Control device for a vehicle

Abstract

The present application provides a control device of a vehicle capable of switching to a parking position when a power failure state occurs during a switching transition from a non-parking position to the parking position. When the power failure state occurs during the switching transition from the non-parking position to the parking position, an abnormal state of an electric actuator due to a drive of the electric actuator being stalled for a predetermined time or more is not detected before switching a power supply to the electric actuator to a second power source. Thus, when the power supply to the electric actuator is switched to the second power source due to a power failure of the first power source being determined during the occurrence of the power failure state, a failure protection operation is not performed, and thus the electric actuator can be driven again. Therefore, when the power failure state occurs during the switching transition from the non-parking position to the parking position, the vehicle can be switched to the parking position.

Description

Technical Field

[0001] This invention relates to a control device for a vehicle equipped with a shifting device that switches the shift position of a power transmission device by operating an electric actuator. Background Technology

[0002] As is well known, there is a vehicle control device comprising: a switching device that switches the shift position of a power transmission device that transmits power from a power source to the drive wheels via the operation of an electric actuator; a first power source that supplies power to drive the electric actuator; and a second power source that supplies power to drive the electric actuator during a power failure state in which power is not supplied from the first power source. For example, the CPU of the vehicle described in Patent Document 1 is such a vehicle control device. Patent Document 1 discloses that when a driver gives a shift instruction to shift to parking gear when a power failure equivalent to the first power source (battery) is detected, power is supplied from a backup power source equivalent to the second power source to the shift control unit, and the shift control unit is instructed to shift to parking gear.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-13136

[0006] Here, the vehicle's control unit controls the shifting of gear positions between a parking position (where the rotating component, which rotates with the drive wheels, is mechanically fixed in a non-parking position) and a non-parking position (other than the parking position). If an abnormal state of the electric actuator is detected due to the actuator's drive stalling for more than a predetermined time during the transition between the parking and non-parking positions, fail-safe operation can be considered to disable the actuator's re-drive. Furthermore, if a power failure is determined during the occurrence of a power failure condition, switching the power supply to the electric actuator to a second power supply can be considered. Additionally, if a power failure condition occurs during the transition from the non-parking to the parking position, the electric actuator's drive is stopped. In this case, if an abnormal state of the electric actuator is detected before switching the power supply to the electric actuator to the second power supply due to a first power failure, fail-safe operation disables the actuator's re-drive. Thus, even if the power supply is switched to the second power supply, a transition to the parking position via the electric actuator's re-drive may not be possible. Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] The present invention was made against the background of the above situation, and its object is to provide a vehicle control device that can switch to the parking position when a power failure occurs during the transition from a non-parking position to a parking position.

[0009] Methods for solving problems

[0010] The subject of the first invention is, (a) a vehicle control device, the vehicle comprising: a switching device that switches the shift position of a power transmission device that transmits power from a power source to drive wheels by operation of an electric actuator; a first power source that supplies power to drive the electric actuator; and a second power source that supplies power to drive the electric actuator during a power failure state in which no power is supplied from the first power source to drive the electric actuator, the vehicle control device comprising: (b) a shift control unit that controls the switching of the shift position between a parking position in which a rotating member rotating together with the drive wheels is mechanically fixed to a non-rotating position and a non-parking position other than the parking position; and (c) a fail-safe unit that, through... If the drive of the electric actuator stagnates for more than a predetermined time during the transition between the parking position and the non-parking position and an abnormal state of the electric actuator is detected, a fail-protection operation is performed to make the re-drive of the electric actuator unusable; (d) a power control unit, which, if it determines that the power supply of the first power supply has failed during the occurrence of the power failure state, switches the power supply to the electric actuator to the second power supply; and (e) an abnormality detection stop unit, which, when the power failure state occurs during the transition from the non-parking position to the parking position, prevents the fail-protection unit from detecting the abnormal state of the electric actuator before the power supply to the electric actuator is switched to the second power supply by the power control unit.

[0011] Furthermore, in the vehicle control device described in the first invention, the second invention is that the power control unit determines that a power failure state has occurred when the voltage of the first power supply becomes below a predetermined voltage, and determines that the power failure state has continued for a power failure determination time that is longer than a predetermined time. On the other hand, the first power supply has been determined to be temporarily power failure when the power failure state has continued for a temporary power failure determination time that is shorter than the predetermined time. The abnormality detection stop unit does not cause the failure protection unit to detect the abnormal state of the electric actuator after the power control unit determines that the temporary power failure has occurred until the power supply to the electric actuator is switched to the second power supply after the power failure is determined.

[0012] Furthermore, in the vehicle control device described in the second invention, the third invention is that the predetermined voltage in the case of determining that the temporary power supply has failed is preset to a higher value than in the case of determining that the power supply has failed.

[0013] Furthermore, in the vehicle control device described in the first invention, the fourth invention is that when the failure protection unit generates a power failure state by using the first power supply to supply power to the electric actuator through the power control unit, the failure protection unit performs the failure protection operation; when the failure state is generated during the transition from the non-parking position to the parking position, the abnormality detection and stopping unit causes the power control unit to stop the use of the first power supply before switching the power supply to the electric actuator to the second power supply.

[0014] Furthermore, in the vehicle control device described in any one of the first to fourth inventions, the fifth invention is that, when the shift control unit generates the power failure state during the transition from the non-parking position to the parking position, it drives the electric actuator again to perform the transition to the parking position by switching the power supply to the electric actuator to the second power supply through the power control unit.

[0015] Furthermore, in the vehicle control device described in the fifth invention, the sixth invention is that, when the shift control unit drives the electric actuator again, it uses the drive information of the electric actuator at the moment when the drive of the electric actuator stops due to the power failure state and the operating information of the electric actuator during the transition period of the drive stop of the electric actuator to calculate the drive amount up to the parking position.

