JP2007032819A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system for improving safety by let an occupant of the vehicle know that an actual range of an automatic transmission is not in "P-range". <P>SOLUTION: When the occupant inputs an instruction of the P-range, an SBW-ECU 31 determines whether the automatic transmission 60 shifts a shift range to the P-range in a predetermined time or not. When the shift range of the automatic transmission 60 does not shift to the P-range in the predetermined time, the SBW-ECU31 warns the occupant. The warnings are a single action or a combination of the followings; display on a display device 52, sound of a hone 101 or a buzzer 102, blinking of a light 103 and the like, restriction of pulling-off a key 110. Thus, the occupant can easily recognize that the actual range of the automatic transmission is not in the P-range visually, aurally and by bodily sensation. The SBW-ECU31 stops warning when the occupant executes a predetermined process such as actuating of a parking brake 16. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control system that determines whether there is an abnormality in a shift-by-wire system and controls a vehicle.

  In recent years, in the field of vehicle control, a by-wire system in which an actuator that changes a vehicle state is electrically controlled by a by-wire control circuit according to a command from a vehicle occupant is being adopted. For example, a shift-by-wire system that changes the shift range of an automatic transmission of a vehicle according to a command from a vehicle occupant is known (see Patent Document 1).

JP 2004-230952 A

  In the case of a shift-by-wire system, an input device such as a shift lever operated by a passenger and the automatic transmission do not have a mechanical link. Therefore, when an abnormality occurs in the shift-by-wire system, the passenger may not be able to confirm whether or not the automatic transmission has shifted to a predetermined shift range. When the vehicle is parked, the passenger selects “P range” as the shift range. However, when an abnormality occurs in the shift-by-wire system, even if the passenger operates the shift lever to the “P range”, the shift range selected by the automatic transmission, the so-called actual range does not shift to the “P range”. There is a case. At this time, if the passenger leaves the vehicle without noticing that the actual range is the “P range”, the vehicle may move during parking.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle control system that makes a vehicle occupant aware that the actual shift range of an automatic transmission is not the “P range” and enhances safety.

  According to the first aspect of the present invention, when there is an input of the P range from the input device, the abnormality detection device detects whether the actual shift range of the automatic transmission is in the P range. The warning device issues a warning when the shift range of the automatic transmission is not in the P range despite the input of the P range from the input device. Therefore, when the automatic transmission is instructed to shift to the P range, when the actual range of the automatic transmission is not the P range, the vehicle occupant can be warned that the shift range is different. . Thereby, when the shift range of the automatic transmission is not the P range, the vehicle occupant cannot leave the vehicle unless a predetermined measure is taken. Therefore, the vehicle does not move during parking, and safety can be improved.

  In the invention according to claim 2, the abnormality detecting device detects whether or not the automatic transmission shifts to the P range within a predetermined period after the input of the shift from the input device to the P range is received. If the vehicle control system is operating normally, when the drive signal for switching to the P range is output from the range control device to the motor of the range position switching device, the actual shift range of the automatic transmission is within the P range within a predetermined period. Switch to. However, when an abnormality occurs in the vehicle control system, even if a drive signal for switching to the P range is output, the shift range of the automatic transmission does not shift to the P range within a predetermined period. Accordingly, when the shift range of the automatic transmission does not shift to the P range within a predetermined period after the output of the P range from the input device to the motor, the abnormality detection device determines that an abnormality has occurred, and the warning device issues a warning. In this way, when the automatic transmission is instructed to shift to the P range, the shift range is different for the vehicle occupant when the actual range of the automatic transmission does not shift to the P range. Can be warned.

  In the invention according to claim 3, the abnormality detection device detects whether or not the automatic transmission has shifted to other than the P range when the input from the input device to the P range is continued. If the vehicle control system is operating normally, the actual shift range of the automatic transmission will not be switched to other than the P range when the input device continues to input the P range. However, when an abnormality occurs in the vehicle control system, the shift range of the automatic transmission may shift to other than the P range even if the input to the P range is continued. Therefore, when the input range of the P range continues in the input device, if the shift range of the automatic transmission shifts to other than the P range, the abnormality detection device determines that an abnormality has occurred, and the warning device issues a warning. Therefore, even if the input to the P range continues, when the automatic transmission shifts to other than the P range, it is possible to warn the vehicle occupant that the shift range is different.

