In-vehicle control device

Abstract

The invention provides an in-vehicle control device. The vehicle-mounted control device is mounted on a vehicle provided with: a shift mechanism having a parking range in which an axle is shift-locked; an electric parking brake that applies a braking force to a wheel coupled to the axle; and a motor capable of inputting / outputting power to / from the axle. When the shift lock is released, the vehicle control device executes a shock suppression control for suppressing a shock generated in the vehicle by outputting a torque corresponding to the tilt angle of the vehicle from the motor, but determines whether to execute the shock suppression control when the shift lock is released on the basis of the state at the time of the shift lock and the state after the shift lock.

Description

Technical Field

[0001] The present disclosure relates to a vehicle-mounted control device, and more particularly, to a vehicle-mounted control device mounted on a vehicle having an electric parking brake. Background Art

[0002] In the past, as such a vehicle-mounted control device, a device has been proposed that, when idling is requested, the shift lever is in the parking position, and the brake device is in the closed state, performs a process of turning the brake device on to release the lock of the parking mechanism (for example, see Japanese Patent Application Laid-Open No. 2019-093911). In this device, by such a process, the torsional torque of the drive shaft is released, and the torque transmitted to the engine is released, thereby suppressing the vibration of the vehicle. Summary of the invention

[0003] In a vehicle-mounted control device mounted on a vehicle equipped with a motor capable of outputting torque to a drive shaft, a shock is generated when the torsional torque of the drive shaft is released all at once, so a damping torque (assist torque) is also output from the motor to mitigate the shock when the lock is released. In this case, when the damping torque is uniformly output from the motor, a shock caused by the damping torque may occur depending on the situation.

[0004] A main purpose of the vehicle-mounted control device of the present disclosure is to suppress a shock that may be generated when the shift lock is released.

[0005] The vehicle-mounted control device of the present disclosure adopts the following means to achieve the above-mentioned main object.

[0006] The disclosed vehicle-mounted control device is mounted on a vehicle, the vehicle comprising: a shift mechanism having a parking gear position for performing a shift lock on an axle; an electric parking brake for applying a braking force to a wheel connected to the axle; and an electric motor capable of inputting and outputting power to and from the axle. The vehicle-mounted control device is characterized in that when the shift lock is released, the vehicle-mounted control device performs a shock suppression control for suppressing a shock generated in the vehicle by outputting a torque corresponding to a tilt angle of the vehicle from the electric motor.

[0007] The vehicle-mounted control device determines whether or not to execute the shock suppression control when releasing the shift lock, based on a state during the shift lock and / or a state after the shift lock.

[0008] The vehicle-mounted control device disclosed in the present invention is mounted on a vehicle, and the vehicle is provided with: a shift mechanism having a parking gear position for performing a shift lock on an axle; an electric parking brake for applying a braking force to a wheel connected to the axle; and a motor capable of inputting and outputting power relative to the axle. The vehicle-mounted control device disclosed in the present invention basically performs a shock suppression control for suppressing a shock generated in the vehicle by outputting a torque corresponding to the inclination angle of the vehicle from the motor when the shift lock is released. The vehicle-mounted control device disclosed in the present invention determines whether to perform the shock suppression control when releasing the shift lock based on the state during the shift lock and / or the state after the shift lock. As a result, the shock caused by the execution of the shock suppression control can be suppressed, and the shock that may be generated when the shift lock is released can be suppressed.

[0009] In the vehicle-mounted control device disclosed in the present invention, the impact suppression control may not be performed regardless of the inclination of the vehicle when the shift lock is performed while the foot brake is applied and the shift lock is released from the state where the foot brake is released after the electric parking brake is completed. When the shift lock is performed while the foot brake is applied and the foot brake is released after the electric parking brake is completed, no torsion is generated on the axle, so no torsional torque is generated on the axle. Therefore, it is not necessary to perform the impact suppression control for suppressing the impact caused by the torsional torque of the axle. As a result, the impact caused by the execution of the impact suppression control can be suppressed.

