JP7013845B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device and relates to a vehicle control including a shift-by-wire parking lock mechanism and an electric parking brake.

In a vehicle equipped with a shift-by-wire (SBW) parking lock mechanism, for example, when a request for switching from ignition on to ignition off, that is, a request for operation of the parking lock mechanism by the driver occurs, a predetermined vehicle stop condition is obtained. When is established, the auto parking control that activates the parking lock mechanism is implemented. For example, the vehicle control device of Patent Document 1 is that.

Japanese Unexamined Patent Publication No. 2008-290562

In a vehicle equipped with a shift-by-wire parking lock mechanism and an electric parking brake, the parking brake is activated together with the parking lock to stop the vehicle when the vehicle is stopped with a stop of the vehicle power supply. When a request for switching from ignition on to ignition off occurs immediately before the vehicle stops, the electric parking brake is activated based on the request, and the operation of the electric parking brake causes a sudden deceleration of the vehicle. Therefore, after the parking lock operation by the parking lock mechanism is completed, the auto parking control for operating the electric parking brake is executed. However, when the notification signal notifying that the parking lock mechanism has moved to the parking range is generated, the vehicle power supply is stopped, and the vehicle power supply may be stopped before the operation of the electric parking brake is completed. In addition, when the electric parking brake is activated based on the notification signal notifying that the parking lock mechanism has moved to the parking range and the vehicle power is stopped after the operation of the electric parking brake is completed, the driver's ignition. There was a risk that the time from the off operation to the actual power stop would be long.

The present invention has been made in the background of the above circumstances, and an object thereof is that when there is a request for operation of the parking lock mechanism, the brake operation of the electric parking brake is completed and the parking lock mechanism is completed. It is an object of the present invention to provide a vehicle control device capable of shortening the time from the operation request of the electric parking brake to the completion of the brake operation of the electric parking brake.

The gist of the first invention is (a) a lock position that restrains the rotation of the output shaft of the automatic transmission by an electric signal in response to an operation by the shift operation device, and a non-restriction that does not restrain the rotation of the output shaft. A vehicle control device including a parking lock mechanism that selectively switches to at least two positions with a lock position and an electric parking brake that restrains the rotation of wheels by an electric signal, wherein (b) the parking lock . When the switch to the parking lock state of the mechanism is completed, the vehicle power supply control unit that switches the vehicle power supply to the ignition off, and (c) when the operation request signal of the parking lock mechanism is received, the parking lock mechanism is moved from the non-locked position. Upon receiving a parking warning signal indicating the start of switching of the parking lock mechanism by the shift-by-wire control unit that switches to the lock position and (d) the shift-by-wire control unit, the electric parking brake is operated at the same time as the parking lock mechanism. The electric parking brake control unit to be caused, (e) the shift-by-wire fail determination means for determining the malfunction of the parking lock mechanism, and (f) the communication abnormality between the shift-by-wire control unit and the electric parking brake control unit. (G) The electric parking brake control unit includes, when the operation failure of the parking lock mechanism is determined by the shift-by-wire fail determining means at the time of requesting the operation of the parking lock mechanism. Or, when a communication abnormality between the shift-by-wire control unit and the electric parking brake control unit is determined by the communication abnormality determining means, the electric parking brake is operated without receiving the parking warning signal. , There is.

According to the vehicle control device of the first invention, when the shift-by-wire control unit receives the operation request signal of the parking lock mechanism, the parking lock mechanism is switched from the non-locked position to the locked position, and the electric parking brake control is performed. The unit receives the parking warning signal indicating the start of switching of the parking lock mechanism, and operates the electric parking brake at the same time as the parking lock mechanism . As a result, in a vehicle equipped with a shift-by-wire type parking lock mechanism and equipped with an electric parking brake, when there is a request for operation of the parking lock mechanism, the electric parking brake is before or after the operation of the parking lock mechanism is completed. Since the operation of the electric parking brake can be completed, it is possible to shorten the time from the operation request of the parking lock mechanism to the completion of the brake operation of the electric parking brake, and before the operation of the electric parking brake is completed. It is resolved that the vehicle power supply is stopped. Further, when the operation failure of the parking lock mechanism is determined by the shift-by-wire fail determining means at the time of requesting the operation of the parking lock mechanism, or when the communication abnormality determining means determines the shift-by-wire control unit and the electric parking brake control unit. When the communication abnormality with the vehicle is determined, the electric parking brake control unit operates the electric parking brake without receiving the parking warning signal, so that the stopped state of the vehicle is ensured.

