CONTROL SYSTEM, CONTROL DEVICE, CONTROL METHOD, CONTROL PROGRAM, AND VEHICLE

Abstract

To smoothly accelerate / decelerate a vehicle.SOLUTION: A control system includes a motion manager for controlling a motion of a vehicle, and a power train system including a manual transmission. The power train system includes a clutch position sensor for detecting operation of a clutch, and a power train ECU for controlling the power train system. The power train ECU transmits identification information capable of identifying a control shift range of automatic transmission converted from a transmission gear selected by a shift lever of the manual transmission, to the motion manager (steps S115, S122, S124 and S126), and holds identification information capable of identifying the control shift range when the operation of the clutch is started as identification information transmitted to the motion manager, when the operation of the clutch is detected by the clutch position sensor (step S114).SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a control system, a control device, a control method, a control program, and a vehicle, and in particular to a control system including a control device that controls the movement of the vehicle and a powertrain system including a manual transmission, the control device, a control method in the powertrain system, a control program executed by the powertrain system, and a vehicle that includes the control device and the powertrain system. [Background technology]

[0002] Conventionally, there have been motion managers that manage the motion of a vehicle (see, for example, Patent Document 1). In a system including this motion manager, the motion manager obtains information on the shift range being controlled (for example, information indicating one of drive, reverse, and neutral) from the control unit of the powertrain system. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-032894 A Summary of the Invention [Problem to be solved by the invention]

[0004] When the control unit of this powertrain system is used in a powertrain system including a manual transmission instead of an automatic transmission, the following can be considered. For example, if the shift lever is in a shift position for a gear such as second or third gear, information indicating that the shift range is the drive range is output to the motion manager as the controlled shift range. If the shift lever is in a shift position for the R gear, information indicating that the shift range is the reverse range is output to the motion manager as the controlled shift range. If the shift lever is in the neutral position, information indicating that the shift range is the neutral range is output to the motion manager as the controlled shift range.

[0005] In this case, when the driver shifts the gear from second to third gear, the shift lever passes through the neutral position, so information indicating that the control shift range is the drive range, the neutral range, and the drive range is output to the motion manager in that order. In the motion manager, the braking force corresponding to the shift range is set. Therefore, if the shift range is switched in the order of the drive range, the neutral range, and the drive range, the braking force fluctuates, and the vehicle acceleration fluctuates, preventing the vehicle from accelerating or decelerating smoothly.

[0006] This disclosure has been made to solve such problems, and its purpose is to provide a control system, a control device, a control method, a control program, and a vehicle that are capable of smoothly accelerating and decelerating the vehicle. [Means for solving the problem]

[0007] The control system according to the present disclosure includes a control device that controls the motion of a vehicle, and a powertrain system including a manual transmission. The powertrain system includes a clutch position sensor that detects clutch operation, and a control unit that controls the powertrain system. The control unit converts a gear selected by a shift lever of the manual transmission into a control shift range of the automatic transmission, transmits specific information that can identify the converted control shift range to the control device, and, when the clutch operation is detected by the clutch position sensor, holds specific information that can identify the control shift range when the clutch operation is started as specific information to be transmitted to the control device.

[0008] According to this configuration, when the clutch is operated, specific information capable of identifying the controlled shift range into which the gear stage at the time the operation was started is held and transmitted to the control device. Therefore, even if the gear stage is changed by the shift lever via the neutral position, specific information capable of identifying the controlled shift range into which the gear stage before the change is changed is transmitted to the control device, so that the braking force set by the control device does not fluctuate. As a result, a control system capable of smoothly accelerating and decelerating the vehicle can be provided.

[0009] The powertrain system may further include a neutral position sensor that detects that the shift lever is in a neutral position. When the clutch position sensor detects a clutch operation, the control unit may not transmit specific information that can identify the neutral position as the specific information to be transmitted to the control device even when the neutral position sensor detects that the shift lever is in the neutral position.

[0010] With this configuration, even if the gear is changed by the shift lever via the neutral position, specific information for identifying the neutral position is not transmitted to the control device, so the braking force set by the control device does not fluctuate, and the vehicle can be accelerated and decelerated smoothly.

[0011] The control unit may be configured to transmit the specific information it has retained to the control device when the clutch position sensor detects clutch operation and the neutral position sensor detects that the shift lever is in the neutral position.

[0012] With this configuration, even if the gear is changed by the shift lever via the neutral position, specific information that can identify the controlled shift range to which the gear before the change is converted is transmitted to the control device, so that the braking force set by the control device does not fluctuate, and as a result, the vehicle can be accelerated and decelerated smoothly.

[0013] According to another aspect of the present disclosure, a control device controls motion of a vehicle in cooperation with a powertrain system. The control device executes processing according to specific information capable of identifying a control shift range received from the powertrain system, and when the powertrain system includes a manual transmission, when the powertrain system detects a clutch operation and detects that a shift lever of the manual transmission is in a neutral position, receives from the powertrain system specific information capable of identifying a control shift range of the automatic transmission converted from the gear stage selected by the shift lever when the clutch operation is started.

[0014] With this configuration, it is possible to provide a control device that is capable of smoothly accelerating and decelerating the vehicle.

