JP7055644B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to vehicle control.

Patent Document 1 discloses a technique for supporting automatic parking, and the technique switches between forward and reverse when parking by automatic driving.

JP-A-2017-124660

Drivers tend to expect faster and more accurate parking in autonomous driving than in the case of parking while shifting themselves. Therefore, if the lag due to the waiting time is long at the time of shift change during automatic driving, the driver may feel uncomfortable. Also, in the case of automatic driving, since the driver does not perform the shift operation by himself, there is a possibility that he will feel a greater shock at the time of automatic shift change and feel uncomfortable compared to the case of performing the shift operation by himself. be. Furthermore, whether the driver feels uncomfortable with the rug or the shock depends on the driver's taste.

The present invention has been made in view of such problems, and an object of the present invention is to reduce discomfort associated with lag or shock.

The vehicle control device of an aspect of the present invention is a vehicle control device provided with a fastening element that is fastened when shifting from one of the forward range and the reverse range to the other and generates a driving force, and is automatic. During the execution of operation, when a shift change is performed from one of the forward range and the reverse range to the other, from the time when the shift change instruction is given until the driving force is generated in the other of the forward range and the reverse range. It has a control unit which is a driving force generation time, which is the time of the above, and which makes the driving force generation time changed by the fastening element different from that in the non-automatic operation. The control unit has a first automatic operation mode and a second automatic operation mode in which the driving force generation time is longer than that of the first automatic operation mode, as settings that the driver can select when executing the automatic operation. ..

According to another aspect of the present invention, it is a control method of a vehicle provided with a fastening element that is fastened when shifting from one of the forward range and the reverse range to the other and generates a driving force, and is used for automatic driving. During execution, when a shift change is performed from one of the forward range and the reverse range to the other, the time from when the shift change instruction is given until the driving force is generated in the other of the forward range and the reverse range. The first automatic setting is a setting that the driver can select when executing the automatic operation, including setting the driving force generation time that is changed by the fastening element to be different from that during non-automatic operation. It has an operation mode and a second automatic operation mode in which the driving force generation time is longer than that of the first automatic operation mode, and is selected by the driver from the first automatic operation mode and the second automatic operation mode. A vehicle control method for performing shift change control in the mode is provided.

Since there is a trade-off relationship between lag and shock, according to these aspects, the driving force generation time related to lag performance and shock performance can be made shorter or longer than during non-automatic operation. Therefore, for a driver who emphasizes lag performance, by shortening the driving force generation time during automatic driving as compared with that during non-automatic driving, it is possible to satisfy the driver's requirements and reduce discomfort. Further, for a driver who emphasizes shock performance, the driver's request can be satisfied and discomfort can be reduced by making the driving force generation time during automatic driving longer than that during non-automatic driving.

It is a figure which shows the main part of a vehicle. It is a figure which shows an example of the automatic parking control by the flowchart. It is a figure which shows an example of the timing chart corresponding to the automatic parking control.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a diagram showing a main part of a vehicle. The vehicle includes an engine ENG, a transmission TM, a drive wheel DW, an oil pump 10, a controller 11, and a hydraulic control circuit 12. The engine ENG constitutes a drive source for the vehicle. The power of the engine ENG is transmitted to the drive wheels DW via the transmission TM. In other words, the transmission TM is provided in the power transmission path connecting the engine ENG and the drive wheel DW.

The transmission TM is an automatic transmission, specifically, a belt-type continuously variable transmission. The transmission TM may be, for example, a stepped automatic transmission. The transmission TM includes a torque converter TC, a forward / backward switching mechanism SWM, and a variator VA. The torque converter TC transmits power via a fluid. In the torque converter TC, the power transmission efficiency is enhanced by engaging the lockup clutch LU.

The transmission TM has a drive (D) range, a reverse (R) range, a neutral (N) range, a parking (P) range, and the like as ranges, and any one of them can be set as a setting range. .. The forward range D range and the reverse range R range constitute a traveling range, and the N range and the P range constitute a non-traveling range.

The forward / backward switching mechanism SWM is provided in the power transmission path connecting the engine ENG and the variator VA. The forward / backward switching mechanism SWM switches the forward / backward movement of the vehicle by switching the rotation direction of the input rotation. The forward / backward switching mechanism SWM includes a forward clutch FWD / C that is engaged and engaged when the D range is selected, and a reverse brake REV / B that is engaged and engaged when the R range is selected.

