Vehicle-mounted control device

Abstract

Until the operation of the electric parking brake is completed, it is stored as a history that there is a possibility that a shock occurs due to the torsion of the drive shaft when the electric parking brake is released by releasing the foot brake.SOLUTION: When the electric parking brake is operated based on the shift operation while the vehicle is stopped in a state where there is an inclination in the vehicle front-rear direction, and when the release of the foot brake is detected or the rotation of the wheel of the axle to which the electric parking brake is attached is detected from the start of the operation of the electric parking brake to the completion of the operation, it is determined that there is a possibility that a shock will occur when the electric parking brake is released, and the shock possibility is stored.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 equipped with an electric parking brake. [Background technology]

[0002] One such in-vehicle control device proposed is one that maintains the braking force of the foot brake device even if the driver quickly releases the foot brake device after the shift position is switched to the parking position (see, for example, Patent Document 1). This device suppresses wheel rotation and drive shaft twisting by maintaining the braking force of the foot brake device. This suppresses shock caused by drive shaft twisting the next time the vehicle is started when the shift position is switched from the parking position to a non-parking position. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-100312 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned vehicle control device, even if the driver releases the foot brake device, the braking force must be maintained by the foot brake device until the electric parking brake is fully activated when the shift operation position is switched to the parking position.

[0005] The main purpose of the vehicle control device disclosed herein is to store as history the possibility that a shock may occur due to twisting of the drive shaft when the electric parking brake is released because the foot brake is released until the electric parking brake is fully activated. [Means for solving the problem]

[0006] The in-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: An on-board control device mounted on a vehicle equipped with an electric parking brake, When the vehicle is stopped with a longitudinal inclination and the electric parking brake is activated based on a shift operation, if it is detected that the foot brake is released or that the wheel of the axle to which the electric parking brake is attached is rotating between the start and completion of activation of the electric parking brake, a shock possibility is stored as a possibility that a shock may occur when the electric parking brake is released. It is characterized by:

[0008] In the onboard control device disclosed herein, when the vehicle is parked with a longitudinal tilt and the electric parking brake is activated based on a shift operation, if the foot brake is detected to be released or the rotation of the wheel on the axle to which the electric parking brake is attached is detected between the start and completion of the electric parking brake activation, the onboard control device stores the possibility of a shock occurring when the electric parking brake is released. In other words, the possibility of a shock occurring due to twisting of the drive shaft when the electric parking brake is released because the foot brake was released until the electric parking brake activation is completed is stored as history. This can be used as information to identify the cause of a shock or abnormal noise that occurs when the electric parking brake is released later.

[0009] In the on-board control device disclosed herein, when the electric parking brake is released based on a shift operation, the possibility of a shock may be stored, and if the acceleration in the fore-and-aft direction of the vehicle immediately after the electric parking brake is released is equal to or greater than a predetermined value, the occurrence of a shock may be stored. In this way, the occurrence of a shock or abnormal noise when the electric parking brake is released can be more reliably stored, and can later be used as information to identify the cause of the shock or abnormal noise when the electric parking brake is released. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing an outline of the configuration of an electric vehicle 20 equipped with an on-board control device according to an embodiment of the present disclosure. [Figure 2] 10 is a flowchart showing an example of a shift lock operation when the shift lever 71 is changed from a non-parking position to a parking position. [Figure 3] 10 is a flowchart showing an example of a shift unlock operation when the shift lever 71 is changed from the parking position to the non-parking position. DETAILED DESCRIPTION OF THE INVENTION

[0011] Next, a mode (embodiment) for carrying out the present disclosure will be described. Fig. 1 is a configuration diagram showing an outline of the configuration of an electric vehicle 20 equipped with an on-board control device according to an embodiment of the present disclosure. As shown in Fig. 1, the electric vehicle 20 of the embodiment includes a motor 22, an inverter 24, an electric parking brake 27, a high-voltage battery 30, and an electronic control unit 60. The electronic control unit 60 in the embodiment corresponds to the "on-board control device."

[0012] The motor 22 is configured as, for example, a synchronous generator motor. A rotor (not shown) of the motor 22 is connected to a drive shaft 26 that is coupled to drive wheels 29a, 29b via a differential gear 28. A rotational position detection sensor 22a that detects the rotational position of the rotor is attached to the motor 22.

