JP2022085638A - Control device for vehicle - Google Patents

Abstract

To provide a control device for a vehicle capable of preventing unintended start in a neutral position and unintended reverse drive due to a creep phenomenon even when hydraulic pressure of an actuator of an automatic transmission is abnormal.SOLUTION: A control device for a vehicle includes: an engine 2; a transmission 3; a shift lever 54; a torque converter 10 provided between the engine 2 and the transmission 3; a clutch 31 provided between the torque converter 10 and the transmission 3; a shift actuator 52 shifting a gear stage of the transmission 3; a clutch actuator 51 engaging/disengaging the clutch 31; and a TCM 5 performing forced shift to a neutral position when a hydraulic pressure abnormality of the clutch actuator 51 or the shift actuator 52 is detected and performing forced stall on the basis of the gear stage of the transmission 3 and a shift position selected by the shift lever 54 when the forced shift to the neutral position is not completed.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

According to Patent Document 1, in a vehicle having an automatic transmission, when an abnormality in the hydraulic pressure of the automatic transmission is detected, the driver is made aware of the abnormality by controlling to reduce the shifting speed of the automatic transmission. Is described.

In an automatic transmission manual transmission, when the actuator operating hydraulic pressure drops abnormally during driving in the drive range, or when the shift lever position is switched, the shift cannot be changed due to the actuator operating hydraulic pressure drop, and the actual gear may remain in the gear-in state.

For example, when the shift lever position is switched from the drive range to the neutral position, the shift lever position cannot be changed due to the decrease in the actuator operating hydraulic pressure even though the shift lever position is neutral, and the actual gear remains in the gear-in state. At this time, by taking the foot off the brake pedal or stepping on the accelerator pedal, an unintended neutral start that causes the vehicle to start occurs.

Further, when the shift lever position is switched from the drive range to the drive range in the reverse direction, the shift cannot be changed due to the decrease in the actuator operating hydraulic pressure, and the actual gear remains in the original gear. At this time, by taking the foot off the brake pedal or stepping on the accelerator pedal, an unintended reverse movement occurs in which the vehicle starts in the direction opposite to the direction intended by the driver.

In order to prevent such unintentional neutral start and unintentional reverse movement, the automatic transmission manual transmission is controlled to forcibly set the gear to neutral at low vehicle speeds.

In addition, when the vehicle is stopped after the hydraulic pressure drops at high vehicle speed, or when the hydraulic pressure cannot be secured and the vehicle cannot be set to neutral, the clutch is engaged in the gear-in state because the hydraulic pressure is not supplied to the clutch piston. Therefore, it was possible to stall regardless of the control and prevent an unintended neutral start and an unintended reverse movement.

Japanese Unexamined Patent Publication No. 2004-124841

However, when the engine was stalled by the above-mentioned control, the engine could not be started because the gear is generally in neutral as the starting condition of the engine.

Further, in the automatic transmission manual transmission with a torque converter, even if the hydraulic pressure cannot be secured and the clutch is engaged in the gear-in state, the engine does not stall naturally. Therefore, if the driver's intention indicated by the actual gear state in the transmission and the shift lever position does not match, there is a concern that an unintended neutral start or an unintended reverse movement will occur.

Therefore, an object of the present invention is to provide a vehicle control device capable of preventing an unintended neutral start and an unintended reverse movement due to a creep phenomenon even when the hydraulic pressure of the actuator of the automatic transmission is abnormal.

In order to solve the above problems, the present invention comprises an engine, an automatic transmission, a shift lever that allows the driver to select any one of a plurality of shift positions, and between the engine and the automatic transmission. A torque converter provided, a clutch provided between the torque converter and the automatic transmission, a shift actuator for switching the gear stage of the automatic transmission, a clutch actuator for connecting and disengaging the clutch, and the shift. A vehicle control device including an actuator and a control unit that controls the clutch actuator. When the control unit detects a hydraulic abnormality that is a hydraulic abnormality of the clutch actuator or the shift actuator, the automatic transmission When forced neutral is performed and the forced neutral is not completed, the engine is started based on the gear stage of the automatic transmission and the shift position selected by the shift lever. It is intended to carry out a forced stall.