The forward clutch FWD / C and the reverse brake REV / B are fastening elements, and specifically, they are composed of hydraulic fastening elements. The forward clutch FWD / C constitutes a forward fastening element, and the reverse brake REV / B constitutes a reverse fastening element. When the forward clutch FWD / C and the reverse brake REV / B are released, the transmission TM is in the neutral state, that is, in the power cutoff state.

The variator VA constitutes a belt-type continuously variable transmission mechanism having a primary pulley PRI, a secondary pulley SEC, and a belt BLT wound around the primary pulley PRI and the secondary pulley SEC. The primary pressure Ppri is supplied to the primary pulley PRI, and the secondary pressure Psec is supplied to the secondary pulley SEC from the hydraulic control circuit 12.

The oil pump 10 is provided in the transmission TM. The oil pump 10 is a mechanical oil pump driven by the power of the engine ENG, and pumps oil to the hydraulic control circuit 12. The power of the engine ENG is transmitted to the oil pump 10 via, for example, a power transmission mechanism that takes out power from the impeller of the torque converter TC.

The controller 11 includes a plurality of controllers including a controller for the engine ENG and a controller for the transmission TM, and controls the vehicle including the control of the engine ENG and the control of the transmission TM. Control of such a vehicle includes automatic parking control.

The controller 11 has a selection range detection switch 21 for detecting a range selected by a shift lever which is a shifter, an automatic parking switch 22 for selecting the execution of automatic parking, and an automatic parking switch described later, specifically, for automatic parking, which will be described later. A signal from the mode selection switch 23 for selecting the select hydraulic setting dedicated to automatic parking is input. The automatic parking switch 22 and the mode selection switch 23 are configured as follows, for example.

That is, the automatic parking switch 22 and the mode selection switch 23 are provided on the setting screen displayed on the touch panel of the in-vehicle navigation system. The automatic parking switch 22 is configured so that the selection of automatic parking performed by using the automatic parking switch 22 can be canceled by an OFF operation. The mode selection switch 23 is configured so that the mode selection performed by using the mode selection switch 23 can be canceled by an OFF operation. Instead of providing the automatic parking switch 22, the mode selection switch 23 may be configured to also serve as the automatic parking switch 22. In this case, a mode selection release switch for canceling the mode selection during execution of automatic parking can be further provided.

In addition to this, various signals required for controlling the vehicle are input to the controller 11. The controller 11 is programmed to control the vehicle based on the input signal.

For example, in controlling the transmission TM, the controller 11 controls the hydraulic control circuit 12 based on the input signal. The hydraulic pressure control circuit 12 controls the hydraulic pressure of the lockup clutch LU, the forward clutch FWD / C, the reverse brake REV / B, the primary pulley PRI, the secondary pulley SEC, and the like based on the instruction from the controller 11.

Regarding the hydraulic pressure supply to the forward clutch FWD / C and the reverse brake REV / B, the hydraulic pressure control circuit 12 is configured so that the hydraulic pressure supply to the forward clutch FWD / C and the reverse brake REV / B can be performed independently of each other. can do. Therefore, for example, the hydraulic pressure control circuit 12 can supply hydraulic pressure to the reverse brake REV / B even when the D range is selected. Such a hydraulic pressure control circuit 12 is configured to separately have, for example, a hydraulic pressure adjusting valve for adjusting the hydraulic pressure supplied to the forward clutch FWD / C and a hydraulic pressure adjusting valve for adjusting the hydraulic pressure supplied to the reverse brake REV / B. be able to.

In the present embodiment, the vehicle control device includes a controller 11, an engine ENG, a transmission TM, and a hydraulic control circuit 12. The vehicle control device is further configured to include a steering control device, a brake control device, and the like.

By the way, the driver tends to expect that the automatic driving can park faster and more accurately than the case where the parking operation is performed while shifting by himself / herself. Therefore, if the lag due to the waiting time is long at the time of shift change during automatic driving, the driver may feel uncomfortable. Also, in the case of automatic driving, since the driver does not perform the shift operation by himself, there is a possibility that he will feel a greater shock at the time of automatic shift change and feel uncomfortable compared to the case of performing the shift operation by himself. be. Furthermore, whether the driver feels uncomfortable with the rug or the shock depends on the driver's taste.