[0015] According to yet another aspect of the disclosure, a control method is a control method for a powertrain system including a manual transmission. The powertrain system includes a clutch position sensor that detects an operation of a clutch, and a control unit that controls the powertrain system. The control method includes a step of converting a gear selected by a shift lever of the manual transmission into a control shift range of the automatic transmission, a step of transmitting specific information capable of identifying the converted control shift range to a control device that controls the motion of the vehicle in cooperation with the powertrain system, and a step of retaining, when the clutch operation is detected by the clutch position sensor, the specific information capable of identifying the control shift range at the time when the clutch operation is started, as the specific information to be transmitted to the control device.

[0016] According to this configuration, it is possible to provide a control method that enables the vehicle to be smoothly accelerated and decelerated.

[0017] According to yet another aspect of the disclosure, a control program is executed in a powertrain system including a manual transmission. The powertrain system includes a clutch position sensor that detects an operation of a clutch, and a control unit that controls the powertrain system. The control program causes the control unit to execute the steps of: converting a gear selected by a shift lever of the manual transmission into a control shift range of an automatic transmission; transmitting specific information capable of identifying the converted control shift range to a control unit that controls the motion of a vehicle in cooperation with the powertrain system; and, when the clutch operation is detected by the clutch position sensor, retaining the specific information capable of identifying the control shift range at the time when the clutch operation is started as the specific information to be transmitted to the control unit.

[0018] With this configuration, it is possible to provide a control program that enables the vehicle to be smoothly accelerated and decelerated.

[0019] According to yet another aspect of the present disclosure, a vehicle includes a control device that controls motion of the vehicle, and a powertrain system including a manual transmission. The powertrain system includes a clutch position sensor that detects clutch operation, and a control unit that controls the powertrain system. The control unit converts a gear selected by a shift lever of the manual transmission into a control shift range of the automatic transmission, transmits specific information that can identify the converted control shift range to the control device, and, when the clutch operation is detected by the clutch position sensor, holds the specific information that can identify the control shift range when the clutch operation is started as specific information to be transmitted to the control device.

[0020] With this configuration, it is possible to provide a vehicle that is capable of accelerating and decelerating smoothly. Effect of the Invention

[0021] According to this disclosure, it is possible to provide a control system, a control device, a control method, a control program, and a vehicle that are capable of smoothly accelerating and decelerating a vehicle. [Brief description of the drawings]

[0022] [Figure 1] FIG. 1 is a diagram illustrating an example of a configuration of a vehicle. [Diagram 2] FIG. 11 is a diagram for explaining an example of the operation of an exercise manager. [Diagram 3] FIG. 2 is a block diagram showing a powertrain system according to the embodiment including an automatic transmission. [Figure 4] FIG. 2 is a block diagram showing a powertrain system according to the embodiment including a manual transmission. [Diagram 5]5 is a flowchart showing the flow of a controlled shift range output process executed by a powertrain ECU in this embodiment. [Figure 6] FIG. 11 is a diagram showing an example of a timing chart for changing a gear position accompanied by a clutch operation in this embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. In the following description, the same components are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed descriptions thereof will not be repeated.

[0024] 1 is a diagram showing an example of a configuration of a vehicle 1. As shown in FIG. 1, the vehicle 1 includes an ADAS-ECU (Electronic Control Unit) 10, a brake ECU 20, an actuator system 30, and a central ECU 40.

[0025] Vehicle 1 may be any vehicle having a configuration capable of realizing the functions of the driving assistance system described below, and may be, for example, a vehicle powered by an engine, an electric vehicle powered by an electric motor, or a hybrid vehicle equipped with an engine and an electric motor and using at least one of them as a power source.

[0026] The ADAS-ECU 10, the brake ECU 20, and the central ECU 40 are all computers having a processor such as a CPU (Central Processing Unit) that executes programs, a memory, and an input / output interface.

[0027] The ADAS-ECU 10 includes a driving assistance system 100 having functions related to driving assistance of the vehicle 1. The driving assistance system 100 is configured to execute implemented applications to realize various functions for assisting driving of the vehicle 1, including at least one of steering control, drive control, and braking control of the vehicle 1. The applications implemented in the driving assistance system 100 include, for example, an application that realizes the functions of an autonomous driving system (AD), an application that realizes the functions of an automatic parking system, or an application that realizes the functions of an advanced driver assistance system (ADAS) (hereinafter referred to as an ADAS application).

[0028] Examples of ADAS applications include at least one of the following: an application that realizes a function of adaptive cruise control (ACC (Adaptive Cruise Control) etc.) that maintains a constant distance from the vehicle ahead; an application that realizes an auto speed limiter (ASL) function that recognizes vehicle speed limits and maintains the upper limit of the vehicle's speed; an application that realizes a lane keeping assist (LKA (Lane Keeping Assist) or LTA (Lane Tracing Assist) etc.) that maintains the vehicle in the lane in which it is traveling; an application that realizes a collision mitigation braking function (AEB (Autonomous Emergency Braking) or PCS (Pre-Crash Safety) etc.) that automatically applies the brakes to reduce the damage of a collision; and an application that realizes a lane departure warning function (LDW (Lane Departure Warning) or LDA (Lane Departure Alert) etc.) that warns of vehicle 1 departing from its lane.

