JP7206592B2 - vehicle controller - Google Patents

Description

The present invention relates to a control device for a vehicle that improves safety when switching from manual driving to automatic driving.

In Patent Document 1, a steering wheel is provided with an automatic operation changeover switch that is operated by the driver to instruct the start and end of automatic operation, and automatic operation is started when an instruction to start automatic operation is input by the automatic operation changeover switch. The starting vehicle is listed.

JP 2016-130091 A

By the way, in the above-mentioned conventional vehicle, when switching to the automatic driving mode while stopped in the P range, there is a possibility that the automatic driving mode is switched to by an erroneous operation, and the vehicle may move unintentionally. there were.

SUMMARY OF THE INVENTION The present invention has been made against the background of the above circumstances, and its object is to provide a control device for a vehicle that prevents the vehicle from moving unintentionally when an automatic operation changeover switch is operated. .

The gist of the present invention is a control device for a vehicle equipped with an automatic operation changeover switch that is operated to select an automatic operation mode, in a vehicle stopped state in which the P range is selected as the shift range . When the automatic operation changeover switch is operated while the brake pedal of the vehicle is being depressed, the automatic operation mode is shifted to, and after shifting to the automatic operation mode, the brake pedal is released. Then, the shift range is switched from the P range to the running range to start the vehicle running .

According to the vehicle control device of the present invention, in a vehicle stopped state in which the P range is selected, when the automatic operation changeover switch is operated while the brake pedal of the vehicle is depressed, the automatic operation changeover switch is operated. When the operation mode is shifted to the driving mode and the stepping operation of the brake pedal is released after shifting to the automatic driving mode, the shift range is switched from the P range to the driving range and the vehicle starts running, so that the vehicle may start moving unintentionally. is canceled.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram for explaining a driving device and an electronic control section of a vehicle to which the present invention is applied; FIG. 2 is a skeleton diagram illustrating the configuration of a driving device provided in the vehicle of FIG. 1; FIG. 3 is an engagement table for explaining a combination of friction engagement devices that establish an automatic shift stage that constitutes a part of the drive device of FIG. 2; FIG. 2 is a diagram showing a shift map used for shift control by the electronic control unit of FIG. 1; FIG. FIG. 2 is a flow chart for explaining the main part of the control operation of the electronic control unit of FIG. 1; FIG. 2 is a skeleton diagram showing another configuration example of an automatic transmission provided in the vehicle of FIG. 1; FIG. FIG. 7 is an engagement table for explaining combinations of frictional engagement devices that establish the automatic shift stage of FIG. 6 ; FIG.

Hereinafter, embodiments 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 vehicle 10 to which the present invention is applied. The vehicle 10 includes an engine 12 functioning as a power source, drive wheels 14, and an electric continuously variable transmission 16 and an automatic transmission 18 provided in a power transmission path between the engine 12 and the drive wheels 14. ing. The dynamic transmission 18 is configured, for example, as shown in the skeleton diagram of FIG. The electric continuously variable transmission 16 includes a mechanical oil pump MOP that is directly rotationally driven by the engine 12, and a differential gear mechanism in which rotating elements are connected to the engine 12, the first electric motor MG1, and the second electric motor MG2. In addition, the direct torque from the engine 12 and the output torque of the second electric motor MG2 are input to the automatic transmission 18 .

As shown in FIG. 3, the automatic transmission 18 advances through a plurality of stages (four stages in this embodiment) by selectively activating hydraulic friction engagement devices C1, C2, B1, B2, and B3. A step and one reverse step are provided.

Returning to FIG. 1, the hydraulic control circuit 20 uses hydraulic oil supplied from the mechanical oil pump MOP and the electric oil pump EOP as hydraulic pressure sources, and includes solenoid valves so as to operate according to commands from the electronic control unit 22. Engagement and disengagement of the hydraulic friction engagement devices C1, C2, B1, B2, B3 in the transmission 18 are controlled using the electromagnetic valves.

The electronic control unit 22 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. The output of the engine 12 is controlled by performing signal processing, and based on the actual vehicle speed V (km/h) and accelerator opening Acc (%) from a pre-stored shift map shown in FIG. It controls the gear ratios of the transmission 16 and the automatic transmission 18, and executes various controls such as switching the hydraulic pump. For example, the electronic control unit 22 calculates the required driving force of the driver based on the opening degree of the accelerator pedal (not shown), and controls the output of the engine 12 so that the required driving force can be obtained with the minimum fuel consumption. An engine that controls the first electric motor MG1 and the second electric motor MG2 for driving in the electric continuously variable transmission 16 and the electromagnetic valve in the hydraulic control circuit 20 and uses the engine 12 and the first electric motor MG1 and the second electric motor MG2 Driving or electric driving using the second electric motor MG2 is selected.