[0016] Invention Effects

[0017] According to the first invention, when a power failure occurs during the transition from a non-parking position to a parking position, no abnormal state of the electric actuator caused by a predetermined time of drive stagnation is detected before switching the power supply to the electric actuator to a second power supply. Therefore, when a power failure is determined during the occurrence of the power failure and the power supply to the electric actuator is switched to a second power supply, no fail-safe operation is performed, and the electric actuator can be driven again. Thus, when a power failure occurs during the transition from a non-parking position to a parking position, a switch to the parking position can be performed.

[0018] Furthermore, according to the second invention, a temporary power supply failure of the first power supply is determined when the occurrence of a power failure condition persists for a period longer than a predetermined time shorter than the time used in detecting abnormal conditions of the electric actuator. Additionally, from the determination of a temporary power supply failure until the switch of power supply to the electric actuator to the second power supply, no abnormal condition of the electric actuator is detected. Therefore, since a temporary power supply failure of the first power supply is determined earlier than the detection of abnormal conditions of the electric actuator, failure protection operations are reliably not performed when switching power supply to the electric actuator to the second power supply.

[0019] Furthermore, according to the third invention, the predetermined voltage used to determine the power failure state of the first power supply is preset to a higher value than the predetermined voltage used to determine a power failure state in the case of a temporary power failure. Therefore, a temporary power failure of the first power supply is determined earlier than the detection of an abnormal state of the electric actuator, thus expanding the range of abnormal states of the electric actuator that are not detected.

[0020] Furthermore, according to the fourth invention, when a power failure occurs during the transition from the non-parking position to the parking position, the use of the first power supply is stopped before switching the power supply to the electric actuator to the second power supply. Therefore, fail-safe protection is not performed due to a power failure occurring while the first power supply is being used to supply power to the electric actuator.

[0021] Furthermore, according to the fifth invention, when a power failure occurs during the transition from the non-parking position to the parking position, the electric actuator is driven again to switch to the parking position if the power supply to the electric actuator is switched to the second power supply. Thus, the switch to the parking position occurs after the power supply to the electric actuator is switched to the second power supply.

[0022] Furthermore, according to the sixth invention, when the electric actuator is driven again, the driving information of the electric actuator at the moment when the drive of the electric actuator stopped due to a power failure and the operating information of the electric actuator during the transition period of the drive stop are used to calculate the driving amount up to the parking position. Thus, after the power supply to the electric actuator is switched to a second power supply, the electric actuator is appropriately driven to switch to the parking position. Attached Figure Description

[0023] Figure 1 This is a diagram illustrating the general structure of a vehicle to which the present invention is applied, and also a diagram illustrating the control functions for various controls in the vehicle and the main parts of the control system.

[0024] Figure 2 This is a diagram illustrating the structure of the control system associated with the ECU in the SBW.

[0025] Figure 3 This is a flowchart illustrating the main part of the control operation of the electronic control device, and a flowchart illustrating the control operation that enables switching to the P position when a power failure occurs during the transition from the non-P position to the P position.

[0026] Figure 4 Is to show execution Figure 3 The flowchart shows an example of a timing diagram for the control operation.

[0027] Explanation of reference numerals in the attached figures

[0028] 10: Vehicle; 12: Engine (power source); 14: Drive wheel; 16: Power transmission device; 20: Output shaft (rotating component); 60: Shift-by-wire device (switching device); 61: Electric actuator; 70: First power supply; 72: Second power supply; 90: Electronic control device (control device); 96a: Shift control unit; 96b: Failure protection unit; 96c: Power control unit; 96d: Abnormal detection and stop unit. Detailed Implementation

[0029] In embodiments of the present invention, the power source is, for example, an engine that generates power through the combustion of fuel. Alternatively, the vehicle may replace the engine as the power source, or it may incorporate an electric motor, etc., based on the engine.

[0030] Furthermore, the power transmission device may include, for example, an automatic transmission. The automatic transmission may be, for example, a known planetary gear automatic transmission, a known belt-type continuously variable transmission (CVT), a known synchronous meshing type parallel dual-shaft automatic transmission, a known DCT (Dual Clutch Transmission), a known electric CVT, or a known transmission consisting of an electric CVT and a planetary gear automatic transmission connected in series.

[0031] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0032] [Example]

[0033] Figure 1 This is a diagram illustrating the schematic structure of the vehicle 10 to which the present invention is applied. Additionally, Figure 1 This diagram illustrates the control functions used in the various controls within vehicle 10, as well as the main components of the control system. Figure 1 In the vehicle 10, there is an engine 12 as a power source, drive wheels 14, and a power transmission device 16 that transmits power from the engine 12 to the drive wheels 14.

[0034] The engine 12 controls the engine torque Te, which is the torque of the engine 12, by controlling the engine control device 30, which includes the throttle actuator, fuel injection device, ignition device, etc., provided by the vehicle 10, via the electronic control device 90 described later.

[0035] The power transmission device 16 includes an automatic transmission 18, a drive shaft 22 connected to the output shaft 20 of the automatic transmission 18, a differential 24 connected to the drive shaft 22, and left and right drive shafts 26 connected to the differential 24. In the power transmission device 16, power output from the engine 12 is transmitted to the automatic transmission 18 connected to the engine 12, and power from the automatic transmission 18 is transmitted to the drive wheels 14 via the drive shaft 22, differential 24, and drive shafts 26.

[0036] The automatic transmission 18, for example, uses hydraulic pressure output from the hydraulic control circuit 40 of the vehicle 10 to operate the hydraulic actuators within the automatic transmission 18, thereby performing gear changes corresponding to accelerator opening θacc, vehicle speed V, etc. The hydraulic control circuit 40 is controlled by the electronic control device 90 described later, thereby regulating the pressure of the hydraulic pressure output to the automatic transmission 18.

