coupling such as a torque converter. A stepped automatic transmission is composed of a transmission mechanism (gear-type transmission mechanism) having a plurality of power transmission paths. For example, the power transmission path is automatically switched based on the accelerator opening and the vehicle speed. In other words, the transmission gear ratio (travel speed stage) is automatically switched. In a stepped automatic transmission, a gear stage is determined by engaging and releasing a clutch element, a brake element, and a one-way clutch element, which are friction elements, in a predetermined state.

  A continuously variable automatic transmission is also connected to the engine via a fluid coupling such as a torque converter. For example, a belt-type continuously variable transmission uses a metal belt and a pair of pulleys to change the effective diameter of the pulleys by hydraulic pressure, thereby realizing continuously variable transmission. Specifically, an endless metal belt is used by being wound around an input side pulley attached to an input shaft and an output side pulley attached to an output shaft. The input side pulley and the output side pulley are each provided with a pair of sheaves whose groove width can be changed steplessly. By changing the groove width, the winding radius of the endless metal belt with respect to the input side pulley and the output side pulley changes, Thereby, the rotation speed ratio between the input shaft and the output shaft, that is, the gear ratio can be continuously changed continuously.

  In any of these types of automatic transmissions, in general, a vehicle having an automatic transmission has a sliding shift operated by a driver (hereinafter, the driver may be referred to as a driver). A lever is provided, and a shift position (for example, parking position (P position) reverse travel position (R position), neutral position (N position), forward travel position (D position)) is set based on the slide operation of the shift lever. ing. Therefore, the shift position of the automatic transmission can be switched by operating the shift lever to a desired position (by moving the shift lever to any position of the slide groove).

  The shift range refers to a range of transmission gear stages used during forward travel in an automatic transmission having a plurality of forward transmission gear stages (for example, 6th speed) (assuming that there is only one reverse transmission gear stage). Is. For example, if it is 1 range, only 1st speed is used, if it is 2 range, 1st speed and 2nd speed are used, if it is 3 range, 1st speed, 2nd speed and 3rd speed are used, and if it is D range 1st to 6th gear will be used.

  Recently, not only a shift operation device using such a slide-type shift lever but also a so-called shift-by-wire shift operation device is known. Such a shift operation device has a configuration in which a driver's shift operation is detected by a sensor or a switch (sensors), and one position among a plurality of positions is selected according to the detection signal. Further, in the case of such a shift-by-wire system, the shift lever is not limited to a slide type, and so-called joystick type operation buttons and push button type operation elements have been proposed. In this joystick type operation element, a driver performs a shift operation by tilting a lever forward, backward, left and right. In particular, regarding a shift operation device that employs such a shift-by-wire method, the degree of freedom of the structure of the operation portion and the degree of freedom of the mounting position are increased as compared with the slide-type shift operation device.

  When traveling forward in a stopped vehicle equipped with an automatic transmission, the vehicle is advanced by switching to the shift position D position, returning the brake pedal that was stepped on, stepping on the accelerator pedal, and opening the throttle valve. A healthy person can drive the vehicle by operating the shift lever by hand and operating the brake pedal and accelerator pedal by foot. However, it is difficult for a physically handicapped person to drive a vehicle in this way. Japanese Patent Application Laid-Open No. 7-89374 (Patent Document 1) is a driving apparatus for an automobile configured so that a physically handicapped person or the like can safely drive a vehicle with a simple and small force, and an operation burden on the driver when starting a hill. Disclosed is an automobile driving device that reduces the above-mentioned problem. The automobile driving device includes a braking force control mechanism that generates a desired braking force by driving a brake mechanism of a vehicle according to a supplied braking force control signal, and an internal combustion engine according to a supplied throttle control signal. A braking force control signal set by the traveling state control unit based on a traveling state command signal issued by the traveling state command unit that expresses the driver's intention, and a throttle control mechanism that drives the throttle valve to generate a desired driving force And a throttle control signal are supplied to the braking force control mechanism and the throttle control mechanism, respectively. The vehicle driving apparatus includes an inter-vehicle distance detection unit that detects a distance between the preceding vehicle and the host vehicle, a relative speed calculation unit that calculates a relative speed with respect to the front vehicle based on a detection result of the inter-vehicle distance detection unit, A braking force holding instruction unit for instructing the driving state control unit to hold the braking force when the driver performs a predetermined operation during execution of the braking force control based on the driving state command signal issued by the driving state command unit; While holding the braking force based on the instruction from the braking force holding instruction unit, the running state command signal issued by the running state command unit changes from the one that requires braking force control to the one that requires driving force control, and the braking force A start state in which the vehicle is started by correcting the braking force control signal and the driving force control signal according to the relative speed calculated by the relative speed calculation unit when the instruction to hold the braking force by the holding instruction unit is released. With command section That.

According to this automobile driving device, when starting on a slope, the braking force and the driving force are exerted so that the relative speed with respect to the preceding vehicle is appropriately maintained regardless of the operation skill of the driver. In other words, when starting a hill, the driver only needs to perform a predetermined operation after confirming that the vehicle ahead has started, and the vehicle can smoothly start following the vehicle ahead and start the hill very easily. it can.
JP-A-7-89374

  However, in the automobile driving device disclosed in Patent Document 1, the set switch and the operation lever are provided separately and independently. The set switch and the operation lever are members that realize a braking force holding instruction unit and a traveling state command unit, respectively. The operation lever is a lever that is used for a vehicle acceleration / deceleration instruction, and supplies a signal corresponding to a running state command signal to the control unit by a driver's operation. The set switch is a switch for maintaining the traveling state commanded by the operation lever. If the set switch is turned on when the operating lever is in the deceleration area, the braking force at that time is maintained until the operating lever is operated from the deceleration area to the neutral area (released at the neutral position). If the set switch is turned on in the acceleration region, the vehicle speed at that time is maintained until the operation lever is operated from the acceleration region to the neutral region (released at the neutral region). Furthermore, for starting on a slope, the set switch is turned on when the operation lever is located in the deceleration area, and then the operation lever is operated from the deceleration area to the acceleration area while pressing the set switch, In other words, when the set switch is turned OFF, that is, the driving state command signal generated by the set switch and the operating lever changes from the one requiring braking force control to the one requiring driving force control, and the instruction to hold the braking force is released. When the braking force is released, the driving force is generated and the vehicle can start.

