On-vehicle control device

Abstract

To suppress a shock which may be generated when a shift lock is released.SOLUTION: An on-vehicle control device is mounted on an automobile including: a shift mechanism having a parking position of performing a shift lock on an axle; an electric parking brake for applying brake force to wheels connected to the axle; and a motor capable of inputting / outputting power to / from the axle. The vehicle control device performs shock suppression control of suppressing a shock generated on a vehicle by outputting torque corresponding to an inclination angle of the vehicle from the motor when the shift lock is released, and determines whether or not to execute the shock suppression control when the shift lock is released according to a state when the shift lock is performed and a state after the shift lock.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] Conventionally, as this type of in-vehicle control device, one has been proposed that executes a process to turn on the brake device and unlock the parking mechanism when an idling request is made, the shift lever is in the parking position, and the brake device is in the off state (see, for example, Patent Document 1). This device suppresses vibration of the vehicle by releasing the torsional torque of the drive shaft and releasing the torque transmitted to the engine through such a process. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-093911 A Summary of the Invention [Problem to be solved by the invention]

[0004] In an on-board control device installed in a vehicle equipped with a motor capable of outputting torque to a drive shaft, a shock occurs when the torsion of the drive shaft is suddenly released, so a vibration damping torque (assist torque) that alleviates the shock when unlocking is output from the motor. In this case, if the vibration damping torque is output from the motor uniformly, a shock caused by the vibration damping torque may occur in some cases.

[0005] The main purpose of the in-vehicle control device disclosed herein is to suppress shock that may occur when the shift lock is released. [Means for solving the problem]

[0006] The vehicle control device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The in-vehicle control device of the present disclosure includes: A vehicle control device is mounted on an automobile including a shift mechanism having a parking position for shift-locking 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 the axle, and performs shock suppression control for suppressing shock occurring to the vehicle by outputting a torque corresponding to a vehicle inclination angle from the electric motor when the shift lock is released, determining whether or not to execute shock suppression control when the shift lock is released depending on the state when the shift lock is performed and / or the state after the shift lock is performed; It is characterized by:

[0008] The vehicle-mounted control device of the present disclosure is mounted on an automobile equipped with a shift mechanism having a parking position for shift-locking an axle, an electric parking brake for applying a braking force to wheels connected to the axle, and an electric motor capable of inputting and outputting power to the axle. The vehicle-mounted control device of the present disclosure basically executes shock suppression control for suppressing shock occurring in the vehicle by outputting torque corresponding to the inclination angle of the vehicle from the electric motor when the shift lock is released. The vehicle-mounted control device of the present disclosure determines whether or not to execute shock suppression control when the shift lock is released depending on the state when the shift lock is performed and / or the state after the shift lock is performed. This makes it possible to suppress shock caused by executing shock suppression control, and to suppress shock that may occur when the shift lock is released.

[0009] In the on-board control device disclosed herein, when the shift lock is performed with the foot brake applied and the shift lock is released from the state in which the foot brake is released after the electric parking brake is fully activated, the shock suppression control may not be executed regardless of the vehicle inclination. When the shift lock is performed with the foot brake applied and the foot brake is released after the electric parking brake is fully activated, no torsion occurs in the axle, and therefore no torsional torque occurs in the axle. Therefore, it is not necessary to execute shock suppression control to suppress shock caused by torsional torque of the axle. This makes it possible to suppress shock caused by executing shock suppression control.

[0010] In the vehicle-mounted control device disclosed herein, when the shift lock is released in a state where the wheels have no rotation history after the shift lock is performed with the foot brake applied, the shock suppression control may not be executed regardless of the vehicle inclination. In a state where the wheels have no rotation history after the shift lock, no torsion occurs in the axle. Therefore, no torsional torque occurs in the axle. This makes it possible to suppress shocks caused by executing the shock suppression control.

[0011] In the on-board control device disclosed herein, when the shift lock is released without a history of releasing the foot brake after the shift lock is applied, the shock suppression control may not be executed regardless of the inclination of the vehicle. When the shift lock is released without a history of releasing the foot brake after the shift lock is applied, the shift lock is executed with the foot brake applied, and then the shift lock is released with the foot brake still applied. In this case, there is no twisting in the axle, so there is no need to execute the shock suppression control. [Brief description of the drawings]

[0012] [Figure 1]1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart showing an example of a shift lock release process executed by the main ECU 40. [Diagram 3] FIG. 11 is an explanatory diagram showing an example of a parking pattern involving a shift lock. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Next, a mode (embodiment) for carrying out the present disclosure will be described. Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 as one embodiment of the present disclosure. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a motor 26, a battery 29, an automatic transmission 30, a brake device 32, and an electronic control unit (hereinafter referred to as "main ECU") 40.

