Control device of vehicle

Abstract

To provide a control device of a vehicle which can improve erroneous switching prevention performance and switching response performance to a neutral position during traveling.SOLUTION: When a drive force of a drive wheel is large, an N-position switching time from the operation to a neutral operation position up until the switching to a neutral position is shortened compared with the case where the drive force is small. With this configuration, when the drive force of the drive wheel is comparatively large, the vehicle is switched to the neutral position in a comparatively-short time after the vehicle is operated to the neutral operation position with respect to a possibility of a situation that the drive force is desired to be cut. On the other hand, when the drive force of the drive wheel is comparatively small, the vehicle is switched to the neutral position in a comparatively long time after the vehicle is operated to the neutral operation position with respect to a high possibility of a situation that the drive force is not desired to be cut. Therefore, erroneous switching prevention performance and switching response performance to the neutral position can be improved during traveling.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a control device for a vehicle equipped with an operating device that is operated to an operating position corresponding to a shift position of a power transmission device that transmits power from a power source. [Background technology]

[0002] A vehicle control device is well known, which includes a power source, a power transmission device that transmits power from the power source to drive wheels, and an operating device that is operated by a driver to an operating position corresponding to a shift position of the power transmission device, and the power transmission device has a shift position that is switched by electrical control based on the operating position, the shift positions including a neutral position where power transmission in the power transmission device is cut off, and the operating positions including a neutral operating position for selecting the neutral position. For example, a vehicle shift switching device described in Patent Document 1 is such an example. Patent Document 1 discloses that the operating device has an automatic return type operating element that is returned to its original position when no external force is applied, that the shift position is switched based on an operating position where the operating element is held for a judgment time or more, and that a judgment time corresponding to this operation is set based on the operating speed of the operating element to an operating position corresponding to a brake position of the power transmission device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-223501 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, when it is desired to cut off the driving force while driving, it is desirable for the power transmission device to be quickly switched to the neutral position. In this case, it is conceivable to apply the technology described in Patent Document 1 to setting the determination time for operation to the neutral operation position that selects the neutral position. However, the operation speed of the operator to the neutral operation position does not necessarily reflect the situation in which it is desired to cut off the driving force while driving. Therefore, there is a possibility that the operation to the neutral operation position while driving will result in switching to the neutral position more than necessary.

[0005] The present invention has been made against the background of the above circumstances, and its object is to provide a vehicle control device that can improve the performance of preventing erroneous switching to the neutral position while driving and the switching response performance. [Means for solving the problem]

[0006] The gist of a first invention is a control device for a vehicle including: (a) a power source, a power transmission device that transmits power from the power source to drive wheels, and an operating device that is operated by a driver to an operating position corresponding to a shift position of the power transmission device, wherein the power transmission device has its shift position switched by electrical control based on the operating position, the shift positions including a neutral position in which power transmission in the power transmission device is cut off, and the operating positions including a neutral operating position for selecting the neutral position; (b) a shift control unit that changes an N position switching time from when the neutral operating position is operated to the neutral operating position until the neutral position is switched to based on a vehicle state; and (c) the shift control unit shortens the N position switching time when the driving force at the drive wheels is high compared to when the driving force is low. Effect of the Invention

[0007] According to the first aspect of the present invention, the N position switching time from when the drive wheel is operated to the neutral operation position until the wheel is switched to the neutral position is shorter when the drive force at the drive wheels is high than when the drive force at the drive wheels is low. As a result, when the drive force at the drive wheels is relatively high, the wheel is switched to the neutral position in a relatively short time after the wheel is operated to the neutral operation position, since it is possible that the drive force needs to be cut. On the other hand, when the drive force at the drive wheels is relatively low, the wheel is switched to the neutral position in a relatively long time after the wheel is operated to the neutral operation position, since it is highly likely that the drive force does not need to be cut. This makes it possible to improve the performance of preventing erroneous switching to the neutral position and the response performance of the switch while driving. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and a control system for various controls in the vehicle. [Diagram 2] 11 is a table illustrating an example of an N range switching time. [Diagram 3] 4 is a flowchart illustrating a main part of the control operation of the electronic control device, and is a flowchart illustrating the control operation for improving the performance of preventing erroneous switching to N range while driving and the switching response performance. [Figure 4] 2 is a diagram illustrating a shift operation device different from the shift operation device in FIG. 1. [Diagram 5] FIG. 4 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 3 is executed in the second embodiment. [Figure 6] 4 is a flowchart illustrating a main part of the control operation of the electronic control device, and is a flowchart illustrating the control operation for suppressing shock when switching to N range according to the generation state of regenerative torque. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] In an embodiment of the present invention, the power source is, for example, an engine that generates power by burning fuel. The vehicle may also be equipped with an electric motor or the like as the power source in addition to or instead of the engine.