[0029] Each application of the driving assistance system 100 outputs a request for an action plan that ensures the marketability (function) of the application alone to the brake ECU 20 (more specifically, the motion manager 200) based on information on the vehicle surroundings situation acquired (input) from a plurality of sensors (not shown) and an assistance request from the driver. The plurality of sensors include, for example, a vision sensor such as a forward-facing camera, a radar, a LiDAR (Light Detection And Ranging), or a position detection device.

[0030] The forward-facing camera is disposed, for example, behind the rear-view mirror inside the vehicle cabin, and is used to capture an image in front of the vehicle. Radar is a distance measurement device that irradiates an object with short-wavelength radio waves, detects the radio waves returned from the object, and measures the distance and direction to the object. LiDAR is a distance measurement device that irradiates a pulse of laser light (light such as infrared light) and measures the distance based on the time it takes for the light to reflect off the object and return. The position detection device is, for example, composed of a Global Positioning System (GPS) that detects the position of the vehicle 1 using information received from multiple satellites orbiting the Earth.

[0031] Each application acquires information on the vehicle's surroundings that is an integration of detection results from one or more sensors as recognition sensor information, and also acquires assistance requests from the driver via a user interface (not shown) such as a switch. Each application can recognize other vehicles, obstacles, or people around the vehicle by, for example, processing images and videos of the vehicle's surroundings acquired by multiple sensors using artificial intelligence (AI) or an image processing processor.

[0032] The action plan also includes, for example, requirements regarding the longitudinal acceleration / deceleration to be generated in the vehicle 1, requirements regarding the steering angle of the vehicle 1, requirements regarding keeping the vehicle 1 stationary, and the like.

[0033] The requirements regarding the longitudinal acceleration / deceleration to be generated in the vehicle 1 include, for example, an operation requirement for the powertrain system 302 and an operation requirement for the brake system 304.

[0034] The request regarding holding the vehicle 1 at a stop includes, for example, a request regarding permission and prohibition of operation of at least one of an electric parking brake and a parking lock mechanism (neither of which are shown).

[0035] The electric parking brake, for example, limits the rotation of the wheels of the vehicle 1 by the operation of an actuator. The electric parking brake may be configured to limit the rotation of the wheels by, for example, using an actuator to operate a parking brake brake provided on some of the multiple wheels provided on the vehicle 1. Alternatively, the electric parking brake may operate an actuator for the parking brake to adjust the hydraulic pressure (hereinafter, may be referred to as brake hydraulic pressure) supplied to a braking device of the brake system 304, and actuate the braking device to limit the rotation of the wheels, thereby braking the rotating wheels or holding the wheels in a stopped state.

[0036] The parking lock mechanism restricts the rotation of the output shaft of the transmission by the operation of an actuator. For example, the parking lock mechanism fits a protrusion provided at the tip of a parking lock pole, the position of which is adjusted by an actuator, into the teeth of a gear (lock gear) that is connected to a rotating element in the transmission of the vehicle 1. This restricts the rotation of the output shaft of the transmission, and thus the rotation of the drive wheels.

[0037] In addition, the applications implemented in the driving assistance system 100 are not limited to the applications described above, and applications that realize other functions may be added, or existing applications may be omitted, and there is no particular limit to the number of applications implemented.

[0038] In the present embodiment, the ADAS-ECU 10 is described as including the driving assistance system 100 configured by a plurality of applications, but, for example, an ECU may be provided for each application. For example, the driving assistance system 100 may be configured by an ECU in which an application for implementing the functions of an automatic driving system is implemented, an ECU in which an application for implementing the functions of an automatic parking system is implemented, and an ECU in which an ADAS application is implemented.

[0039] The brake ECU 20 includes a motion manager 200. In this embodiment, the brake ECU 20 is described as a hardware configuration including the motion manager 200 as an example, but the motion manager 200 may be provided as a standalone ECU separate from the brake ECU 20, or may be included in another ECU different from the brake ECU 20. The brake ECU 20 is configured to be able to communicate with each of the ADAS-ECU 10, various ECUs included in the actuator system 30, and the central ECU 40.

[0040] The motion manager 200 requests the actuator system 30 to move the vehicle 1 in accordance with an action plan set in at least one of a plurality of applications of the driving assistance system 100. A detailed configuration of the motion manager 200 will be described later.

[0041] The actuator system 30 is configured to realize a request for motion of the vehicle 1 output from the motion manager 200. The actuator system 30 includes a plurality of actuators. FIG. 1 shows an example in which the actuator system 30 includes, for example, a powertrain system 302, a brake system 304, and a steering system 306 as actuators. Note that the number of actuators to which the motion manager 200 sends a request is not limited to three as described above, and may be four or more, or two or less.

[0042] The powertrain system 302 includes a powertrain capable of generating driving force to the drive wheels of the vehicle 1, and an ECU (neither shown) that controls the operation of the powertrain. The powertrain includes at least one of an internal combustion engine such as a gasoline engine or a diesel engine, a transmission including a gearbox and a differential device, a motor generator serving as a driving source, a power storage device that stores the power supplied to the motor generator, a power conversion device that converts power between the motor generator and the power storage device, and a power generation source such as a fuel cell. The ECU that controls the operation of the powertrain controls the corresponding devices in the powertrain system 302 so as to realize a motion request from the motion manager 200 to the corresponding devices.