[0014] The engine 22 is configured as an internal combustion engine that outputs power using fuel such as gasoline or diesel fuel from a fuel tank. A crankshaft 23 of the engine 22 is connected to a rotating shaft (rotor) of a motor 26 via a clutch K0. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24.

[0015] The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). To the engine ECU 24, signals from various sensors required for controlling the operation of the engine 22, such as a crank angle θcr from a crank position sensor (not shown) that detects the rotational position of the crankshaft 23 of the engine 22 and a coolant temperature Tw from a water temperature sensor (not shown) that detects the temperature of the coolant of the engine 22, are input via an input port. From the engine ECU 24, various control signals for controlling the operation of the engine 22 are output via an output port. The engine ECU 24 is connected to the main ECU 40 via a 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.

[0016] The motor 26 is configured as, for example, a synchronous generator motor, and has a rotor with a permanent magnet embedded in the rotor core, and a stator with a three-phase coil wound around the stator core. A 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 also connected to the input shaft of the automatic transmission 30. The motor 26 is driven to rotate by a motor electronic control unit (hereinafter referred to as "motor ECU") 27 controlling the switching of multiple switching elements of an inverter 28, converting DC power from a battery 29 into three-phase AC power and applying it to the three-phase coils of the motor 26.

[0017] The motor ECU 27 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). To the motor ECU 27, signals from various sensors, such as a rotational position θm from a rotational position sensor (not shown) that detects the rotational position of the rotor (rotating shaft 31) of the motor 26, and phase currents Iu, Iv from current sensors that detect the phase currents of each phase of the motor 26, are input via an input port. A control signal to the inverter 28 is output from the motor ECU 27 via an output port. The motor ECU 27 is connected to the main ECU 40 via a communication port. The motor ECU 27 calculates the rotational speed Nm of the motor 26 based on the rotational position θm of the rotor (rotating shaft) of the motor 26 from the rotational position sensor.

[0018] 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.

[0019] The automatic transmission 30 has a torque converter and a stepped (for example, six-speed) automatic transmission. The torque converter is configured as a general fluid transmission device, and transmits the power of an input shaft connected to a rotating shaft of the motor 26 to an input shaft of the automatic transmission with amplified torque, or transmits the torque as is without amplifying it. The automatic transmission forms forward gears from 1st gear to Nth gear, reverse gears, and shift lock by engaging and disengaging a plurality of friction engagement elements, and transmits power between its input shaft and an axle 36 serving as an output shaft. The hydraulic pressure of hydraulic oil from a mechanical oil pump or an electric oil pump is adjusted and supplied to the clutch K0 and the automatic transmission by a hydraulic control device (not shown). The hydraulic control device has a valve body with a plurality of oil passages formed therein, a plurality of regulator valves, a plurality of linear solenoid valves, and the like. This hydraulic control device is controlled by a main ECU 40. The main ECU 40 applies the accelerator opening Acc and the vehicle speed V to a shift line diagram (not shown) to change the gear of the automatic transmission.

[0020] The brake device 32 is configured as a well-known hydraulically driven brake device, and is configured to be able to apply braking force resulting from the brake depression force applied by depressing the brake pedal 58 and braking force resulting from hydraulic pressure adjustment to the wheels 38a, 38b and the wheels 38c, 38d. The brake device 32 is driven and controlled by a brake electronic control unit (hereinafter referred to as "brake ECU") 33. The brake ECU 33 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. The brake ECU 33 controls the braking force resulting from the brake depression force applied by the brake device 32 and the braking force resulting from hydraulic pressure adjustment. The brake ECU 33 communicates with the main ECU 40 via the communication port.

[0021] The main ECU 40 includes a microcomputer having a CPU 41, a ROM 42, a RAM 43, a flash memory 44, and input / output ports and communication ports (not shown). Signals from various sensors are input to the main ECU 40 via the input ports. Examples of signals input to the main ECU 40 include an ignition signal from an ignition switch 50, a shift position SP from a shift position sensor 52 that detects the position of a shift lever 51, an accelerator opening Acc from an accelerator pedal position sensor 54 that detects the amount of depression of an accelerator pedal 53, and a brake pedal position BP from a brake pedal position sensor 56 that detects the amount of depression of a brake pedal 55. Other examples include a vehicle speed V from a vehicle speed sensor 51, each wheel speed from a wheel speed sensor 52, and a road surface gradient θr from a gradient sensor 55. Other examples include an EPBSW signal from an electric parking brake switch (hereinafter referred to as an "EPB switch") 60, and signals from sensors that detect various states of the clutch K0 and the hydraulic control device of the automatic transmission 30. The electric parking brake is configured by the brake ECU 33 controlling the driving of the brake device 32 to apply a braking force to the wheels 38a, 38b, and is activated when the EPB switch 60 is turned on, and is released when the EPB switch 60 is turned off or the shift lock is released.