[0010] In the vehicle-mounted control device disclosed in the present invention, when the shift lock is released after the shift lock is applied while the wheel has no rotation history, the impact suppression control may not be executed regardless of the inclination of the vehicle. After the shift lock is applied while the wheel has no rotation history, no torsion is generated on the axle. Therefore, no torsion torque is generated on the axle. Thus, the impact caused by executing the impact suppression control can be suppressed.

[0011] In the vehicle-mounted control device disclosed in the present invention, when the shift lock is released in a state where there is no history of releasing the foot brake after the shift lock is applied, the impact suppression control may not be performed regardless of the inclination of the vehicle. When the shift lock is released in a state where there is no history of releasing the foot brake after the shift lock is applied means that the shift lock is performed in a state where the foot brake is applied, and then the shift lock is released while the foot brake is applied as it is. In this case, no torsion is generated in the axle, so it is not necessary to perform the impact suppression control. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0013] Figure 1 1 is a schematic structural diagram showing the structure of a hybrid electric vehicle 20 as one embodiment of the present disclosure.

[0014] Figure 2 1 is a flowchart showing an example of a shift lock release process executed by main ECU 40 .

[0015] Figure 3 1 is an explanatory diagram showing an example of a parking mode involving shift lock. DETAILED DESCRIPTION

[0016] Next, a mode (embodiment) for carrying out the present disclosure will be described. Figure 1 1 is a schematic structural diagram showing the structure of a hybrid electric vehicle 20 as one embodiment of the present disclosure. As shown in the figure, the hybrid electric vehicle 20 of the embodiment includes an engine 22, a motor 26, a battery 29, an automatic transmission device 30, a brake device 32, and an electronic control unit (hereinafter referred to as a "main ECU") 40.

[0017] The engine 22 is configured as an internal combustion engine that uses fuel such as gasoline and light oil from a fuel tank to output power. The crankshaft 23 of the engine 22 is connected to the rotating shaft (rotor) of the motor 26 via a clutch K0. The engine 22 is operated and controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24.

[0018] Although not shown in the figure, the engine ECU 24 is provided with a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors required for operating the engine 22, such as a crank angle θcr from a crank position sensor (not shown) for detecting the rotational position of the crankshaft 23 of the engine 22, a signal of the cooling water temperature Tw from a water temperature sensor (not shown) for detecting the temperature of the cooling water of the engine 22, etc. are input to the engine ECU 24 via the input port. Various control signals for operating the engine 22 are output from the engine ECU 24 via the output port. The engine ECU 24 is connected to the main ECU 40 via the communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the crankshaft 23 from the crank position sensor.

[0019] The motor 26 is configured as a synchronous generator motor, for example, and has a rotor formed by embedding permanent magnets in a rotor core and a stator formed by winding a three-phase coil on a stator core. The rotating shaft to which the rotor of the motor 26 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0 and is connected to the input shaft of the automatic transmission 30. By using a motor electronic control unit (hereinafter referred to as "motor ECU") 27 to switch multiple switching elements of the inverter 28, the DC power from the battery 29 is converted into three-phase AC power and applied to the three-phase coil of the motor 26, thereby driving the motor 26 to rotate.

[0020] Although not shown in the figure, the motor ECU 27 is equipped with a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors, such as the rotation position θm from a rotation position sensor (not shown) for detecting the rotation position of the rotor (rotating shaft 31) of the motor 26, and the phase currents Iu and Iv from current sensors for detecting the phase currents of each phase of the motor 26, are input to the motor ECU 27 via the input port. A control signal to the inverter 28 is output from the motor ECU 27 via the output port. The motor ECU 27 is connected to the main ECU 40 via the communication port. The motor ECU 27 calculates the rotation speed Nm of the motor 26 based on the rotation position θm of the rotor (rotating shaft) of the motor 26 from the rotation position sensor.

[0021] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and is controlled by the main HVECU 40 to connect and disconnect the crankshaft 23 of the engine 22 and the rotating shaft of the motor 26 .