  Thus, since the set switch and the operation lever are provided separately and independently, the acceleration / deceleration operation and the shift position switching operation have to be performed separately for the set switch and the operation lever. For this reason, it was a poor operability for the physically handicapped.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to move a mechanical element by an actuator based on an electrical signal in accordance with an operation by a driver, for example, to perform a plurality of shift positions. It can be suitably applied to a shift-by-wire shift control system that switches to one shift position corresponding to the operation from among the vehicle, and shift position switching, accelerator operation, and brake operation can be realized with easy operation. It is to provide a control device.

  A control device according to a first invention controls a vehicle on which an automatic transmission is mounted. The control device is detected by a first detection means for detecting an acceleration / deceleration request by the driver, a second detection means for detecting a shift position switching request by the driver, and a first detection means. Control means for controlling the vehicle travel source and braking device based on the acceleration / deceleration request, and shift control means for controlling the automatic transmission based on the shift position switching request detected by the second detection means Including. The first detection unit and the second detection unit are operation units configured to be operated by a driver with one hand and without being changed.

  According to the first aspect of the invention, the operation unit that is gripped with one hand of the driver is configured so that the driver can operate with one hand and can be operated without changing. By this operation unit, an acceleration / deceleration request by the driver is detected, and a shift position switching request by the driver is detected. In particular, a shift-by-wire shift control system that switches a mechanical element from a plurality of shift positions to one shift position corresponding to the operation based on an electrical signal in accordance with an operation by a driver. When applied to the above, it is possible to realize an operation unit in a form that is easier for the driver to operate. As a result, it is possible to provide a vehicle control device that can easily perform shift position switching, accelerator operation, and brake operation.

  In the control device according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the operation unit is a shift lever that is operated by the driver, and is provided by a second detection unit that corresponds to the shift lever. A first lever position at which the reverse travel position is detected, a second lever position at which the non-travel position is detected by the second detection means, and a third position at which the forward travel position is detected by the second detection means The lever position is set, and the first lever position, the second lever position, and the third lever position are connected in this order. At the first lever position, as the shift lever moves away from the second lever position, the first detecting means detects an increase in accelerator and a decrease in brake. At the third lever position, as the shift lever moves away from the second lever position, the first detecting means detects an increase in accelerator and a decrease in brake.

  According to the second invention, the reverse travel position is detected when the position of the shift lever held by one hand of the driver is the first lever position, and the non-travel position is detected when the position is the second lever position. In the third lever position, the forward travel position is detected. Furthermore, in the first lever position (reverse travel position) that is connected in the order of the first lever position, the second lever position, and the third lever position, the position of the shift lever is the second lever position (non-reverse position). As the distance from the travel position increases, the first detecting means increases the accelerator and decreases the brake. At the third lever position (forward travel position), the shift lever is moved from the second lever position (non-travel position). As the distance increases, the first detection means detects an increase in accelerator and a decrease in brake. Thereby, as the distance from the second lever position, which is the non-traveling position, increases, the acceleration is increased and the brake decrease is detected, the vehicle enters the traveling state, and the vehicle can be controlled in accordance with the driver's feeling. As a result, shift position switching, accelerator operation, and brake operation can be easily realized by an operation based on the position of the shift lever.

  In the control device according to the third invention, in addition to the configuration of the first invention, the operation portion is a shift lever and a groove in which the shift lever slides, and the reverse traveling position is set by the second detection means. Including a first groove to be detected, a second groove in which the non-traveling position is detected by the second detection means, and a third groove in which the forward travel position is detected by the second detection means, The first groove, the second groove, and the third groove are connected in this order. In the first groove, as the shift lever is moved away from the second groove, an increase in accelerator and a decrease in brake are detected by the first detection means. In the third groove, as the shift lever is moved away from the second groove, an increase in the accelerator and a decrease in the brake are detected by the first detection means.

  According to the third invention, the reverse travel position is detected when the position of the shift lever held by one hand of the driver is in the first groove, and the non-travel position is detected when the position is in the second groove. If it is in the groove 3, the forward traveling position is detected. Furthermore, when there is a shift lever in the first groove (reverse running position) connected in the order of the first groove, the second groove, and the third groove, the position of the shift lever is the second groove ( As the distance from the non-traveling position increases, the accelerator increases and the brake decreases. When the shift lever is in the third groove (forward travel position), the position of the shift lever is separated from the second groove (non-traveling position). Accordingly, an accelerator increase and a brake decrease are detected. Thereby, as the distance from the second groove, which is a non-traveling position, increases, the acceleration is increased and the brake is detected to be in a traveling state, and the vehicle can be controlled in accordance with the driver's feeling. As a result, shift position switching, accelerator operation, and brake operation can be easily realized by the position of the groove for sliding the shift lever.