In addition, when the automatic driving/manual driving selection switch 32 is operated by the driver to the automatic driving side, the electronic control unit 22 automates a part of the driver's driving operation necessary for running the vehicle. Then, an automatic operation mode such as a partially automatic operation control or a fully automatic operation that does not require the driver's operation between the set target values is selected, and the automatic operation control is started.

The electronic control unit 22 exchanges road traffic information, infrastructure information, etc. that can be used for automatic driving with a server provided in a center (not shown) and with other vehicles via a transmitter/receiver 24. do

By the way, when the automatic driving mode is selected by operating the automatic driving/manual driving selection switch 32 from the vehicle stopped state in which the P range is selected, for example, the vehicle is automatically parked in an empty space in the parking lot by automatic driving. Therefore, if the unmanned automatic driving mode, in which the driver gets off at the entrance of the parking lot, is selected by mistake, the vehicle could start moving against the will. Therefore, when switching to the automatic operation mode by switching the automatic operation/manual operation selection switch 32 to the automatic operation control, the electronic control unit 22 controls the brake pedal 36 based on the brake-on signal from the brake switch 34. The automatic driving mode is established with the depression operation as one of the conditions.

FIG. 5 is a flow chart for explaining the main part of the control operation of the electronic control unit 22. As shown in FIG. In S11 of FIG. 5, it is determined whether or not the automatic operation/manual operation selection switch 32 has been operated to switch to the automatic operation control. If the determination in S11 is negative, the transition to the automatic operation mode is not performed (prohibited) in S14 . However, if the determination in S11 is affirmative, in S12 it is determined which shift range is based on the operation of the shift lever. If it is determined in S12 that the range is other than the P (parking) range, the transition to the automatic operation mode is not performed in S14 , but if it is determined that it is in the P (parking) range in S12 , in S13 . , based on a signal from the brake switch 34, it is determined whether or not the brake pedal 36 is depressed. If the determination in S13 is negative, the transition to the automatic operation mode is not performed in S14 , but if the determination in S13 is affirmative, the transition to the automatic operation mode is performed in S15 . In the present embodiment, only when the driver depresses the brake pedal 36 and selects the automatic driving mode at the same time, the switching to the automatic driving mode is performed, which is contrary to the intention of the driver. Thus, it is possible to prevent the vehicle from starting due to an erroneous operation of the automatic/manual operation selection switch 32 .

In the following S16, the control brake of the vehicle is automatically turned on without depending on the driver's operation. In the following S17, it is determined whether or not the brake pedal 36 is depressed based on the signal from the brake switch 34, as in S13. As long as the determination in S17 is affirmative, the steps after S16 are repeatedly executed. If the determination in S17 is negative, the shift range is switched from the P range (stop range) to the D range (driving range) in S18. After that, in S19, it is determined whether or not the shift range is in the D range (driving range). S18 and subsequent steps are repeated until the determination in S19 is in the D range (driving range). Running is started. According to this embodiment, switching to the automatic driving mode is performed on the condition that the driver performs two operations (motions). Even if there is an erroneous operation, the vehicle can be prevented from moving unintentionally, and the safety of the vehicle can be enhanced. Further, the impossibility of shifting due to the driver releasing the brake pedal during shifting is eliminated.

FIG. 6 shows an example in which the vehicle 10 is a so-called one-motor hybrid vehicle. The vehicle 10 includes an engine 12 functioning as a power source, an on-off clutch K0, an electric motor MG, and an eight-speed automatic transmission 50 having a torque converter TC with a clutch Bs that allows rotation of the stator. It is a one-motor hybrid vehicle. Automatic transmission 50 is configured, for example, as shown in the skeleton diagram of FIG . A plurality of (eight in this embodiment) forward gears and one reverse gear can be obtained.

Although the first and second embodiments described above are hybrid vehicles having the engine and the electric motors MG, MG1, and MG2 as drive sources, the hybrid vehicles may be electric vehicles having only the electric motor as the drive source. That is, any electric vehicle may be used as long as it includes an electric motor used as a drive source and a generator. It may also be a non-electric vehicle that electrically switches between a stop range and a running range by shift-by-wire or the like, such as an AT vehicle equipped with a gasoline engine as a drive source and a planetary gear type multi-speed automatic transmission.

10: Vehicle 22: Electronic control device (control device)
32: Automatic operation/manual operation selection switch (automatic operation changeover switch)
36: brake pedal

Claims (1)

A control device for a vehicle equipped with an automatic operation changeover switch operated to select an automatic operation mode,
In a vehicle stopped state in which the P range is selected as a shift range, when the automatic operation changeover switch is operated while the brake pedal of the vehicle is depressed, the automatic operation mode is shifted to the automatic operation mode. After shifting to the driving mode, when the stepping operation of the brake pedal is released, the shift range is switched from the P range to the driving range to start the vehicle driving.
A vehicle control device characterized by:

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