[0037] The vehicle 10 also includes a shift operation device 50, a shift-by-wire device 60, and a first power supply 70. In the vehicle 10, the shift position (=gear) POSsh of the automatic transmission 18 is switched using shift-by-wire. In this embodiment, shift-by-wire is also referred to as SBW. Furthermore, the shift position POSsh of the automatic transmission 18 is synonymous with the shift gear of the automatic transmission 18.

[0038] The shift operation device 50 is an operating device used to manually select various shift positions POSsh in the automatic transmission 18. That is, the shift operation device 50 is an operating device that accepts the switching request of the shift position POSsh of the automatic transmission 18 through manual operation. The shift operation device 50 is operated by the driver to the operating position (=operating gear) POSop corresponding to the shift position POSsh of the automatic transmission 18. Operating positions POSop include, for example, P, R, N, D, M, etc. The shift position POSsh of the automatic transmission 18 is synonymous with the shift position of the power transmission device 16.

[0039] The P position is the parking position (parking gear) of the automatic transmission 18. In this embodiment, the parking position is referred to as the P position (P gear). The P position of the automatic transmission 18 is the shift position POSsh where the power transmission device 16, i.e., the automatic transmission 18, is in neutral and the rotation of the output shaft 20, which is a rotating component rotating together with the drive wheel 14, is mechanically prevented. The neutral state of the automatic transmission 18 is a state in which power transmission in the automatic transmission 18 is cut off, i.e., the automatic transmission 18 cannot transmit power. The state in which the rotation of the output shaft 20 is mechanically prevented is a state in which the output shaft 20 is mechanically fixed and cannot rotate, which is the parking lock (P lock) state of the automatic transmission 18. The output shaft 20 is mechanically fixed and cannot rotate via the shift-by-wire device (SBW device) 60.

[0040] The R position is the reverse driving position (=reverse gear) of the automatic transmission 18 that allows the vehicle 10 to reverse. In this embodiment, the reverse driving position is referred to as the R position (=R gear). The N position is the neutral position (=neutral) of the automatic transmission 18 that allows the automatic transmission 18 to be in neutral. In this embodiment, the neutral position is referred to as the N position (=N gear). The D position is the forward driving position (=forward gear) of the automatic transmission 18 that allows the vehicle 10 to move forward. In this embodiment, the forward driving position is referred to as the D position (=D gear). The M position is the manual shifting position (=manual shifting gear) of the automatic transmission 18 that allows manual shifting when the vehicle 10 is in a forward driving state. Manual shifting is a shifting method in which the driver shifts gears in the automatic transmission 18 by operating paddle switches, etc. In this embodiment, the manual shifting position is referred to as the M position (=M gear).

[0041] The R, N, D, and M positions of the automatic transmission 18 are all shift positions that allow rotation of the output shaft 20, and are non-P positions (i.e., non-parking positions) other than the P position of the automatic transmission 18. The R, N, D, and M operating positions are all non-P operating positions (i.e., non-parking operating positions) for selecting non-P positions of the automatic transmission 18. The state that allows rotation of the output shaft 20 is the state where the mechanical fixation of the output shaft 20 is released, that is, the state where the P lock state of the automatic transmission 18 is released, which is the non-parking lock state (i.e., non-P lock state) of the automatic transmission 18.

[0042] The shifting device 50 has operating elements that are selectively operated by the driver to multiple operating positions POSop, each corresponding to a multiple shift position POSsh of the automatic transmission 18. These operating elements include, for example, the shift lever 52 and the P switch 54. The P switch 54 is an operating element separately from the shift lever 52. The operating position POSop of the shift lever 52 is the lever position (= lever shift) Plev, and the operating position POSop of the P switch 54 is the P switch on position (= P switch on gear) Psw. Both the shift lever 52 and the P switch 54 are instantaneous operating elements that return to their initial positions without the application of external force. In this embodiment, this initial position is referred to as the starting position (= starting gear) POSopH. The shifting device 50 includes the starting position POSopH, which returns to its initial position when not operated by the driver, as the operating position POSop.

[0043] To set the shift position POSsh of the automatic transmission 18 to a desired shift position POSsh among a plurality of non-P positions, the driver selectively operates the shift lever 52 to the lever position Plev corresponding to the desired shift position POSsh. The P switch 54 is operated by the driver to set the shift position POSsh of the automatic transmission 18 to the P position.

[0044] The shift lever 52 can be positioned as follows: R, N, D, H, and M (see reference). Figure 1 (R, N, D, H, M in the diagram). The H operating position is the starting position POSopH of the shift lever 52. Even if the shift lever 52 is operated to a position other than the H operating position Plev, it will return to the H operating position through a spring or other mechanical mechanism if the driver releases the shift lever 52.

[0045] The shift operation device 50 includes a lever position sensor 56 that detects the lever position Plev. The lever position sensor 56 is a sensor that outputs a lever position signal Splev corresponding to the lever position Plev to the electronic control unit 90 (described later). The electronic control unit 90 determines the lever position Plev based on the lever position signal Splev. Thus, it detects operations to the R, N, D, and M operation positions. Operations to the R, N, D, and M operation positions are shift operations used to switch the automatic transmission 18's shift position POSsh to any of the R, N, D, and M positions; that is, shift operations used to switch to a non-P position, also known as shift lever operations.

[0046] P switch 54 is, for example, a momentary push-button switch, pressed by the driver to the P operation position, which is the P switch on position Psw. The position of P switch 54 when it is not pressed is the starting position POSopH of P switch 54. Even when P switch 54 is pressed to the P operation position, if the driver releases P switch 54, it will return to the starting position POSopH via a spring or other mechanical mechanism. P switch 54 is a sensor that outputs a P switch signal Spsw corresponding to the P operation position to the electronic control unit 90 (described later) whenever it is pressed to the P operation position. The electronic control unit 90 determines the P switch on position Psw based on the P switch signal Spsw. Thus, it detects operations to the P operation position. Operation to the P operation position is a shift operation used to switch the shift position POSsh of the automatic transmission 18 to the P position, also known as a P switch operation.