  In the control device according to the fourth invention, in addition to the configuration of the first invention, the operation unit is a shift lever operated by the driver. As the operation unit moves the shift lever in one direction, the first detection means detects an increase in the accelerator and a decrease in brake, and the first detection means moves the shift lever in the other direction. It includes a lever moving unit that detects an accelerator decrease and a brake increase, and a switch that selects a shift position that can be operated while the driver holds the shift lever.

  According to the fourth aspect of the invention, the driver can select the shift position by the switch that selects the shift position provided on the shift lever held by one hand of the driver. As the shift lever is moved in one direction (for example, the rearward direction of the vehicle), an increase in accelerator and a decrease in brake are detected, and as the shift lever is moved in the reverse direction (for example, the frontward direction of the vehicle), a decrease in accelerator and an increase in brake are detected. As a result, in addition to being able to switch the shift position by operating the switch of the shift lever, it is possible to easily realize the accelerator operation and the brake operation by sliding the shift lever.

  In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the shift control means moves the mechanical element by the actuator based on the electric signal in accordance with the operation by the driver. And a means for switching from a plurality of shift positions to one shift position corresponding to the operation.

  According to the fifth aspect of the invention, the automatic transmission switches the mechanical element from the plurality of shift positions to one shift position corresponding to the operation by moving the mechanical element by the actuator based on the electrical signal according to the operation by the driver. Shift switching is controlled by a shift-by-wire system. By applying to such a shift-by-wire system, it is possible to realize an operation unit that is easier for the driver to operate.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
FIG. 1 shows a configuration of a shift control system 10 including a shift switching device for an automatic transmission that functions as a vehicle control device according to the present embodiment. In the present embodiment, shift control system 10 is controlled so that switching of the shift position of the automatic transmission, accelerator operation, and brake operation can be appropriately handled with one shift switch. The shift control system 10 is described as including a throttle valve actuator that controls the driving force generated in the vehicle and a brake actuator that controls the braking force. Although the present invention is preferably applied to a shift-by-wire type shift operation system, application to a shift operation system other than the shift-by-wire system is not excluded.

  This shift control system 10 is used for switching the shift position of a vehicle. The shift control system 10 includes a P switch 20, a shift switch 26, a vehicle power switch 28, a vehicle control device (hereinafter referred to as “EFI-ECU”) 30, a parking control device (hereinafter referred to as “SBW (Shift By Wire) −). ECU ”40, actuator (motor) 42, encoder 46, shift control mechanism 48, display unit 50, meter 52, and drive mechanism 60. The shift control system 10 functions as a shift-by-wire system that switches the shift position by electrical control. Specifically, the shift control mechanism 48 is driven by the actuator 42 to switch the shift position.

  The vehicle power switch 28 is a switch for switching on / off of the vehicle power. The vehicle power switch 28 is not particularly limited, and is, for example, an ignition switch. An instruction received from a user such as a driver by the vehicle power switch 28 is transmitted to the EFI-ECU 30. For example, when the vehicle power switch 28 is turned on, power is supplied from an auxiliary battery (not shown), and the shift control system 10 is activated.

  The P switch 20 has a shift position as a parking position (hereinafter referred to as “P position”) and an R position, N position, and D position (hereinafter referred to as “non-P position”) other than parking. And includes an indicator 22 for indicating the state of the switch to the driver, and an input unit 24 for receiving an instruction from the driver. The driver inputs an instruction to put the shift position into the P position through the input unit 24. The input unit 24 may be a momentary switch. The instruction from the driver received by the input unit 24 is transmitted to the SBW-ECU 40 through the EFI-ECU 30 and the EFI-ECU 30. In addition, the shift position may be switched from the non-P position to the P position by means other than the P switch 20 described above.

  The SBW-ECU 40 controls the operation of the actuator 42 that drives the shift control mechanism 48 to switch the shift position between the P position and the non-P position, and presents the current shift position state to the indicator 22. When the driver depresses the input unit 24 when the shift position is the non-P position, the SBW-ECU 40 switches the shift position to the P position and presents the indicator 22 that the current shift position is the P position.

  The actuator 42 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and drives the shift control mechanism 48 in response to an instruction from the SBW-ECU 40. The encoder 46 rotates integrally with the actuator 42 and detects the rotation state of the SR motor. The encoder 46 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The SBW-ECU 40 obtains a signal output from the encoder 46, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The shift switch 26 switches the shift position to a position such as a drive position (D), a reverse position (R), a neutral position (N) (there may be a brake position (B)), or a P position. This is a switch for releasing the P position when it is turned on. The instruction (request shift position signal) from the driver received by the shift switch 26 is transmitted to the EFI-ECU 30 via the SBW-ECU 40. The EFI-ECU 30 performs control to switch the shift position in the drive mechanism 60 based on an instruction from the driver, and presents the current shift position state to the meter 52. The drive mechanism 60 may be a stepped transmission mechanism or a continuously variable transmission mechanism. Further, the shift switch 26 transmits a stroke amount calculated based on a position of a shift lever described later to the EFI-ECU 30.

  The EFI-ECU 30 comprehensively manages the operation of the shift control system 10. The display unit 50 displays instructions and warnings (including an abnormality occurrence notification described later) to the driver issued by the EFI-ECU 30 or the SBW-ECU 40. The meter 52 presents the state of the vehicle equipment, the state of the shift position, and the like.

  Further, the EFI-ECU 30 is connected to a throttle valve actuator 1000 that controls the opening of a throttle valve that adjusts the intake amount of an engine that is a drive source of a vehicle connected to the input shaft of the automatic transmission. For example, a throttle valve motor. Further, the EFI-ECU 30 is connected to a brake actuator 2000 that constitutes a braking device for the vehicle. For example, a brake master cylinder that operates by hydraulic pressure.