It is a figure explaining the schematic structure of each part of the vehicle provided with the parking lock mechanism and the electric parking brake to which this invention is applied, and the main part of the control function of an electronic control device. A specific configuration of the parking lock mechanism according to an embodiment of the present invention is shown. It is a figure which shows the specific structure of the electric parking brake which is one Example of this invention. It is a figure in order to explain the conventional control of the electronic control unit of FIG. 1 as the temporal operation of each electronic control unit. It is a figure explaining the control of the electronic control unit of FIG. 1 based on this invention as the temporal operation of each electronic control unit. 4 is a time chart illustrating the operation of FIGS. 4 and 5. It is a floater which showed the operation of the electronic control device of FIG. 1 in more detail. It is a figure explaining the control of another embodiment which added the function of determining the malfunction of the parking lock mechanism, the communication abnormality, and the delay of the operation of the parking lock mechanism to the lock to the electronic control device of FIG. It is a flowchart explaining the control operation by the electronic control device of FIG.

Preferably, after confirming the start of operation of the parking lock mechanism, the electric parking brake is activated, and a malfunction of the parking lock mechanism or a communication abnormality between the control unit of the parking lock mechanism and the control unit of the electric parking brake occurs. In this case, the electric parking brake is operated regardless of whether or not the operation start of the parking lock mechanism is confirmed. This makes it possible to safely stop the vehicle.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 16 to a drive wheel 28 provided in a vehicle 10 to which the present invention is applied, and also shows a control system provided in the vehicle 10. It is a figure explaining the main part. In FIG. 1, the power generated by the engine 16 as a driving force source is input to the automatic transmission 12 via the torque converter 14, and is input to the automatic transmission 12 from the output shaft 20 of the automatic transmission 12 to the differential gear device 24 and a pair of axles. It is transmitted to the left and right drive wheels 28 in sequence via 26 and the like. An example in which the control device of the present invention is applied to a vehicle equipped with an engine as a driving force source will be described below, but the vehicle control device of the present invention includes an engine and an electric motor as a driving force source. It can also be applied to other types of vehicles such as hybrid vehicles or electric vehicles equipped with only an electric motor as a driving force source. Further, the electronic control device 70 corresponds to the control device of the present invention.

The electronic control device 70 includes a plurality of so-called microcomputers including a CPU, a ROM, a RAM, an input / output interface, and the like, and signals according to a program stored in advance in the ROM while using the temporary storage function of the RAM. By performing the processing, the drive control of the engine 16, the torque converter 14, the automatic transmission 12, etc., the shift mechanism using the shift-by-wire method, that is, the shift position of the parking lock mechanism 34 and the switching control of the parking lock, the motor 38 and the ball screw The brake operation control of the electric parking brake actuator (hereinafter referred to as the brake actuator 36) including the mechanism 39, the operation of the vehicle power supply 68, and the like are executed.

The electronic control device 70 is shown, for example, corresponding to a signal representing the engine rotation speed Ne (rpm), which is the rotation speed of the engine 16 detected by the engine rotation speed sensor 40, and the vehicle speed V detected by the vehicle speed sensor 42. A signal representing the output rotation speed Nout (rpm), which is the rotation speed of the output gear, the turbine rotation speed Nt (rpm), which is the rotation speed of the turbine shaft of the torque converter 32 detected by the turbine rotation speed sensor 44, and the accelerator opening. A signal representing the accelerator opening Acc (%), which is the amount of operation of the accelerator pedal (not shown) detected by the sensor 46, and the operation of the brake pedal (not shown) detected by the brake switch 48 were performed. It represents the brake operation signal Bon indicating that, the operation signal Ig of the ignition switch (hereinafter referred to as IG-SW50), and the shift position (operation position) of the shift lever 54 detected by the shift position sensor 52 constituting the shift operation device 60. The signal Psh, the P switch signal Pon from the P switch 56 for operating the parking lock device 62 shown in FIG. 2 that locks the drive wheel 28, and the like are supplied. The P position indicator lamp 58 is built in the P switch 56, and the P position indicator lamp 58 is turned on when the shift position is set to the “P” position.