  In the invention according to claim 4, the warning device emits at least one of an audible warning such as sound or a visual warning such as display. As a result, the vehicle occupant recognizes an abnormality in the shift range of the automatic transmission by at least one or both of voice and display. Therefore, it is possible to reliably warn the vehicle occupant of an abnormality in the shift range, and to improve the safety of the vehicle.

  According to a fifth aspect of the present invention, the warning device has a restricting means for restricting the pulling of the key when the condition that the engine of the vehicle is stopped and the shift range is the P range is not satisfied. As a result, when the passenger leaves the vehicle after stopping the vehicle and turning off the engine, the passenger cannot remove the key when the shift range is other than the P range. Therefore, the vehicle occupant recognizes an abnormality in the shift range of the automatic transmission. Therefore, it is possible to reliably warn the vehicle occupant of an abnormality in the shift range, and to improve the safety of the vehicle.

  In the invention according to claim 6, the warning device issues a warning when the condition that the engine of the vehicle is stopped and the shift range is the P range is not established and the location of the key of the vehicle cannot be confirmed. To emit. In recent years, a keyless entry type vehicle or a so-called push start vehicle in which an engine is started by a button operation has become widespread. For this reason, the vehicle key is not necessarily inserted into the key insertion portion. On the other hand, the vehicle confirms the location of the key, for example, by communication between the mounted ECU and the key. Therefore, in the invention described in claim 6, when the location of the key of the vehicle cannot be confirmed, the warning device issues a warning. Thereby, the passenger of the vehicle can be made aware of an abnormality in which the shift range of the automatic transmission is not switched to the P range.

  In the invention according to claim 7, when the parking brake is operated, the warning device stops the warning. Thus, the vehicle occupant operates the parking brake when the shift range of the automatic transmission is not in the P range. As a result, the vehicle is kept stopped by the parking brake. Therefore, it is possible to reliably prevent the vehicle from moving after reliably warning the vehicle occupant of the shift range abnormality.

  In the invention described in claim 8, if the parking brake is activated and the inclination of the position where the vehicle is stopped is equal to or less than a predetermined value, the warning device stops the warning. Even when the parking brake is used, it is sometimes difficult to reliably stop the vehicle when the inclination of the place where the vehicle is stopped is large. Therefore, when the inclination of the position where the vehicle is stopped is below a predetermined value and the parking brake is activated, the warning device stops the warning. Thus, the passenger stops the vehicle at a safe place where the stop is maintained by the parking brake. Therefore, the movement of the stopped vehicle can be prevented.

  According to the ninth aspect of the invention, the warning is continued until a predetermined period elapses after the vehicle key is turned off. Therefore, even when the key is turned off immediately after the vehicle is stopped, the passenger recognizes an abnormality in the shift range of the automatic transmission. Therefore, it is possible to reliably warn the vehicle occupant of an abnormality in the shift range, and to improve the safety of the vehicle.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In the following description, the electronic control unit is abbreviated as “ECU”.
(First embodiment)
FIG. 1 shows a vehicle control system 10 according to a first embodiment of the present invention. For example, the vehicle control system 10 mounted on a four-wheel vehicle includes an automatic transmission control system 20, a shift-by-wire system 30, an engine control system 40, a display control system 50, a vehicle integrated ECU 11, and the like.

  The automatic transmission control system 20, the shift-by-wire system 30, the engine control system 40, and the display control system 50 have an AT-ECU 21, an SBW-ECU 31, an EC-ECU 41, and a display control ECU 51, respectively. The vehicle integrated ECU 11, the AT-ECU 21, the SBW-ECU 31, the EC-ECU 41, and the display control ECU 51 are all electric circuits mainly composed of a microcomputer. The vehicle integrated ECU 11, the AT-ECU 21, the SBW-ECU 31, the EC-ECU 41, and the display control ECU 51 are electrically or optically connected to each other via the LAN line 12 in the vehicle. The vehicle integrated ECU 11, the AT-ECU 21, the SBW-ECU 31, the EC-ECU 41, and the display control ECU 51 are electrically connected to a battery 13 that is a power source of the vehicle, and are operated by electric power supplied from the battery 13. . The vehicle integrated ECU 11 controls the entire vehicle control system 10 in cooperation with the above-described AT-ECU 21, SBW-ECU 31, EC-ECU 41, and display control ECU 51. In the present embodiment, the SBW-ECU 21 corresponds to a range control device and an abnormality detection device.