[0013] The inverter 24 is configured as a well-known inverter circuit having six transistors and six diodes. The inverter 24 is connected to a high-voltage power line 32 that is connected to a high-voltage battery 30. The inverter 24 converts DC power from the high-voltage battery 30 into three-phase AC power using PWM control and applies the AC power to the motor 22 to drive the motor 22.

[0014] The high-voltage battery 30 is configured as, for example, a lithium-ion battery. The high-voltage battery 30 is connected to a high-voltage power line 32. A voltage sensor 31a for detecting a battery voltage Vb is attached to both terminals of the high-voltage battery 30. A current sensor 31b for detecting a battery current Ib is attached to a terminal of the high-voltage battery 30. A system main relay 34 for connecting and disconnecting the high-voltage battery 30 is attached to the high-voltage power line 32. A smoothing capacitor 36 is also attached to the high-voltage power line 32. A voltage sensor 36a for detecting a high-voltage voltage VH is attached to the high-voltage power line 32.

[0015] The electric parking brake 27 is attached to the drive shaft 26 and is activated when the shift lever 71 is shifted from a non-parking position (a position other than the P position) to a parking position (P position), and is released when the shift lever 71 is shifted from the parking position to a non-parking position.

[0016] The electronic control unit 60 is configured as a microcomputer centered around a CPU 62. In addition to the CPU 62, the electronic control unit 60 also includes a ROM 64, a RAM 66, a flash memory (not shown), an input port (not shown), an output port (not shown), and the like.

[0017] The electronic control unit 60 receives, via an input port, the rotational position θm detected by the rotational position detection sensor 22a, the battery voltage Vb detected by the voltage sensor 31a, the battery current Ib detected by the current sensor 31b, the high-voltage system voltage VH detected by the voltage sensor 36a, and the like. The electronic control unit 60 also receives a start signal ST from a start switch 70, a shift position SP detected by a shift lever position sensor 72 attached to a shift lever 71, an accelerator opening Acc detected by an accelerator pedal position sensor 74 attached to an accelerator pedal 73, and a brake pedal position BP detected by a brake pedal position sensor 76 attached to a brake pedal 75. The electronic control unit 60 also receives the vehicle speed V detected by a vehicle speed sensor 78, the acceleration α detected by an acceleration sensor 80, the road gradient θr from a gradient sensor 82, and the wheel speeds Wva and Wvb from wheel speed sensors 86a and 86b.

[0018] The electronic control unit 60 outputs a switching control signal to the inverter 24, a drive control signal to the electric parking brake 27, a drive control signal to the DC / DC converter 44, a display control signal to the display 84, and the like via the output port.

[0019] The electronic control unit 60 calculates the rotation speed Nm of the motor 22 based on the rotational position θ of the rotor of the motor 22. The electronic control unit 60 calculates the power storage rate SOC of the high-voltage battery 30 based on the integrated value of the battery current Ib.

[0020] Next, the operation of the electric vehicle 20 of this embodiment will be described, particularly the operation when the vehicle is stopped and the shift lever 71 is changed from a non-parking position (a position other than the P position) to a parking position (P position) or when the shift lever 71 is changed from a parking position to a non-parking position. Fig. 2 is a flowchart showing an example of the operation when the shift lever 71 is shifted from a non-parking position to a parking position, and Fig. 3 is a flowchart showing an example of the operation when the shift lever 71 is shifted from a parking position to a non-parking position. These operations will be described in order below.

[0021] In the shift lock operation (FIG. 2), the driver applies the foot brake (step S100) to stop the vehicle (step S110), and then the driver performs a shift lock operation to move the shift lever 71 to the parking position (P position) (step S120). When the shift lock operation is performed, the electric parking brake 27 is activated (ON) in conjunction with this operation.

[0022] After the electric parking brake 27 is activated (ON) ("YES" in step S130), if the foot brake is released after the activation of the electric parking brake 27 is completed (steps S140, S150), it is determined that there is no possibility of shock or abnormal noise occurring when the shift is unlocked on a slope (step S160), and this operation is terminated.

[0023] After the electric parking brake 27 is activated (ON) ("YES" in step S130), if the foot brake is released (steps S240, S250) before the activation of the electric parking brake 27 is completed, and if there is no rotation of the drive wheels 29a, 29b based on the wheel speeds Wva, Wvb detected by the wheel speed sensors 86a, 86b ("NO" in step S260), it is determined that there is a medium possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope (step S270), and the fact that there is a medium possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope is stored as history (step S400).