Further, from the electronic control device 70, for example, an engine output command signal Se that commands the operation of the engine 16, a hydraulic control command signal Sp that controls the hydraulic pressure to the automatic transmission 12, and a shift range switching to the parking lock mechanism 34. The shift command signal Ss for instructing the operation of the parking lock, the brake command signal Sb for controlling the operation of the brake actuator 36 for operating the drum brake 31 for braking the drive wheels 28, the power command signal Sba for controlling the vehicle power supply, and the like are used. Each is output.

FIG. 2 is a perspective view showing a parking lock mechanism 34 including a shift range switching device 64 for switching the shift range and a parking lock device 62 for fixing the output shaft 20 of the automatic transmission 12 so as not to rotate. The parking lock mechanism 34 selects the shift range corresponding to the operation position of the shift lever 54 together with the shift operation device 60 and the shift-by-wire control unit 74 based on the shift position signal Psh which is an output signal from the shift operation device 60. It constitutes a shift-by-wire system.

The parking lock mechanism 34 is operated based on the electric signal Psh output in response to the shift operation of the shift operation device 60, and the output shaft of the step motor 110 via, for example, a speed reducer. The connected shaft 112 and the spool valve 104 fixed to the shaft 112 and engaged with the spool valve 104 of the valve 102 correspond to a plurality of movement positions of the spool valve 104 preset according to each shift range. It is configured to include a plate-shaped detent plate 114 that can be rotated to any of a plurality of rotation positions. Then, the operating position of the step motor 110, that is, the rotation angle of the rotor of the step motor 110 is detected by the rotary encoder 116.

The detent plate 114 includes a spool valve element engaging rod 118 that engages with the spool valve element 104 in the axial direction (movement direction) of the spool valve element 104. When the detent plate 114 is rotated around the axis of the shaft 112, the spool valve 104 is moved in the axial direction of the spool valve 104 by the spool valve engaging rod 118 according to the rotation position. Be done.

Further, the detent plate 114 has a function of positioning the spool valve 104 at any of a plurality of preset moving positions according to the shape of the cam surface of the outer peripheral edge portion thereof. The cam surface 120 at the outer peripheral edge portion located above the detent plate 114 is formed with a recess for positioning at a moving position corresponding to each shift range. Then, the engagement roller 124 rotatably supported by the tip end portion of the leaf spring 122 to which the base end portion is fixed is in contact with the cam surface 120. The leaf spring 122 urges the engaging roller 124 toward the cam surface 120 with a predetermined pressing force. As a result, the engaging roller 124 falls into any position of the plurality of recesses formed on the cam surface 120, so that the detent plate 114 is positioned at any position of the plurality of rotation positions, and the spool valve 104 Is positioned at any of a plurality of preset movement positions according to each shift range.

The parking lock device 62 can approach and separate from the parking gear 108 connected to the output shaft 20 of the automatic transmission 12 and the parking gear 108 by being rotated around a uniaxial center, and approaches the parking carrier 108. A parking lock pole 126 having a claw portion 128 that meshes with the parking gear 108 when it is made to engage with the parking gear 108, and fixing the output shaft 20 non-rotatably by engaging the claw portion 128 with the parking gear 108, and a parking lock thereof. It is configured to include a parking rod 132 through which a tapered member 130 engaged with the pole 126 is inserted to support the tapered member 130 at one end, and a spring 134 for urging the tapered member 130 to its smaller diameter side. The other end of the parking rod 132 is connected to the lower end of the detent plate 114, and the tapered member 130 moves to the small diameter side or the large diameter side of the tapered member 130 by rotating the detent plate 114. It is designed to be made to.