  The automatic transmission control system 20 drives the automatic transmission 60 of the vehicle by hydraulic pressure. The automatic transmission control system 20 includes a hydraulic circuit 61 that switches the shift range and gear position of the automatic transmission 60. The automatic transmission 60 has a shift range such as a D range that is a forward range and an R range that is a reverse range as a travel range, and a P range that is a parking range and an N range that is a neutral range as non-travel ranges. Yes. The hydraulic circuit 61 has a manual valve 62 as a range position selection device. The manual valve 62 switches the hydraulic circuit 61 by moving in the axial direction. When the manual valve 62 switches the hydraulic circuit 61, the automatic transmission 60 is set to one of the shift ranges described above. The automatic transmission 60 includes a plurality of friction engagement elements that are fastened in any shift range. Thereby, each friction engagement element is fastened or released by the hydraulic pressure supplied from the electromagnetic valve 63.

  The AT-ECU 21 is electrically connected to electrical elements such as the electromagnetic valve 63 of the hydraulic circuit 61. Thereby, the AT-ECU 21 electrically controls the output hydraulic pressure from each electromagnetic valve 63. By controlling the output hydraulic pressure from the electromagnetic valve 63 by the AT-ECU 21, each friction engagement element of the automatic transmission 60 is fastened or released. In the present embodiment, the AT-ECU 21 is electrically connected to a vehicle speed sensor 22 that detects the speed of the vehicle based on, for example, the rotational speed of the output shaft of the automatic transmission 60. The AT-ECU 21 receives the detection signal output from the vehicle speed sensor 22, detects the speed of the vehicle, and controls each electromagnetic valve 63.

  The shift-by-wire system 30 is a range position switching device in the scope of claims. The shift-by-wire system 30 includes an actuator 32 that drives the manual valve 62 of the automatic transmission control system 20. The electromagnetically driven actuator 32 has a motor 33 and an encoder 34. The SBW-ECU 31 outputs a drive signal to the motor 33. As a result, the motor 33 rotates a shaft member (not shown) according to the drive signal input from the SBW-ECU 31. The rotational motion of the motor 33 is transmitted to the transmission mechanism unit 70 after being decelerated by a reduction unit (not shown) or the like. The transmission mechanism unit 70 transmits the rotational driving force output from the motor 33 to the manual valve 62.

  As shown in FIG. 2, the transmission mechanism unit 70 includes a drive shaft member 71, a detent plate 72, a roller 73, and the like. The drive shaft member 71 is connected to the actuator 32 and is rotationally driven by the actuator 32. The detent plate 72 is fixed to the drive shaft member 71 so as to extend radially outward from the drive shaft member 71 and rotate integrally with the drive shaft member 71. Thereby, the detent plate 72 is rotationally driven by the actuator 32. The detent plate 72 is provided with a pin 74 that protrudes in parallel with the drive shaft member 71. The pin 74 is fitted in the groove of the manual valve 62. As a result, when the detent plate 72 rotates together with the drive shaft member 71, the manual valve 62 reciprocates in the axial direction. That is, the transmission mechanism unit 70 converts the rotational driving force of the actuator 32 into a linear motion and transmits it to the manual valve 62.

  The detent plate 72 has a plurality of recesses 81, 82, 83, and 84 as shown in FIG. The recesses 81 to 84 are formed corresponding to “P range”, “R range”, “N range”, and “D range”, which are shift ranges of the automatic transmission 60, respectively. The roller 73 is supported at the tip of the leaf spring 75 as shown in FIG. When the roller 73 is engaged with any one of the recesses 81 to 84 of the detent plate 72, the position of the manual valve 62 in the axial direction is determined. When a rotational force is applied to the detent plate 72 via the drive shaft member 71, the roller 73 moves to the other adjacent concave portions 81 to 84. As a result, when the drive shaft member 71 is rotated by the actuator 32, the position of the manual valve 62 in the axial direction changes, and the shift range of the automatic transmission 60 is changed.

  The neutral switch 35 shown in FIG. 1 is an actual range detection device that detects an actual shift range (hereinafter referred to as “actual range”) of the automatic transmission 60. The neutral switch 35 detects the position of the manual valve 62 in the axial direction. The neutral switch 35 has a position in the axial direction of the manual valve 62 from the rotation angle of the drive shaft member 71, that is, the detent plate 72 shown in FIG. 2, that is, the manual valve 62 is in the “P range”, “R range”, “N range”. Alternatively, the position of the “D range” is detected, and the detected position of the manual valve 62 is output to the SBW-ECU 31 as an electric signal.