As described above, according to the present invention, it is possible to prevent an unintended neutral start and an unintended reverse movement due to the creep phenomenon even when the hydraulic pressure of the actuator of the automatic transmission is abnormal.

FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. FIG. 2 is a diagram showing an example of a condition for carrying out a forced stall of a vehicle control device according to an embodiment of the present invention. FIG. 3 is a flowchart showing a procedure of hydraulic pressure abnormality control processing of the vehicle control device according to the embodiment of the present invention. FIG. 4 is a flowchart showing a procedure of hydraulic pressure abnormality control processing for performing forced neutral when the vehicle speed is equal to or less than a threshold value when a hydraulic pressure abnormality occurs.

The vehicle control device according to the embodiment of the present invention includes an engine, an automatic transmission, a shift lever that allows the driver to select any one of a plurality of shift positions, an engine, and an automatic transmission. A torque converter provided between the two, a clutch provided between the torque converter and the automatic transmission, a shift actuator for switching the gear stage of the automatic transmission, a clutch actuator for connecting and disengaging the clutch, a shift actuator, and the like. A vehicle control device including a control unit that controls a clutch actuator. When the control unit detects a hydraulic abnormality that is an abnormality in the hydraulic pressure of the clutch actuator or the shift actuator, the control unit forcibly sets the gear stage of the automatic transmission. Perform forced neutral to neutral, and if forced neutral is not completed, force stall to force the engine to stall based on the shift position selected by the gear stage and shift lever of the automatic transmission. It is configured.

Thereby, the vehicle control device according to the embodiment of the present invention can prevent unintentional neutral start and unintentional reverse movement due to the creep phenomenon even when the hydraulic pressure of the actuator of the automatic transmission is abnormal.

Hereinafter, the vehicle control device according to the embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 1, a vehicle 1 equipped with a control device according to an embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3 as an automatic transmission, and an ECM (Engine Control Module) 4 for controlling the engine 2. And a TCM (Transmission Control Module) 5 as a control unit for controlling the transmission 3.

A plurality of cylinders are formed in the engine 2. In this embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

A torque converter 10 is connected to the crank shaft 2A of the engine 2. The torque converter 10 has a front cover 11 and a pump shell 12 connected to the front cover 11.

The front cover 11 is connected to the crank shaft 2A of the engine 2 via a drive plate (not shown), and the front cover 11 and the pump shell 12 rotate integrally with the crank shaft 2A.

The torque converter 10 includes a pump impeller 14 fixed to the pump shell 12 and a turbine runner 15 facing the pump impeller 14. The turbine runner 15 is connected to the turbine shaft 16.

Hydraulic oil is supplied to the torque converter 10, and when power is transmitted from the engine 2 to the pump shell 12, centrifugal force due to the rotation of the pump impeller 14 causes the hydraulic oil inside the torque converter 10 to be supplied from the pump impeller 14. A flow is generated towards the turbine runner 15.

The turbine runner 15 is rotated by this flow of hydraulic oil, and the power of the engine 2 is transmitted from the turbine runner 15 to the turbine shaft 16.

The torque converter 10 is provided with a lockup clutch 17, and the lockup clutch 17 directly connects the crank shaft 2A and the turbine shaft 16.

When the lockup clutch 17 is pressed against the front cover 11, the lockup clutch 17 is switched to the engaged state. As a result, the turbine shaft 16 and the crank shaft 2A are directly connected, and the power of the engine 2 is transmitted to the turbine shaft 16 without using a fluid.

On the other hand, when the lockup clutch 17 is pulled away from the front cover 11, the lockup clutch 17 is switched to the released state. As a result, the power of the engine 2 is transmitted from the pump impeller 14 to the turbine shaft 16 via the turbine runner 15. That is, the power of the engine 2 is transmitted to the turbine shaft 16 via the fluid.