[0043] The brake system 304 includes, for example, a plurality of braking devices provided on each wheel of the vehicle 1. The braking devices include, for example, hydraulic brakes such as disk brakes that generate braking force or holding force using hydraulic pressure. The braking devices may further include, for example, a motor generator that is connected to the wheels and generates regenerative torque. The braking operation of the vehicle 1 using the plurality of braking devices is controlled by the brake ECU 20. The brake ECU 20 includes, for example, a control unit (not shown) for controlling the brake system 304, separate from the motion manager 200.

[0044] Steering system 306 includes, for example, a steering device capable of changing the steering angle of steered wheels (for example, front wheels) of vehicle 1, and an ECU (neither shown) that controls the operation of the steering device. The steering device includes, for example, a steering wheel that changes the steering angle according to the amount of operation, and an electric power steering (EPS: Electric Power Steering) that can adjust the steering angle by an actuator separately from the operation of the steering wheel. The ECU that controls the operation of the steering device controls the operation of the actuator of the EPS.

[0045] The central ECU 40 includes a memory 42 capable of updating stored contents. The central ECU 40 is configured to be able to communicate with, for example, the brake ECU 20, and is also configured to be able to communicate with an external device (e.g., a server) of the vehicle 1 (not shown) via a communication module (not shown). When the central ECU 40 receives update information from a server external to the vehicle 1, the central ECU 40 updates the information stored in the memory 42 using the received update information. Predetermined information is stored in the memory 42. The predetermined information includes, for example, information read from various ECUs when the system of the vehicle 1 is started.

[0046] In this embodiment, the central ECU 40 has been described as reading out specific information from various ECUs when the system of the vehicle 1 is started up, but the central ECU 40 may also have a function (gateway function) of relaying communications between various ECUs, etc.

[0047] An example of the operation of the exercise manager 200 will be described in detail below with reference to Fig. 2. Fig. 2 is a diagram for explaining an example of the operation of the exercise manager 200.

[0048] 2 shows an example in which the driving assistance system 100 includes, as applications, an AEB 102, a PCS 104, an ACC 106, and an ASL 108. A request for an action plan set in at least one of the multiple applications is transmitted from the driving assistance system 100 to the exercise manager 200 as a request signal PLN1.

[0049] The request signal PLN1 includes, for example, information about a target acceleration set as one of the action plans in the ACC 106, the AEB 102, the PCS 104, or the ASL 108. The target acceleration includes an acceleration value for driving or braking the vehicle 1, as well as an acceleration value for keeping the vehicle 1 stopped.

[0050] The motion manager 200 sets a motion required for the vehicle 1 based on the request of the action plan included in the received request signal PLN1, and requests the actuator system 30 to realize the set motion. That is, the motion manager 200 transmits a request for an operation of the powertrain system 302 to the actuator system 30 as a request signal ACL1. The motion manager 200 transmits a request for an operation of the brake system 304 to the actuator system 30 as a request signal BRK1. Furthermore, the motion manager 200 transmits a request for an operation of the steering system 306 to the actuator system 30 as a request signal STR1.

[0051] The request signal ACL1 includes, for example, information on the requested value of the drive torque or drive force, information on the arbitration method (for example, whether to select the maximum or minimum value, change in steps, or change gradually, etc.).

[0052] The request signal BRK1 includes, for example, information regarding the requested value of the braking torque, information regarding the method of arbitration (for example, whether to change in a stepwise manner or gradually, etc.), and information regarding the timing of braking (whether to perform braking immediately or not, etc.).

[0053] The request signal STR1 includes, for example, a target steering angle, information as to whether the target steering angle is valid, and information as to upper and lower limit torques of the assist torque for steering wheel operation.

[0054] Of the multiple actuators constituting the actuator system 30, an actuator that receives a corresponding request signal is controlled so as to realize the operation request contained in the request signal.

[0055] The following describes an example of the configuration of the exercise manager 200. As shown in FIG.

[0056] The receiving unit 202 receives a request for an action plan output by one or more applications of the driving assistance system 100. Details of the action plan in this embodiment will be described later.

[0057] The arbitration unit 204 arbitrates requests for a plurality of action plans received from each application via the reception unit 202. An example of the arbitration process is to select one action plan from the plurality of action plans based on a predetermined selection criterion. Another example of the arbitration process is to set a new action plan based on the plurality of action plans. The arbitration unit 204 may arbitrate requests for a plurality of action plans by further adding predetermined information received from the actuator system 30. Furthermore, the arbitration unit 204 may determine whether or not to temporarily prioritize the movement of the vehicle 1 required according to the driver state and the vehicle state over the movement of the vehicle 1 corresponding to the action plan determined based on the arbitration result.