[0010] The power transmission device includes, for example, an automatic transmission, such as a known planetary gear type automatic transmission, a known belt type continuously variable transmission, a known synchronous mesh type parallel two-shaft automatic transmission, a known DCT (Dual Clutch Transmission), or a known electric continuously variable transmission.

[0011] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. EXAMPLES

[0012] Fig. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied. Fig. 1 is also a diagram illustrating main parts of control functions and a control system for various controls in the vehicle 10. In Fig. 1, the vehicle 10 is equipped with a power source 12, drive wheels 14, and a power transmission device 16 that transmits power from the power source 12 to the drive wheels 14.

[0013] The power source 12 has a power source control device 30 provided in the vehicle 10, which is controlled by an electronic control device 70 described below, so that the power source torque Tps of the power source 12 is controlled.

[0014] The power transmission device 16 includes an automatic transmission 18, a propeller shaft 22 connected to an output shaft 20 of the automatic transmission 18, a differential gear 24 connected to the propeller shaft 22, a drive shaft 26 connected to the differential gear 24, etc. In the power transmission device 16, the power output from the power source 12 is transmitted to the automatic transmission 18 connected to the power source 12, and then transmitted from the automatic transmission 18 to the drive wheels 14 via the propeller shaft 22, the differential gear 24, the drive shaft 26, etc.

[0015] The automatic transmission 18 performs gear shifting according to the accelerator opening θacc, vehicle speed V, etc. by operating a hydraulic actuator in the automatic transmission 18 with hydraulic pressure output from a hydraulic control circuit 40 provided in the vehicle 10. The hydraulic control circuit 40 adjusts the hydraulic pressure output to the automatic transmission 18 by being controlled by an electronic control device 70 described later.

[0016] The vehicle 10 further includes a shift operation device 50, a switching device 60, etc. In the vehicle 10, the shift range RNGsh of the automatic transmission 18 is switched using a shift-by-wire (SBW) system. The shift range RNGsh is synonymous with the shift position. In other words, the range in the shift range is synonymous with the position (= location).

[0017] The shift operation device 50 is an operation device for manually selecting a plurality of types of shift ranges RNGsh in the automatic transmission 18, that is, an operation device that is manually operated to accept a request to switch the shift range RNGsh of the automatic transmission 18. The shift operation device 50 is operated by the driver to an operation position (=operation position) POSop corresponding to the shift range RNGsh of the automatic transmission 18. The operation position POSop includes, for example, P, R, N, D, B operation positions, etc. The shift range RNGsh of the automatic transmission 18 is synonymous with the shift range of the power transmission device 16. The automatic transmission 18, i.e., the power transmission device 16, switches the shift range RNGsh by electrical control based on the operation position POSop.

[0018] The P operation position is a parking operation position for selecting a parking range (=P range) of the automatic transmission 18. The P range of the automatic transmission 18 is a shift range RNGsh in which the automatic transmission 18, i.e., the power transmission device 16, is in a neutral state, and the rotation of the output shaft 20, which is a rotating member that rotates together with the drive wheels 14, is mechanically prevented. The neutral state of the automatic transmission 18 is a state in which the power transmission in the automatic transmission 18, i.e., the power transmission device 16, is cut off, that is, a state in which the automatic transmission 18 is unable to 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 so as not to rotate, and is a parking lock (=P lock) state of the automatic transmission 18. The output shaft 20 is mechanically fixed so as not to rotate by the switching device 60.

[0019] The R operation position is a reverse drive operation position that selects the reverse drive range (=R range) of the automatic transmission 18. The R range of the automatic transmission 18 is a shift range RNGsh that enables the vehicle 10 to drive in reverse. The N operation position is a neutral operation position that selects the neutral range (=N range) of the automatic transmission 18. The N range of the automatic transmission 18 is a shift range RNGsh in which the automatic transmission 18 is in a neutral state. The D operation position is a forward drive operation position that selects the forward drive range (=D range) of the automatic transmission 18. The D range of the automatic transmission 18 is a shift range RNGsh that enables the vehicle 10 to drive in forward. The B operation position is a deceleration forward drive operation position that selects the brake range (=B range) of the automatic transmission 18. The B range of the automatic transmission 18 is a shift range RNGsh that slows down the rotation of the drive wheels 14 by making the power source brake effect larger than that of the D range during forward drive. The power source brake is, for example, an engine brake when the power source 12 includes an engine, and is a regenerative brake when the power source 12 includes an electric motor.