FIG. 2 shows a state in which the detent plate 114 is positioned at the rotation position corresponding to the P range. In this state, the spool valve 104 of the valve 102 is positioned at the moving position corresponding to the P range, that is, the locked position, and the claw portion 128 of the parking lock pole 126 meshes with the parking gear 108 to rotate the output shaft 20. Is blocked. From this state, when the step motor 110 is used and the shaft 112 is rotated in the direction of arrow A shown in FIG. 2, the spool valve 104 is moved in the direction of arrow B to another shift range, that is, the unlocked position. The parking lock pole 126 is moved in the direction of the arrow C by moving one end of the parking rod 132 in the direction of the arrow C, and the parking lock pole 126 is moved by the movement of the tapered member 130 provided at the tip of the one end. It is moved in the direction of D. Then, when the parking lock pole 126 is moved in the direction of the arrow D and the claw portion 128 is rotated to a position where it does not mesh with the parking gear 108, the lock of the output shaft 20 is released.

The drum brake 31 of the electric parking brake 30 shown in FIG. 3 has a lining 142, which is a friction material, inside the brake drum 136 that rotates together with the drive wheels 28, and the electric parking brake actuator 36 operated by the motor 38 of FIG. The drive wheel 28 is braked by pressing it with force. FIG. 3 shows a state in which the drum brake 31 provided on the drive wheel 28 has the brake drum 136 that rotates integrally with the drive wheel 28 removed, and the brake drum 136 is virtualized by two concentric circles indicated by a one-dot chain line. Is shown. The electric parking brake 30 shows an example of an electric parking brake that brakes the drive wheels 28, and is not particularly limited to this structure.

The drum brake 31 is provided with a backing plate 138 which has a substantially disk shape and is integrally fixed to, for example, an axle housing, a hub, or the like (not shown), which is a non-rotating member on the vehicle body side. Further, between the pair of brake shoes 140a and 140b arranged substantially symmetrically on the outer peripheral portion of the backing plate 138 so as to be close to and separated from each other, and the upper end portion of FIG. 3 which is one end of the pair of brake shoes 140a and 140b. A wheel cylinder 144 provided at a fixed position on the backing plate 138, a pair of brake shoes 140a and 140b, and a coil shape stretched between one end of the brake shoe 140a and 140b so as to constantly urge one end in a direction approaching each other. The pair of brake shoes 140a and 140b and the brake drum are hung between one end of the pair of brake shoes 140a and 140b so as to pass through the inside of the return spring 156 and the coiled return spring 156. Anchor block 148 provided at a fixed position between 136 and the shoe gap automatic adjustment mechanism 146 that automatically adjusts the shoe gap and the other end of the pair of brake shoes 140a and 140b, that is, the lower end of FIG. And a spring 150 stretched between the lower ends of the pair of brake shoes 140a and 140b so that the lower ends thereof are constantly in contact with the anchor block 148.

The pair of brake shoes 140a and 140b both have a flat plate shape substantially parallel to the backing plate 138, and the shoe webs 152a and 152b punched into an arcuate shape as a whole in the front view shown in FIG. A lining 142a consisting of a strip-shaped shoe rim (not shown) fixed along the outer peripheral side edge forming the arc shape, and a friction material integrally fixed to the outer peripheral surface with an adhesive or the like. Each is composed of 142b.

The brake shoe 140a is provided with a longitudinal flat plate-shaped brake lever 154 provided with a substantially cylindrical mounting shaft 160, and one end of the brake shoe 140a and the base end of the brake lever 154 are the mounting shafts thereof. The 160 is rotatably connected around the mounting shaft 160. The intermediate portion of the brake lever 154 and the portion close to the mounting shaft 160 is engaged with the shoe web 152a on the notch surface cut out at the end portion of the shoe gap automatic adjustment mechanism 146 on the brake shoe 140a side. There is. Further, the tip end portion of the brake lever 154 is connected to the brake cable 162, and the backing plate 138 is provided with a cable insertion hole 164 provided so as to penetrate the backing plate 138. The other end of the brake cable 162 is inserted into the cable insertion hole 164 and protrudes to the outside of the backing plate 36.