[0022] The automatic transmission 30 has a torque converter and an automatic transmission with a step-by-step (e.g., 6-step) speed change. The torque converter is configured as a general fluid transmission device, which amplifies the torque and transmits the power of the input shaft connected to the rotating shaft of the motor 26 to the input shaft of the automatic transmission, or transmits the torque without amplifying the torque. The automatic transmission forms forward gears, reverse gears, and shift locks from the first speed to the Nth speed through the engagement and disengagement of multiple friction engagement elements, and transmits power between its input shaft and the axle 36 as the output shaft. The hydraulic pressure of the working oil from the mechanical oil pump and the electric oil pump is adjusted by a hydraulic control device (not shown) and supplied to the clutch K0 and the automatic transmission. The hydraulic control device has a valve body formed with multiple oil circuits, multiple regulating valves, multiple linear solenoid valves, etc. The hydraulic control device is controlled by the main ECU 40. The main ECU 40 applies the accelerator opening Acc and the vehicle speed V to the speed change line diagram (not shown) to change the speed change stage of the automatic transmission.

[0023] The brake device 32 is configured as a known brake device driven by hydraulic pressure. The brake device 32 is configured to be able to apply the braking force caused by the brake pedal force generated by stepping on the brake pedal 58 and the braking force caused by the hydraulic pressure adjustment to the wheels 38a, 38b, and the wheels 38c, 38d. The brake device 32 is driven and controlled by the brake electronic control unit (hereinafter referred to as "brake ECU") 33. Although the brake ECU 33 is not shown in the figure, it has a microcomputer with a CPU, ROM, RAM, flash memory, input and output ports, and a communication port. The brake ECU 33 controls the braking force caused by the brake pedal force and the braking force caused by the hydraulic pressure adjustment provided by the brake device 32. In addition, the brake ECU 33 communicates with the main ECU 40 via the communication port.

[0024] The main ECU 40 is provided with a microcomputer having a CPU 41, a ROM 42, a RAM 43, a flash memory 44, an input / output port and a communication port (not shown). Signals from various sensors are input to the main ECU 40 via the input port. As the signals input to the main ECU 40, for example, there can be cited an ignition signal from an ignition switch 50, a shift position SP from a shift position sensor 52 for detecting the shift position of a shift lever 51, an accelerator opening Acc from an accelerator pedal position sensor 54 for detecting the amount of depression of an accelerator pedal 53, and a brake pedal position BP from a brake pedal position sensor 56 for detecting the amount of depression of a brake pedal 55. In addition, there can be cited a vehicle speed V from a vehicle speed sensor 51, the speeds of each wheel from a wheel speed sensor 52, and a road surface slope θr from a slope sensor 55. Furthermore, there can be cited an EPBSW signal from an electric parking brake switch (hereinafter referred to as "EPB switch") 60, and signals from sensors for detecting various states of a clutch K0 and a hydraulic control device of an automatic transmission device 30. The electric parking brake is configured to apply braking force to the wheels 38a and 38b by driving and controlling the brake device 32 through the brake ECU 33. The electric parking brake is activated by turning on the EPB switch 60 and is released by turning off the EPB switch 60 or releasing the shift lock.

[0025] Various control signals are outputted from the main ECU 40 via the output port. Examples of control signals outputted from the main ECU 40 include control signals to the hydraulic control device and display control signals to the display device 70. As described above, the main ECU 40 communicates with the engine ECU 24, the motor ECU 27, the brake ECU 33, etc. via the communication port.

[0026] Next, the operation of the hybrid electric vehicle 20 according to the embodiment configured as described above, particularly the operation when the shift lock is released, will be described. Figure 24 is a flowchart showing an example of a shift lock release process executed by the main ECU 40. Figure 3 FIG. 1 is an explanatory diagram showing an example of a parking mode with shift lock. Figure 3 To explain the parking mode with shift lock, then use Figure 2 The following describes the operation when the shift lock is released.

[0027] Regarding the parking mode, in any mode, first, the driver steps on the brake pedal 55 to apply the foot brake to stop the vehicle. In addition, while the brake pedal 55 is pressed, the shift lever 51 is set to the P position (parking position) to perform the shift lock. Mode (A) is a mode in which the shift lock is released by not applying the electric parking brake from the common state (the state in which the electric parking brake is pressed by the driver) and the shift lock is released by setting the shift lever 51 to the R position (reverse position), the N position (neutral position), and the D position (forward position). Mode B is a mode in which the driver releases the foot brake by releasing the brake pedal 55 from the common state, and then the shift lock is released without applying the electric parking brake. Mode (C) is a mode in which the driver releases the foot brake by releasing the brake pedal 55 after the electric parking brake is applied from the common state, and then the shift lock is released. The mode (D) is a mode in which the driver releases the brake pedal 55 from the common state, releases the foot brake, activates the electric parking brake, and then releases the shift lock.