[0020] The R, N, D, and B ranges of the automatic transmission 18 are all shift ranges RNGsh in which rotation of the output shaft 20 is permitted, and are non-parking ranges (=non-P ranges) of the automatic transmission 18. The R, N, D, and B operating positions are all non-parking operating positions (=non-P operating positions) that select the non-P ranges of the automatic transmission 18. The state in which rotation of the output shaft 20 is permitted is a state in which the mechanical fixation of the output shaft 20 is released, that is, a state in which the P lock state of the automatic transmission 18 is released, and a non-parking lock (=non-P lock) state of the automatic transmission 18.

[0021] The shift operation device 50 has an operator that is selectively operated by the driver to a plurality of operating positions POSop corresponding to the plurality of shift ranges RNGsh of the automatic transmission 18. The operator is, for example, a shift lever 52 and a P switch 54. The P switch 54 is an operator provided separately from the shift lever 52. The operating position POSop of the shift lever 52 is a lever position (=lever position) Plev, and the operating position POSop of the P switch 54 is a P switch-on position (=P switch-on position) Ppon. Both the shift lever 52 and the P switch 54 are automatic return type, i.e. momentary type operators that are returned to their original positions when no external force is applied. In this embodiment, this original position is referred to as a home position (=home position). The shift operation device 50 includes, as the operating positions POSop, a home position to which the operator is returned when not operated by the driver. The shift operation device 50 has, as the operating positions POSop, a plurality of types of absolute positions to which the operator is operated relative to the home position. The various types of absolute positions include P, R, N, D, B operating positions, and the like.

[0022] The shift lever 52 is selectively operated by the driver to a lever position Plev corresponding to a desired shift range RNGsh in order to set the shift range RNGsh of the automatic transmission 18 to a desired shift range RNGsh among a plurality of non-P ranges. The P switch 54 is operated by the driver to set the shift range RNGsh of the automatic transmission 18 to the P range.

[0023] The lever position Plev of the shift lever 52 is, for example, an R operation position, an N operation position, a D operation position, an H operation position, and a B operation position (see R, N, D, H, and B in FIG. 1). The H operation position is the home position of the shift lever 52.

[0024] 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 an electronic control device 70 described later. The electronic control device 70 determines the lever position Plev based on the lever position signal Splev. This detects operation to the R, N, D, or B operating position. The operation to the R, N, D, or B operating position is a shift operation for switching the shift range RNGsh of the automatic transmission 18 to any one of the R, N, D, or B ranges, that is, a shift operation for switching to a non-P range, and is also referred to as a shift lever operation.

[0025] The P switch 54 is, for example, a momentary push button switch, and is pushed by the driver to a P switch on position Ppon as a P operation position. The position of the P switch 54 when it is not pushed is the home position of the P switch 54. The P switch 54 is a sensor that outputs a P switch signal Sppon corresponding to the P switch on position Ppon to the electronic control device 70 described later every time the P switch 54 is pushed to the P switch on position Ppon. The electronic control device 70 determines the P switch on position Ppon based on the P switch signal Sppon. In this way, operation to the P switch on position Ppon is detected. The operation to the P switch on position Ppon is a shift operation for switching the shift range RNGsh of the automatic transmission 18 to the P range, and is also referred to as a P switch operation.

[0026] The lever position signal Splev and the P switch signal Sppon are position signals Sposop corresponding to the operation position POSop. The P switch 54 and the lever position sensor 56 are an operation position sensor 58 that outputs a position signal Sposop. The shift lever operation and the P switch operation by the driver are shift operations in the shift operation device 50 for switching the shift range of the automatic transmission 18.

[0027] The switching device 60 includes an electric actuator 61, an encoder 62, a parking lock mechanism 64, etc. The parking lock mechanism 64 includes a parking lock gear 66, a parking lock pole 67, a cam 68, a parking rod 69, etc. The switching device 60 is a P lock device that switches between a P lock state and a non-P lock state by operating the electric actuator 61 based on a P switching control command signal Splock from an electronic control device 70, which will be described later. The switching device 60 switches the shift range RNGsh of the automatic transmission 18 between a P range and a non-P range.

[0028] The vehicle 10 further includes an electronic control device 70 as a controller including a control device for the vehicle 10. The electronic control device 70 includes, for example, a so-called microcomputer equipped with a CPU, RAM, ROM, an input / output interface, etc. The CPU executes various controls of the vehicle 10 by performing signal processing according to a program previously stored in the ROM while utilizing the temporary storage function of the RAM.