  As shown in FIG. 1, the SBW-ECU 31 is electrically connected to the motor 33 and the encoder 34 of the actuator 32, the neutral switch 35, and the selector sensor 15 of the range selector 14 of the vehicle. A vehicle occupant inputs a desired shift range from the range selector 14. The range selector 14 is an input device according to the claims. The encoder 34 is a rotary encoder, for example, and outputs a pulse signal corresponding to the rotation angle of the motor 33, and the rotation angle of the motor 33 is detected by counting the pulse signal by the SBW-ECU 31. As described above, the shift range of the automatic transmission 60 varies depending on the rotation angle of the motor 33. Therefore, the rotation angle of the motor 33 detected by counting the pulse signal of the encoder 34 indirectly indicates a shift range (hereinafter referred to as “actual range”) realized by the automatic transmission 60. . In the present embodiment, the neutral switch 35 detects the rotation angle of the detent plate 72 as described above, and outputs the detection signal to the SBW-ECU 31. Thereby, the SBW-ECU 31 detects the position of the manual valve 62 driven by the detent plate 72, that is, the actual range of the automatic transmission 60. The neutral switch 35 may be configured to detect the position of the manual valve 62 in the axial direction instead of the rotation angle of the detent plate 72. In this case, the SBW-ECU 31 detects the actual range of the automatic transmission 60 from the position of the manual valve 62 in the axial direction.

  The selector sensor 15 detects a range (hereinafter referred to as “command range”) commanded by a vehicle occupant operating the range selector 14. Selector sensor 15 outputs the detected signal to SBW-ECU 31. As described above, the SBW-ECU 31 that has received the output signals from the encoder 34, the neutral switch 35, and the selector sensor 15 controls the signal output to the motor 33 based on the physical quantities represented by these detection signals. The SBW-ECU 31 has a CPU (not shown) and a memory (not shown) that temporarily stores signals input from the sensors.

  The EC-ECU 41 is electrically connected to a throttle 43, an injector 44, and an accelerator sensor 46 of an accelerator pedal 45 of a vehicle engine 42. The throttle 43 adjusts the flow rate of intake air flowing through the intake passage of the engine 42. The injector 44 adjusts the amount of fuel injected into the intake passage of the engine 42 or each cylinder. The accelerator sensor 46 detects the amount of operation of the accelerator pedal 45 by the vehicle occupant and outputs the detected signal to the EC-ECU 41. With such a configuration, when the accelerator pedal 45 is operated by a vehicle occupant, the EC-ECU 41 electrically controls the throttle 43, the injector 44, and the like based on the operation. As a result, the EC-ECU 41 adjusts the rotational speed and output torque of the engine 42.

  The display control ECU 51 controls the display device 52. The display device 52 is installed on a control panel such as a dashboard of a vehicle, for example. The display device 52 is, for example, a blinking lamp and a pointer. The display control ECU 51 obtains predetermined information from the other AT-ECU 21, SBW-ECU 31, EC-ECU 41, vehicle integrated ECU 11, and the like, and controls the display device 52 according to the obtained information.

  In the first embodiment, the display control ECU 51 is connected to the other AT-ECU 21, SBW-ECU 31, EC-ECU 41, vehicle integrated ECU 11, and the like by the in-vehicle LAN 12 and also to the neutral switch 35. Thereby, the shift range of the automatic transmission 60 detected by the neutral switch 35 is input to the display control ECU 51 as an electrical signal. The display control ECU 51 displays the shift range of the automatic transmission 60 on the display device 52 based on the signal input from the neutral switch 35.

  The vehicle integrated ECU 11 is connected to the vehicle horn 101, buzzer 102, light 103, key insertion unit 104, tilt sensor 105, and input unit 106. The horn 101 and the buzzer 102 generate a warning sound or sound, and the light 103 generates light. A key 110 is inserted into the key insertion unit 104 by a passenger of the vehicle. The vehicle can be driven by inserting the key 110 into the key insertion portion 104. The key insertion unit 104 locks the key 110 when the key 110 is inserted and the vehicle is turned on. The key insertion part 104 corresponds to the restricting means in the claims. As a result, the key 110 cannot be pulled out from the key insertion portion 104 during operation of the vehicle. The tilt sensor 105 is a tilt detection device according to the claims. The tilt sensor 10 detects the tilt angle where the vehicle is stopped. The input unit 106 is various switches that are operated by a vehicle occupant. The vehicle integrated ECU 11 recognizes a command from a vehicle occupant by turning on or off the switches of the input unit 106. The vehicle integrated ECU 10 is electrically connected to the parking brake 16. Thereby, the vehicle integrated ECU 10 detects whether or not the parking brake 16 is operating. The parking brake 16 is a mechanical brake that prevents the stopped vehicle from moving.