In view of such circumstances, in the present embodiment, the controller 11 performs the control described below.

FIG. 2 is a diagram illustrating an example of automatic parking control performed by the controller 11 with a flowchart. The controller 11 is configured to have a control unit by executing the process of this flowchart.

In step S1, the controller 11 starts automatic parking control based on the signal from the automatic parking switch 22. As a result, automatic parking is being executed. For example, when automatic parking is started from a state where the vehicle is placed sideways at the front end of the parking space in the D range and stopped, in the automatic parking, the direction of the vehicle is changed so that the vehicle can be easily parked while moving forward in the D range. After that, after switching to the R range, the vehicle is moved backward toward the parking space.

In step S2, the controller 11 determines whether or not there is a selection of the select hydraulic pressure setting for automatic parking. The select hydraulic pressure setting for automatic parking is a setting that can be selected by the driver when executing automatic operation, and is set for select control.

The select control is an example of the shift change control, and specifically, the range switching control of the transmission TM. The select control is automatically started according to the sequence of the automatic parking control during the execution of the automatic parking. Specifically, the select control is started when there is a range switching instruction performed by the automatic parking control.

By switching the hydraulic fastening element from one of the forward clutch FWD / C and the reverse brake REV / B to the other by select control, the range switching from one of the D range and R range to the other is performed as a shift change. It will be. In addition to range switching, shift change includes, for example, a shift change performed in response to a shift operation for selecting a shift.

Select control includes a fastening sequence of hydraulic fastening elements. The fastening sequence is composed of a plurality of phases. The plurality of phases include, for example, a precharge phase in which the hydraulic fastening elements are packed together, a standby phase in which the hydraulic fastening elements are in a standby state, and an inertia phase in which the hydraulic fastening elements are fastened. These phases are started based on preset conditions such as when a predetermined time has elapsed since the select control was started. In the hydraulic fastening element, the driving force is generated in the inertia phase and not in the precharge phase or the standby phase.

The controller 11 has a lag performance-oriented mode and a shock performance-oriented mode as select hydraulic pressure settings for automatic parking. The lag performance-oriented mode is a mode that emphasizes the absence of lag, and constitutes the first automatic operation mode. The shock performance-oriented mode is a mode in which the absence of shock is emphasized, and constitutes the second automatic operation mode. The lag performance-oriented mode and the shock performance-oriented mode will be further described later.

If the negative determination is made in step S2, the process proceeds to step S6. In step S6, the controller 11 performs select control with the same hydraulic pressure setting as in the non-automatic parking. In the present embodiment, the non-automatic parking is the non-automatic operation.

Specifically, in step S6, the controller 11 starts the select control when the range switching instruction is given during the execution of automatic parking, thereby starting the fastening sequence. The same applies to step S5 described later. The start timing of the fastening sequence may be set later than the start timing of the select control. After step S6, the processing of this flowchart ends once.

If the affirmative determination is made in step S2, the process proceeds to step S3. In step S3, the controller 11 determines whether or not the driver has selected the lag performance-oriented mode. If the negative determination is made in step S3, the process proceeds to step S4, and the controller 11 determines whether or not the driver has selected the shock performance-oriented mode.

In step S4, for example, a negative determination is made when the mode selection performed by using the mode selection switch 23 is canceled after the affirmative determination is made in step S2 and before the determination in step S4 is completed. In this case, automatic parking will be canceled before completion. If the negative determination is made in step S4, the process proceeds to step S6.

If the affirmative determination is made in step S3 or step S4, the process proceeds to step S5, and the controller 11 performs select control with the select hydraulic pressure setting for automatic parking selected by the driver. That is, the select control is performed in the mode selected by the driver from the lag performance-oriented mode and the shock performance-oriented mode.

As will be described next, such select control sets the driving force generation time of the other of the D range and the R range during non-automatic parking when switching the range from one of the D range and the R range to the other. That is, it is different from the case where the select control is performed in step S6.

FIG. 3 is a diagram showing an example of a timing chart corresponding to the flowchart shown in FIG. FIG. 3 shows a case where a range switching instruction from the D range to the R range is given during the execution of automatic parking. The hydraulic Pfwd_r indicates the actual pressure of the hydraulic Pfwd supplied to the forward clutch FWD / C, and the hydraulic Pfwd_i indicates the indicated pressure of the hydraulic Pfwd. The hydraulic pressure Rev_r indicates the actual pressure of the hydraulic pressure Rev to be supplied to the reverse brake REV / B, and the hydraulic pressure Rev_i indicates the indicated pressure of the hydraulic pressure Rev.