[0029] The electronic control device 70 is supplied with various signals (e.g., P switch signal Sppon, lever position signal Splev, pulse signal Senc for acquiring an encoder count, power source rotation speed Nps, output shaft rotation speed No corresponding to vehicle speed V, accelerator opening θacc which is an accelerator operation amount indicating the magnitude of the driver's acceleration operation, brake-on signal Bon, etc.) based on detection values ​​by various sensors (e.g., P switch 54, lever position sensor 56, encoder 62, power source rotation speed sensor 80, output rotation speed sensor 82, accelerator opening sensor 84, brake switch 86, etc.) provided in the vehicle 10. The electronic control device 70 outputs various command signals (e.g., power source control command signal Sps, transmission control command signal Sat, P switching control command signal Splock, etc.) to each device (e.g., power source control device 30, hydraulic control circuit 40, switching device 60, etc.) provided in the vehicle 10.

[0030] The electronic control unit 70 includes a driving control unit 72 and a shift control unit 74 to realize various controls in the vehicle 10. The driving control unit 72 has a function as a power source control unit and a function as a transmission control unit.

[0031] The cruise control unit 72 calculates the drive demand amount of the vehicle 10 by the driver, for example, by applying the accelerator opening θacc and the vehicle speed V to a drive demand amount map determined in advance. The drive demand amount is, for example, a required drive torque Trdem at the drive wheels 14. The cruise control unit 72 outputs a power source control command signal Sps to the power source control device 30 to control the power source 12 so as to obtain a power source torque Tps that realizes the required drive torque Trdem, taking into account the gear ratio of the automatic transmission 18 and the like. In other words, the required drive torque Trdem [Nm] is the required drive power Prdem [W] at the vehicle speed V at that time. The drive demand amount can also be the required drive force Frdem [N] at the drive wheels 14 or the like. The cruise control unit 72 outputs a transmission control command signal Sat to the hydraulic control circuit 40 to execute the shift control of the automatic transmission 18 as necessary, for example.

[0032] The shift control unit 74 switches the shift range RNGsh of the automatic transmission 18 based on the operating position POSop of the shift operation device 50. For example, the shift control unit 74 determines a shift operation by the driver at the shift operation device 50 based on the position signal Sposop, and sets a requested range according to the operating position POSop. The shift control unit 74 switches the automatic transmission 18 to the shift range RNGsh corresponding to the requested range.

[0033] When setting the required range according to the operation position POSop, the shift control unit 74 judges whether the same position signal Sposop has been output continuously for the shift operation judgment time TMshf or more. When the shift control unit 74 judges that the same position signal Sposop has been output continuously for the shift operation judgment time TMshf or more, it judges that the operation position POSop is the operation position POSop corresponding to the same position signal Sposop. In other words, the shift control unit 74 judges the shift operation by the driver in the shift operation device 50. Then, the shift control unit 74 sets the required range according to the operation position POSop, and sets the shift range RNGsh of the automatic transmission 18 to the shift range RNGsh corresponding to the operation position POSop judged based on the position signal Sposop. The shift operation judgment time TMshf is, for example, a threshold value for judging that the shift operation has been performed by the driver, and is a predetermined threshold value for judging that the operation has been performed reliably to the same operation position POSop by the driver's intention. The shift operation judgment time TMshf is set to a different value according to the vehicle state for each operation position POSop, for example.

[0034] When the shift control unit 74 determines that a shift operation has occurred, it immediately sets the requested range and outputs a shift range command signal Srngsh to the driving control unit 72. When the driving control unit 72 receives the shift range command signal Srngsh, it immediately switches the automatic transmission 18 to the shift range RNGsh corresponding to the shift range command signal Srngsh. The time from when the shift operation is started to when the shift range command signal Srngsh is output is the range switching time TMswr from when the operation position POSop is operated to when the operation position POSop is switched to the shift range RNGsh corresponding to that operation position. The range switching time TMswr corresponds to the shift operation determination time TMshf.

[0035] FIG. 2 is a chart for explaining an example of the N range switching time TMswrn from when the N operating position is operated to when the range is switched to the N range, out of the range switching time TMswr. In FIG. 2, the N operation determination time TMshfn is the shift operation determination time TMshf used to determine whether or not the N operating position has been operated based on whether or not a time has passed since the N operating position was operated and continuously held. When a shift operation to the N operating position is determined, the range is immediately switched to the N range. Therefore, the N range switching time TMswrn corresponds to the N operation determination time TMshfn.