[0024] After the electric parking brake 27 is activated (ON) ("YES" in step S130), if the foot brake is released (steps S240, S250) before the activation of the electric parking brake 27 is completed, and if there is rotation of the drive wheels 29a, 29b based on the wheel speeds Wva, Wvb ("YES" in step S260), it is determined that there is a high possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope (step S350), and the fact that there is a high possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope is stored as history (step S400).

[0025] If the foot brake is released (step S340) before the electric parking brake 27 is activated (ON) ("NO" in step S130), it is determined that there is a high possibility of shock or abnormal noise occurring when the shift is unlocked on a slope (step S350), and the fact that there is a high possibility of shock or abnormal noise occurring when the shift is unlocked on a slope is stored as history (step S400).

[0026] If the history stores that there is a medium or high possibility of shock or abnormal noise occurring when the shift is unlocked on a slope, when the system is used to issue a warning when the start switch 70 is turned on and the system is started ("YES" in step S410), when the system is started after being turned off thereafter (steps S420, S430), a message is displayed on the display 84 indicating that there is a possibility of shock or abnormal noise occurring when the shift is unlocked on a slope (step S440), and this operation is terminated.

[0027] In this way, if the foot brake is released or rotation of the drive wheels 29a, 29b is detected after the shift lock operation has been performed but before the electric parking brake 27 has been fully applied, the system determines that there is a medium or high possibility of shock or abnormal noise occurring when the shift lock is released on a slope, and stores this as history. This stored history can be used to identify the cause of shock or abnormal noise when the electric parking brake 27 is released later.

[0028] In the shift unlock operation (FIG. 3), when the driver performs a shift unlock operation to change the shift lever 71 from the parking position (P position) to a non-parking position (a position other than the P position) (step S500), a history is stored indicating that there is a medium to high possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope ("YES" in step S510), and if the acceleration α detected by the acceleration sensor 80 when the electric parking brake 27 is released is equal to or greater than a threshold value ("YES" in step S520), it is determined that a shock or abnormal noise occurred when the shift lever was unlocked on a slope (step S530), and the occurrence of a shock or abnormal noise when the shift lever was unlocked on a slope is stored as history (step S540), and this operation ends. If there is no history stored indicating that there is a medium or high possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope ("NO" in step S510) or if the acceleration α detected by the acceleration sensor 80 when the electric parking brake 27 is released is below the threshold value ("NO" in step S520), it is determined that there will be no shock or abnormal noise occurring when the shift lever is unlocked on a slope, and this operation is terminated. In this way, if there is a history stored during the shift unlock operation indicating that there is a medium or high possibility of shock or abnormal noise occurring when the shift lever is unlocked on a slope, and the acceleration α detected by the acceleration sensor 80 when the electric parking brake 27 is released is equal to or greater than the threshold value, the occurrence of shock or abnormal noise when the shift lever is unlocked on a slope is stored as history. This stored history can be used later to identify the cause of shock or abnormal noise occurring when the electric parking brake 27 is released.

[0029] Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be embodied in various forms without departing from the spirit of the present disclosure. [Industrial Applicability]

[0030] The present disclosure is applicable to industries such as the manufacturing of on-board control devices installed in automobiles. [Explanation of symbols]

[0031] 20 electric vehicle, 22 motor, 24 inverter, 26 drive shaft, 27 electric parking brake, 28 differential gear, 29a, 29b drive wheels, 30 high voltage battery, 31a voltage sensor, 31b current sensor, 32 high voltage power line, 34 system main relay, 36 capacitor, 36a voltage sensor, 60 electronic control unit, 62 CPU, 64 ROM, 66 RAM, 70 start switch, 71 shift lever, 72 shift position sensor, 73 accelerator pedal, 74 accelerator pedal position sensor, 75 brake pedal, 76 brake pedal position sensor, 78 vehicle speed sensor, 80 acceleration sensor, 82 gradient sensor, 84 display, 86a, 86b wheel speed sensors.

Claims

1. An on-board control device mounted on a vehicle equipped with an electric parking brake, When the vehicle is stopped with a longitudinal inclination and the electric parking brake is activated based on a shift operation, if it is detected that the foot brake is released or that the wheel of the axle to which the electric parking brake is attached is rotating between the start and completion of activation of the electric parking brake, a shock possibility is stored as a possibility that a shock may occur when the electric parking brake is released.

1. An in-vehicle control device comprising:

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