[0047] The lever position signal Splev and the P switch signal Spsw are the position signals Sposop corresponding to the operating position POSop. The P switch 54 and the lever position sensor 56 are the operating position sensor 58 that outputs the position signal Sposop. The shift lever operation and P switch operation performed by the driver are shift operations in the shift operation device 50 used to switch the shift position of the automatic transmission 18.

[0048] The SBW device 60 includes an electric actuator 61, a rotation angle sensor 62, and a parking lock mechanism 64. The electric actuator 61 is, for example, a motor. In this embodiment, the electric actuator is also referred to as ACT. The rotation angle sensor 62 consists of two Hall effect ICs that detect the rotation angle of the rotor of the electric actuator 61. The rotation angle of the rotor corresponds to the ACT position POSact, which is the operating position of the electric actuator 61. The rotation angle sensor 62 is a sensor that detects the relative position of the ACT position POSact and outputs the ACT position signal Sposact, which is a count value corresponding to the ACT position POSact, to the electronic control device 90 described later.

[0049] The parking locking mechanism 64 includes a parking locking gear 66, a parking locking pawl 67, a cam 68, and a parking lever 69. The parking locking gear 66 is a component that rotates integrally with the output shaft 20. The parking locking pawl 67 is a component with a pawl portion that meshes with the gear teeth of the parking locking gear 66 and is capable of engaging with the parking locking gear 66. The cam 68 is located at the top of the parking lever 69 on the parking locking pawl 67 side. The cam 68 is a tapered component that causes the parking locking pawl 67 to mesh with the parking locking gear 66 by moving towards the parking locking pawl 67 side. The parking lever 69 is a component that supports the cam 68 at one end and is mechanically connected to the electric actuator 61 at the other end via a component not shown.

[0050] The electric actuator 61 operates based on the P-switching control command signal Splock from the electronic control unit 90, described later. The P-switching control command signal Splock is a control command signal output from the electronic control unit 90 based on the position signal Sposop corresponding to the operating position POSop, used to control the switching between the P position and the non-P position. The SBW device 60 switches the P-locking device between the P-locking state and the non-P-locking state by operating the electric actuator 61, switching the shift position POSsh of the automatic transmission 18 between the P position and the non-P position. For example, when the P switch operation in the P switch 54 is detected, the electronic control unit 90 controls the electric actuator 61 to apply force to the cam 68 towards the parking lock pawl 67 side, thereby actuating the parking lever 69 and the cam 68. As a result, the parking lock pawl 67 moves towards the parking lock gear 66 side. When the parking lock pawl 67 moves to the position where it engages with the parking lock gear 66, the output shaft 20 and the parking lock gear 66 are fixed together and cannot rotate, and the drive wheel 14, which rotates in conjunction with the output shaft 20, is fixed and cannot rotate.

[0051] Thus, the SBW device 60 is a shifting device that switches the shift position POSsh of the automatic transmission 18 by operating the electric actuator 61 based on the P shift control command signal Splock. Therefore, the shift lever operation and P switch operation performed by the driver are also shifting operations used to cause the SBW device 60 to perform shifting.

[0052] The first power supply 70 is an auxiliary battery, for example a known type, that applies a predetermined voltage to the shift operation device 50, the SBW device 60, and the electronic control device 90 (described later). For example, the first power supply 70 supplies power to drive the electric actuator 61. Additionally, the first power supply 70 supplies power to the SBW ECU 96 included in the electronic control device 90 (see below). Figure 2 Additionally, the first power supply 70 applies a voltage to the operating position sensor 58 for outputting a position signal Sposop corresponding to the operating position POSop.

[0053] Vehicle 10 includes an electronic control unit 90, which serves as a controller for the control devices of vehicle 10. The electronic control unit 90 is configured, for example, as a so-called microcomputer including a CPU, RAM, ROM, input / output interfaces, etc. The CPU performs various controls on vehicle 10 by utilizing the temporary storage function of RAM and processing signals according to a program pre-stored in ROM. For example, the electronic control unit 90 performs output control of engine 12, transmission control of automatic transmission 18, and shift position control based on SBW device 60. Therefore, the electronic control unit 90 includes an engine ECU 92 for engine control, a transmission ECU 94 for transmission control, and an SBW ECU 96 for SBW control.

[0054] The electronic control unit 90 is supplied with various signals based on the detection values ​​detected by various sensors (such as P switch signal Spsw, lever position signal Splev, ACT position signal Sposact, engine speed Ne, output speed No corresponding to vehicle speed V, accelerator opening θacc, brake on signal Bon, and first power supply voltage Vbat1, which is the voltage of the first power supply 70) based on the detection values ​​detected by various sensors (such as P switch 54, lever position sensor 56, rotation angle sensor 62, engine speed sensor 80, output speed sensor 82, accelerator opening sensor 84, brake switch 86, and battery sensor 88) provided by the vehicle 10.

[0055] The electronic control unit 90 outputs various command signals (such as engine control command signal Se, transmission control command signal Sat, P switching control command signal Splock, etc.) to the various devices (such as engine control unit 30, hydraulic control circuit 40, SBW device 60, etc.) of the vehicle 10.

[0056] The engine ECU 92 calculates the driver's driving demand on the vehicle 10 by mapping the accelerator opening θacc and vehicle speed V to the driving demand. This driving demand mapping is a pre-defined relationship, determined and stored through experimentation or design. The driving demand is, for example, the required driving torque Trdem in the drive wheels 14. Taking into account the gear ratios of the automatic transmission 18, the engine ECU 92 outputs the engine control command signal Se for controlling the engine 12 to the engine control unit 30 to obtain the engine torque Te that achieves the required driving torque Trdem. In other words, the required driving torque Trdem [Nm] is the required driving power Prdem [W] at the current vehicle speed V. The required driving force Frdem [N] in the drive wheels 14 can also be used as the driving demand.