At the timing T1, the automatic parking control is started according to the driver's operation while the vehicle is stopped. As a result, the automatic parking operation flag is turned on. At the timing T1, the setting range of the transmission TM is the D range, the hydraulic pressure Pfwd_i is set to the fastening pressure, and the hydraulic pressure Rev_i is set to the release pressure.

At the timing T2, the range switching instruction is given by the automatic parking control, and the set range is switched from the D range to the R range during the execution of the automatic parking. Therefore, the select control is started, and the reverse brake REV / B engagement sequence is started.

At the timing T2, the hydraulic pressure Pfwd_i is set to the release pressure by the select control. As a result, the hydraulic pressure Pfwd_r begins to decrease toward the release pressure. The release pressure is, for example, the drain pressure.

On the other hand, at the timing T2, the precharge phase has not started in the reverse brake REV / B engagement sequence, and the hydraulic pressure Rev_i and the hydraulic pressure Rev_r remain at the release pressure. Therefore, at the timing T2, no driving force is generated in the reverse brake REV / B.

Therefore, as the forward clutch FWD / C is released due to the decrease in the hydraulic pressure Pfwd_r, the forward / backward switching mechanism SWM gradually switches to the neutral state, and at this time, a difference rotation occurs in the input / output rotation of the forward / backward switching mechanism SWM. ..

At the timing T3, the reverse brake REV / B engagement sequence is in the precharge phase, and the hydraulic pressure Rev_i is set to the precharge pressure. Further, at the timing T4, the engagement sequence of the reverse brake REV / B becomes the standby phase, and the hydraulic pressure Rev_i is set to the standby pressure. As a result, the hydraulic pressure Rev_r changes to the standby pressure.

The standby phase continues until timing T5. Until the timing T5, the hydraulic pressure Prev_i setting is the same in the lag performance-oriented mode, the shock performance-oriented mode, and the same hydraulic pressure setting as in the non-automatic parking.

From the timing T5, the reverse brake REV / B engagement sequence becomes the inertia phase. From the timing T5, the setting of the hydraulic pressure Rev_i differs between the lag performance-oriented mode, the shock performance-oriented mode, and the same hydraulic pressure setting as in the non-automatic parking.

First, the hydraulic pressure Rev_i'indicating the hydraulic pressure Rev_i in the case of the same hydraulic pressure setting as in the non-automatic parking will be described. The hydraulic pressure Rev_i'is gradually increased from the timing T5, and is set to the fastening pressure when the preset pressure is reached at the timing T7.

The slope C'is the slope C of the hydraulic pressure increase in the period in which the hydraulic pressure Rev is gradually increased (hereinafter, simply referred to as the gradual increase period) in the engagement sequence of the reverse brake REV / B, and the hydraulic pressure Rev is gradually increased by the hydraulic pressure Rev_i'. Indicates the slope of. In other words, the slope C is the degree of increase in the hydraulic pressure Rev according to the time in the gradual increase period, and the slope C'is, in other words, the slope C with respect to the hydraulic pressure Rev_i'in the gradual increase period.

During the gradual increase period, rotation synchronization of the reverse brake REV / B is performed. The degree of rotation synchronization of the reverse brake REV / B changes according to the inclination C, and the larger the inclination C, the shorter the time required for the rotation synchronization of the reverse brake REV / B, and the shorter the period of the inertia phase.

At the timing T7, the hydraulic pressure Prev_i'is set to the fastening pressure, and the inertia phase ends. In this case, the period from the timing T2 at which the range switching instruction is given to the timing T7 at which the inertia phase ends is the engagement time of the entire reverse brake REV / B engagement sequence. The fastening time changes according to the setting of the hydraulic pressure Rev_i, such as when the hydraulic pressure Rev_i is changed from the hydraulic pressure Rev_i'to the hydraulic pressure Rev_i1 described later.

On the other hand, the driving force generation time is the time from the timing T2 when the range switching instruction is given until the driving force is generated, and the driving force has advanced to a certain degree of rotational synchronization of the reverse brake REV / B. It occurs at the timing. Then, such a driving force generation timing is included in the gradual increase period in which the hydraulic pressure Rev_i'changes according to the inclination C'.