A stator 15S is installed between the pump impeller 14 and the turbine runner 15. The stator 15S amplifies the power of the engine 2 by converting the flow of operation from the turbine runner 15 toward the pump impeller 14 along the rotation direction of the pump impeller 14.

The transmission 3 shifts the rotation output from the engine 2 and outputs the rotation to the differential device 7 via the output shaft 6. The rotation output to the differential device 7 is distributed to the left and right drive shafts 8L and 8R, and then drives the left and right drive wheels 9L and 9R. The transmission 3 includes a constant meshing transmission mechanism (not shown) including a parallel shaft gear mechanism, and a shift actuator 52 as an actuator.

The shift actuator 52 switches gears in the speed change mechanism under the control of the TCM5. The gear stages that can be established by the speed change mechanism include, for example, a gear stage for traveling from the first speed stage, which is a low speed stage, to the fifth speed stage, which is a high speed stage, a reverse stage, and a neutral stage. The number of gear stages for traveling varies depending on the specifications of the vehicle 1, and is not limited to the above-mentioned 1st speed to 5th speed. The TCM 5 can detect an abnormality in the hydraulic pressure of the shift actuator 52.

A clutch 31 composed of a normally closed type dry clutch is provided between the engine 2 and the transmission 3, and the clutch 31 connects or disconnects the power transmission between the engine 2 and the transmission 3.

The clutch 31 is provided with a clutch wheel disc 32 that is fastened to the turbine shaft 16 and rotates integrally with the turbine shaft 16, and is provided so as to be integrally rotatable with the input shaft 34 and movable in the axial direction of the input shaft 34. It has a clutch disk 33 that rotates integrally with the clutch disk 33.

In the clutch 31, the clutch disc 33 is separated from the clutch wheel disc 32, so that the power of the crank shaft 2A of the engine 2 is not transmitted to the input shaft 34 via the turbine shaft 16 of the torque converter 10.

Further, in the clutch 31, the clutch disc 33 is brought into close contact with the clutch wheel disc 32, so that the power of the crank shaft 2A of the engine 2 is transmitted to the input shaft 34 via the turbine shaft 16 of the torque converter 10.

The clutch 31 is connected and released by the clutch actuator 51 as an actuator controlled by the TCM 5. The clutch actuator 51 is provided with a clutch stroke sensor 53. The clutch stroke sensor 53 detects the position and the amount of movement of the clutch disc 33, and outputs a detection signal to the TCM 5. The TCM 5 can detect an abnormality in the hydraulic pressure of the clutch actuator 51.

The transmission 3 is configured as a so-called AMT (Automated Manual Transmission).

The ECM4 and TCM5 have a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port, respectively. It consists of a equipped computer unit.

The ROM of these computer units stores various constants, various maps, and the like, as well as programs for making the computer unit function as ECM4 and TCM5, respectively.

That is, when the CPU executes the program stored in the ROM with the RAM as the working area, these computer units function as the ECM4 and the TCM5 in this embodiment, respectively.

The vehicle 1 is provided with a CAN communication line 61 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network).

The TCM5 is connected to the ECM4 by the CAN communication line 61. The ECM4 and the TCM5 mutually transmit and receive signals such as control signals via the CAN communication line 61.

In addition to the clutch stroke sensor 53 described above, various sensors including a shift position sensor 55 are connected to the input port of the TCM 5.

The shift position sensor 55 detects the shift position selected by the operation of the shift lever 54 by the driver. For the shift position, for example, one of a forward traveling range (D range), a reverse traveling range (R range), a stop range (N range), and a parking range (P range) is selected.

On the other hand, the output port of the TCM 5 is connected to control objects including the torque converter 10, the clutch actuator 51, and the shift actuator 52 described above.

In this embodiment, when the TCM 5 detects a hydraulic pressure abnormality that is an abnormality in the hydraulic pressure of the clutch actuator 51 or the shift actuator 52, the TCM 5 implements forced neutral to forcibly set the gear stage of the transmission 3 to neutral.