  Note that the EFI-ECU 30 and the SBW-ECU 40 may be configured as one ECU (a portion surrounded by a one-dot chain line in FIG. 1). Below, it demonstrates as what is comprised as one ECU.

  An example of the shift switch 26 is shown in FIG. As shown in FIG. 2, the shift switch 26 includes, for example, a shift lever 26S, a first groove 26R in which the shift lever 26S is slid, a second groove 26N in which the shift lever 26S is slid, The third groove 26D is configured to slide the lever 26S.

  When the shift lever 26S is located between the start end (lower end) 26R (1) and the end end (upper end) 26R (3) of the first groove 26R along the first groove 26R, the request shift position signal The R position is transmitted to the SBW-ECU 40. Further, a stroke in which the position 26R (2) near the middle of the first groove 26R is 0 point (origin), the end (upper end) 26R (3) side is positive, and the start end (lower end) 26R (1) is negative. L is transmitted to the EFI-ECU 30 as a stroke signal. The plus and minus signs themselves and the position of the 0 point (origin) are not limited to this.

  If the shift lever 26S is located on the plus side (end (upper end) 26R (3) side) of the position 26R (2), which is the zero point (origin), the EFI-ECU 40, as shown in FIG. The throttle valve actuator 1000 is controlled so as to increase the accelerator opening corresponding to the increase.

  When the shift lever 26S is on the minus side (starting end (lower end) 26R (1) side) of the position 26R (2) which is the 0 point (origin), the EFI-ECU 40, as shown in FIG. The brake actuator 2000 is controlled to increase the brake in response to the increase.

  When the shift lever 26S is at the position of the second groove 26N, the N position is transmitted to the SBW-ECU 40 as a required shift position signal.

  When the shift lever 26S is located between the start end (upper end) 26D (1) and the end end (lower end) 26D (3) of the third groove 26D along the third groove 26D, the request shift position signal is The D position is transmitted to the SBW-ECU 40. Further, a stroke in which the position 26D (2) near the middle of the third groove 26D is 0 point (origin), the end (lower end) 26D (3) side is positive, and the start end (upper end) 26D (1) is negative. L is transmitted to the EFI-ECU 30 as a stroke signal. The plus and minus signs themselves and the position of the 0 point (origin) are not limited to this.

  If the shift lever 26S is located on the plus side (end (lower end) 26D (3) side) of the position 26D (2) that is the zero point (origin), the EFI-ECU 40, as shown in FIG. The throttle valve actuator 1000 is controlled so as to increase the accelerator opening corresponding to the increase.

  If the shift lever 26S is on the minus side (starting end (upper end) 26D (1) side) of the position 26D (2) that is the zero point (origin), the EFI-ECU 40, as shown in FIG. The brake actuator 2000 is controlled to increase the brake in response to the increase.

  When the driver shifts between the N position and the R position using such a shift switch 26, the arrow X (N position → R position) and the arrow Y (R position → N position) The shift lever 26S is moved in the direction indicated by. Further, when the driver shifts between the N position and the D position by using such a shift switch 26, the arrow W (N position → D position) and the arrow Z (D position → N) The shift lever 26S is moved in the direction indicated by (position).

  When the shift lever 26S shifts from the N position to the R position and the driver does not operate the shift lever 26S any more, the shift lever 26S moves to the start end (lower end) 26R (1) of the first groove 26R. It is mechanically held in position and a brake is applied. In addition, when the shift lever 26S shifts from the N position to the D position and the driver does not operate the shift lever 26S any more, the shift lever 26S moves to the start end (upper end) 26D (1) of the second groove 26D. It is mechanically held in position and a brake is applied. At the position of the start end (lower end) 26R (1) of the first groove 26R and the start end (upper end) 26D (1) of the third groove 26D, the accelerator opening is 0 as shown in FIG. The brakes are acting to the maximum. Similarly, when the shift lever 26S is in the second groove 26N, the accelerator opening is 0 and the brake is acting to the maximum.

  Further, when the driver releases his hand from the shift lever 26S when the shift lever 26S is in the first groove 26R, the position is maintained at the position 26R (2) which is the zero point (origin). When the driver releases his hand from the shift lever 26S when the shift lever 26S is in the third groove 26D, it is held at the position 26D (2) which is the 0 point (origin). According to FIG. 2, the accelerator opening is also 0 at these 0 points (origins) (however, in order to maintain the idling state of the engine when the idle speed is controlled by the throttle valve). The throttle valve opening is not 0), and the brake is operating to the maximum. However, instead of doing this, it may be set so that the brake is not applied to the maximum at the position of the zero point (origin), or the accelerator opening is opened more than the idling state. Absent.

  In addition, about the magnitude | size of the brake with respect to the stroke of FIG. 2, what is shown with a dashed-dotted line may be sufficient. Furthermore, the relationship between the stroke and the accelerator opening and the relationship between the stroke and the brake are both examples, and are not limited to the linear relationship shown in FIG.

  FIG. 3 shows the configuration of the shift control mechanism 48. Shift positions include P and non-P positions (including R, N, and D positions. In addition to the D position, the D1 position is fixed at the first speed, and the D2 position is fixed at the first and second speeds (may be fixed at the second speed). (2 ranges) may also be included). The shift control mechanism 48 includes a manual shaft 102 rotated by an actuator 42, a detent plate 100 that rotates as the manual shaft 102 rotates, a rod 104 that operates as the detent plate 100 rotates, and an output shaft of a transmission (not shown). A parking gear 108 fixed to the parking gear 108, a parking lock pole 106 for locking the parking gear 108, a detent spring 110 and a roller 112 for limiting the rotation of the detent plate 100 and fixing the shift position. The detent plate 100 functions as a shift unit that is driven by the actuator 42 to switch the shift position. The manual shaft 102, the detent plate 100, the rod 104, the detent spring 110, and the rollers 112 serve as a shift switching mechanism. Further, the encoder 46 acquires a count value corresponding to the rotation amount of the actuator 42.