[0028] exist Figure 2 In the shift lock release process, first, it is determined whether the shift position SP is the P position (parking position) (S100), and it is determined whether the shift lock is released by changing the shift position SP from the P position to the R position, the N position, the D position, etc. (S110). When it is determined in S100 that the shift position SP is not the P position, or when it is determined in S110 that the shift lock is not released, it is determined that it is not the object of this process, and the process returns to S10.

[0029] When it is determined in S100 and S110 that the shift lock is released by changing the speed gear position SP from the P gear position to the R gear position, the N gear position, the D gear position, etc., the assist torque for vibration reduction for reducing the impact during the shift lock is determined based on the inclination angle θ of the vehicle obtained using the road slope θr from the slope sensor 59 (S120). As for the assist torque, the larger the inclination angle θ of the vehicle is, the larger the torsional torque of the axle 36 becomes, so it is used as a torque of the opposite phase to offset it. For example, the relationship between the inclination angle θ of the vehicle and the assist torque is obtained in advance through experiments, machine learning, etc., and stored as an assist torque setting map. When the inclination angle θ of the vehicle is provided, the corresponding assist torque is derived from the assist torque setting map, so that the assist torque can be determined.

[0030] Next, it is determined whether the foot brake is released after the electric parking brake is actuated (S130). Figure 3 When it is determined that the electric parking brake is in the parking mode (C) and the foot brake is released after the operation of the electric parking brake is completed, the impact suppression control (S170) for outputting the assist torque from the motor 26 is not performed when the shift lock is released, and the present process is terminated. The reason is that in this mode (C), the foot brake is released after the operation of the electric parking brake is completed after the shift lock, so no torsional torque is generated on the axle 36, and therefore the impact suppression control is not required.

[0031] When it is determined in S130 that the mode (C) in which the foot brake is released after the action of the electric parking brake is completed is not reached, it is determined whether there is a rotation history in the wheels 38a and 38b after the shift lock (S140). It is possible to determine whether there is a rotation history in the wheels 38a and 38b by determining whether the wheel speed is generated in the wheels 38a and 38b after the shift lock by the wheel speed sensor 57. When it is determined that there is no rotation history in the wheels 38a and 38b after the shift lock, the impact suppression control (S170) is not performed, and the present process is terminated. After the shift lock, the wheels 38a and 38b rotate, thereby generating a torsional torque on the axle 36. Therefore, the reason is that when there is no rotation history in the wheels 38a and 38b after the shift lock, no torsional torque is generated on the axle 36, so there is no need to perform the impact suppression control. Figure 3 Mode (A), mode (C), etc. in the parking mode are equivalent to this.

[0032] Next, it is determined whether there is a release history of the foot brake after the shift lock (S150). When it is determined that there is no release history of the foot brake after the shift lock, the impact suppression control (S170) is not performed, and the present process is terminated. When there is no release history of the foot brake after the shift lock, it is equivalent to no rotation history in the wheels 38a and 38b after the shift lock, so no torsional torque is generated in the axle 36. Therefore, it is not necessary to perform the impact suppression control. Figure 3 Mode (A) in the parking mode of is equivalent to this.

[0033] If a negative determination is made in all of S130 to S150 , it is determined that torsional torque is generated in the axle 36 , and shock suppression control is executed to output assist torque from the motor 26 when the shift lock is released ( S160 ), and the present process ends.

[0034] In the hybrid electric vehicle 20 of the embodiment described above, when the foot brake is released after the operation of the electric parking brake is completed when the vehicle is parked and the shift lock is applied, the shock suppression control for outputting the assist torque from the motor 26 is not executed when the shift lock is released. Thus, vibration and shock caused by executing the shock suppression control even though no torsional torque is generated in the axle 36 can be suppressed.