When the TCM5 determines that a forced stall for forcibly stalls the engine 2 is necessary based on the shift position selected by the gear stage of the transmission 3 and the shift lever 54 when the forced neutral is not completed, the TCM5 is forced to stall. Request a stall from ECM4.

The TCM 5 requests the ECM 4 to force stall, for example, when the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match.

For example, as shown in the table shown in FIG. 2, the TCM 5 requests the ECM 4 to perform a forced stall when the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match.

As shown in FIG. 2, when the gear stage of the transmission 3 is a traveling gear stage (indicated by "D" in the figure) and a reverse stage (indicated by "R" in the figure), it is selected by the shift lever 54. If the shift positions do not match, a forced stall is requested from ECM4.

When the gear stage of the transmission 3 is in neutral, the forced stall is not required because the vehicle 1 does not start moving unintentionally by the driver.

When the TCM 5 detects a hydraulic pressure abnormality, the TCM 5 may perform forced neutral regardless of the speed of the vehicle 1.

The hydraulic pressure abnormality control process by the vehicle control device according to the present embodiment configured as described above will be described with reference to FIG. The hydraulic pressure abnormality control process described below is started when the TCM 5 starts operation.

In step S1, the TCM5 determines whether or not a hydraulic pressure abnormality has been detected. If it is determined that a hydraulic pressure abnormality has been detected, the TCM 5 executes the process of step S2.

If it is determined that the hydraulic pressure abnormality has not been detected, the TCM 5 executes the process of step S1.

In step S2, TCM5 performs forced neutral. After executing the process of step S2, the TCM5 executes the process of step S3.

In step S3, TCM5 determines whether forced neutral is complete. When it is determined that the forced neutral is completed, the TCM 5 ends the hydraulic pressure abnormality control process.

If it is determined that the forced neutral is not completed, the TCM 5 executes the process of step S4.

In step S4, the TCM 5 determines whether or not the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match. If it is determined that the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match, the TCM 5 executes the process of step S5.

When it is determined that the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match, the TCM 5 executes the process of step S4. This is because the process of step S4 is repeated in consideration of the fact that the hydraulic pressure is not basically restored and that the driver may operate the shift lever 54.

In step S5, the TCM5 requests the ECM4 for a forced stall. After executing the process of step S5, the TCM5 ends the hydraulic pressure abnormality control process.

As described above, in this embodiment, when the TCM 5 detects a hydraulic pressure abnormality that is an abnormality in the hydraulic pressure of the clutch actuator 51 or the shift actuator 52, the TCM 5 implements forced neutral to forcibly neutralize the gear stage of the transmission 3 and is forced to do so. If neutral is not completed, it is determined that a forced stall that forcibly stalls the engine 2 is necessary based on the gear stage of the transmission 3 and the shift position selected by the shift lever 54, and the forced stall is set to ECM4. Request.

As a result, since the forced neutral is executed as soon as the hydraulic pressure abnormality is detected, the engine 2 can be started even if the engine 2 is in the stalled state while the gear of the transmission 3 is engaged. Therefore, even if the vehicle 1 cannot travel, the air conditioner and lighting can be used.

Even if the forced neutral is not completed, the forced stall is performed when it is determined that the forced stall is necessary. Therefore, it is possible to prevent an unintended neutral start and an unintended reverse movement due to the creep phenomenon.

Further, the TCM 5 requests the ECM 4 to force stall when the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match.

As a result, when the gear stage of the transmission 3 and the shift position selected by the shift lever 54 do not match, the engine 2 is forcibly stalled. As a result, in the transmission 3 with the torque converter 10, even if the forced neutral is not completed, it is possible to prevent an unintended neutral start and an unintended reverse movement.

Further, even if the shift cannot be changed, if the gear stage of the transmission 3 and the shift position selected by the shift lever 54 match, the vehicle can run due to the creep phenomenon or without the shift change. It can be moved and used with electrical equipment.

