Vehicle control device

Abstract

To provide a vehicle control device capable of placing a vehicle in a ready-on state even if a failure occurs in an information communication path between ECUs.SOLUTION: Control range information Psh and P-range information Plk are transmitted via a main transmission path where a shift setting ECU 92 transmits information to a travel control ECU 96 through a shift switching ECU 94, and a sub transmission path where the shift setting ECU 92, the shift switching ECU 94, and the travel control ECU 96 are each connected for mutual communication. When a vehicle 10 is started, if either the control range information Psh or the P-range information Plk is not transmitted through the main transmission path, the travel control ECU 96 determines whether or not the vehicle is in a parking state based on the control range information Psh or the P-range information Plk transmitted through the sub transmission path. If a determination is affirmative, the vehicle 10 is placed in a ready-on state.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device that puts a vehicle into a driving state after it is confirmed that the vehicle is in a parking state. [Background technology]

[0002] There are known vehicles that, when the vehicle is started, confirm that the vehicle is in a parking state before putting the vehicle into a state where it can be driven (hereinafter referred to as ReadyON). For example, the vehicle described in Patent Document 1 is such a vehicle. In the vehicle described in Patent Document 1, when the system is stopped immediately before starting the vehicle control system, it is confirmed in advance whether the vehicle is in a parking state, and if the result of the confirmation is that the vehicle is in a parking state when the system is started, the confirmation of the parking state at the time of system start-up is skipped, thereby speeding up system startup. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-55948 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle in which the shift range of the vehicle is changed using a so-called shift-by-wire system, the change of the shift range is performed through cooperative control between ECUs, such as a shift setting ECU that detects an operation on a shift operating device and transmits the selected shift range as control range information and P range information indicating whether the vehicle is in parking mode, a shift switching ECU that switches the shift range based on the control range information and the vehicle's driving state, and a driving control ECU that controls the driving of the vehicle. In such a vehicle, if a failure occurs in the information transmission path between ECUs and the transmission of information such as the control range information and the P range information between ECUs becomes impossible, the vehicle cannot be confirmed to be in parking mode, and the vehicle cannot be set to ReadyON mode.

[0005] The present invention has been made in light of the above circumstances, and aims to provide a vehicle control device that can put the vehicle into a Ready-ON state even if a failure occurs in the information transmission path between ECUs. [Means for solving the problem]

[0006] The gist of a first aspect of the present invention is a control device for a vehicle, including: (a) a shift setting ECU that detects an operation on a shift operating device that selects a shift range of a vehicle, and transmits the selected shift range as control range information and P range information that indicates whether the vehicle is in a parking state; a shift switching ECU that switches the shift range based on the control range information and a driving state of the vehicle; and a driving control ECU that controls driving of the vehicle; (b) the control range information and the P range information are transmitted from the shift setting ECU to the shift switching ECU. and a sub-transmission path through which the shift setting ECU, the shift switching ECU, and the driving control ECU are connected so that they can communicate with each other. (c) When the vehicle is started, if the control range information and the P range information are not transmitted by the main transmission path, the driving control ECU determines whether or not the vehicle is in the parking state from the control range information and the P range information transmitted by the sub-transmission path, and if the determination is affirmative, puts the vehicle into a driving state. [Effects of the Invention]

[0007] According to the first aspect of the present invention, the control range information and the P range information are transmitted via a main transmission path that transmits the control range information from the shift setting ECU to the cruise control ECU via the shift switching ECU, and a sub-transmission path that connects the shift setting ECU, the shift switching ECU, and the cruise control ECU so that they can communicate with each other. When the control range information and the P range information are not transmitted via the main transmission path at the time of starting the vehicle, a determination is made as to whether the vehicle is in the parking lock state from the control range information and the P range information transmitted via the sub-transmission path. If the determination is affirmative, the vehicle is brought into a ready-to-drive state (Ready-ON). Thus, even if a failure occurs in the main transmission path, the control range information and the P range information are transmitted via the sub-transmission path, so that the parking state is confirmed and the vehicle is brought into a ready-to-drive state (Ready-ON). [Brief explanation 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 control systems for various controls in the vehicle. [Figure 2] 10 is an example of a flowchart illustrating the control operation of the control device, and is a flowchart illustrating the control operation of determining whether or not the cruise control ECU can be switched to the Ready-ON state. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. [Example]

[0010] FIG. 1 is a diagram illustrating the general configuration of a vehicle 10 to which the present invention is applied, and also illustrates the control functions and main parts of a control system for various controls in the vehicle 10.