Next, the operation of the vehicle control system 10 configured as described above will be described with reference to FIG.
(Abnormality detection)
In the first embodiment, when the shift range of the automatic transmission 60 shifts from “R range”, “N range”, or “D range” to “P range”, an abnormality detection of the vehicle control system 10 is performed. It is.

  The SBW-ECU 31 starts detecting an abnormality in the vehicle control system 10 when the passenger's command range becomes the “P range”. Therefore, the SBW-ECU 31 monitors whether or not the passenger operating the range selector 14 has instructed the “P range” (S101). If there is no “P range” instruction from the passenger, the detection of the abnormality of the vehicle control system 10 ends.

  When the command range shifts to the “P range”, the SBW-ECU 31 detects whether or not the actual range of the automatic transmission 60 shifts to the “P range” within a predetermined period (S102). When the automatic transmission 60 is normal and the command range from the range selector 14 shifts to the “P range”, the SBW-ECU 31 outputs a signal corresponding to the “P range” to the motor 33 of the actuator 32. Accordingly, the motor 33 rotates by a predetermined angle, and the actuator 32 moves the manual valve 62 to the “P range” via the transmission mechanism unit 70. As a result, the shift range of the automatic transmission 60 shifts to the “P range”.

  On the other hand, when there is an abnormality in the SBW-ECU 31, the actuator 32, or the automatic transmission 60, the actual range of the automatic transmission 60 is changed to the “P range” even if the command range from the passenger shifts to the “P range”. May not migrate. For example, a signal corresponding to the “P range” is not output from the SBW-ECU 31 to the actuator 32, the actuator 32 is not driven according to the signal from the SBW-ECU 31, or the manual valve 62 does not move even when the actuator 32 is driven. , SBW-ECU 31, actuator 32 or automatic transmission 60 may be abnormal. As described above, when an abnormality occurs, the actual range of the automatic transmission 60 does not shift to the “P range” even if a predetermined period elapses after the passenger inputs the “P range”. Therefore, the SBW-ECU 31 has an abnormality in the vehicle control system 10 when the actual range of the automatic transmission 60 does not shift to the “P range” even after a predetermined period has elapsed since the command range shifts to the “P range”. Judge. On the other hand, the SBW-ECU 31 determines that the vehicle control system 10 is normal when the actual range of the automatic transmission 60 shifts to the “P range” within a predetermined period.

  Here, the SBW-ECU 31 detects the actual range of the automatic transmission 60 by detecting the output of the counter from the encoder 34 or the shift range of the automatic transmission 60 detected by the neutral switch 35. The encoder 34 detects the rotation angle of the motor 33 as a count and outputs it to the SBW-ECU 31. Therefore, the SBW-ECU 31 can detect the rotation angle of the motor 33 from the count value of the encoder 34. Since the rotation of the motor 33 is transmitted to the manual valve 62 via the transmission mechanism 70, the rotation angle of the motor 33 indirectly indicates the position of the manual valve 62. Therefore, the SBW-ECU 31 can detect whether or not the actual range of the automatic transmission 60 has shifted to the “P range” by detecting the rotation angle of the motor 33 detected by the encoder 34.

  Further, the SBW-ECU 31 may detect the actual range of the automatic transmission 60 with the neutral switch 35. The neutral switch 35 outputs a signal that matches the position of the manual valve 62 as described above, and directly indicates the actual range of the automatic transmission 60. Therefore, the SBW-ECU 31 may detect whether or not the actual range of the automatic transmission 60 has shifted to the “P range” by detecting the position of the manual valve 62 with the neutral switch 35. Further, the SBW-ECU 31 may detect whether the actual range of the automatic transmission 60 has shifted to the “P range” from both the count value of the output pulse signal of the encoder 34 and the output of the neutral switch 35. .

(Warning occurred)
If the SBW-ECU 31 determines that the vehicle control system 10 is abnormal in the above-described S102, the SBW-ECU 31 issues a warning to the passenger (S103). For the warning, it is preferable to employ any of the methods described below or a combination thereof. That is, a warning appealing to the five senses such as the auditory sense or visual sense of the passenger is adopted.