[0058] The calculation unit 206 calculates a motion request based on the result of arbitration of the requirements of the action plan in the arbitration unit 204 and the motion of the vehicle 1 determined based on the arbitration result. This motion request is a physical quantity for controlling at least any one of the actuators of the actuator system 30, and includes a physical quantity different from the physical quantity of the requirement of the action plan. For example, when the requirement of the action plan (first requirement) is longitudinal acceleration, the calculation unit 206 calculates a value obtained by converting the acceleration into a driving force or a driving torque as the motion request (second requirement). For example, when a target acceleration for maintaining a stopped state is selected as the arbitration result, the calculation unit 206 calculates a required driving force corresponding to the target acceleration.

[0059] The distributor 208 executes a distribution process to distribute the motion request calculated by the calculator 206 to at least one actuator of the actuator system 30. For example, when acceleration of the vehicle 1 is required, the distributor 208 distributes the motion request only to the powertrain system 302. Alternatively, when deceleration of the vehicle 1 is required, the distributor 208 appropriately distributes the motion request to the powertrain system 302 and the brake system 304 to achieve a target deceleration.

[0060] For example, when the target acceleration for maintaining a stopped state is selected as the arbitration result, the distribution unit 208 determines a holding force (e.g., brake hydraulic pressure) corresponding to the calculated driving force. In this case, the distribution unit 208 outputs the determined holding force to the brake system 304 as a motion request.

[0061] The powertrain system 302 of the actuator system 30 transmits information on the state of the powertrain system 302 as a signal ACL2 to the motion manager 200. The information on the state of the powertrain system 302 includes, for example, information on the operation of the accelerator pedal, information on the actual driving torque or actual driving force of the powertrain system 302, actual shift range information, information on the upper and lower limits of the driving torque, information on the upper and lower limits of the driving force, information on the reliability of the powertrain system 302, and the like.

[0062] The brake system 304 of the actuator system 30 transmits information about the state of the brake system 304 as a signal BRK2 to the motion manager 200. The information about the state of the brake system 304 includes, for example, information about the operation of the brake pedal, information about the braking torque requested by the driver, information about the requested value of the braking torque after arbitration, information about the actual braking torque after arbitration, information about the holding force after arbitration, information about the reliability of the brake system 304, and the like.

[0063] The steering system 306 of the actuator system 30 transmits information about the state of the steering system 306 as a signal STR2 to the motion manager 200. The information about the state of the steering system 306 includes, for example, information about the reliability of the steering system 306, information about whether the driver is gripping the steering wheel, information about the torque for operating the steering wheel, information about the rotation angle of the steering wheel, etc.

[0064] Additionally, the actuator system 30 includes a sensor group 308 in addition to the powertrain system 302, the brake system 304, and the steering system 306 described above.

[0065] The sensor group 308 includes a plurality of sensors that detect the behavior of the vehicle 1. The sensor group 308 includes, for example, a longitudinal G sensor that detects the vehicle body acceleration in the longitudinal direction of the vehicle 1, a lateral G sensor that detects the vehicle body acceleration in the lateral direction of the vehicle 1, a wheel speed sensor provided on each wheel that detects the wheel speed, and a yaw rate sensor that detects the angular velocity of the rotation angle (yaw angle) in the yaw direction. The sensor group 308 transmits information including the detection results of the plurality of sensors as a signal VSS2 to the motion manager 200. That is, the signal VSS2 includes, for example, the detection value of the longitudinal G sensor, the detection value of the lateral G sensor, the detection value of the wheel speed sensor of each wheel, the detection value of the yaw rate sensor, and information regarding the reliability of each sensor.

[0066] When the motion manager 200 receives various signals from the actuator system 30, it transmits predetermined information to the driving assistance system 100 as a signal PLN2.

[0067] The above-described configurations of the devices mounted on the vehicle 1 and the motion manager 200 are merely examples, and may be added, replaced, modified, omitted, etc., as appropriate. Furthermore, the functions of each device may be integrated into one device or distributed among multiple devices as appropriate.

[0068] In the vehicle 1 having the above configuration, the motion manager 200 obtains information on the controlled shift range (for example, information indicating any one of drive, reverse, and neutral) from the control unit of the powertrain system 302.

[0069] When the control unit of this powertrain system 302 is used in a powertrain system including a manual transmission instead of an automatic transmission, the following can be considered. For example, if the shift lever is in a shift position for a gear such as second or third gear, information indicating that the shift range is the drive range is output to the motion manager as the controlled shift range. If the shift lever is in a shift position for an R gear, information indicating that the shift range is the reverse range is output to the motion manager as the controlled shift range. If the shift lever is in a neutral position, information indicating that the shift range is the neutral range is output to the motion manager as the controlled shift range.

[0070] In this case, when the driver shifts the gear from second to third gear, the shift lever passes through the neutral position, so information indicating that the control shift range is the drive range, the neutral range, and the drive range is output in that order to the motion manager 200. In the motion manager 200, a braking force corresponding to the shift range is set. Therefore, when the shift range is switched in the order of the drive range, the neutral range, and the drive range, the braking force fluctuates, and the acceleration of the vehicle 1 fluctuates, so that the vehicle 1 does not accelerate or decelerate smoothly.

[0071] Therefore, the control unit of the powertrain system 302 converts the gear selected by the shift lever of the manual transmission into a control shift range of the automatic transmission, transmits specific information capable of identifying the converted control shift range to the motion manager 200, and when clutch operation is detected by the clutch position sensor, retains the specific information capable of identifying the control shift range at the time when clutch operation is started as the specific information to be transmitted to the motion manager 200.