[0011] The vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG as power sources for traveling, and a power transmission device 16 provided in a power transmission path between the power sources and drive wheels 14. The engine 12 is a known internal combustion engine. The electric motor MG has at least an electric motor function, either an electric motor function or a generator function. The electric motor MG is configured, for example, as a motor-generator, and is a three-phase synchronous motor. The power transmission device 16 is housed in a case 18, which is a non-rotating member, and includes, in order from the engine 12 side, an engine connecting shaft 20, a clutch K0, a rotor shaft 22 non-rotatably connected to the rotor of the electric motor MG, a torque converter 24, an input shaft 26, an automatic transmission 28, and the like, all of which are known components. The power transmission device 16 includes, in order from the automatic transmission 28 side, an output shaft 30, a differential 32, a pair of axles 34, and the like, all of which are known components. In this manner, the electric motor MG is connected to the power transmission path between the engine 12 and drive wheels 14 so as to be capable of transmitting power. The clutch K0 is a clutch that connects and disconnects the power transmission between the engine 12 and the electric motor MG, and corresponds to the "clutch" of the present invention. The torque converter 24 and the automatic transmission 28 (including the input shaft 26) correspond to the "automatic transmission" of the present invention.

[0012] The vehicle 10 includes an inverter 52, a hydraulic control circuit 54, an EOP 56 which is an electric oil pump, a main battery 60, a system main relay (hereinafter referred to as a relay) 62, an auxiliary battery 66, and a DC / DC converter 68, which are all well-known configurations and are configured as shown in FIG. 1.

[0013] The vehicle 10 is a hybrid vehicle capable of electric motor driving using a single electric motor MG, and the engine 12 is started by the electric motor MG and is equipped with a starter motor 70 for starting the engine 12 when the electric motor MG is not functioning.

[0014] The inverter 52 converts the direct current supplied from the main battery 60 into alternating current and outputs it to the electric motor MG, and also converts the alternating current generated by the electric motor MG into direct current and outputs it to the main battery 60. In this way, the main battery 60 can exchange electric power with the electric motor MG.

[0015] The main battery 60 is a high-voltage battery used primarily to supply power to drive the electric motor MG and to charge the electric power generated by the electric motor MG through regeneration. The auxiliary battery 66 is a battery used primarily to supply power to the auxiliary devices 72. The auxiliary devices 72 include accessories such as headlamps, power window drive motors, a navigation system, an audio system, and an ETC (electronic toll collection system), all of which are not shown, as well as a control device 90. Due to differences in their uses, the main battery 60 has a higher battery voltage than the auxiliary battery 66. For example, the battery voltage Vbat [V] of the auxiliary battery 66 is 12 [V] when fully charged, whereas the battery voltage of the main battery 60 is higher when fully charged. Thus, the auxiliary battery 66 is a known battery that supplies power to the auxiliary devices 72 at a lower voltage than the main battery 60.

[0016] A power line 64 and a relay 62 are provided between the inverter 52 and the main battery 60. A DC / DC converter 68 is provided between the power line 64 and the auxiliary battery 66. The DC / DC converter 68 is a power supply circuit that steps up and down a direct current. For example, the DC / DC converter 68 steps down the voltage supplied from the main battery 60 to the power line 64 to charge the auxiliary battery 66, or steps up the direct current supplied from the auxiliary battery 66 to output it to the power line 64. In this way, the DC / DC converter 68 is provided between the main battery 60 and the auxiliary battery 66.