The brake cable 162 inserted into the cable insertion hole 164 provided in the backing plate 138 is connected to the brake actuator 36 shown as a schematic diagram in FIG. Further, the brake actuator 36 is composed of, for example, a motor 38 which is an electric DC motor and a known ball screw mechanism 39 or the like, and the rotational motion of the motor 38 is converted into a moving distance of the brake cable 162 by the ball screw mechanism 39 to brake. The linear motion of the cable 162, that is, the moving motion of the tip of the brake lever 154 is performed to operate the drum brake 31.

Returning to FIG. 1, the electronic control device 70 is shown a block diagram illustrating a main part of the control function of the electronic control device 70. The electronic control device 70 controls the power supply-ECU 72, which is a vehicle power supply control unit surrounded by a solid line, the SBW-ECU 74, which is a shift-by-wire control unit that controls the parking lock mechanism 34, and the electric parking brake 30. , EPB-ECU76, which is an electric parking brake control unit, is included.

The power supply-ECU 72 controls the operation determination of the IG-SW50, the power supply operation, and the like. The power supply-ECU 72 determines the operation of the IG-SW50 by the driver based on the IG-SW operation signal Ig from the IG-SW50, and controls the connection of the vehicle power supply 68 such as the battery by the determination. For example, each time a short-press push signal is input to the IG-SW50, an accessory is turned on to connect the battery 68 constituting the vehicle power supply to a car accessory such as audio, and the battery 68 is an electrical component other than the accessory (not shown). The ignition on, which enables the power supply to the starter motor, and the ignition off state, which stops the power supply to the car accessories and non-accessories, and the starter motor, are switched to be repeated in a toggle manner.

The SBW-ECU 74 determines the operation of the parking lock mechanism 34 based on the shift position signal Psh from the shift position sensor 52 and the P switch signal Pon from the P switch 56 based on the operation of the shift lever 54 of the driver, and shifts. It controls the change of position and the execution of parking lock. Further, the SBW-ECU 74 changes the state of the parking lock device 62 to, for example, the park P in the locked state, the drive D in the unlocked state, or the transition state between the locked state and the unlocked state. Notifies the other control unit of which state it is in, at a predetermined timing.

The EPB-ECU 76 determines the operation of the electric parking brake 30, and controls the operation of the brake actuator 36 based on the determination.

FIG. 4 shows an example of conventional control operation of the parking lock device 62 and the electric parking brake 30. In this conventional operation, the parking lock device 62 is locked based on the operation of the IG-SW50, and the electric parking brake 30 is operated after the parking lock is completed. In FIG. 4, the power supply-ECU 72, SBW-ECU 74, and EPB-ECU 76 are arranged in this order from the left end to the right lateral direction, and the main input signals, output signals, and operations of each are shown. Also, each major input signal, output signal, and operation is arranged in chronological order vertically, that is, from top to bottom. When the operation of the IG-SW50 is performed, the IG-SW operation signal Ig is input to the power supply-ECU 72 or when the P switch 56 is pressed, the power supply-ECU 72 requests the SBW-ECU 74 to operate the parking mechanism 34. The P request signal Pd is output, and the SBW-ECU 74 starts switching the parking lock device 62 to the parking lock. When the switching to the parking lock is completed, the SBW-ECU 74 sends a P notification signal Pp notifying that the switching to the parking lock is completed to the other control unit. Upon receiving the P notification signal Pp, the EPB-ECU 76 starts the operation of the brake actuator 36 of the electric parking brake 30.

FIG. 5 shows the controls in the present invention. When the operation of the IG-SW50 is performed, the IG-SW operation signal Ig is input to the power supply-ECU 72 and the SBW-ECU 74, or when the P switch 56 is pressed, the SBW-ECU 74 and the EPB-ECU 76 are input from the power supply-ECU 72. The SBW-ECU 74, which outputs the P request signal Pd that is the operation request of the parking lock mechanism 34, starts switching the parking lock device 62 to the parking lock. Subsequent operations differ from conventional controls, ie FIG. 4 above. The SBW-ECU 74 sends a P warning signal Pn notifying the EPB-ECU 76 that the switching to the parking lock has started at the same time as the start of switching the parking lock device 62 to the parking lock. The EPB-ECU 76 starts the operation of the electric parking brake 30 based on this P notice Pn. As a result, the parking lock device 62 and the power supply parking brake 30 are operated at the same time.