[0035] In addition, in the hybrid electric vehicle 20 of the embodiment, when there is no rotation history of the wheels 38a and 38b after the shift lock is applied when the vehicle is parked, the shock suppression control for outputting the assist torque from the motor 26 is not executed when the shift lock is released. Thus, vibration and shock caused by executing the shock suppression control even when no torsional torque is generated in the axle 36 can be suppressed.

[0036] Furthermore, in the hybrid electric vehicle 20 of the embodiment, when there is no history of releasing the foot brake after the shift lock is stopped, the shock suppression control for outputting the assist torque from the motor 26 is not executed when the shift lock is released. Thus, vibration and shock caused by executing the shock suppression control even though no torsional torque is generated in the axle 36 can be suppressed.

[0037] In the hybrid electric vehicle 20 of the embodiment, the stepped automatic transmission 30 is provided, but the automatic transmission 30 may be a continuously variable transmission.

[0038] In the hybrid electric vehicle 20 of the embodiment, the crankshaft 23 of the engine 22 is connected to the motor 26 and the automatic transmission 30 via the clutch K0. However, the crankshaft 23 of the engine 22 may be connected to the motor 26 and the automatic transmission 30 without the clutch K0. In addition, in addition to the structure in which the crankshaft 23 of the engine 22 is connected to the motor 26 and the automatic transmission 30 via the clutch K0, a second motor may be installed on the axle connected to the wheels 38c and 38d. In addition, instead of the motor 26, a hub motor directly mounted to the wheels 38a and 38b may be provided. That is, any structure may be used as long as it is a car with a shift mechanism, an electric parking brake, and an electric motor.

[0039] The correspondence between the main elements of the embodiment and the main elements of the invention described in the invention content is described. In the embodiment, the shift lever 51 and the automatic transmission device 30 are equivalent to the "shift mechanism". In the embodiment, the electric parking brake switch 60 and the brake device 32 are equivalent to the "electric parking brake". In the embodiment, the motor 26 is equivalent to the "electric motor". The hybrid electric vehicle 20 is equivalent to the "car". In the embodiment, the main electronic control unit 40, the motor electronic control unit 27, and the brake electronic control unit 33 are equivalent to the "vehicle-mounted control device".

[0040] The correspondence between the main elements of the embodiment and the main elements of the invention described in the content of the invention is used to specifically illustrate that the embodiment is an example of a method for implementing the invention described in the content of the invention. This correspondence does not limit the elements of the invention described in the content of the invention. That is, the interpretation of the invention described in the content of the invention should be based on the description of this part, and the embodiment is only a specific example of the invention described in the content of the invention.

[0041] As mentioned above, although the mode for implementing the present invention was described using the embodiment, the present invention is not limited to such embodiment at all, and it is needless to say that the present invention can be implemented in various forms within the scope not departing from the gist of the present invention.

[0042] The present invention can be used in the automobile manufacturing industry and the like.

Claims

1. A vehicle-mounted control device, mounted on a vehicle, the vehicle comprising: A shift mechanism having a parking gear position for shift locking the axle; an electric parking brake that applies braking force to wheels connected to the axle; and The electric motor is capable of inputting and outputting power relative to the axle, The vehicle-mounted control device is characterized in that: The vehicle-mounted control device performs a shock suppression control for suppressing a shock generated in the vehicle by outputting a torque corresponding to a tilt angle of the vehicle from the electric motor when the shift lock is released. The vehicle-mounted control device determines whether or not to execute the shock suppression control when releasing the shift lock, based on a state during the shift lock and / or a state after the shift lock.

2. The vehicle-mounted control device according to claim 1, wherein: When the shift lock is applied with the foot brake in effect and the shift lock is released from the state where the foot brake is released after the operation of the electric parking brake is completed, the impact suppression control is not executed regardless of the inclination of the vehicle.

3. The vehicle-mounted control device according to claim 1, wherein: When the shift lock is released in a state where the wheel has no rotation history after the shift lock is applied with the foot brake, the impact suppression control is not executed regardless of the inclination of the vehicle.

4. The vehicle-mounted control device according to claim 1, wherein: When the shift lock is released in a state where there is no history of releasing the foot brake after the shift lock is applied with the foot brake applied, the impact suppression control is not executed regardless of the inclination of the vehicle.

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