[0072] As a result, when the clutch is operated, specific information capable of identifying the control shift range into which the gear stage at the time the clutch operation was started is held and transmitted to the motion manager 200. Therefore, even if the gear stage is changed by the shift lever via the neutral position, specific information capable of identifying the control shift range into which the gear stage before the change is changed is transmitted to the motion manager 200, so that the braking force set by the motion manager 200 does not fluctuate. As a result, the vehicle 1 can be accelerated and decelerated smoothly.

[0073] Fig. 3 is a block diagram showing a case where a powertrain system 302 according to this embodiment is configured to include an automatic transmission. Referring to Fig. 3, the powertrain system 302 includes a powertrain control MCU (Micro Controller Unit) 321 that controls the operation of the automatic transmission and acquires signals from various sensors attached to the automatic transmission, and a powertrain ECU 322 that controls the entire powertrain system 302 in cooperation with the powertrain control MCU 321.

[0074] When the powertrain system 302 is configured to include an automatic transmission, the powertrain control MCU 321 transmits to the powertrain ECU 322 a controlled shift range signal indicating in which shift range the automatic transmission is being controlled.

[0075] The powertrain ECU 322 transmits control shift range information indicating the shift range indicated by the control shift range signal received from the powertrain control MCU 321 to the motion manager 200 via the in-vehicle network. The motion manager 200 transmits a control signal corresponding to the shift range indicated by the received control shift range information to the actuator system 30 (for example, the powertrain system 302 and the brake system 304).

[0076] Thus, although the powertrain ECU 322 is originally designed for an automatic transmission, it is conceivable that it could also be used for a manual transmission.

[0077] Fig. 4 is a block diagram showing a case where powertrain system 302 of this embodiment is configured to include a manual transmission. Referring to Fig. 4, powertrain system 302 includes, in addition to powertrain ECU 322, a neutral position sensor 323 that detects that the shift lever is in the neutral position, an R position sensor 324 that detects that the shift lever is in the shift position for the R (reverse) gear, and a clutch position sensor 325 that detects whether the clutch pedal is operated or not.

[0078] The powertrain ECU 322 receives a neutral SW signal from a neutral position sensor 323, an R position signal from an R position sensor 324, and a clutch SW signal from a clutch position sensor 325, and transmits control shift range information to the motion manager 200 in response to these signals.

[0079] Fig. 5 is a flowchart showing the flow of a controlled shift range output process executed by the powertrain ECU 322 of this embodiment. Referring to Fig. 5, this controlled shift range output process is called from a higher-level process and executed by the CPU of the powertrain ECU 322 at every predetermined control cycle.

[0080] First, the CPU of the powertrain ECU 322 determines whether or not it has received a signal indicating that it has detected that the shift lever is in multiple positions, including the neutral position, any of the forward gear positions, and the R position of the reverse gear (the position indicated by "R" in FIG. 6) (step S101).

[0081] Fig. 6 is a diagram showing an example of a timing chart for changing the gear stage accompanied by clutch operation in this embodiment. Referring to Fig. 6, the neutral position is a position that is neither the 1st to 6th forward shift positions nor the reverse shift position (R position), and is, for example, the shift position shown in the middle diagram among the diagrams showing the three shift positions shown in Fig. 6.

[0082] Of the three shift positions shown in FIG. 6, the shift position shown in the left diagram is the second forward gear shift position, and the shift position shown in the right diagram is the third forward gear shift position.

[0083] If it is determined that a signal has been received indicating that the shift lever is in any one of multiple positions (YES in step S101), the CPU of the powertrain ECU 322 transmits control shift range information indicating "undefined" as the control shift range to the motion manager 200 (step S102).

[0084] If it is determined that a signal indicating that the shift lever is in any one of the positions has not been received (NO in step S101), or after step S102, the CPU of powertrain ECU 322 determines whether or not the clutch is being operated (step S111) using the clutch SW signal from clutch position sensor 325. If the clutch SW signal indicates that the clutch pedal is being operated, it is determined that the clutch is being operated.

[0085] If it is determined that the clutch is operated (YES in step S111), the CPU of the powertrain ECU 322 determines whether or not the shift lever is in the neutral position (step S112) using the neutral SW signal from the neutral position sensor 323. If the neutral SW signal indicates that the shift lever is in the neutral position, it is determined that the shift lever is in the neutral position.

[0086] If it is determined that the shift lever is in the neutral position (YES in step S112), the CPU of the powertrain ECU 322 determines whether it is the first control cycle after it is determined that the clutch is operated and that the shift lever is in the neutral position (step S113). If it is determined that it is the first control cycle (YES in step S113), the output value of the controlled shift range indicated by the previous controlled shift range information transmitted to the motion manager 200 is stored in the memory of the powertrain ECU 322 as a held value (step S114).

[0087] If it is determined that it is not the first control cycle (NO in step S113), or after step S114, the CPU of the powertrain ECU 322 changes the control shift range to the N (neutral) range, and transmits control shift range information indicating the range of the held values ​​stored in the memory to the motion manager 200 (step S115).