In the time chart of FIG. 6, the conventional control and the control in the present invention are shown. In the conventional control, the IG-SW50 is operated by the driver from the time t1 to the time t2, and the ignition off state is required. At the time t2, the P request signal Pd, which is a request for switching to the parking lock indicated by the solid arrow, is output from the power supply-ECU 72 to the SBW-ECU 74. At the time point t3, the parking lock mechanism 34, which is a shift mechanism, starts switching from a state other than P to P, that is, a parking lock, and the notification range, that is, the notification of the shift state from the SBW-ECU 74 to another control unit is switched. The state indicating the inside, that is, the state in which the notification signal is not sent. At the time of t5, the switching to the parking lock is completed, and the P notification signal Pp is sent from the SBW-ECU 74 to the power supply-ECU 72 and the EPB-ECU 76. Based on this signal, the ignition on of the vehicle power supply is switched to the ignition off. In this case, the ignition is turned off before the operation of the electric parking brake 30 is completed.

In FIG. 6, the P request signal Pd and the P warning signal Pn indicated by the dotted arrow and the operation of the electric parking brake 30 indicated by the broken line indicate the control operation of the present invention. That is, it shows a part different from the above-mentioned conventional control operation. As a result, the operation of the electric parking brake 30 is accelerated, and it is possible to prevent the ignition off from being executed before the operation is completed. The IG-SW50 is operated by the driver from the time t1 to the time t2, and the ignition off state is required. At the time of t2, the P request signal Pd, which is a request for switching to the parking lock indicated by the solid arrow, is output from the power supply-ECU to the SBW-ECU 74, and is indicated by the dotted arrow from the power supply-ECU to the EPB-ECU 76. The P request signal Pd is output. At the time point t3, the parking lock mechanism 34, which is a shift mechanism, starts switching from a state other than P to P, that is, a parking lock, and outputs a P warning signal Pn indicated by a dotted arrow from the SBW-ECU 74 to the EPB-ECU 76. Will be done. When the EPB-ECU 76 receives the P warning signal Pn at the time t4, the electric parking brake 30 starts operating, and the operation of the electric parking brake 30 is completed before the time t6, that is, before the ignition off is executed. There is.

FIG. 7 is a flowchart illustrating the control operation of the parking lock device 62 and the electric parking brake 30 by the electronic control device 70. It is determined whether or not the IG-SW50 has been operated in step S10 corresponding to the functions of the power supply-ECU 72 and the EPB-ECU 76 (hereinafter, the step is omitted). If the determination of S10 is denied, the determination of S10 is repeated again. When the determination in S10 is affirmed, that is, when the IG-SW50 is operated, the parking lock mechanism 34 is P from the SBW-ECU 74 to the EPB-ECU 76 in the S20 corresponding to the functions of the SBW-ECU 74 and the EPB-ECU 76. It is determined whether or not the P warning signal Pn indicating that the switching to the range has started is output. If the S20 determination is denied, the S10 determination is repeated. Further, when the S20 determination is affirmed, that is, when the P warning signal Pn is output, the electric parking brake 30 is operated in S30 corresponding to the function of the EPB-ECU 76.

According to this embodiment, after the operation request of the parking lock mechanism 34, for example, after receiving the P request signal Pd for switching the vehicle power supply from the ignition on to the ignition off, or after the P switch 56 is pressed, the parking lock mechanism The 34 and the electric parking brake 30 are operated at the same time. As a result, in the vehicle 10 equipped with the shift-by-wire type parking lock mechanism 34 and the electric parking brake 30, after receiving the IG-SW operation signal Ig for switching from the ignition on to the ignition off, or after receiving the P switch 56. After is pressed, the operation of the electric parking brake 30 can be completed before and after the operation of the parking lock mechanism 34 is completed, and the brake operation of the electric parking brake 30 can be completed from the operation request of the parking lock mechanism 34. It is possible to shorten the time until the completion is completed. This eliminates the problem that the vehicle power supply is stopped before the operation of the electric parking brake 30 is completed.