[0017] The MOP 50 is a known mechanical oil pump that is connected to, for example, a pump impeller of the torque converter 24 and driven by at least one of the engine 12 and the electric motor MG. The EOP 56 is a known oil pump that can be driven by the rotation of an EOP drive motor 58, independently of the rotation of the engine 12 and the electric motor MG.

[0018] The hydraulic control circuit 54 uses the hydraulic pressure of the hydraulic oil discharged from the MOP 50 and the EOP 56 as the source pressure and supplies the necessary hydraulic oil to each part in the case 18 .

[0019] The vehicle 10 can select one of three driving modes: a BEV driving mode, an engine driving mode, and an HEV driving mode. The BEV driving mode is a driving mode in which the engine 12 is stopped and the electric motor MG is powered, thereby performing BEV (Battery Electric Vehicle) driving using only the electric motor MG as a power source. The engine driving mode is a driving mode in which the clutch K0 is engaged and the engine 12 is used as a power source. In the engine driving mode, the electric motor MG is in a non-driven state, and the rotor shaft 22 of the electric motor MG is rotated by the engine 12. The HEV driving mode is a driving mode in which the clutch K0 is engaged and the HEV (Hybrid Electric Vehicle) driving is performed using both the engine 12 and the electric motor MG as power sources.

[0020] In the vehicle 10, the shift range POSsh of the automatic transmission 28 is switched using a shift-by-wire system. The shift range POSsh is, for example, P, R, N, or D range. The P range indicates a parking range in which the vehicle 10 is parked, the R range indicates a reverse driving range of the vehicle 10, the N range indicates a neutral range of the vehicle 10, and the D range indicates a forward driving range of the vehicle 10. The shift range POSsh of the automatic transmission 28 is synonymous with the shift range of the vehicle 10.

[0021] The vehicle 10 further includes a shift operation device 80, a parking switching device 40, and the like.

[0022] The shift operation device 80 is an operating device for selecting the shift range POSsh of the automatic transmission 28, and outputs an operating position signal POSop indicating the operating position for selecting the shift range POSsh to a shift setting ECU 92, which will be described later. The operating position signal POSop indicates the operating position selected by operating a shift lever 82 and a P switch 84, which are operators of the shift operation device 80. Both the shift lever 82 and the P switch 84 are momentary type operators that return the operators to a predetermined home position after operation. The shift operation is a P, R, N, or D operation that corresponds one-to-one to the P, R, N, or D range of the shift range POSsh.

[0023] The parking switch device 40 is a device that switches the shift range POSsh to the P range. In the P range, the power transmission of the automatic transmission 28 is interrupted, and the output shaft 30, the differential 32, the axles 34, and the drive wheels 14 connected to the output shaft 30 are fixed by the parking lock mechanism 42 so that they cannot rotate.

[0024] The vehicle 10 is equipped with a control device 90 that executes various controls of the vehicle 10. The control device 90 is equipped with a shift setting ECU 92, a shift switching ECU 94, a driving control ECU 96, etc., each of which is configured to include, for example, a so-called microcomputer.

[0025] As shown in FIG. 1, communication paths for transmitting information are provided between the shift setting ECU 92, the shift switching ECU 94, and the cruise control ECU 96. In FIG. 1, solid arrows connecting the ECUs indicate the communication paths, and dashed arrows indicate the flow of transmitted and received information. An SBWL-Bus (communication bus) is provided between the shift setting ECU 92 and the shift switching ECU 94, and a CAN2-Bus (communication bus) is provided between the shift switching ECU 94 and the cruise control ECU 96, allowing direct communication of information between the ECUs. The SBWL-Bus and CAN2-Bus are used as main transmission paths for information transmission. In addition, a P-Bus (communication bus) is provided as a sub-transmission path, connecting the shift setting ECU 92, the shift switching ECU 94, and the cruise control ECU 96 so that they can communicate with each other. Even if the main transmission path becomes incommunicable due to a malfunction or other reason, information can still be transmitted via the sub-transmission path P-Bus.