  (1) A warning is given to the display device 52 of the vehicle display panel that the actual range of the automatic transmission 60 has not shifted to the “P range”. In this case, the display device 52 of the display panel may be provided with a specific display indicating that the actual range of the automatic transmission 60 has not shifted to the “P range”. Moreover, you may warn using the existing display apparatus 52 of a display panel. When the existing display device 52 is used, for example, a lamp indicating the actual range of the automatic transmission 60 is blinked, all the lamps indicating the shift range are lit or blinked, or all the display devices 52 of the display panel are lit or blinked. It can be arbitrarily selected. By displaying a warning on the display device 52 of the display panel, the passenger can visually recognize that the actual range of the automatic transmission 60 has not shifted to the “P range”. The display device 52 displays a warning according to an instruction from the SBW-ECU 31 to the display control ECU 51.

  (2) When the vehicle is equipped with a navigation system, a warning is given to the display device of the navigation system that the actual range of the automatic transmission 60 has not shifted to the “P range”. Also in this case, similarly to the display device 52 of the display panel, the display device of the navigation system displays that the actual range of the automatic transmission 60 has not shifted to the “P range”. Thus, the passenger can visually recognize that the actual range of the automatic transmission 60 has not shifted to the “P range”. The display device of the navigation system displays a warning according to an instruction from the SBW-ECU 31 to the ECU of the navigation system (not shown).

  (3) The horn 101 of the vehicle is sounded to warn that the actual range of the automatic transmission 60 has not shifted to the “P range”. By causing the horn 101 to ring, the passenger can audibly recognize that the actual range of the automatic transmission 60 has not shifted to the “P range”. Horn 101 operates according to an instruction from SBW-ECU 31 to vehicle integrated ECU 11. The horn 101 is usually mounted on a vehicle. Therefore, it is not necessary to add another member for warning.

  (4) By operating the buzzer 102, a warning may be given that the actual range of the automatic transmission 60 has not shifted to the “P range”. By operating the buzzer 102, the passenger can audibly recognize that the actual range of the automatic transmission 60 has not shifted to the “P range”. The buzzer 102 operates according to an instruction from the SBW-ECU 102 to the vehicle integrated ECU 11. The buzzer 102 is mounted on the vehicle to warn of forgetting to remove the key 110 and forgetting to turn off the light 103, for example. Therefore, it is not necessary to add another member for warning. The buzzer 102 may sound a simple alarm sound or warn the passenger by voice.

  (5) A warning that the actual range of the automatic transmission 60 has not shifted to the “P range” is issued by turning on or blinking the lights 103 of the vehicle. The vehicle lights 103 are, for example, a headlamp, a room lamp, or a hazard lamp. By turning on or blinking the lights 103, the passenger can visually recognize that the actual range of the automatic transmission 60 has not shifted to the "P range". The lights 103 are turned on or blinked according to an instruction from the SBW-ECU 31 to the vehicle control ECU 11. The lights 103 are usually mounted on the vehicle. Therefore, it is not necessary to add another member for warning.

  (6) The actual range of the automatic transmission 60 is not shifted to the “P range” by not releasing the lock of the key 110 in the key insertion unit 104, that is, by restricting the extraction of the key 110 from the key insertion unit 104. Warn you. By restricting the pulling of the key 110, the occupant can sensiblely recognize that the actual range of the automatic transmission 60 has not shifted to the “P range”. The key insertion unit 104 continues to lock the key 110 in accordance with an instruction from the SBW-ECU 31 to the vehicle integrated ECU 11. A key insertion portion 104 that locks the key 110 is normally mounted on the vehicle. Therefore, it is not necessary to add another member for warning.

  The SBW-ECU 31 warns the passenger that the actual range of the automatic transmission 60 has not shifted to the “P range” by any one of the above (1) to (6) or a combination thereof. The display device 52 that issues a warning, the display device of the navigation system, the horn 101, the buzzer 102, the lights 103, the key insertion unit 104, and the like are the warning devices in the claims.