  In the perspective view of FIG. 3, only the valley (P position position) of the detent plate 100 is shown, but actually, as shown in the enlarged plan view of FIG. 3, the detent plate 100 includes D, N, There are four valleys corresponding to the four positions of R and P.

  FIG. 3 shows a state when the shift position is a non-P position. In this state, since the parking lock pole 106 does not lock the parking gear 108, the rotation of the drive shaft of the vehicle is not hindered. When the manual shaft 102 is rotated clockwise by the actuator 42 from this state, the rod 104 is pushed through the detent plate 100 in the direction of the arrow A shown in FIG. The parking lock pole 106 is pushed up in the direction of arrow B shown in FIG. As the detent plate 100 rotates, one of the four valleys provided at the top of the detent plate 100, that is, the roller 112 of the detent spring 110 in the non-P position position 120, climbs over the mountain 122 and moves to the other valley. That is, the process moves to the P position position 124. The roller 112 is provided on the detent spring 110 so as to be rotatable in its axial direction. When the detent plate 100 rotates until the roller 112 reaches the P position position 124, the parking lock pole 106 is pushed up to a position where it engages with the parking gear 108. Thereby, the drive shaft of the vehicle is mechanically fixed, and the shift position is switched to the P position.

  In the shift control system 10, the SBW-ECU 40 is configured so that the roller 112 of the detent spring 110 has a peak 122 in order to reduce the load related to the shift switching mechanism such as the detent plate 100, the detent spring 110 and the manual shaft 102 when the shift position is switched. The amount of rotation of the actuator 42 is controlled so as to reduce the impact when falling over the vehicle.

  With reference to FIG. 4, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 4, the control device includes a shift operation unit 10000 (for example, corresponding to the shift switch 26) where the driver performs a shift operation, and a shift operation and an acceleration / deceleration operation performed by the driver connected to the shift operation unit 10000. Based on the position of the shift lever 26S detected by the shift operation detecting unit (shift lever position detecting unit) 11000 and the shift operation detecting unit 11000 for detecting the shift, shift determination (shift switching between R position and N position, A shift determination unit 20000 for determining whether or not to perform shift switching between the N position and the D position) and a shift execution unit 21000 for executing the requested shift operation from the shift determination unit 20000.

  Further, this control device is requested by an accelerator determination unit 30000 that determines whether or not to execute acceleration determination based on the position of the shift lever 26S detected by the shift operation detection unit 11000, and an accelerator determination unit 30000. A brake determination unit that determines whether or not to execute deceleration determination based on the position of the throttle lever 3S detected by the throttle actuator 31000 (corresponding to the throttle valve motor) that performs the acceleration operation and the shift operation detection unit 11000 40000 and a brake actuator 41000 (corresponding to a brake master cylinder) that executes the deceleration operation requested from the brake determination unit 40000.

  The control device according to the present embodiment having such a functional block is read from a CPU (Central Processing Unit) and a memory and a memory included in the ECU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs executed by the CPU. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 5, a control structure of a program executed by EFI-ECU 30 or SBW-ECU 40 (hereinafter referred to as ECU) will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is referred to as S) 1000, the ECU determines whether or not a shift switching operation (from N position to D position or from N position to R position) has been detected. At this time, the ECU makes a determination based on the requested shift position signal input from the shift switch 26. If a shift switching operation is detected (YES in S1000), the process proceeds to S1010. If not (NO in S1000), the process proceeds to S1040.

  In S1010, the ECU determines whether or not the vehicle is stopped. If the vehicle is in a stopped state (YES in S1010), the process proceeds to S1020. If not (NO in S1010), the process proceeds to S1030.

  In S1020, the ECU switches the shift position to the D position or the R position. More specifically, the manual shaft 102 is rotated by the actuator 42 so that the roller 112 moves from a valley corresponding to the N position of the detent plate 100 to a valley corresponding to the D position or a valley corresponding to the R position.

  In S1030, the ECU displays a warning, for example, that display section 50 indicates that the speed change operation is prohibited.

  In S1040, the ECU determines whether or not a sliding operation of the shift lever 26S (operation along the first groove 26R or the second groove 26D) has been detected. At this time, the ECU makes a determination based on the presence or absence of a stroke signal input from the shift switch. If a slide operation of shift lever 26S is detected (YES in S1040), the process proceeds to S1050. Otherwise (NO at S1040), the process ends.

  In S1050, the ECU detects the stroke L of the shift lever 26S along the first groove 26R or the second groove 26D.

  In S1060, ECU operates throttle valve actuator 1000 and the brake actuator based on stroke L.

  An operation of shift control system 10 including the control device according to the present embodiment having the above-described structure will be described.

[Vehicle forward travel operation: Shift operation from N position to D position + accelerator operation]
When the vehicle is stopped and the shift position of the drive mechanism 60 (automatic transmission) is the N position, the driver moves the shift lever 26S from the second groove toward the third groove 26D. A shift switching operation from the position to the D position is detected (YES in S1000). At this time, the shift lever 26S is at the position of the start end (upper end) 26D (1) of the third groove 26D. For this reason, as shown in FIG. 2, the brake acts and the accelerator opening is zero. Since the vehicle is stopped (YES in S1010), the shift position is switched from the N position to the D position (S1020).