[0036] The N operation determination time TMshfn is set to a default value when the vehicle is stopped. When the vehicle is stopped, the urgency of switching to N range is low, so priority is given to improving the performance of preventing erroneous switching to N range due to erroneous operation to the N operating position. Therefore, the default value when the vehicle is stopped is set to a predetermined long value, i.e., a predetermined long time TML, which is a long time that is determined in advance to prevent erroneous switching to N range.

[0037] On the other hand, in the traveling state, it is considered that the improvement of the N range switching response performance is prioritized in consideration of the fact that there may be a situation in which it is desired to cut off the driving force Fr. Therefore, in the traveling state, it is considered that the N operation determination time TMshfn is set to a predetermined short value, i.e., a predetermined short time TMS, which is shorter than the default value in the stopped state and is a time determined in advance for quickly switching to the N range. However, even in the traveling state, in cases such as when the accelerator is off, it is difficult to be in a situation in which it is desired to quickly cut off (=cut off) the driving force Fr. Therefore, if the N operation determination time TMshfn in the traveling state is uniformly set to the predetermined short time TMS, there is a risk that the range will be switched to the N range more than necessary due to an erroneous operation to the N operation position while traveling. Therefore, the shift control unit 74 shortens the N operation determination time TMshfn, i.e., the N range switching time TMswrn, when the driving force Fr at the driving wheels 14 is high, compared to when it is low. The shift control unit 74 calculates the driving force Fr using at least one of the vehicle speed V and the accelerator opening θacc. The driving force Fr is high when, for example, the driving force Fr exceeds a predetermined driving force Frf. The driving force Fr exceeds the predetermined driving force Frf when, for example, the vehicle speed V exceeds a predetermined vehicle speed Vf and the accelerator opening θacc exceeds a predetermined accelerator opening θaccf. The predetermined vehicle speed Vf, the predetermined driving force Frf, and the predetermined accelerator opening θaccf are each a predetermined threshold value for determining, for example, that there is a possibility that the driving force Fr needs to be cut off quickly. Referring to FIG. 2, the N operation determination time TMshfn in the traveling state is set to a predetermined short time TMS when the accelerator is on, and is set to a predetermined long time TML when the accelerator is off. The accelerator on is when, for example, the accelerator opening θacc exceeds a predetermined accelerator opening θaccf. The accelerator off is when, for example, the accelerator opening θacc is equal to or smaller than the predetermined accelerator opening θaccf.

[0038] In this manner, the shift control unit 74 changes the N operation determination time TMshfn, that is, the N range switching time TMswrn, based on the vehicle state.

[0039] FIG. 3 is a flowchart illustrating the main control operations of the electronic control unit 70, which are for improving the performance in preventing erroneous switching to N range while driving and the switching response performance, and which is executed, for example, repeatedly.

[0040] In FIG. 3, each step of the flow chart corresponds to a function of the shift control unit 74. First, in step (hereinafter, step is omitted) S10, it is determined whether or not the operating position POSop of the shift operating device 50, for example, the lever position Plev of the shift lever 52, has changed to the N operating position. If the determination in S10 is negative, this routine is terminated. If the determination in S10 is positive, it is determined in S20 whether or not the vehicle speed V exceeds a predetermined vehicle speed Vf. If the determination in S20 is positive, it is determined in S30 whether or not the accelerator opening θacc exceeds a predetermined accelerator opening θaccf. If the determination in S30 is positive, the N range switching time TMswrn is set to a predetermined short time TMS in S40. If the determination in S20 is negative, or if the determination in S30 is negative, the N range switching time TMswrn is set to a predetermined long time TML in S50. Note that, if the vehicle is stopped, the N range switching time TMswrn is set to a default value.

[0041] As described above, according to this embodiment, when the driving force Fr is high, the N range switching time TMswrn is made shorter than when the driving force Fr is low. As a result, when the driving force Fr is relatively high, the range is switched to N in a relatively short time after the N operation position is operated, since it is possible that the driving force Fr is desired to be cut. On the other hand, when the driving force Fr is relatively low, the range is switched to N in a relatively long time after the N operation position is operated, since it is highly likely that the driving force Fr is not desired to be cut. Therefore, it is possible to improve the performance of preventing erroneous switching to N range while driving and the switching response performance.

[0042] Furthermore, according to this embodiment, the driving force Fr is calculated using at least one of the vehicle speed V and the accelerator pedal position θacc. This makes it possible to determine whether the driving force Fr is high or low using at least one of the vehicle speed V and the accelerator pedal position θacc.