[0057] The transmission ECU 94 uses, for example, a pre-defined shift mapping to determine the shift of the automatic transmission 18, and outputs a transmission control command signal Sat to the hydraulic control circuit 40 as needed to perform shift control of the automatic transmission 18. The shift mapping is, for example, a predetermined relationship on a two-dimensional coordinate system with vehicle speed V and accelerator opening θacc as variables, having shift lines for determining the shift of the automatic transmission 18.

[0058] The SBW uses ECU96 to output the P switching control command signal Splock to the SBW device 60 and the shift position command signal Spossh to the transmission ECU94, so as to switch the shift position POSsh of the automatic transmission 18 based on the operating position POSop in the shift operation device 50.

[0059] Figure 2 This diagram illustrates an example of the structure of a control system associated with the SBW using ECU96. Figure 2 In this vehicle, vehicle 10 employs an auxiliary battery system to enable the automatic transmission 18 to shift from the POSsh position to the P position even when the voltage of the first power supply 70 drops. Therefore, vehicle 10 has a second power supply 72 connected in parallel with the first power supply 70 as an auxiliary battery. The second power supply 72 is supplied with power from the first power supply 70, for example, via a relay (not shown). The second power supply 72 is, for example, a nickel-metal hydride battery, a capacitor, etc. The second power supply 72 supplies power to the SBW ECU 96 in the same manner as the first power supply 70.

[0060] Vehicle 10 includes a first relay 74 and a second relay 76. The first relay 74 switches the power circuit between a first power source 70 and an electric actuator 61 within the SBW device 60. The first relay 74 is connected to the SBW ECU 96, supplying power from the first power source 70 to the electric actuator 61. The second relay 76 switches the power circuit between a second power source 72 and the electric actuator 61. The second relay 76 is connected to the SBW ECU 96, supplying power from the second power source 72 to the electric actuator 61. The second power source 72 supplies power to the electric actuator 61 during periods of power failure where no power is supplied from the first power source 70 to drive the electric actuator 61.

[0061] The ECU 96 used in SBW includes a shift control unit (shift control unit 96a), a fail-safe unit (fail-safe unit 96b), and a power control unit (power control unit 96c).

[0062] The shift control unit 96a determines the shift operation performed by the driver in the shift operation device 50 based on the position signal Sposop, and sets a target position corresponding to the operation position POSop. The shift control unit 96a outputs a switching request (P shift control command signal Splock, shift position command signal Spossh) for switching to the shift position POSsh of the automatic transmission 18 corresponding to the target position. For example, the shift control unit 96a controls the switching of the shift position POSsh between the P position and the non-P position.

[0063] When the shift control unit 96a detects the input of the P switch signal Spsw when the shift position POSsh is not in the P position, it sets the P position as the target position. The shift control unit 96a outputs a P lock command as a P switching control command signal Splock to the SBW device 60 to switch the automatic transmission 18 to the P position. The SBW device 60 switches the automatic transmission 18 to the P lock state via the operation of the electric actuator 61. Furthermore, the shift control unit 96a outputs a shift position command signal Spossh to the transmission ECU 94 to put the automatic transmission 18 into neutral. The transmission ECU 94 outputs a transmission control command signal Sat to the hydraulic control circuit 40 to put the automatic transmission 18 into neutral.

[0064] On the other hand, when the shift position POSsh is in the P position and the shift control unit 96a detects the input of the lever position signal Splev, it sets a non-P position as the target position. The shift control unit 96a outputs a P switching control command signal Splock to the SBW device 60, which is used to switch the automatic transmission 18 to the non-P position. The SBW device 60 switches the automatic transmission 18 to the non-P locked state by operating the electric actuator 61. In addition, the shift control unit 96a sets any one of the shift positions POSsh, R, N, and D, corresponding to the lever position signal Splev, as the target position. The shift control unit 96a outputs a shift position command signal Spossh, which is used to switch to the set shift position POSsh, to the transmission ECU 94. The transmission ECU 94 outputs a transmission control command signal Sat to the hydraulic control circuit 40, which is used to switch the automatic transmission 18 to the shift position POSsh corresponding to the shift position command signal Spossh.

[0065] The fail-safe unit 96b determines whether the drive of the electric actuator 61 has stalled for more than a predetermined time TMf during the transition between the P position and the non-P position. For example, the fail-safe unit 96b determines whether the drive of the electric actuator 61 has stalled for more than a predetermined time TMf based on whether the change in the ACT position signal Sposact from the rotation angle sensor 62 is smaller than a predetermined change for more than a predetermined time TMf. The predetermined change is, for example, a pre-set threshold for determining whether the drive of the electric actuator 61 has stalled. If the fail-safe unit 96b determines that the drive of the electric actuator 61 has stalled for more than a predetermined time TMf, it detects an abnormal state of the electric actuator 61. The predetermined time TMf is a pre-set threshold for determining that the electric actuator 61 is in an abnormal state. If the fail-safe unit 96b detects an abnormal state of the electric actuator 61, it performs a fail-safe operation FS that sets the re-drive of the electric actuator 61 as unavailable.

[0066] If the power control unit 96c determines that the first power supply 70 has failed during the occurrence of a power failure state, it switches the power supply to the electric actuator 61 to the second power supply 72. For example, the power control unit 96c determines whether a power failure state has occurred in the first power supply 70 based on whether the first power supply voltage Vbat1 is below a predetermined voltage Vbatf. The predetermined voltage Vbatf is, for example, a pre-set threshold for determining that the first power supply 70 has become a power failure state. The power control unit 96c determines whether the occurrence of the power failure state has lasted for a power failure determination time TMlps or more. If the occurrence of the power failure state has lasted for a power failure determination time TMlps or more, the power control unit 96c determines that the first power supply 70 has failed. The power failure determination time TMlps is, for example, a pre-set threshold for determining that the first power supply 70 is indeed in a power failure state. Furthermore, the power failure determination time TMlps is, for example, pre-set to be a value longer than the predetermined time TMf. The power control unit 96c switches the power supply to the electric actuator 61 to the second power supply 72 by switching from energizing the first relay 74 to energizing the second relay 76.