  Next, when the driver tries to move the vehicle forward, the shift lever 26S is moved along the third groove 26D from the start end (upper end) 26D (1) to the position 26D (2) which is the 0 point (origin) (S1040). At YES), the stroke L is detected (S1050). The stroke L at this time is negative up to the position 26D (2) which is the 0 point (origin). With the change of the stroke L, as shown in FIG. 2, the brake actuator 2000 is configured such that the brake decreases to 0 from the start end (upper end) 26D (1) to the position 26D (2) which is the 0 point (origin). Is activated (S1060).

  Further, when the driver tries to move the vehicle forward, the shift lever 26S is moved along the third groove 26D from the position 26D (2) which is the zero point (origin) toward the terminal end (lower end) 26D (3). (YES at S1040), stroke L is detected (S1050). The stroke L at this time is positive from the position 26D (2) which is the 0 point (origin). As the stroke L changes, as shown in FIG. 2, the throttle valve actuator increases so that the accelerator opening increases from the position 26D (2) which is the zero point (origin) to the end (lower end) 26D (3). 1000 is activated (S1060).

  Thus, the shift switching operation, the brake operation, and the accelerator operation can be realized only by moving the shift lever 26S. Further, the brake is operated until the shift lever 26S at which the accelerator opening degree starts to increase during the forward movement is at the position 26D (2). For this reason, even when the climbing road is stopped, the vehicle does not move backward when starting forward.

[Vehicle reverse travel operation: Shift operation from N position to R position + accelerator operation]
When the vehicle is stopped and the shift position of the drive mechanism 60 (automatic transmission) is N, the driver moves the shift lever 26S from the second groove toward the first groove 26R. A shift switching operation from the position to the R position is detected (YES in S1000). At this time, the shift lever 26S is at the position of the starting end (upper end) 26R (1) of the first groove 26R. For this reason, as shown in FIG. 2, the brake acts and the accelerator opening is zero. Since the vehicle is stopped (YES in S1010), the shift position is switched from the N position to the R position (S1020).

  Next, when the driver tries to move the vehicle backward, the shift lever 26S is moved along the first groove 26R from the start end (lower end) 26R (1) to the position 26R (2) that is the 0 point (origin) (S1040). At YES), the stroke L is detected (S1050). The stroke L at this time is negative up to the position 26R (2) which is 0 point (origin). With the change in the stroke L, as shown in FIG. 2, the brake actuator 2000 is set so that the brake decreases to 0 from the start end (lower end) 26R (1) to the position 26R (2) which is the 0 point (origin). Is activated (S1060).

  Furthermore, when the driver tries to move the vehicle backward, the shift lever 26S is moved along the third groove 26R from the position 26R (2), which is the zero point (origin), toward the terminal end (upper end) 26R (3). (YES at S1040), stroke L is detected (S1050). The stroke L at this time is positive from the position 26R (2) which is the 0 point (origin). As the stroke L changes, as shown in FIG. 2, the throttle valve actuator increases so that the accelerator opening increases from the position 26R (2) which is the zero point (origin) to the end (upper end) 26R (3). 1000 is activated (S1060).

  Thus, the shift switching operation, the brake operation, and the accelerator operation can be realized only by moving the shift lever 26S. Further, the brake is operated until the shift lever 26S at which the accelerator opening degree starts to increase at the position 26R (2) at the time of reverse travel. For this reason, even when the downhill road is stopped, the vehicle does not move forward when the vehicle starts moving backward.

  As described above, the control device according to the present embodiment is preferably applied to, for example, a shift-by-wire shift control system, and easily performs shift position switching, accelerator operation, and brake operation. Can be realized with simple operation.

<Second Embodiment>
Hereinafter, a second embodiment of the present invention will be described. The control device according to the present embodiment includes a shift switch 260 that is different from the shift switch 26 of the first embodiment described above. In the control device according to the present embodiment, the configuration diagrams of FIGS. 1 and 3 and the functional block diagram of FIG. 4 described in the first embodiment are the same. Therefore, detailed description thereof will not be repeated here.

  FIG. 6 shows an example of the shift switch 260 corresponding to FIG. 2 described above. As shown in FIG. 6, the shift switch 260 includes, for example, a shift lever 260S and a linear groove 260L in which the shift lever 260S is slid. The groove 260L is not limited to being linear.

  The top of the shift lever 260S (for example, the portion where the thumb of the driver abuts) has the same function as the P switch (shift switching to the P position), and the D button 260D having the shift switching function to the D position. , An R button 260R having a function of shifting to the R position is provided. These P button 260P, D button 260D and R button 260R are self-lighting.

  When the P button is pressed once, a request shift position signal for the P position is transmitted to the SBW-ECU 40, the P button 260P is turned on, and the other D button 260D and R button 260R are turned off. When the D button 260D is pressed once, a request shift position signal to the D position is transmitted to the SBW-ECU 40, the D button 260D is turned on, and the other P button 260P and R button 260R are turned off. When the R button 260R is pressed once, a request shift position signal for the R position is transmitted to the SBW-ECU 40, the R button 260R is turned on, and the other P button 260P and D button 260D are turned off.

  Furthermore, the groove 260L has a brake-side end 260L (1) and an accelerator-side end 260L (3) with a position 260L (2) provided in the middle of the groove 260L as a zero point (origin). Stroke L is applied to EFI-ECU 30 as a stroke signal, where position 260L (2) of groove 260L is 0 point (origin) and brake end 260L (1) side and accelerator end 260L (3) side are positive. Communicated. Note that the plus sign itself and the position of the zero point (origin) are not limited to this.