From such a relationship, the driving force generation time changes in the same tendency as the fastening time according to the setting of the hydraulic pressure Rev_i. Therefore, the length of the driving force generation time can be indexed by, for example, the length of the fastening time.

In the hydraulic pressure Rev_i', the driving force generation time is specifically set as follows. That is, a hydraulic fastening element is used for the reverse brake REV / B to be fastened when the R range is selected. For this reason, in the hydraulic pressure Rev_i', which has the same hydraulic pressure setting as in non-automatic parking, the durability of the hydraulic fastening element is durable against sudden depression of the accelerator pedal after range select operation, as in the case of non-automatic parking. The driving force generation time is set in consideration of the property.

Next, the hydraulic pressure Rev_i1 will be described. The hydraulic pressure Rev_i1 indicates the hydraulic pressure Rev_i in the lag performance-oriented mode. The hydraulic pressure Rev_i1 is gradually increased from the timing T5, and is set to the fastening pressure when the set pressure is reached at the timing T6. As a result, the inertia phase in this case ends. The slope C1 is the slope C of the hydraulic pressure increase during the gradual increase period, and indicates the slope when the hydraulic pressure Rev is gradually increased by the hydraulic pressure Rev_i1.

Next, the hydraulic pressure Rev_i2 will be described. The hydraulic pressure Rev_i2 indicates the hydraulic pressure Rev_i in the shock performance-oriented mode. The hydraulic pressure Prev_i2 is gradually increased from the timing T5, and is set to the fastening pressure when the set pressure is reached at the timing T8. As a result, the inertia phase in this case ends. The slope C2 is the slope C of the hydraulic pressure increase during the gradual increase period, and indicates the slope when the hydraulic pressure Rev is gradually increased by the hydraulic pressure Rev_i2.

The magnitudes of the slope C1, the slope C', and the slope C2 are set to be smaller in this order. Therefore, in the case of the lag performance-oriented mode, as can be seen from the timing T6 and the timing T7, the fastening is performed more quickly than in the case of the same hydraulic pressure setting as in the non-automatic parking, and the driving force generation time is shortened. Further, in the shock performance-oriented mode, as can be seen from the timing T7 and the timing T8, the fastening is performed more slowly than in the case of the same hydraulic pressure setting as in the non-automatic parking, and the driving force generation time becomes longer. In the shock performance-oriented mode, the driving force generation time is set longer than in the lag performance-oriented mode.

By performing select control in the lag performance-oriented mode or shock performance-oriented mode in which the inclination C is set as described above, the inclination C is different from the case where the select control is performed with the same hydraulic pressure setting as in the non-automatic parking. Come on. Then, by making the inclination C different, the driving force generation time becomes different as compared with the case where the select control is performed with the same hydraulic pressure setting as in the non-automatic parking.

By making the driving force generation time different in this way, when the driver selects the lag performance-oriented mode, the driving force generation time is shortened, and as a result, the lag performance is improved. Further, when the driver selects the shock performance-oriented mode, the driving force generation time becomes long, and as a result, the shock performance is improved.

Next, the main action and effect of this embodiment will be described.

The vehicle control device includes the controller 11. The controller 11 makes the driving force generation time of the other of the D range and the R range different from that of the non-automatic parking when the range is switched from one of the D range and the R range to the other during the execution of automatic parking.

According to such a configuration, the driving force generation time related to the lag performance and the shock performance can be made shorter or longer than that in the non-automatic parking. Therefore, for a driver who emphasizes lag performance, by shortening the driving force generation time during automatic parking as compared with that during non-automatic parking, it is possible to satisfy the driver's request and reduce discomfort. Further, for a driver who emphasizes shock performance, the driver's request can be satisfied and discomfort can be reduced by making the driving force generation time during automatic parking longer than that during non-automatic parking (claim). Effects corresponding to 1 and 7).

The controller 11 has a lag performance-oriented mode and a shock performance-oriented mode in which the driving force generation time is longer than that of the lag performance-oriented mode, as settings that the driver can select when executing automatic parking.

According to such a configuration, since the driver itself can set the mode, it is possible to realize flexible automatic parking corresponding to various drivers (effect corresponding to claim 2).