[0022] Various control signals are output from the main ECU 40 via the output port. Examples of the control signals output from the main ECU 40 include a control signal to a hydraulic control device and a display control signal to a 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.

[0023] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the shift lock is released, will be described. Fig. 2 is a flow chart showing an example of a shift lock release process executed by the main ECU 40, and Fig. 3 is an explanatory diagram showing an example of a parking pattern with the shift lock. For ease of explanation, first, the parking pattern with the shift lock will be described with reference to Fig. 3, and then the operation when the shift lock is released will be described with reference to Fig. 2.

[0024] In any parking pattern, the driver first depresses the brake pedal 55 to apply the foot brake to stop the vehicle, and with the brake pedal 55 depressed, sets the shift lever 51 to the P position (parking position) to perform the shift lock. Pattern (A) is a pattern in which the shift lever 51 is set to the R position (reverse position), N position (neutral position), or D position (forward position) from this common state (a state in which the shift is locked and the driver depresses the brake pedal 55) to release the shift lock without applying the electric parking brake. Pattern B is a pattern in which the driver releases the brake pedal 55 from the common state to release the foot brake, and then releases the shift lock without applying the electric parking brake. Pattern (C) is a pattern in which the driver releases the brake pedal 55 from the common state to release the foot brake after activating the electric parking brake, and then releases the shift lock. Pattern (D) is a pattern in which, from the common state, the driver releases the brake pedal 55 to release the foot brake, then activates the electric parking brake, and then releases the shift lock.

[0025] 2, first, it is determined whether the shift position SP is the P position (parking position) (step S100), and it is also determined whether the shift position SP has been changed from the P position to the R position, N position, D position, etc., and the shift lock has been released (step S110). If it is determined in step S100 that the shift position SP is not the P position, or if it is determined in step S110 that the shift lock has not been released, it is determined that this process is not the target, and the process returns to step S10.

[0026] When it is determined in steps S100 and S110 that the shift position SP has been changed from the P position to the R position, the N position, the D position, or the like and the shift lock has been released, an assist torque for vibration suppression to reduce shock at the time of the shift lock is determined based on the vehicle inclination angle θ obtained using the road surface gradient θr from the gradient sensor 59, etc. (step S120). The larger the vehicle inclination angle θ, the larger the torsional torque of the axle 36 becomes, so the assist torque is used as a torque of the opposite phase to cancel this. For example, the relationship between the vehicle inclination angle θ and the assist torque is obtained in advance by experiments, machine learning, or the like and stored as an assist torque setting map, and when the vehicle inclination angle θ is given, the corresponding assist torque can be derived from the assist torque setting map to determine the assist torque.

[0027] Next, it is determined whether the foot brake is released after the electric parking brake operation is completed (step S130). This determination is made to determine whether the pattern is (C) in the parking pattern of FIG. 3. If it is determined that the pattern is (C) in which the foot brake is released after the electric parking brake operation is completed, this process ends without performing shock suppression control that outputs assist torque from motor 26 when shift lock is released (step S170). This is because in pattern (C), the foot brake is released after the electric parking brake operation is completed after shift lock, so no torsional torque is generated in axle 36, and therefore shock suppression control does not need to be performed.

[0028] When it is determined in step S130 that the pattern (C) is not the case where the foot brake is released after the electric parking brake is activated, it is determined whether or not the wheels 38a, 38b have a rotation history after the shift lock (step S140). The rotation history of the wheels 38a, 38b can be determined by determining whether or not the wheel speed sensor 57 detects the wheel speed of the wheels 38a, 38b after the shift lock. When it is determined that the wheels 38a, 38b have no rotation history after the shift lock, the shock suppression control is not performed (step S170) and the process is terminated. The torsional torque is generated in the axle 36 by the rotation of the wheels 38a, 38b after the shift lock. Therefore, when the wheels 38a, 38b have no rotation history after the shift lock, no torsional torque is generated in the axle 36, and therefore no shock suppression control is required. This corresponds to the pattern (A) or pattern (C) in the parking pattern in FIG. 3.

[0029] Next, it is determined whether or not there is a history of the foot brake being released after the shift lock (step S150). If it is determined that there is no history of the foot brake being released after the shift lock, the process ends without performing shock suppression control (step S170). If there is no history of the foot brake being released after the shift lock, this is equivalent to there being no rotation history of the wheels 38a, 38b after the shift lock, so no torsional torque is generated in the axle 36. Therefore, there is no need to perform shock suppression control. This corresponds to pattern (A) in the parking pattern in FIG. 3.