[0043] According to this embodiment, when the driving force Fr is high, this includes at least one of the following cases: when the vehicle speed V exceeds a predetermined vehicle speed Vf, and when the accelerator opening θacc exceeds a predetermined accelerator opening θaccf. As a result, when the vehicle speed V is relatively high, or when the accelerator opening θacc is relatively large, the range is switched to the N range in a relatively short time after the shift lever is operated to the N operating position.

[0044] Also, according to this embodiment, the shift operation device 50 has, as the operation position POSop, a plurality of types of absolute positions where the operator is operated relative to the home position. Also, the N range switching time TMswrn corresponds to the N operation determination time TMshfn. Also, when the driving force Fr is high, the N operation determination time TMshfn is made shorter than when it is low. As a result, when the driving force Fr is relatively high, the shift can be appropriately switched to the N range in a relatively short time after the shift is operated to the N operating position. On the other hand, when the driving force Fr is relatively low, the shift can be appropriately switched to the N range in a relatively long time after the shift is operated to the N operating position.

[0045] Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are given the same reference numerals and the description thereof will be omitted. EXAMPLES

[0046] FIG. 4 is a diagram for explaining a shift operation device 100 different from the shift operation device 50 in the first embodiment described above. In this embodiment, the shift operation device 100 is used instead of the shift operation device 50 as an operation device operated by the driver to an operation position POSop corresponding to the shift range RNGsh of the automatic transmission 18. As shown in FIG. 4(a), the shift operation device 100 has a straight lever 102 that is selectively operated by the driver to a plurality of operation positions POSop corresponding to the plurality of shift ranges RNGsh. The straight lever 102 is an automatic return type operator that returns to its original position when no external force is applied, and is provided in place of the shift lever 52 in the first embodiment described above. This original position is a home position (see "Home" in the figure). The shift operation device 50 has a plurality of relative positions to which the straight lever 102 is operated with respect to the home position as operation positions POSop that are predetermined for each shift range RNGsh. The plurality of relative positions include, for example, a, b, c, d operation positions, etc. The a and c operating positions each have a degree of detour. As illustrated in (b) of Fig. 4, for example, when the shift range RNGsh is the N range, the a and b operating positions are set to the R operating positions, and the c and d operating positions are set to the D operating positions. Also, when the shift range RNGsh is the D range, the a operating position is set to the N operating position, the b operating position is set to the R operating position, and the c and d operating positions are set to the B operating position. The a, b, c, and d operating positions are associated with any of the R, N, D, and B operating positions depending on the shift range RNGsh.

[0047] When the shift control unit 74 determines that a shift operation has been performed, after the range switching delay time TMswd has elapsed, the shift control unit 74 sets the requested range and outputs a shift range command signal Srngsh to the driving control unit 72. The range switching delay time TMswd is a predetermined time from when it is determined that the operation position POSop has been operated to when the operation position POSop is switched to the shift range RNGsh corresponding to that operation position POSop. The range switching time TMswr corresponds to the total time of the shift operation determination time TMshf and the range switching delay time TMswd.

[0048] As shown in FIG. 4(c), the N range switching time TMswrn corresponds to the sum of the N operation determination time TMshfn and the N range switching delay time TMswdn from when it is determined that the shift is operated to the N operation position until the shift is switched to the N range. The R, N, D, and B operation positions of the shift operation device 100 are set by relative positions with respect to the home position according to the shift range RNGsh, unlike the shift operation device 50. Therefore, the N operation determination time TMshfn is set to a constant predetermined short time TMS regardless of the vehicle state. Also, in the stopped state and the running state with the accelerator on, the N range switching delay time TMswdn is set to zero. Therefore, in the stopped state and the running state with the accelerator on, the N range switching time TMswrn is set to the N operation determination time TMshfn, that is, the predetermined short time TMS. On the other hand, in a traveling state with the accelerator off, a predetermined N range switching delay time TMswdn is set, and the N range switching time TMswrn is set to a predetermined long time TML which is the sum of the N operation determination time TMshfn and the N range switching delay time TMswdn. In this way, when the driving force Fr is high, the shift control unit 74 shortens the N range switching delay time TMswdn compared to when the driving force Fr is low, thereby shortening the N range switching time TMswrn. Note that the predetermined short time TMS and the predetermined long time TML may each be the same value as the value in the first embodiment or may be different values.