The vehicle control device uses, for example, a reverse brake REV / B to be fastened when the R range is selected as a hydraulic fastening element to be fastened when the other is selected when switching the range from one of the D range and the R range to the other. It is also configured to have. In this case, the controller 11 changes the driving force generation time by changing the inclination C.

According to such a configuration, the durability of the hydraulic fastening element can be improved by increasing the inclination C in light of the fact that the accelerator pedal cannot be suddenly depressed during automatic parking unlike the case of non-automatic driving. It is possible to reduce the discomfort of the driver at the same time (effect corresponding to claim 3).

Next, the main modification examples will be described.

(Modification example of fastening element)
The fastening element to be fastened at the time of shift change including range switching may be, for example, an electromagnetic fastening element. In this case, for example, the driving force generation time can be changed by changing the inclination indicating the degree of increase in the current according to the time in the electromagnetic fastening element.

The fastening element to be fastened at the time of shift change may be, for example, a rotary electric machine driven type fastening element such as a motor. In this case, for example, the driving force generation time can be changed by changing the slope of the torque increase according to the time in the rotary electric machine.

The fastening element to be fastened at the time of shift change may be, for example, an actuator-driven dog clutch such as a hydraulic actuator or an electric actuator including a rotary electric machine. Such a dog clutch is used, for example, in a mechanical stepped automatic transmission. A mechanical stepped automatic transmission is, so to speak, an automatic transmission that automates a manual transmission. In such an automatic transmission, a dog clutch is automatically engaged in response to a shift operation for selecting a shift stage to shift gears. The steps are achieved.

In this case, the driving force generation time can be changed by changing the moving speed of the movable dog teeth of the dog clutch. In this case, the forward gear including the 1st gear, the 2nd gear, and the like constitutes the forward range, and the reverse gear constitutes the reverse range.

(First modification of control)
Next, a first modification of the control performed by the controller 11 will be described. In the following, when switching the range from one of the D range and the R range to the other during the execution of automatic parking, the control that makes the driving force generation time of the other different from that of the non-automatic parking is also referred to as the driving force generation time control. Call it.

In controlling the driving force generation time, the controller 11 may control the driving force generation time before the range switching instruction is given. Specifically, for example, the controller 11 controls the driving force generation time by performing a shift change preparation operation for the other of the D range and the R range while selecting one of the D range and the R range. May be changed.

The shift change preparation operation is an operation of controlling the driving force generated when the other of the D range and the R range is selected to the state before the generation, specifically, the state immediately before the generation.

Therefore, for example, when the R range corresponds to the other range, the driving force is controlled to the state before the generation in the state where the hydraulic pressure is not supplied to the reverse brake REV / B and the released state is maintained. However, it is distinguished from the shift change preparation operation. In addition, the shift change preparation operation is different from the hydraulic fastening element fastening preparation operation performed after the range switching instruction, such as precharging performed after the range switching instruction and standby at standby pressure, in that it is performed before the range switching instruction. ..

As the shift change preparation operation, for example, precharging and standby with standby pressure can be performed. In this case, exemplarily explaining using the timing chart shown in FIG. 3, the D range corresponding to one of the D range and the R range is being selected between the timing T1 and the timing T2. Further, during this period, the shift change preparation operation of the R range corresponding to the other of the D range and the R range is performed. Specifically, the shift change preparation operation of the R range is the engagement preparation operation of the reverse brake REV / B to be engaged in the R range.

In this case, exemplarily explaining using the flowchart shown in FIG. 2, when the condition corresponding to the desired driving force generation time and the condition satisfied before the timing T2 at which the range switching instruction is given is satisfied, the step is taken. The controller 11 may be configured to execute the process of S5. Such a condition can be set, for example, with respect to the elapsed time from the timing T1 at which automatic parking is started.

According to such a configuration, the reverse range REV / B can be made to stand by at the standby pressure at the timing T2. Therefore, by advancing the transition timing from the standby phase to the inertia phase earlier than the timing T5, the driving force generation time can be shortened. Therefore, the lag can be shortened by shortening the driving force generation time by the shift change preparation operation (effect corresponding to claim 4).

Next, a case where the driving force generation time control is applied to each fastening element described in the modified example of the fastening element will be described.

(In the case of electromagnetic fastening element)
When the fastening element to be fastened at the time of shift change is an electromagnetic fastening element, there is a lag from the start of voltage supply to the generation of fastening torque. Therefore, in this case, the driving force generation time can be shortened by, for example, accelerating the voltage supply start based on the prediction of the range switching as the shift change preparation operation. Range switching can be predicted in advance based on the sequence of automatic parking control.