(Release warning)
When generating the warning, the SBW-ECU 31 determines whether or not a predetermined period has elapsed from the warning (S104). The SBW-ECU 31 continues the warning until a predetermined period elapses from the warning.
The SBW-ECU 31 detects whether or not the parking brake 16 is operating when a predetermined period has elapsed from the warning (S105). The operation of the parking brake 16 is monitored by the vehicle integrated ECU 11. Therefore, the SBW-ECU 31 obtains whether or not the parking brake 16 is operated from the vehicle integrated ECU 11 via the in-vehicle LAN 12.

If the parking brake 16 is operating, the SBW-ECU 31 stops the warning (S106). On the other hand, when the parking brake 16 is not operated, the SBW-ECU 31 returns to S103 and continues the warning.
At this time, the SBW-ECU 31 may obtain the inclination angle of the place where the vehicle is stopped from the vehicle integrated ECU 11. A tilt sensor 105 is connected to the vehicle integrated ECU 11. The inclination sensor 105 detects the inclination angle of the place where the vehicle is stopped. For example, when the inclination of the place where the vehicle is stopped is large, the vehicle may move if the parking brake 16 is not sufficiently operated. Therefore, the SBW-ECU 31 may detect whether the vehicle is safely stopped from the inclination angle of the place where the vehicle obtained from the vehicle integrated ECU 11 is stopped and the operation of the parking brake 16. In this case, when the inclination angle of the place where the vehicle is stopped is large, the SBW-ECU 31 does not stop the warning. Thus, the warning continues until the passenger stops the vehicle to a safe place with a gentle inclination and activates the parking brake 16. In accordance with these, the SBW-ECU 31 may confirm that the vehicle is turned off. The vehicle is turned off when the key 110 inserted into the key insertion unit 104 is in the off position.

  As described above, the SBW-ECU 31 stops the warning when it is confirmed that the vehicle is safely stopped even if the automatic transmission 60 is not in the “P range”. Thereby, when the passenger leaves the vehicle, the stopped vehicle does not move again. Therefore, the safety of the vehicle can be improved.

(Second Embodiment)
FIG. 5 shows a flow of vehicle control by the vehicle control system according to the second embodiment of the present invention. In addition, since the structure of a vehicle control system is substantially the same as 1st Embodiment, the same code | symbol is attached | subjected to the same component and description is abbreviate | omitted.
The second embodiment is an example in which an abnormality of the vehicle control system 10 is detected when the shift range of the automatic transmission 60 is in the “P range”.

  The SBW-ECU 31 detects whether or not the shift range of the automatic transmission 60 is the “P range” and the vehicle is stopped (S201). Thereby, the SBW-ECU 31 starts detecting an abnormality in the vehicle control system 10 from a state where the shift range of the automatic transmission 60 is in the “P range”, such as immediately after the vehicle is turned on. The SBW-ECU 31 detects whether or not the vehicle is stopped, for example, from the output of the vehicle speed sensor 22 of the automatic transmission 60 or the output of a vehicle speed sensor that detects the speed displayed on a speedometer (not shown).

  When the shift range of the automatic transmission 60 is “P range” and the vehicle is stopped, the SBW-ECU 31 has received a shift range switching instruction from the vehicle occupant, or has a brake pedal (not shown) turned off? Is detected (S202). When there is no shift range switching instruction from the passenger, the SBW-ECU 31 determines that the shift range of the automatic transmission 60 should be maintained at the “P range”. When the brake pedal is off, the shift range of the automatic transmission 60 is restricted from “P range” to “R range”, “N range” or “D range” in order to ensure safety. . Therefore, when the brake pedal is off, the SBW-ECU 31 determines that the shift range of the automatic transmission 60 should be maintained at the “P range”.

The SBW-ECU 31 detects whether or not the shift range of the automatic transmission 60 has shifted to other than the “P range” (S203). In S202 described above, the shift range of the automatic transmission 60 should be maintained at the “P range” when there is no instruction to switch the shift range from the vehicle occupant or when the brake pedal (not shown) is not turned off. . However, when an abnormality occurs in the vehicle control system 10, the shift range of the automatic transmission 60 may shift to other than the “P range”. For example, when the command range of the passenger is “P range”, or when the brake pedal is turned off, the shift range of the automatic transmission 60 is other than “P range” against the command of the passenger or a predetermined rule. There is a risk of moving to. Therefore, the SBW-ECU 31 has the shift range of the automatic transmission 60 other than the “P range” even though the shift range switching instruction from the selector sensor 15 is not input or the brake pedal is turned off. When it shifts to, it is determined that there is an abnormality in the vehicle control system 10.
Here, the SBW-ECU 31 detects the actual range of the automatic transmission 60 from the count of the encoder 34 or the neutral switch 35. Details of the detection are the same as in the first embodiment described above, and a description thereof will be omitted.