  The EFI-ECU 40 increases the stroke L as shown in FIG. 2 when the shift lever 260S is located on the accelerator plus side (accelerator terminal 260L (3) side) from the position 260L (2) that is the zero point (origin). The throttle valve actuator 1000 is controlled so as to increase the accelerator opening correspondingly.

  If the EFI-ECU 40 has the shift lever 260S on the brake plus side (brake end 260L (1) side) from the position 260L (2) which is the zero point (origin), the stroke L increases as shown in FIG. The brake actuator 2000 is controlled so as to increase the brake in response to.

  When the driver shifts the shift switch 260 from the P position to the non-P position (D position, R position), the driver brakes more than the position 260L (2) where the shift lever 260S is 0 point (origin). When it is on the plus side (brake end 260L (1) side) (that is, when the brake is operating and the P button 260P is lit), the D button 260D or the R button 260R is pressed. Shift shift from P position to non-P position (D position, R position).

  Note that the relationship between the stroke and the magnitude of the accelerator opening and the relationship between the stroke and the brake in FIG. 6 are merely examples, and are not limited to the linear relationship shown in FIG.

  A control structure of a program executed by the ECU will be described with reference to FIG. Note that this program is repeatedly executed at a predetermined cycle time. In the processing of the flowchart shown in FIG. 7, the same step numbers are assigned to the same processing as that of the flowchart shown in FIG. Their processing is the same. Therefore, detailed description thereof will not be repeated here.

  In S2000, ECU determines whether or not a shift switching operation (from P position to D position or from P position to R position) is detected. At this time, the ECU receives the requested shift input from the shift switch 260 based on whether the D button 260D or the R button 260R is pressed from the state in which the P button 260P of the shift switch 260 is pressed and lit. Judgment is made based on the position signal. If a shift switching operation is detected (YES in S2000), the process proceeds to S2010. If not (NO in S2000), the process proceeds to S1040.

  In S2010, the ECU determines whether or not the vehicle is stopped. If the vehicle is in a stopped state (YES in S2010), the process proceeds to S2020. If not (NO in S2010), the process proceeds to S2050.

  In S2020, the ECU detects a stroke L of shift lever 260S along the operation along groove 260L, which is a slide operation of shift lever 260S.

  In S2030, ECU determines, based on stroke L of shift lever 260S, whether the brake is on and the accelerator opening is off. At this time, the ECU makes a determination based on the relationship between the stroke L and the accelerator opening and the relationship between the stroke L and the brake shown in FIG. If the brake is on and the accelerator opening is off (YES in S2030), the process proceeds to S2040. If not (NO in S2030), the process proceeds to S2050.

  In S2040, the ECU switches the shift position to the D position or the R position. More specifically, the manual shaft 102 is rotated by the actuator 42 so that the rollers 112 move from the valley corresponding to the N position of the detent plate 100 to the valley corresponding to the D position or the valley corresponding to the R position.

  In S2050, the ECU displays a warning, for example, that display section 50 indicates that the speed change operation is prohibited.

  An operation of shift control system 10 including the control device according to the present embodiment having the above-described structure will be described.

[Vehicle forward travel operation: Shift operation from P position to D position + accelerator operation]
When the vehicle is stopped and the shift position of the drive mechanism 60 (automatic transmission) is the P position, when the driver presses the D button 260D of the shift lever 260S, the shift switching operation from the P position to the D position is performed. Detected (YES in S2000). At this time, the shift lever 260S is in a position corresponding to the P → D switchable region in FIG. For this reason, as shown in FIG. 6, a brake acts and the accelerator opening is zero. Since the vehicle is stopped (YES in S1010) and the condition for preventing the vehicle from jumping out (the brake is applied and the accelerator opening is 0) is satisfied (YES in S2030), the shift position is changed from the P position to the D position. The position is switched (S2040).

  Next, when the driver tries to move the vehicle forward and shift lever 260S is moved to position 260L (2) that is 0 point (origin) along groove 260L (YES in S1040), stroke L is detected ( S1050). The stroke L at this time is a plus on the brake side up to a position 260L (2) which is the zero point (origin). As the stroke L changes, as shown in FIG. 6, the brake actuator 2000 is adjusted so that the brake decreases to 0 from the brake side end 260L (1) to the position 260L (2) which is the 0 point (origin). Actuated (S1060).

  Furthermore, when the driver moves the vehicle forward, the shift lever 260S is moved along the groove 260L from the position 260L (2), which is the zero point (origin), toward the accelerator side end 260L (3) (in S1040). YES), the stroke L is detected (S1050). The stroke L at this time is positive on the accelerator side from the 0 point (origin). As the stroke L changes, as shown in FIG. 6, the throttle valve actuator 1000 is set so that the accelerator opening increases from the position 260L (2), which is the zero point (origin), to the accelerator end 260L (3). Is activated (S1060). As a result, the vehicle moves forward.

  Thus, the shift switching operation to the D position and the brake operation and the accelerator operation, which are forward operations, can be realized only by pressing the D button 260D of the shift lever 260S and moving the shift lever 260. Further, since the shift switching from the P position to the D position is limited to when the vehicle is stopped and the brake is operated and the accelerator opening is 0, the vehicle accompanying the shift switching to the D position. Can also be avoided. Further, the brake is operated until the shift lever 260S at which the accelerator opening starts to increase during forward movement is at the position 260L (2). For this reason, even when the climbing road is stopped, the vehicle does not move backward when starting forward.