[0049] FIG. 5 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 3 is executed in this embodiment equipped with the shift operation device 100. In FIG. 5, time t1 indicates the time when it is determined that the accelerator is on in the embodiment when the accelerator is on, as shown by the dashed line. Time t2 indicates the time when the straight lever 102 changes from the home position to the a operation position, i.e., the N operation position, when the shift range RNGsh is the D range. Time t3 indicates the time when the N operation determination time TMshfn, i.e., the predetermined short time TMS, has elapsed from time t2, and it is determined that the shift operation to the N operation position has been performed. When the accelerator is on, as shown by the dashed line, the N range switching time TMswrn is set to the predetermined short time TMS, so that the range is switched to the N range at time t3. On the other hand, when the accelerator is off, as shown by the solid line, the N range switching time TMswrn is set to the predetermined long time TML, which is the sum of the N operation determination time TMshfn and the N range switching delay time TMswdn, so that the range is switched to the N range at time t4.

[0050] As described above, according to this embodiment, similarly to the above-described first embodiment, it is possible to improve the performance of preventing erroneous switching to the N range while driving and the switching response performance.

[0051] Also, according to this embodiment, the shift operation device 50 has a plurality of relative positions to which the straight lever 102 is operated with respect to the home position as operation positions POSop that are predetermined for each shift range RNGsh. Also, the N range switching time TMswrn is the total time of the N operation determination time TMshfn and the N range switching delay time TMswdn. Also, when the driving force Fr is high, the N range switching delay time TMswdn is made shorter than when it is low. As a result, when the driving force Fr is relatively high, the range is appropriately switched to the N range in a relatively short time after the operation to the N operating position. On the other hand, when the driving force Fr is relatively low, the range is appropriately switched to the N range in a relatively long time after the operation to the N operating position. EXAMPLES

[0052] In this embodiment, the power source 12 includes an electric motor MG (see FIG. 1). For example, when the vehicle 10 is decelerating, the traveling control unit 72 can cause the electric motor MG to generate regenerative torque, that is, regenerative braking.

[0053] However, if the automatic transmission 18 is put into the N range while the drive shaft 26 or the propeller shaft 22 is twisted by the regenerative torque, a shock may occur as the twist is released. If the sudden change in the regenerative torque is small when switching to the N range, the occurrence of the shock can be suppressed. On the other hand, in a driving state with the accelerator off and regenerative torque being generated, the N range switching time TMswrn is set to the predetermined long time TML.

[0054] Therefore, when the operating element is operated to the N operating position when the driving force Fr is low, the driving control unit 72 gradually reduces the regenerative torque toward zero during the transition of the N range switching time TMswrn according to the magnitude of the regenerative torque by the electric motor MG. In other words, the driving control unit 72 gradually reduces the regenerative torque during the transition of the N range switching time TMswrn, and sets the regenerative torque to zero when switching to the N range. When the regenerative torque is small, it is unlikely to lead to a shock, so when the regenerative torque is small enough not to cause a shock, it is not necessary to perform control to gradually reduce the regenerative torque. Therefore, the driving control unit 72 performs control to gradually reduce the regenerative torque according to the magnitude.

[0055] 6 is a flowchart explaining the main part of the control operation of the electronic control unit 70, and is a flowchart explaining the control operation for suppressing shock when switching to N range depending on the generation state of regenerative torque, and is executed repeatedly, for example, when regenerative torque is generated. However, when the regenerative torque is small enough that no shock occurs, it does not have to be executed. In the flowchart of FIG. 6, for example, the shift operation device 50 in the above-mentioned first embodiment or the shift operation device 100 in the above-mentioned second embodiment is used as the operation device that is operated to the operation position POSop corresponding to the shift range RNGsh.

[0056] In FIG. 6, first, in S100 corresponding to the function of the shift control unit 74, it is determined whether the operation position POSop of the shift operation device 50, 100 has changed to the N operation position. If the determination in S100 is positive, in S200 corresponding to the function of the shift control unit 74, it is determined whether there is no accelerator operation, that is, whether the accelerator is off. If the determination in S200 is positive, in S300 corresponding to the function of the shift control unit 74, N operation information that the shift operation has been operated to the N operation position is notified to the driving control unit 72. Next, in S400 corresponding to the function of the driving control unit 72, the regenerative torque is gradually reduced toward zero. Next, in S500 corresponding to the function of the shift control unit 74, it is determined whether a certain time has passed since the notification of the N operation information, that is, whether the N range switching time TMswrn has passed. If the determination in S500 is negative, this S500 is repeatedly executed. If the determination in S500 is positive, in S600, which corresponds to the function of the shift control unit 74, a shift range command signal Srngsh for switching to the N range is output to the driving control unit 72. Next, in S700, which corresponds to the function of the driving control unit 72, the N range is formed.