[0030] If all of the judgments in steps S130 to S150 are negative, it is determined that a torsional torque is occurring in the axle 36, and shock suppression control is executed to output assist torque from the motor 26 when the shift lock is released (step S160), and this process is terminated.

[0031] In the hybrid vehicle 20 of the embodiment described above, when the foot brake is released after the electric parking brake is fully activated when the vehicle is stopped and the shift lock is performed, the shock suppression control that outputs assist torque from the motor 26 when the shift lock is released is not executed. This makes it possible to suppress vibrations and shocks that would be caused by executing the shock suppression control even when no torsional torque is being generated in the axle 36.

[0032] In addition, in the hybrid vehicle 20 of the embodiment, if there is no rotation history of the wheels 38a, 38b after the vehicle is stopped and the shift lock is performed, the shock suppression control that outputs assist torque from the motor 26 is not performed when the shift lock is released. This makes it possible to suppress vibrations and shocks that would be caused by performing the shock suppression control even though no torsional torque is generated in the axle 36.

[0033] Furthermore, in the hybrid vehicle 20 of the embodiment, if there is no history of foot brake release after the vehicle is stopped and the shift lock is activated, the shock suppression control for outputting assist torque from the motor 26 is not executed when the shift lock is released. This makes it possible to suppress vibrations and shocks that would otherwise be caused by executing the shock suppression control even when no torsional torque is being generated in the axle 36.

[0034] Although the hybrid vehicle 20 of the embodiment is provided with the stepped automatic transmission 30, the automatic transmission 30 may be a continuously variable transmission.

[0035] In the hybrid vehicle 20 of the embodiment, the motor 26 and the automatic transmission 30 are connected to the crankshaft 23 of the engine 22 via the clutch K0, but the motor 26 and the automatic transmission 30 may be connected to the crankshaft 23 of the engine 22 without the clutch K0. In addition to the configuration in which the motor 26 and the automatic transmission 30 are connected to the crankshaft 23 of the engine 22 via the clutch K0, a second motor may be attached to an axle connected to the wheels 38c, 38d. In place of the motor 26, an in-wheel motor directly attached to the wheels 38a, 38b may be provided. In other words, any configuration may be used as long as the vehicle is equipped with a shift mechanism, an electric parking brake, and an electric motor.

[0036] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the shift lever 51 and the automatic transmission 30 correspond to the "shift mechanism", the electric parking brake switch 60 and the brake device 32 correspond to the "electric parking brake", the motor 26 corresponds to the "electric motor", the hybrid vehicle 20 corresponds to the "vehicle", and the main electronic control unit 40, the motor electronic control unit 27, and the brake electronic control unit 33 correspond to the "vehicle control device".

[0037] The correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0038] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the gist of the present invention. [Industrial Applicability]

[0039] The present invention can be used in the automobile manufacturing industry and the like. [Explanation of symbols]

[0040] 20 hybrid automobile, 22 engine, 23 crankshaft, 24 engine electronic control unit (engine ECU), 32 brake device, 33 brake electronic control unit (brake ECU), 36 axle, 37 differential gear, 38a, 38b wheels, 38c, 38d wheels, 40 main electronic control unit (main ECU), 41 CPU, 42 ROM, 43 RAM, 44 flash memory, 50 ignition switch, 51 shift lever, 52 shift position sensor, 53 accelerator pedal, 54 accelerator pedal position sensor, 55 brake pedal, 56 brake pedal position sensor, 57 vehicle speed sensor, 58 wheel speed sensor, 59 gradient sensor, 60 electric parking brake switch (EPB switch), 70 display device.

Claims

1. A vehicle control device is mounted on an automobile including a shift mechanism having a parking position for shift-locking 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 the axle, and performs shock suppression control for suppressing shock occurring to the vehicle by outputting a torque corresponding to a vehicle inclination angle from the electric motor when the shift lock is released, determining whether or not to execute shock suppression control when the shift lock is released depending on a state when the shift lock is performed and / or a state after the shift lock is performed; 2. An in-vehicle control device comprising:

2. 2. The vehicle-mounted control device according to claim 1, When the shift lock is performed with the foot brake applied and the shift lock is released from the state in which the foot brake is released after the electric parking brake is fully activated, the shock suppression control is not executed regardless of the inclination of the vehicle. In-vehicle control device.

3. 2. The vehicle-mounted control device according to claim 1, When the shift lock is released in a state where there is no rotation history of the wheels after the shift lock is applied in a state where the foot brake is applied, the shock suppression control is not executed regardless of the inclination of the vehicle. In-vehicle control device.

4. 2. The vehicle-mounted control device according to claim 1, When the shift lock is released in a state where the foot brake has not been released after the shift lock has been applied with the foot brake applied, the shock suppression control is not executed regardless of the inclination of the vehicle. In-vehicle control device.

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