(In the case of a rotary electric drive type fastening element)
The rotary electric machine has a switch that is turned on at the time of normal rotation and a switch that is turned on at the time of reverse rotation in the control circuit. Further, these switches have a threshold voltage at which a large amount of current starts to flow, especially due to the characteristics of an electric switch such as a transistor.

Therefore, when the fastening element to be fastened is a rotary electric machine drive type fastening element, it is possible to apply a voltage less than the threshold value in advance in the control circuit of the rotary electric machine, for example, when the driver selects a range as a shift change preparation operation. can. As a result, the voltage above the threshold value can be reached promptly after the range is selected, so that the driving force generation time can be shortened.

(In the case of actuator-driven dog clutch)
When the fastening element to be fastened at the time of shift change is an actuator-driven dog clutch, for example, by moving the movable dog teeth of the doc clutch in advance toward the meshing direction as a shift change preparation operation, the driving force generation time Can be shortened.

In this case, specifically, the movable dog teeth of the dog clutch can be moved within the range in which the state before meshing is maintained, and more specifically, the movable dog teeth of the dog clutch can be moved to the state immediately before meshing. preferable.

The driving force generation time control can be preset by the fastening sequence, including the case of each fastening element described above.

(Second modification of control)
Next, a second modification of the control performed by the controller 11 will be described. The above-mentioned modification of the fastening element can also be applied to this modification.

In controlling the driving force generation time, the controller 11 executes control to make the driving force generation time shorter than that in the non-automatic parking before changing from one of the D range and the R range to the other, and the D range and the R range are controlled. After changing from one of the ranges to the other, control may be performed to make the driving force generation time longer than that during non-automatic parking. The former control can be performed, for example, by a shift change preparation operation. The latter control can be performed, for example, by making the slope C smaller than the slope C'.

These controls can be preset by the fastening sequence. In this case, the controller 11 so that the automatic parking control starts the engagement sequence before the range switching instruction is given to execute the former control, and also starts the latter control by the engagement sequence after the range switching instruction is given. Can be configured. The specific start timing of these controls can be preset according to the desired driving force generation time.

According to such a configuration, the lag that increases due to the control that emphasizes the shock performance after the range switching instruction is increased, whereas the lag that increases after the range switching instruction is performed by performing the control that emphasizes the lag performance before the range switching instruction. Compensation for rugs can be made. Therefore, according to such a configuration, it is possible to suppress an increase in lag while emphasizing shock performance (effect corresponding to claim 5).

In light of the above-described embodiment including the present modification and the first modification of the control, the controller 11 controls the driving force generation time before changing from one of the D range and the R range to the other, and The driving force generation time can be controlled at least after the change from one of the D range and the R range to the other.

(Third modification of control)
Next, a third modification example of the control performed by the controller 11 will be described. The above-mentioned modification of the fastening element can also be applied to this modification.

If the automatic parking is canceled before the automatic parking is completed, the controller 11 may set the set range to a non-traveling range such as the N range. In this case, for example, the controller 11 is configured to determine whether or not the automatic parking is canceled before the completion of the automatic parking, in addition to the processing of the flowchart shown in FIG. 2, while the processing of the flowchart shown in FIG. 2 is being executed. Can be done. Further, the controller 11 can be configured to stop the processing of the flowchart shown in FIG. 2 and set the set range to the non-traveling range when the determination is affirmative.

In such a configuration, when the automatic parking is released, a hydraulic fastening element such as precharging after a range switching instruction or standby at standby pressure may be performed to prepare for fastening. In this case, the controller 11 can set the range to the non-traveling range by stopping the fastening preparation operation by the release instruction of the hydraulic fastening element.

According to such a configuration, the range is set to the non-driving range when the automatic parking is canceled in the middle, so that the safety when the automatic parking is canceled in the middle such as during the range switching can be improved. Yes (effect corresponding to claim 6).

The controller 11 having such a configuration can also be configured to set the set range to the non-traveling range by the automatic parking control, then restart the automatic parking according to the driver operation, and shift to the next control operation.