[0088] If it is determined that the clutch is not operated (NO in step S111), the CPU of powertrain ECU 322 uses the neutral SW signal from neutral position sensor 323 to determine whether or not the shift lever is in the neutral position (step S112).

[0089] When it is determined that the shift lever is in the neutral position (YES in step S121), the CPU of the powertrain ECU 322 transmits controlled shift range information indicating the N range as the controlled shift range to the motion manager 200 (step S122).

[0090] If it is determined that the shift lever is not in the neutral position (NO in step S112 or step S121), or after step S115 or step S122, the CPU of the powertrain ECU 322 determines whether the shift lever is in any of the forward gear positions (step S123).

[0091] When it is determined that the shift lever is in any of the forward shift positions (YES in step S123), the CPU of the powertrain ECU 322 transmits controlled shift range information indicating the D range as the controlled shift range to the motion manager 200 (step S124).

[0092] If it is determined that the shift lever is not in any of the forward shift positions (NO in step S123), or after step S124, the CPU of the powertrain ECU 322 determines whether the shift lever is in the R position in the reverse gear (the position indicated by "R" in FIG. 6) (step S125).

[0093] When it is determined that the shift lever is in the R position (YES in step S125), the CPU of the powertrain ECU 322 transmits controlled shift range information indicating the R range as the controlled shift range to the motion manager 200 (step S126).

[0094] If it is determined that the shift lever is not in the R position (NO in step S125), or after step S126, the CPU of powertrain ECU 322 returns the process to be executed to the upper process that called this controlled shift range output process.

[0095] Referring again to FIG. 6, this timing chart is for when the shift lever is moved from the second forward shift position shown in the left diagram showing three shift positions, through the neutral position shown in the center diagram, to the third forward shift position shown in the right diagram.

[0096] Before time t1, the shift position is second forward gear and the clutch pedal is not operated, so NO is determined in steps S111 and S121 of FIG. 5, YES is determined in step S123, and control shift range information indicating the D range corresponding to second forward gear as the control shift range is transmitted to the motion manager 200 in step S124.

[0097] Between time t1 and time t2, the shift position is second forward gear and the clutch pedal is operated, so YES is determined in step S111, NO is determined in step S112, YES is determined in step S123, and control shift range information indicating D range as the control shift range is sent to the motion manager 200 in step S124.

[0098] Between time t2 and time t3, the shift position is in the neutral position and the clutch pedal is operated, so that YES is determined in steps S111 and S112, and in step S115, control shift range information indicating the shift range of the held value as the controlled shift range is transmitted to motion manager 200. Here, in the first control cycle after the clutch is operated to be in the neutral position, the D range corresponding to the second forward gear, which is the previous output value, is stored as the held value in step S114.

[0099] After time t3, the shift position is third forward gear and the clutch pedal is not operated, so NO is determined in steps S111 and S121, YES is determined in step S123, and control shift range information indicating the D range corresponding to third forward gear as the control shift range is transmitted to motion manager 200 in step S124.

[0100] [Variations] (1) In the embodiment described above, the powertrain ECU 322 for an automatic transmission is used as shown in Fig. 3. However, the present invention is not limited to this, and a powertrain ECU for a transmission of a hybrid electric vehicle (HEV) that continuously switches the drive distribution between the engine and the motor generator using a planetary gear mechanism or the like may be used, or a powertrain for a continuously variable transmission (CVT) may be used.

[0101] (2) In the embodiment described above, the control device that controls the motion of the vehicle 1 is the motion manager 200 of the brake ECU 20. However, this is not limited to this, and the control device may be another control device, such as a CPU of another ECU.

[0102] (3) The above-described embodiments can be regarded as disclosure of powertrain system 302, as disclosure of a control device such as motion manager 200 that controls the motion of the vehicle in cooperation with powertrain system 302, as disclosure of a control system or vehicle 1 including a control device and powertrain system 302, as disclosure of a control method in powertrain system 302, and as disclosure of a control program executed in powertrain system 302.

[0103] [summary] (1) As shown in Fig. 1 to Fig. 4, the control system includes a motion manager 200 that controls the motion of the vehicle 1, and a powertrain system 302 that includes a manual transmission. As shown in Fig. 4, the powertrain system 302 includes a clutch position sensor 325 that detects the operation of the clutch, and a powertrain ECU 322 that controls the powertrain system 302. As shown in Fig. 5, the powertrain ECU 322 converts the gear selected by the shift lever of the manual transmission into a control shift range of the automatic transmission (for example, steps S115, S122, S124, and S126), transmits specific information that can identify the converted control shift range to the motion manager 200 (for example, steps S115, S122, S124, and S126), and, when the clutch operation is detected by the clutch position sensor, holds the specific information that can identify the control shift range when the clutch operation is started as specific information to be transmitted to the motion manager 200 (for example, step S114).

[0104] As a result, when the clutch is operated, specific information capable of identifying the control shift range into which the gear stage at the time the clutch operation was started is held and transmitted to the motion manager 200. Therefore, even if the gear stage is changed by the shift lever via the neutral position, specific information capable of identifying the control shift range into which the gear stage before the change is changed is transmitted to the motion manager 200, so that the braking force set by the motion manager 200 does not fluctuate. As a result, the vehicle 1 can be accelerated and decelerated smoothly.