Further, when the TCM 5 detects a hydraulic pressure abnormality, it performs forced neutral regardless of the speed of the vehicle 1.

As a result, forced neutral is carried out regardless of the speed range of the vehicle 1. Therefore, even if the engine 2 is in a stall state, the engine 2 can be started. Therefore, it is possible to secure air conditioning and lighting such as heating even in an emergency.

For example, a hydraulic pressure abnormality control process for performing forced neutral when the vehicle speed is equal to or less than a threshold value when a hydraulic pressure abnormality occurs will be described with reference to FIG. The hydraulic pressure abnormality control process described below is started when the TCM 5 starts operation.

In step S11, the TCM 5 determines whether or not a hydraulic pressure abnormality has been detected. If it is determined that a hydraulic pressure abnormality has been detected, the TCM 5 executes the process of step S12.

If it is determined that the hydraulic pressure abnormality has not been detected, the TCM 5 executes the process of step S11.

In step S12, the TCM 5 determines whether or not the speed of the vehicle 1 is equal to or less than the threshold value. If it is determined that the speed of the vehicle 1 is equal to or less than the threshold value, the TCM 5 executes the process of step S13.

If it is determined that the speed of the vehicle 1 is not equal to or less than the threshold value, the TCM 5 executes the process of step S11.

In step S13, the TCM5 performs forced neutral. After executing the process of step S13, the TCM5 ends the hydraulic pressure abnormality control process.

As described above, by not performing forced neutral in the high speed range where the speed of the vehicle 1 is higher than the threshold value, the mileage can be extended even when a hydraulic pressure abnormality occurs.

However, a hydraulic pressure abnormality may occur in the high speed range, and the hydraulic pressure may drop too much before the vehicle speed becomes equal to or lower than the threshold value for performing forced neutral, and it may not be possible to secure the hydraulic pressure to neutralize the gear stage.

According to this embodiment, for example, when a hydraulic pressure abnormality occurs in a high speed range, the hydraulic pressure drops too much by the time the vehicle reaches a low vehicle speed, and it is possible to prevent the hydraulic pressure for neutralizing the gear stage from being secured. Even if the engine 2 is in a stall state, the engine 2 can be started.

In this embodiment, an example in which the TCM 5 performs various determinations and calculations based on various sensor information has been described, but the present invention is not limited to this, and the vehicle 1 is provided with a communication unit capable of communicating with an external device such as an external server, and the communication is limited to this. Various judgments and calculations are performed by the external device based on the detection information of various sensors transmitted from the unit, the judgment results and calculation results are received by the communication unit, and various judgment results and calculation results are used. Control may be performed.

Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that modifications may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 Vehicle 2 Engine 3 Transmission (automatic transmission)
4 ECM
5 TCM (control unit)
10 Torque converter 31 Clutch 51 Clutch actuator 52 Shift actuator 54 Shift lever 55 Shift position sensor

Claims (3)

An engine, an automatic transmission, a shift lever that allows the driver to select any one of a plurality of shift positions, a torque converter provided between the engine and the automatic transmission, and the torque converter. A clutch provided between the automatic transmission, a shift actuator for switching the gear stage of the automatic transmission, a clutch actuator for connecting and disengaging the clutch, and a control unit for controlling the shift actuator and the clutch actuator. It is a vehicle control device equipped with
When the control unit detects a hydraulic pressure abnormality that is an abnormality in the hydraulic pressure of the clutch actuator or the shift actuator, the control unit executes forced neutral to forcibly set the gear stage of the automatic transmission to neutral, and the forced neutral is not completed. In the case, a vehicle control device for forcibly stalling the engine based on the gear stage of the automatic transmission and the shift position selected by the shift lever. The vehicle control device according to claim 1, wherein the control unit performs the forced stall when the gear stage of the automatic transmission and the shift position selected by the shift lever do not match. The vehicle control device according to claim 1 or 2, wherein when the control unit detects the hydraulic pressure abnormality, the forced neutral is performed regardless of the speed of the vehicle.

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