[0067] Furthermore, when a power failure occurs in the first power supply 70 during the transition of driving the electric actuator 61 from the non-P position to the P position in order to change the shift position POSsh, the driving of the electric actuator 61 stops. At this time, since the power failure determination time TMlps is a value longer than the predetermined time TMf, an abnormal state of the electric actuator 61 is detected before the power failure of the first power supply 70 is determined. In this way, even if the power supply to the electric actuator 61 is switched to the second power supply 72, the failure protection operation FS will make it impossible to drive the electric actuator 61 again. Therefore, it is impossible to switch the shift position POSsh to the P position.

[0068] Therefore, the ECU96 used in SBW also has an abnormality detection and stop unit, namely the abnormality detection and stop section 96d.

[0069] When the abnormality detection stop unit 96d determines by the power control unit 96c that a power failure state of the first power supply 70 is generated during the transition from the non-P position to the P position, it prevents the failure protection unit 96b from detecting the abnormal state of the electric actuator 61 before the power control unit 96c switches the power supply to the electric actuator 61 to the second power supply 72.

[0070] For example, the power control unit 96c determines whether the occurrence of a power failure state has lasted for more than the temporary power failure determination time TMlpsp. If the occurrence of a power failure state has lasted for more than the temporary power failure determination time TMlpsp, the power control unit 96c determines that the first power supply 70 has experienced a temporary power failure. The temporary power failure determination time TMlpsp is, for example, preset to a value shorter than a predetermined time TMf. Therefore, if the abnormal state of the electric actuator 61 is caused by the occurrence of a power failure state of the first power supply 70, a temporary power failure can be determined at a time earlier than the detection of the abnormal state. After the power control unit 96c determines that a temporary power failure has occurred, until the power supply to the electric actuator 61 is switched to the second power supply 72 after a power failure is determined, the failure protection unit 96b does not detect the abnormal state of the electric actuator 61. Not detecting the abnormal state of the electric actuator 61 means hiding or shielding the abnormality of the electric actuator 61. Therefore, when the power supply to the electric actuator 61 is switched to the second power supply 72, the fail-safe operation FS is not performed, and the electric actuator 61 can be driven again.

[0071] When the shift control unit 96a determines by the power control unit 96c that a power failure state of generating the first power supply 70 occurs during the transition from the non-P position to the P position, the power control unit 96a switches the power supply to the electric actuator 61 to the second power supply 72 through the power control unit 96c, and then drives the electric actuator 61 again to switch to the P position.

[0072] When the shift control unit 96a drives the electric actuator 61 again, it resets the target position for setting the shift position POSsh to the P position and drives the electric actuator 61 until the automatic transmission 18 is reliably set to the P-locked state. For example, the shift control unit 96a stores the position signal Sposop at the moment of stagnation as driving information of the electric actuator 61 at the moment when the drive of the electric actuator 61 stops due to a power failure. In addition, when the drive of the electric actuator 61 stops due to a power failure, the electric actuator 61 is in a free state. Therefore, the shift control unit 96a stores the change of the position signal Sposop in the free state as operating information of the electric actuator 61 during the transition period of the drive stop of the electric actuator 61. When the shift control unit 96a drives the electric actuator 61 again, it uses the position signal Sposop at the moment of stagnation and the change of the position signal Sposop in the free state to reset the target position for setting to the P position. The target position used to set the position to P is also the amount of change in the position signal Sposop, which is calculated up to the position P.

[0073] Here, the fail-safe unit 96b can also perform fail-safe operation FS if a power failure occurs when the first power supply 70 is used to supply power to the electric actuator 61 via the power control unit 96c. However, in this case, even if the malfunction of the electric actuator 61 is masked, the fail-safe operation FS caused by the power failure will prevent the electric actuator 61 from being driven again. Thus, when the power supply to the electric actuator 61 is switched to the second power supply 72, the electric actuator 61 cannot be driven again. Therefore, when the malfunction detection stop unit 96d determines that a power failure has occurred in the first power supply 70 during the transition from the non-P position to the P position, it stops the use of the first power supply 70 before switching the power supply to the electric actuator 61 to the second power supply 72. The malfunction detection stop unit 96d stops the power supply to the first relay 74 via the power control unit 96c, thereby stopping the use of the first power supply 70. Therefore, the fail-safe operation FS due to a power failure state is not performed. When the use of the first power supply 70 is stopped before switching the power supply to the electric actuator 61 to the second power supply 72, the power supply to the second relay 76 is also stopped, thereby stopping the use of the second power supply 72. Therefore, the abnormality detection stop unit 96d stops the shift position POSsh switching control performed by the electric actuator 61.

[0074] If a temporary power failure of the first power supply 70 is determined at an earlier time, the performance of shielding the electric actuator 61 from malfunctions can be enhanced. The determination of a power failure or a temporary power failure of the first power supply 70 is based on the duration of the power failure state. If a power failure state is determined at an earlier time, then a temporary power failure of the first power supply 70 is determined at an earlier time. Therefore, it is also possible that the predetermined voltage Vbatf used to determine the occurrence of a power failure state of the first power supply 70, in the case of a temporary power failure, is preset to a higher value than in the case of a power failure.

[0075] Figure 3 This is a flowchart illustrating the main part of the control operation of the electronic control device 90. It is a flowchart illustrating the control operation that enables switching to the P position when a power failure occurs during the transition from the non-P position to the P position, for example, when repeatedly executing when outputting a P lock command.