[0105] (2) As shown in Fig. 5, the powertrain system 302 may further include a neutral position sensor 323 that detects that the shift lever is in the neutral position. When the clutch position sensor 325 detects the clutch operation, the powertrain ECU 322 does not transmit specific information that can identify the neutral position as specific information to be transmitted to the motion manager 200, even when the neutral position sensor 323 detects that the shift lever is in the neutral position (for example, step S115).

[0106] As a result, even if the gear shift is changed by the shift lever via the neutral position, specific information for identifying the neutral position is not transmitted to the motion manager 200, so that the braking force set by the motion manager 200 does not fluctuate. As a result, the vehicle 1 can be accelerated and decelerated smoothly.

[0107] (3) As shown in FIG. 5, when the clutch position sensor 325 detects that the clutch is operated and the neutral position sensor 323 detects that the shift lever is in the neutral position, the powertrain ECU 322 transmits the specific information it holds to the motion manager 200 (for example, step S115).

[0108] As a result, even if the gear is changed by the shift lever via the neutral position, specific information capable of identifying the control shift range into which the gear before the change is converted is transmitted to the motion manager 200, so that the braking force set by the motion manager 200 does not fluctuate. As a result, the vehicle 1 can be accelerated and decelerated smoothly.

[0109] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0110] 1 vehicle, 10 ADAS-ECU, 20 brake ECU, 30 actuator system, 40 central ECU, 42 memory, 100 driving assistance system, 102 AEB, 104 PCS, 106 ACC, 108 ASL, 200 motion manager, 202 reception section, 204 arbitration section, 206 calculation section, 208 distribution section, 302 powertrain system, 304 brake system, 306 steering system, 308 sensor group, 321 powertrain control MCU, 322 powertrain ECU, 323 neutral position sensor, 324 R position sensor, 325 clutch position sensor.

Claims

1. A control system including a control device that controls the motion of a vehicle and a powertrain system including a manual transmission, The powertrain system includes: A clutch position sensor for detecting the operation of the clutch; a control unit for controlling the powertrain system, The control unit is Converting a gear stage selected by a shift lever of the manual transmission into a control shift range of an automatic transmission; Transmitting specific information capable of identifying the converted control shift range to the control device; A control system that, when operation of the clutch is detected by the clutch position sensor, retains specific information capable of identifying the control shift range at the time when operation of the clutch was started as the specific information to be transmitted to the control device.

2. The powertrain system further comprises: a neutral position sensor for detecting that the shift lever is in a neutral position; 2. The control system according to claim 1, wherein the control unit does not transmit specific information capable of identifying the neutral position as the specific information to be transmitted to the control device, even when the clutch operation is detected by the clutch position sensor and the neutral position sensor detects that the shift lever is in the neutral position.

3. 3. The control system according to claim 2, wherein the control unit transmits the retained specific information to the control device when the clutch position sensor detects an operation of the clutch and the neutral position sensor detects that the shift lever is in the neutral position.

4. A control device that controls vehicle motion in cooperation with a powertrain system including a type of transmission different from a manual transmission, the control device being diverted to control the powertrain system including the manual transmission, The control device includes: Execute a process according to specific information capable of identifying a control shift range received from the powertrain system; A control device that, when the powertrain system detects clutch operation and detects that the shift lever of the manual transmission is in a neutral position, receives specific information from the powertrain system that can identify a control shift range of the automatic transmission that is changed from the gear selected by the shift lever when the operation of the clutch is started.

5. A control method for a powertrain system including a manual transmission, comprising: The powertrain system includes: A clutch position sensor for detecting the operation of the clutch; a control unit for controlling the powertrain system, The control method includes the control unit: converting a gear selected by a shift lever of the manual transmission into a control shift range of an automatic transmission; transmitting identification information capable of identifying the converted control shift range to a control device that controls a movement of a vehicle in cooperation with the powertrain system; and when operation of the clutch is detected by the clutch position sensor, storing specific information capable of identifying the control shift range at the time when operation of the clutch was started as the specific information to be transmitted to the control device.

6. A control program executed in a powertrain system including a manual transmission, The powertrain system includes: A clutch position sensor for detecting the operation of the clutch; a control unit for controlling the powertrain system, The control program includes: converting a gear selected by a shift lever of the manual transmission into a control shift range of an automatic transmission; transmitting identification information capable of identifying the converted control shift range to a control device that controls a movement of a vehicle in cooperation with the powertrain system; a step of storing, when the clutch operation is detected by the clutch position sensor, specific information capable of identifying the control shift range at the time the clutch operation was started as the specific information to be transmitted to the control device.

7. A vehicle including a control device that controls the motion of the vehicle and a powertrain system including a manual transmission, The powertrain system includes: A clutch position sensor for detecting the operation of the clutch; a control unit for controlling the powertrain system, The control unit is converting a gear selected by a shift lever of the manual transmission into a control shift range of an automatic transmission; transmitting, to the control device, specific information capable of identifying the converted control shift range; When operation of the clutch is detected by the clutch position sensor, specific information capable of identifying the control shift range at the time when the operation of the clutch is started is stored as the specific information to be transmitted to the control device.

Images