[0026] The shift setting ECU 92 transmits control range information Psh and P range information Plk to the shift switching ECU 94 via the SBWL-Bus and to the shift switching ECU 94 and cruise control ECU 96 via the P-Bus so as to switch the shift range POSsh based on the operation position signal POSop from the shift operating device 80. The control range information Psh indicates the range selected from P, R, N, and D ranges, and the P range information Plk indicates either P, which indicates the P range state, or NotP, which does not indicate the P range state. Furthermore, the shift setting ECU 92 outputs a P range switching control command signal Splock to the parking switching device 40 when switching to P range.

[0027] The shift switching ECU 94 outputs various command signals (e.g., a shift control signal Sat for controlling shifting of the automatic transmission 28, a K0 control signal Sk0 for controlling engagement and disengagement of the clutch K0, an LU control signal Slu for controlling engagement and disengagement of the lock-up clutch LU of the torque converter 24, an EOP control signal Seop for controlling the operation of the EOP drive motor 58, etc.) to, for example, the hydraulic control circuit 54, the EOP drive motor 58, etc.

[0028] The shift switching ECU 94 controls the shifting of the automatic transmission 28 based on the control range information Psh and P range information Plk transmitted from the shift setting ECU 92 and received via the SBWL-Bus. If the control range information Psh and P range information Plk are not received via the SBWL-Bus, the control range information Psh and P range information Plk received via the P-Bus are used. The shift switching ECU 94 also transmits the received control range information Psh and P range information Plk to the cruise control ECU 96 via the CAN2-Bus.

[0029] The shift-changing ECU 94 uses, for example, a shift map to determine whether to shift the automatic transmission 28 and executes shift control as necessary. The shift-changing map is a predetermined relationship having shift lines on a two-dimensional coordinate system using, for example, vehicle speed V and required drive torque Trdem as variables, for determining whether to shift the automatic transmission 28. The shift-changing ECU 94 also controls the engagement and disengagement of the clutch K0 and the engagement and disengagement of the lock-up clutch LU of the torque converter 24 according to the driving conditions.

[0030] The cruise control ECU 96 receives various signals (e.g., accelerator opening θacc [%], which is the driver's accelerator operation amount indicating the magnitude of the driver's acceleration operation, vehicle speed V [km / h], power switch signal Pon, etc.) based on detection values ​​from various sensors provided in the vehicle 10 (e.g., accelerator opening sensor 74, vehicle speed sensor 76, power switch 78, etc.). The power switch 78 is, for example, a momentary push button switch disposed near the driver's seat. The power switch 78 is operated to start and stop the vehicle 10, i.e., to switch the power supply state of the vehicle 10. The power switch 78 is turned ON only while the switch is pressed, and the power switch signal Pon is input to the cruise control ECU 96.

[0031] The driving control ECU 96 outputs various command signals (e.g., an engine control signal Se for controlling the operation of the engine 12, an electric motor control signal Smg for controlling the operation of the electric motor MG, a relay control signal Ssmr for controlling the opening and closing of the relay 62, a starter motor drive signal Ss for starting the engine 12, etc.) to each device (e.g., the engine 12, the inverter 52, the relay 62, the starter motor 70, etc.) provided in the vehicle 10.

[0032] The cruise control ECU 96 functions as an engine control ECU that controls the engine 12 and a hybrid control ECU that controls the driving mode, drive torque, etc. of the vehicle 10. The cruise control ECU 96 calculates the required drive torque Trdem by applying the actual accelerator opening θacc and vehicle speed V to a map in which the relationships between the accelerator opening θacc, vehicle speed V, and the required drive torque Trdem [N·m] are predetermined and stored experimentally or by design. The cruise control ECU 96 selects a driving mode and controls the operation of the engine 12 and the electric motor MG and the open / close state of the relay 62, taking into account transmission loss, the gear ratio γat of the automatic transmission 28, the chargeable power Win [W] and dischargeable power Wout [W] of the main battery 60, etc., so that the drive torque Tr [N·m] transmitted to the drive wheels 14 achieves the required drive torque Trdem.