[0076] exist Figure 3In the process, firstly, in step S10 (hereinafter omitted), corresponding to the function of the shift control unit 96a, the drive of the electric actuator 61 for switching the shift position POSsh from the non-P position to the P position is started. Next, in step S20, corresponding to the function of the fail-safe unit 96b, it is determined whether the electric actuator 61 operates as intended based on the change in the ACT position signal Sposact from the rotation angle sensor 62. If the determination in S20 is negative, in step S30, corresponding to the function of the power control unit 96c, it is determined whether there is a temporary power failure of the first power supply 70. If the determination in S30 is negative, in step S40, corresponding to the function of the fail-safe unit 96b, an abnormal state of the electric actuator 61 is detected, and the re-drive of the electric actuator 61 is set to be disabled through fail-safe operation FS. If the determination in S30 is affirmative, in S50, corresponding to the function of the abnormality detection stop unit 96d, the switching control of the shift position POSsh performed by the electric actuator 61 is stopped, and the abnormality of the electric actuator 61 is masked. Next, in S60, corresponding to the function of the power control unit 96c, it is determined whether there is a power failure in the first power supply 70. If the determination in S60 is negative, the process returns to S20. If the determination in S60 is affirmative, in S70, corresponding to the function of the power control unit 96c, the power supply to the electric actuator 61 is switched to the second power supply 72. Next, in S80, corresponding to the function of the shift control unit 96a, the target position for setting the shift position POSsh to the P position is set again. Next, in S90, corresponding to the function of the shift control unit 96a, the electric actuator 61 is driven again to switch to the P position. If the judgment in S20 above is affirmative, or following S90 above, in S100 corresponding to the function of the shift control unit 96a, the switching control performed by the electric actuator 61 is completed after the position signal Sposop reaches the target position.

[0077] Figure 4 Is to show execution Figure 3 The flowchart shows an example of a timing diagram for the control operation. Figure 4In the diagram, time t1 indicates the moment when the P lock command is output. Time t2 indicates the moment when the drive of the electric actuator 61, used to switch the shift position POSsh from the non-P position to the P position, begins. Time t3 indicates the moment when a power failure state is determined to occur in the first power supply 70 due to the first power supply voltage Vbat1 dropping below a predetermined voltage Vbatf. When the power failure state persists for a power failure determination time TMlps or more, a power failure of the first power supply 70 is determined (refer to time t5), and the power supply to the electric actuator 61 is switched to the second power supply 72 (refer to time t6). In the comparative example shown by the dashed line, an abnormal state of the electric actuator 61 is detected before the moment the power supply to the electric actuator 61 is switched to the second power supply 72, and a fail-protection operation FS is performed. Therefore, after the power supply is switched to the second power supply 72, the fail-protection operation FS also makes it impossible to drive the electric actuator 61 again (refer to after time t6). In contrast, in this embodiment shown by the solid line, before detecting an abnormal state of the electric actuator 61, the generation of a power failure state lasts for a temporary power failure determination time TMlpsp or more, thereby determining a temporary power failure of the first power supply 70 (refer to times t4 to t5). Furthermore, from the determination of a temporary power failure until the power supply is switched to the second power supply 72, the abnormality of the electric actuator 61 is masked (refer to the shaded portion of times t4 to t6 in the ACT abnormal state). Therefore, the fail-safe operation FS is not performed, and after the power supply is switched to the second power supply 72, the electric actuator 61 is driven again to switch to the P position (refer to times t6 to t7). It should be noted that when performing the fail-safe operation FS caused by a power failure state occurring when the first power supply 70 is used for power supply, the use of the first power supply 70 is stopped when a temporary power failure is determined (refer to times t4 to t6).

[0078] As described above, according to this embodiment, when a power failure occurs during the transition from a non-P position to a P position, the abnormal state of the electric actuator 61 is not detected before the power supply to the electric actuator 61 is switched to the second power supply 72. Therefore, when the power supply to the electric actuator 61 is switched to the second power supply 72, the fail-safe operation FS is not performed, and thus the electric actuator 61 can be driven again. Therefore, when a power failure occurs during the transition from a non-P position to a P position, a switch to the P position can be performed.

[0079] Furthermore, according to this embodiment, a temporary power failure of the first power supply 70 is determined by the occurrence of a power failure state lasting for a predetermined temporary power failure determination time TMlpsp, which is shorter than the predetermined time TMf used in detecting the abnormal state of the electric actuator 61. Additionally, after the temporary power failure is determined until the power supply to the electric actuator 61 is switched to the second power supply 72, the abnormal state of the electric actuator 61 is not detected. Therefore, since the temporary power failure of the first power supply 70 is determined earlier than the detection of the abnormal state of the electric actuator 61, the fail-safe operation FS is reliably not performed when the power supply to the electric actuator 61 is switched to the second power supply 72.

[0080] Furthermore, according to this embodiment, the predetermined voltage Vbatf generated for determining the power failure state of the first power supply 70 is preset to a higher value than that for determining a power failure state. Therefore, a temporary power failure of the first power supply 70 is determined earlier than the detection of an abnormal state of the electric actuator 61, thus expanding the range of abnormal states of the electric actuator 61 that are not detected.

[0081] Furthermore, according to this embodiment, when a power failure occurs during the transition from a non-P position to a P position, the use of the first power supply 70 is stopped before switching the power supply to the electric actuator 61 to the second power supply 72. Therefore, fail-safe operation FS is not performed due to a power failure occurring when the first power supply 70 is used to supply power to the electric actuator 61.

[0082] Furthermore, according to this embodiment, if a power failure occurs during the transition from the non-P position to the P position, the electric actuator 61 is driven again to switch to the P position when the power supply to the electric actuator 61 is switched to the second power supply 72. Thus, after the power supply to the electric actuator 61 is switched to the second power supply 72, the switch to the P position occurs.