Next, another embodiment of the present invention will be described. In the following description, the same reference numerals are given to the parts common to each other in the examples, and the description thereof will be omitted.

FIG. 8 shows the electronic control device 70 of the present embodiment, in which the electronic control device 70 includes the SBW fail determination means 94, the communication abnormality determination means 96, in addition to the power supply-ECU 72, SBW-ECU 74, and EPB-ECU 76. It is different from the above-described embodiment in that the P notice elapsed time determination means 98 is provided. The SBW fail determination means 94 determines the defect of the parking lock mechanism 34 including the abnormality of the shift position sensor 52 and the P switch 56, for example. The communication abnormality determining means determines an abnormality in the communication in the electronic control device 70, particularly the communication exchanged between the SBW-ECU 74 and the EPB-ECU 76. The P notice elapsed time determining means 98 determines whether or not the EPB-ECU 76 has received the P notice signal Pn within a predetermined time ta after receiving the P request signal Pd. When the SBW fail determining means 94 determines that the parking lock mechanism 34 is defective, or when it is determined that there is an abnormality in the communication exchanged between the SBW-ECU 74 and the EPB-ECU 76, the electric parking brake 30 is operated. Further, if the EPB-ECU 76 does not receive the P notice signal Pn within a predetermined time ta after receiving the P request signal Pd, the electric parking brake 30 is not operated. In the determination of the P notice elapsed time determining means 98, even if the EPB-ECU 76 does not receive the P notice signal Pn within the predetermined time ta after receiving the P request signal Pd, that is, it is electrically operated after the predetermined time ta has elapsed. The parking brake 30 may be operated.

FIG. 9 is a flowchart illustrating the control operation of the parking lock device 62 and the electric parking brake 30 by the electronic control device 70, and is a defect determination of the parking lock mechanism 34, which is exchanged between the SBW-ECU 74 and the EPB-ECU 76. It is different from the first embodiment in that it is determined whether or not the communication failure is determined and whether or not the EPB-ECU 76 has received the P warning signal Pn within a predetermined time ta after receiving the P request signal Pd.

It is determined whether or not the IG-SW50 has been operated in S110 corresponding to the functions of the power supply-ECU 72 and the EPB-ECU 76. If the determination of S110 is denied, the determination of S110 is repeated again. If the determination in S110 is affirmed, it is determined whether or not there is a defect in the parking lock mechanism 34 in S120 corresponding to the function of the SBW fail determination means 94. When this S120 determination is denied, that is, when it is determined to be defective, the electric parking brake 30 is operated in S160 corresponding to the function of the EPB-ECU 76. Further, when it is determined in S120 that the parking lock mechanism 34 is not defective, the communication abnormality exchanged between the SBW-ECU 74 and the EPB-ECU 76 in S130 corresponding to the function of the communication abnormality determination means 96. The presence or absence of is determined. When this S130 determination is denied, that is, when it is determined that there is an abnormality in communication, the electric parking brake 30 is activated in S160 corresponding to the function of the EPB-ECU 76. If the S130 determination is affirmed, the P notice indicating that the parking lock mechanism 34 has started switching from the SBW-ECU 74 to the EPB-ECU 76 to the P range in the S140 corresponding to the functions of the SBW-ECU 74 and the EPB-ECU 76. It is determined whether or not the signal Pn is output. If this S140 determination is affirmed, the electric parking brake 30 is activated in S160 corresponding to the function of the EPB-ECU 76. When the S140 determination is denied, it is determined whether or not the predetermined time ta or more, which is the elapsed time after receiving the P request signal Pd, has elapsed in the S150 corresponding to the function of the P advance notice elapsed time determination means 98. If this determination is denied, the determination of S140 is repeated. When it is determined in S150 that the predetermined time ta or more has elapsed, the determination from S110 is repeated.