[0033] The cruise control ECU 96 starts and stops the vehicle 10, i.e., switches the power supply state of the vehicle 10, by operating the power switch 78. The power supply states of the vehicle 10 include an OFF state, an ACC state, and a ReadyON state. The OFF state is a so-called power-off state, and is a power supply state in which, for example, the vehicle is rendered unable to run and some functions not related to vehicle running are also rendered inoperable. The ACC state is a so-called accessory-on state, and is a power supply state in which, for example, a combination meter (not shown) is turned off to render the vehicle 10 unable to run, but some functions not related to vehicle running are operable. The ReadyON state is a power supply state in which, for example, a combination meter (not shown) is turned on to render the vehicle 10 ready to run. When the power switch 78 is turned ON (power switch signal Pon is output) from the OFF state to start the vehicle 10, the cruise control ECU 96 switches to the ReadyON state if it is confirmed that the vehicle 10 is in the parking state from the control range information Psh and the P range information Plk received via the CAN2-Bus or the P-Bus (described later in FIG. 2). Also, when the power switch 78 is turned ON (power switch signal Pon is output) in the ACC state or the ReadyON state and the vehicle 10 is not traveling (for example, when the vehicle speed V is 0 or less than a predetermined value), the cruise control ECU 96 switches to the OFF state. Preferably, in switching to the ReadyON state, in addition to the confirmation that the vehicle is in the parking state, a brake-on operation state (not shown) or the like may be added as a condition for switching.

[0034] 2 is an example of a flowchart illustrating the control operation of the control device 90, and is a flowchart illustrating the control operation of determining whether or not the driving control ECU 96 can be switched to the Ready-ON state. This flowchart is executed when the vehicle 10 is started from the OFF state.

[0035] First, in step S10 (hereinafter, "step" will be omitted), it is determined whether the SBWL-Bus is normal. This determination is made, for example, based on whether the shift setting ECU 92 and the shift switching ECU 94 have notified the system that the communication quality of the SBWL-Bus is normal.

[0036] If the determination in S10 is positive, in S20 it is determined whether the SBWL-Bus is normal. This determination is made, for example, by determining whether there is a response to transmission to the SBWL-Bus, the communication quality of transmitted and received data, etc., based on predetermined criteria.

[0037] If the determination in S20 is positive, the communication reliability of the main transmission path is determined to be normal in S30, and the control range information Psh and the P range information Plk are received from the main transmission path, i.e., the CAN2-Bus.

[0038] If the determination in S10 is negative, or if the determination in S20 is negative, then in S40 it is determined whether the P-Bus is normal. This determination is made, for example, by determining whether there is a response to transmission to the P-Bus, the communication quality of the transmitted and received data, etc., based on predetermined criteria.

[0039] If the determination in S40 is positive, the communication reliability of the sub-transmission path is determined to be normal in S50, and the control range information Psh and the P range information Plk are received from the sub-transmission path, i.e., the P-Bus.

[0040] After execution of S30 and S50, in S60, it is determined whether the received control range information Psh is P or the P range information Plk is P, i.e., whether the vehicle is in the parking state.

[0041] If the determination in S60 is affirmative, the routine proceeds to S70, where it is confirmed that the vehicle 10 is in the parking state, it is determined that the state can be switched to the ReadyON state, and the routine is terminated. In this case, the engine 12 can be started by the electric motor MG, but if the electric motor MG is not functioning, it can be started by the starter motor 70.

[0042] If the judgment in S40 is negative, in S80, the communication reliability of the sub-transmission path is judged to be abnormal, and since the control range information Psh and the P range information Plk cannot be obtained, the fail-safe values ​​are set to N (neutral range) for the control range information Psh and "undefined" for the P range information Plk.