[0083] Furthermore, according to this embodiment, when the electric actuator 61 is driven again, the change in the position signal Sposop at the standstill time and the position signal Sposop in the free state is used to calculate the driving amount up to position P. Therefore, after the power supply to the electric actuator 61 is switched to the second power supply 72, the electric actuator 61 is appropriately driven to switch to position P.

[0084] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention can also be applied in other ways.

[0085] For example, in the above embodiments, if the vehicle 10 does not have a function to perform fail-safe operation (FS) due to a power failure state occurring when the first power supply 70 is used for power supply, it may not be necessary. Figure 3 The stop of the switching control in S50 of the flowchart.

[0086] Furthermore, in the above embodiments, the SBW device 60 switches the shift position POSsh of the automatic transmission 18 between the P position and the non-P position, but is not limited to this method. For example, the SBW device 60 may also be a switching device that switches the operating position of the electric actuator 61 to positions corresponding to the P, R, N, D, etc., positions of the automatic transmission 18. In this case, the operating position of the electric actuator 61 corresponding to the R, N, D, etc., positions other than the P position of the automatic transmission 18 is set to the operating position of the electric actuator 61 corresponding to the non-P position of the automatic transmission 18.

[0087] Furthermore, in the above embodiments, the power transmission device 16 includes an automatic transmission 18 that transmits power from the engine 12 to the drive wheels 14, but is not limited to this method. For example, the power transmission device may not include an automatic transmission. That is, the vehicle 10 may also be a vehicle without an automatic transmission 18, such as a series hybrid vehicle without an automatic transmission. Alternatively, the vehicle 10 may also be an electric vehicle that does not have an automatic transmission 18 but can be driven by an electric motor using battery power. In a power transmission device without an automatic transmission, the shift position is changed by a switching device, for example, similar to the automatic transmission 18. In another power transmission device without an automatic transmission, power is transmitted via a power transmission path based on a mechanical mechanism such as a gear mechanism, and the clutch provided in the power transmission path is switched to a released state, thereby switching to a neutral state. In summary, the present invention can be applied to any vehicle that has a shifting device for switching the shifting position of a power transmission device that transmits power from a power source to the drive wheels by operating an electric actuator, a first power source for supplying power to the drive electric actuator, and a second power source for supplying power to the drive electric actuator during the occurrence of a power failure state of the first power source.

[0088] It should be noted that the above content is only one implementation method, and the present invention can be implemented in various ways with modifications and improvements based on the knowledge of those skilled in the art.

Claims

1. A control device (90) for a vehicle (10), the vehicle (10) comprising: a switching device (60) that switches the shift position of a power transmission device (16) that transmits power from a power source (12) to drive wheels (14) by operation of an electric actuator (61); a first power source (70) that supplies power to drive the electric actuator (61); and a second power source (72) that supplies power to drive the electric actuator (61) during a power failure state in which no power is supplied from the first power source (70) to drive the electric actuator (61), the control device (90) for the vehicle (10) being characterized in that it comprises: The shift control unit (96a) controls the switching of the shift position between a parking position in which the rotating member (20) rotating together with the drive wheel (14) is mechanically fixed to a non-rotating position and a non-parking position other than the parking position. The failure protection unit (96b) performs a failure protection operation that sets the re-driving of the electric actuator (61) to be unavailable if it detects an abnormal state of the electric actuator (61) when the drive of the electric actuator (61) stops for more than a predetermined time during the switching transition between the parking position and the non-parking position. The power control unit (96c) determines that the power supply of the first power supply (70) has failed during the occurrence of the power failure state, and switches the power supply to the electric actuator (61) to the second power supply (72). as well as An abnormality detection stop unit (96d) prevents the failure protection unit (96b) from detecting the abnormality of the electric actuator (61) before the power supply to the electric actuator (61) is switched to the second power supply (72) by the power control unit (96c) when the power failure state is generated during the transition from the non-parking position to the parking position.

2. The control device (90) for the vehicle (10) according to claim 1, characterized in that, The power control unit (96c) determines that a power failure state has occurred when the voltage of the first power supply (70) falls below a predetermined voltage, and determines that a power failure has occurred when the power failure state persists for a power failure determination time that is longer than a predetermined time. On the other hand, it determines that a temporary power failure of the first power supply (70) has occurred when the power failure state persists for a temporary power failure determination time that is shorter than a predetermined time. After the power control unit (96c) determines that the temporary power supply has failed, until the power supply is determined to have failed and the power supply to the electric actuator (61) is switched to the second power supply (72), the failure protection unit (96b) does not detect the abnormal state of the electric actuator (61).

3. The control device (90) for the vehicle (10) according to claim 2, characterized in that, The predetermined voltage for cases where the temporary power supply is determined to be faulty is preset to a higher value than that for cases where the power supply is determined to be faulty.

4. The control device (90) for the vehicle (10) according to claim 1, characterized in that, The failure protection unit (96b) performs the failure protection operation when a power failure occurs because the first power supply (70) is used to supply power to the electric actuator (61) through the power control unit (96c). When the abnormality detection stop unit (96d) generates the power failure state during the transition from the non-parking position to the parking position, it causes the power control unit (96c) to stop the use of the first power supply (70) before switching the power supply to the electric actuator (61) to the second power supply (72).

5. The control device (90) of the vehicle (10) according to any one of claims 1 to 4, characterized in that, When the shift control unit (96a) generates the power failure state during the transition from the non-parking position to the parking position, it drives the electric actuator (61) again to switch to the parking position by switching the power supply to the electric actuator (61) to the second power supply (72) through the power control unit (96c).

6. The control device (90) for the vehicle (10) according to claim 5, characterized in that, When the shift control unit (96a) drives the electric actuator (61) again, it uses the drive information of the electric actuator (61) at the moment when the drive of the electric actuator (61) stops due to the power failure state and the working information of the electric actuator (61) during the transition period of the drive stop of the electric actuator (61) to calculate the drive amount up to the parking position.

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