[Vehicle reverse travel operation: Shift operation from P position to R position + accelerator operation]
When the vehicle is stopped and the shift position of the drive mechanism 60 (automatic transmission) is the P position, when the driver presses the R button 260R of the shift lever 260S, a shift switching operation from the P position to the R position is performed. Detected (YES in S2000). At this time, the shift lever 260S is in a position corresponding to the P → R switchable region in FIG. For this reason, as shown in FIG. 6, a brake acts and the accelerator opening is zero. Since the vehicle is stopped (YES in S1010) and the condition for preventing the vehicle from jumping out (the brake is applied and the accelerator opening is 0) is satisfied (YES in S2030), the shift position is changed from the P position to the R position. The position is switched (S2040).

  Next, when the driver tries to reverse the vehicle and moves shift lever 260S along groove 260L to position 260L (2) which is the zero point (origin) (YES in S1040), stroke L is detected (YES in S1040). S1050). The stroke L at this time is a plus on the brake side up to a position 260L (2) which is the zero point (origin). As the stroke L changes, as shown in FIG. 6, the brake actuator 2000 is adjusted so that the brake decreases to 0 from the brake side end 260L (1) to the position 260L (2) which is the 0 point (origin). Actuated (S1060).

  Further, when the driver tries to move the vehicle backward, the shift lever 260S is moved along the groove 260L from the position 260L (2) which is the zero point (origin) toward the accelerator side end 260L (3) (in S1040). YES), the stroke L is detected (S1050). The stroke L at this time is positive on the accelerator side from the 0 point (origin). As the stroke L changes, as shown in FIG. 6, the throttle valve actuator 1000 is set so that the accelerator opening increases from the position 260L (2), which is the zero point (origin), to the accelerator end 260L (3). Is activated (S1060). As a result, the vehicle moves backward.

  As described above, the shift switching operation to the R position and the brake operation and the accelerator operation, which are the reverse operations, can be realized only by pressing the R button 260R of the shift lever 260S and moving the shift lever 260. Further, since the shift switching from the P position to the R position is limited when the vehicle is stopped and the brake is operated and the accelerator opening is 0, the vehicle accompanying the shift switching to the R position. Can also be avoided. Furthermore, the brake is operated until the shift lever 260S at which the accelerator opening degree starts to increase at the time of reverse travel is at the position 260L (2). For this reason, even if it is on a downhill road that is stopped, it does not move forward when starting backward.

  As described above, the control device according to the present embodiment is preferably applied to, for example, a shift-by-wire shift control system, and easily performs shift position switching, accelerator operation, and brake operation. Can be realized with simple operation.

  In the above-described embodiment, the shift-by-wire system has been described. However, the present invention is not limited to the shift-by-wire system.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the shift control system 10 containing the control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the shift switch 26 of FIG. It is a figure which shows the structure of the shift control mechanism 48 of FIG. It is a functional block diagram of a control device concerning a 1st embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the shift switch 260 of the shift control system containing the control apparatus which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  10 shift control system, 20 P switch, 22 indicator, 24 input unit, 26 shift switch, 28 vehicle power switch, 30 EFI-ECU, 40 SBW-ECU, 42 actuator, 46 encoder, 48 shift control mechanism, 50 display unit, 52 meter, 60 drive mechanism, 70 shift system power supply abnormality detection unit, 100 detent plate, 102 manual shaft, 104 rod, 106 parking lock pole, 108 parking gear, 110 detent spring, 112 rollers, 120 non-P position position, 122 mountains , 124 P position, 1000 throttle valve actuator, 2000 brake actuator.

Claims (5)

A control device for a vehicle equipped with an automatic transmission,
First detecting means for detecting an acceleration / deceleration request by the driver;
Second detection means for detecting a shift position switching request by the driver;
Control means for controlling the travel source and the braking device of the vehicle based on the acceleration / deceleration request detected by the first detection means;
Shift control means for controlling the automatic transmission based on the shift position switching request detected by the second detection means,
The first detection unit and the second detection unit are vehicle control devices that are operation units configured so that a driver can operate with one hand and does not need to be changed. The operation unit is a shift lever operated by a driver,
A first lever position corresponding to the shift lever, wherein the second detection means detects a reverse travel position; and a second lever position where the second detection means detects a non-travel position; A third lever position at which the forward travel position is detected by the second detection means is set;
The first lever position, the second lever position, and the third lever position are connected in this order,
In the first lever position, as the shift lever moves away from the second lever position, an increase in accelerator and a decrease in brake are detected by the first detection means,
2. The vehicle according to claim 1, wherein at the third lever position, an accelerator increase and a brake decrease are detected by the first detection means as the shift lever is moved away from the second lever position. Control device. The operation unit is
A shift lever,
A groove in which the shift lever slides, a first groove in which a reverse travel position is detected by the second detection means, and a second groove in which a non-travel position is detected by the second detection means And a third groove in which a forward travel position is detected by the second detection means,
The first groove, the second groove, and the third groove are connected in this order,
In the first groove, as the shift lever is moved away from the second groove, an increase in accelerator and a decrease in brake are detected by the first detection means,
2. The vehicle control device according to claim 1, wherein in the third groove, an accelerator increase and a brake decrease are detected by the first detection means as the position of the shift lever is separated from the second groove. . The operation unit is a shift lever operated by a driver,
The operation unit is
As the shift lever is moved in one direction, an acceleration increase and a brake decrease are detected by the first detection means, and as the shift lever is moved in a direction other than the one direction, the first detection means is detected. The lever moving part where the accelerator decrease and the brake increase are detected by
The vehicle control device according to claim 1, further comprising: a switch that can be operated in a state where the driver holds the shift lever, and that selects a shift position.   The shift control means includes means for moving a mechanical element by an actuator based on an electrical signal in accordance with an operation by a driver to switch from a plurality of shift positions to one shift position corresponding to the operation. The vehicle control device according to claim 1.

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