[0043] If the determination in S60 is negative, or after S80 is executed, in S90, it is determined that the vehicle 10 is not in the parking state (the parking state cannot be confirmed) and the vehicle cannot be switched to the Ready-ON state, and this routine is terminated. In this case, the engine 12 cannot be started by either the electric motor MG or the starter motor 70.

[0044] According to this embodiment, the control range information Psh and the P range information Plk are transmitted via a main transmission path (SBWL-Bus, CAN2-Bus) that transmits the information from the shift setting ECU 92 to the cruise control ECU 96 via the shift switching ECU 94, and a sub-transmission path (P-Bus) that connects the shift setting ECU 92, the shift switching ECU 94, and the cruise control ECU 96 so that they can communicate with each other.When the vehicle 10 is started, if the control range information Psh or the P range information Plk is not transmitted via the main transmission path (SBWL-Bus, CAN2-Bus), a determination is made as to whether or not the vehicle is in the parking state from the control range information Psh or the P range information Plk transmitted via the sub-transmission path (P-Bus), and if the determination is affirmative, the vehicle 10 is set to the ReadyON state. As a result, even if a failure occurs in the main transmission path (SBWL-Bus, CAN2-Bus), the control range information Psh and P range information Plk are transmitted via the sub-transmission path (P-Bus), so the parking state is confirmed and the vehicle 10 is put into the ReadyON state.

[0045] Furthermore, according to this embodiment, if the electric motor MG does not function when starting the engine 12 after switching to the ReadyON state, the engine 12 can be started by the starter motor 70. As a result, even if the electric motor MG does not function, the engine 12 is started and the vehicle 10 can be driven.

[0046] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0047] For example, in the above-described embodiment, the vehicle 10 was a hybrid vehicle powered by an engine 12 and an electric motor MG, but the present invention can also be applied to a vehicle that has only an engine as a power source or an electric vehicle that is powered by only an electric motor.

[0048] Furthermore, in the above-described embodiment, the vehicle 10 is equipped with a torque converter 24 and an automatic transmission 28, but for example, the torque converter 24 may be changed to a clutch or the like, and the automatic transmission 28 may be changed to a known continuously variable transmission or the like.

[0049] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0050] 10: Vehicle, 12: Engine, 24: Torque converter (automatic transmission), 28: Automatic transmission (automatic transmission), 70: Starter motor, 80: Shift operation device, 90: Control device, 92: Shift setting ECU, 94: Shift switching ECU, 96: Driving control ECU, CAN2-Bus: Main transmission path, K0: Clutch (clutch), MG: Electric motor, Plk: P range information, POSsh: Shift range, Psh: Control range information, P-Bus: Sub transmission path, SBWL-Bus: Main transmission path

Claims

1. A control device for a vehicle, comprising: a shift setting ECU that detects an operation on a shift operation device that selects a shift range of a vehicle, and transmits the selected shift range as control range information and P range information that indicates whether the vehicle is in a parking state; a shift switching ECU that switches the shift range based on the control range information and a running state of the vehicle; and a driving control ECU that controls driving of the vehicle, the control range information and the P range information are transmitted via a main transmission path that transmits the control range information from the shift setting ECU to the driving control ECU via the shift switching ECU, and a sub-transmission path that connects the shift setting ECU, the shift switching ECU, and the driving control ECU so that they can communicate with each other, When the control range information and the P range information are not transmitted through the main transmission path at the time of starting the vehicle, the driving control ECU determines whether or not the vehicle is in the parking state from the control range information and the P range information transmitted through the sub-transmission path, and when the determination is affirmative, puts the vehicle into a driving state. A vehicle control device comprising:

2. The vehicle includes an engine, an electric motor, a clutch that connects power transmission between the engine and the electric motor, and an automatic transmission that is connected to the electric motor so as to be able to transmit power.

2. The vehicle control device according to claim 1.

3. The vehicle further includes a starter motor for starting the engine. If the electric motor does not function, the starter motor can start the engine.

3. The vehicle control device according to claim 2.

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