(Warning occurred)
When the SBW-ECU 31 determines that the vehicle control system 10 is abnormal in the above-described S203, the SBW-ECU 31 generates a warning (S204). Generation of warning (S204), operation after warning (S205, S206), and cancellation of warning (S207) are the same as S103 to S106 in the first embodiment described above. Therefore, the description is omitted.
As described above, in the second embodiment, when the shift range of the automatic transmission 60 shifts to other than the “P range” against the intention of the passenger while the vehicle is stopped, the passenger is warned. Thereby, a vehicle does not move against a passenger's intention, but safety can be improved.

(Other embodiments)
In the above-described embodiments, the example in which the abnormality detection of the vehicle control system 10 is performed by the SBW-ECU 31 has been described. However, since an abnormality may occur in the SBW-ECU 31, the abnormality detection may be performed by an ECU of another system such as the vehicle integrated ECU 11, the AT-ECU 21, the EC-ECU 41, and the display control ECU 51, for example. Thereby, the abnormality of the vehicle control system 10 can be detected in multiple, and safety can be further improved.

  The present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

1 is a schematic diagram showing a configuration of a vehicle control system according to a first embodiment of the present invention. It is the schematic which shows the transmission mechanism part of the vehicle control system by 1st Embodiment of this invention. It is the schematic which shows the detent plate of the vehicle control system by 1st Embodiment of this invention. It is the schematic which shows the flow of an action | operation of the vehicle control system by 1st Embodiment of this invention. It is the schematic which shows the flow of an action | operation of the vehicle control system by 2nd Embodiment of this invention.

Explanation of symbols

  10 vehicle control system, 14 range selector (input device), 16 parking brake, 30 shift-by-wire system (range position switching device, range control device, abnormality detection device), 32 actuator, 33 motor, 42 engine, 52 display device (warning) Device), 60 automatic transmission, 101 horn (warning device), 102 buzzer (warning device), 103 light (warning device), 104 key insertion part (warning device, regulating means), 105 tilt sensor (tilt detection device), 110 keys

Claims (9)

An automatic transmission that shifts and outputs a driving force input from an engine mounted on the vehicle;
A range position switching device that is driven by a motor and switches the shift range of the automatic transmission;
A drive signal for driving the motor is output based on a signal input from an input device, and the shift range of the automatic transmission is controlled to any shift range such as a P range, an R range, an N range, and a D range. A range control device;
An abnormality detection device for detecting whether the actual shift range of the automatic transmission is in the P range when the P range is input from the input device;
A warning device that issues a warning when the abnormality detection device detects that the shift range of the automatic transmission is other than the P range;
A vehicle control system comprising:   The abnormality detection device outputs the drive signal for switching the shift range of the automatic transmission to the P range from the range control device to the motor in response to an input of the P range from the input device within a predetermined period. The vehicle control system according to claim 1, wherein it detects whether or not the automatic transmission has shifted to the P range.   2. The vehicle control system according to claim 1, wherein the abnormality detection device detects whether or not the shift range of the automatic transmission has shifted to other than the P range when the input of the P range is continued in the input device.   The vehicle control system according to any one of claims 1 to 3, wherein the warning device issues a warning by at least one of an audible voice and a visual display.   5. The warning device according to claim 1, further comprising a restricting unit that restricts pulling of the key of the vehicle when the engine of the vehicle is stopped and the shift range of the automatic transmission is not the P range. Vehicle control system.   5. The vehicle control according to claim 4, wherein the warning device issues a warning when the engine of the vehicle is stopped and the shift range of the automatic transmission is not the P range and the location of the key of the vehicle cannot be confirmed. system. A parking brake that mechanically maintains the vehicle stop;
The vehicle control system according to claim 1, wherein when the parking brake is activated, the warning device stops the warning. A parking brake that mechanically keeps the vehicle stationary;
An inclination detection device for detecting an inclination of a place where the vehicle is stopped,
The vehicle control system according to any one of claims 1 to 6, wherein when the inclination detected by the inclination detection device is equal to or less than a predetermined value and the parking brake is activated, the warning device stops the warning. The vehicle control device according to any one of claims 1 to 8, wherein the warning device continues the warning until a predetermined period elapses after the key of the vehicle is turned off.

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