According to the present embodiment, as in the first embodiment, after the operation request of the parking lock mechanism 34 is requested, for example, after receiving the IG-SW operation signal Ig for switching the vehicle power supply from the ignition on to the ignition off, or after receiving the IG-SW operation signal Ig, or the P switch 56. Is pressed, the parking lock mechanism 34 and the electric parking brake 30 are operated at the same time after receiving the P request signal Pd or after the P switch 56 is pressed. As a result, in the vehicle 10 equipped with the shift-by-wire type parking lock mechanism 34 and the electric parking brake 30, after receiving the P request signal Pd for switching from the ignition on to the ignition off, or after receiving the P request signal Pd, the P switch 56 is pressed. After that, before and after the operation of the parking lock mechanism 34 is completed, the operation of the electric parking brake 30 can be completed, and the brake operation of the electric parking brake 30 is completed from the operation request of the parking lock mechanism 34. It is possible to shorten the time until it is done. This eliminates the problem that the vehicle power supply is stopped before the operation of the electric parking brake 30 is completed. Further, after confirming the operation of the parking lock mechanism 34, the electric parking brake 30 is activated, and a malfunction of the parking lock mechanism 34 or a communication abnormality between the SBW-ECU 74 of the parking lock mechanism 34 and the EPB-ECU 76 of the electric parking brake 30 occurs. When it occurs, it becomes possible to operate the electric parking brake 30. Further, even if the P warning signal Pn is not input from the SBU-ECU 74 to the EPB-ECU 76 even though the parking lock mechanism 34 is normally operated, the electric parking brake 30 is tried to operate again based on the operation of the IG-SW50. be able to. If the P warning signal Pn is not input from the BU-ECU 74 to the EPB-ECU 76 even after the predetermined time ta or more has elapsed, the electric parking brake 30 is tried to operate again, but the electric parking brake 30 is tried again after the predetermined time ta or more has elapsed. The brake 30 may be operated.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

Although R, N, D, M, and B are shown in the shift operation device 60 of the above-described embodiment, each shift and its arrangement in the shift operation device 60 of the embodiment are examples and may be appropriately changed. can do. Further, the shift lever 54 is in a form in which the shift lever 54 automatically returns to the preset neutral position when the operation of the alternate lever for maintaining the shift position or the shift lever 54 by the driver is released. It may be any of the momentary styles.

In the above-described embodiment, the operation of the electric parking brake 30 is started based on the start of operation of the parking lock mechanism 34, but the operation may be reversed or may be started at the same time. In short, it should be operated at the same time. It does not matter which one is completed at the earliest.

The above is only one embodiment, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 12: Automatic transmission 20: Output shaft 30: Electric parking brake 34: Parking lock mechanism 60: Shift operation device 70: Electronic control device (control device)
Pon: P switch signal (electrical signal)

Claims (1)

Depending on the operation by the shift operation device, it can be selectively switched to at least two positions, a locked position that restrains the rotation of the output shaft of the automatic transmission and an unlocked position that does not restrain the rotation of the output shaft by an electric signal. A vehicle control device including a parking lock mechanism and an electric parking brake that restrains the rotation of wheels by an electric signal.
When the switching of the parking lock mechanism to the parking lock state is completed, the vehicle power control unit that switches the vehicle power to the ignition off and the vehicle power control unit.
A shift-by-wire control unit that switches the parking lock mechanism from the non-locked position to the locked position upon receiving an operation request signal of the parking lock mechanism.
An electric parking brake control unit that operates the electric parking brake at the same time as the parking lock mechanism in response to a parking warning signal indicating the start of switching of the parking lock mechanism by the shift-by-wire control unit.
A shift-by-wire fail determining means for determining a malfunction of the parking lock mechanism, and
A communication abnormality determining means for determining a communication abnormality between the shift-by-wire control unit and the electric parking brake control unit is included.
The electric parking brake control unit may be used with the shift-by-wire control unit when a malfunction of the parking lock mechanism is determined by the shift-by-wire fail determining means or by the communication abnormality determining means when the parking lock mechanism is requested to operate. A vehicle control device for operating the electric parking brake without receiving the parking warning signal when a communication abnormality with the electric parking brake control unit is determined.

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