When resuming automatic parking, for example, the sequence of automatic parking control stopped at the time of canceling automatic parking can be restarted from the middle. Specifically, the next control operation is a control operation required when the automatic parking is restarted. For example, when the automatic parking is released and the hydraulic fastening element is prepared for fastening, the fastening preparation operation is performed again. Includes control actions that are required again when resuming automatic parking, such as doing so. When restarting automatic parking, the processing of the flowchart shown in FIG. 2 may be performed again from the beginning.

In this modification, by further configuring the controller 11 in this way, automatic parking can be restarted while ensuring safety.

Although the embodiments of the present invention have been described above, the above-described embodiments show only a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above-described embodiments. not.

For example, the controller 11 has a friction type fastening element to be fastened at the time of shift change during execution of automatic parking, in addition to the start timing of the inertia phase, the start timing of the precharge phase, the precharge pressure, and the like other than the inertia phase. By making the element of the phase variable, the driving force generation time may be different from that at the time of non-automatic parking.

Further, for example, the controller 11 may make the driving force generation time different from that in the non-automatic driving during the automatic driving other than the automatic parking.

Even in these cases, it is possible to satisfy the driver's requirements for lag performance or shock performance and reduce discomfort at the time of shift change (effect corresponding to claims 1 and 7).

For example, the transmission TM has an auxiliary transmission mechanism provided in the power transmission path connecting the engine ENG and the drive wheel DW instead of the forward / backward switching mechanism SWM, so that the forward clutch FWD / C and the reverse brake REV / B can be operated. It may be configured to have.

For example, the controller 11 may be configured to be composed of a single controller and having a control unit.

10 Oil pump 11 Controller (control unit)
12 Hydraulic control circuit ENG engine FWD / C forward clutch (hydraulic fastening element)
REV / B reverse brake (hydraulic fastening element)
SWM forward / backward switching mechanism TM transmission VA variator

Claims (6)

A vehicle control device that is fastened when making a shift change from one of the forward range and the reverse range to the other, and has a fastening element that generates a driving force.
During automatic operation, when a shift change is performed from one of the forward range and the reverse range to the other , a driving force is generated in the other of the forward range and the reverse range after the shift change instruction is given . The control unit, which is the driving force generation time, which is the time until, and which makes the driving force generation time changed by the fastening element different from that during non-automatic operation.
Have,
The control unit has a first automatic operation mode and a second automatic operation mode in which the driving force generation time is longer than that of the first automatic operation mode, as settings that the driver can select when executing the automatic operation. ,
A vehicle control device characterized by that. The vehicle control device according to claim 1.
The fastening element is a hydraulic fastening element that is fastened when the other of the forward range and the reverse range is selected.
The control unit changes the driving force generation time by changing the inclination of the hydraulic pressure rise during the period in which the hydraulic pressure is gradually increased in the fastening sequence of the hydraulic pressure type fastening element.
A vehicle control device characterized by that. The vehicle control device according to claim 1 or 2.
During the execution of the automatic operation, the control unit generates the driving force by performing a shift change preparation operation of the forward range and the other reverse range while selecting one of the forward range and the reverse range. Change the time,
A vehicle control device characterized by that. The vehicle control device according to any one of claims 1 to 3.
Before changing from one of the forward range and the reverse range to the other, the control unit executes control to shorten the driving force generation time as compared with the non-automatic operation, and also controls the forward range and the reverse range. After the change from one to the other, the control to make the driving force generation time longer than that in the non-automatic operation is executed.
A vehicle control device characterized by that. The vehicle control device according to any one of claims 1 to 4.
The control unit sets the set range to the non-traveling range when the automatic parking is canceled before the completion of the automatic parking.
A vehicle control device characterized by that. It is a control method of a vehicle provided with a fastening element that is fastened when shifting from one of the forward range and the reverse range to the other and generates a driving force.
During automatic operation, when a shift change is performed from one of the forward range and the reverse range to the other , a driving force is generated in the other of the forward range and the reverse range after the shift change instruction is given . It is the driving force generation time, which is the time until, and the driving force generation time changed by the fastening element is different from that in the non-automatic operation.
Including
As a setting that can be selected by the driver in executing the automatic operation, the first automatic operation mode and the second automatic operation mode in which the driving force generation time is longer than that of the first automatic operation mode are provided, and the first automatic operation mode is provided . Shift change control is performed in the mode selected by the driver between the automatic operation mode and the second automatic operation mode .
A vehicle control method characterized by that.

Images