[0057] As described above, according to this embodiment, when the operating element is operated to the N operating position, the regenerative torque is gradually reduced toward zero during the transition of the N range switching time TMswrn depending on the magnitude of the regenerative torque. This reduces the shock caused by a sudden change in the regenerative torque when switching to the N range.

[0058] Although the embodiment of the present invention has been described in detail above with reference to the drawings, the present invention can be applied to other embodiments.

[0059] For example, in the flowchart of FIG. 3, S40 may be executed when the determination in either S20 or S30 is affirmative.

[0060] Furthermore, in the case where the vehicle 10 described above is equipped with a brake override (BOS), the N operation determination time TMshfn may be set to the same value as when the vehicle is stopped when the brake is on.

[0061] In addition, the above-described shift operation devices 50, 100 may be operation devices other than the momentary type. In short, the present invention can be applied to any vehicle in which the shift range RNGsh can be switched using a shift-by-wire system.

[0062] In addition, the aforementioned shift operation devices 50, 100 may be an operation device that has each operation position POSop corresponding to each shift range RNGsh, and a single operator such as a lever or dial, or an operator consisting of a series of multiple switches, etc., that is operated to each operation position POSop.

[0063] Furthermore, the above-mentioned switching device 60 may be a switching device in which the operating position of the electric actuator 61 is switched to a position corresponding to each shift range RNGsh.

[0064] Furthermore, the power transmission device 16 described above does not need to include the automatic transmission 18. In other words, the vehicle 10 may be a vehicle that does not include the automatic transmission 18, such as an electric vehicle that runs by driving an electric motor with battery power.

[0065] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various modified and improved forms based on the knowledge of those skilled in the art. [Explanation of symbols]

[0066] 10: Vehicle 12: Power source 14: Drive wheels 16: Power transmission device 50: Shift operation device (operation device) 52: Shift lever (operator) 54: P switch (operator) 70: Electronic control device (control device) 72: Travel control unit 74: Shift control unit 100: Shift operation device (operation device) 102: Straight lever (operator) MG: Electric motor (power source)

Claims

1. A control device for a vehicle including a power source, a power transmission device that transmits power from the power source to drive wheels, and an operating device that is operated by a driver to an operating position corresponding to a shift position of the power transmission device, the power transmission device being configured such that the shift position is switched by electrical control based on the operating position, the shift positions including a neutral position in which power transmission in the power transmission device is cut off, and the operating positions including a neutral operating position for selecting the neutral position, a shift control unit that changes an N position switching time from when the neutral operation position is operated to when the neutral position is switched to the neutral position based on a vehicle state, A vehicle control device, characterized in that the shift control unit shortens the N position switching time when the driving force at the drive wheels is high compared to when the driving force is low.

2. The vehicle control device according to claim 1 , wherein the shift control unit calculates the driving force at the driving wheels using at least one of a vehicle speed and an accelerator opening degree.

3. the operating device has an automatic return type operating element that is returned to an original position when no external force is applied thereto, and has, as the operating positions, a plurality of types of absolute positions including the neutral operating position at which the operating element is operated relative to the original position, the N position switching time is an N operation determination time used to determine whether or not the neutral operation position has been operated based on whether or not a time has elapsed during which the neutral operation position has been continuously held since the neutral operation position was operated, The vehicle control device according to claim 1 , wherein the shift control unit shortens the N operation determination time when the driving force at the drive wheels is high, compared to when the driving force is low.

4. the operating device has an automatic return type operating element that is returned to an original position when no external force is applied thereto, and has a plurality of relative positions at which the operating element is operated with respect to the original position as the operating positions that are predetermined for each of the shift positions, The N position switching time is a total time of an N operation determination time used to determine whether or not the neutral operation position has been operated based on whether or not a time has elapsed during which the neutral operation position has been continuously held since the neutral operation position was operated, and an N position switching delay time from when it is determined that the neutral operation position has been operated to when the neutral operation position is switched to the neutral position, 2. The vehicle control device according to claim 1, wherein the shift control unit shortens the N position switching delay time when the driving force at the drive wheels is high, compared to when the driving force is low.

5. The power source includes an electric motor, Further comprising a travel control unit that generates a regenerative torque by the electric motor, A vehicle control device as described in any one of claims 1 to 4, characterized in that when the driving force at the drive wheels is low and the driving control unit is operated to the neutral operating position, the driving control unit gradually reduces the regenerative torque toward zero during the N position switching time transition depending on the magnitude of the regenerative torque.

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