Patent Description:
A motion manager that manages motion of a vehicle is known (see, for example, <CIT>). In a system that includes the motion manager, the motion manager acquires information (for example, information indicating whether the vehicle is in drive, reverse, or neutral) on a shift range being controlled from a control unit of a power train system.

<CIT> discloses a control method for a manual automatic integrated transmission assembly. The manual automatic integrated transmission assembly comprises a transmission which has an automatic gear mode and a manual gear mode. The control method comprises the flowing steps of S1, detecting whether a clutch pedal controls a clutch or not and simultaneously detecting gear positions when the transmission is in the automatic gear mode; S2, enabling the transmission to be in a clutch intervening mode when the transmission is detected to be at a forward gear position and the clutch pedal is detected to be in control of the clutch; enabling the transmission to maintain the automatic gear mode when the transmission is detected to be at a parking gear position; enabling the transmission to be in the clutch intervening mode when the transmission is detected to be at a reverse gear position and the clutch pedal is detected to be in control of the clutch.

When the control unit of this power train system is used in to a power train system that includes a manual transmission instead of an automatic transmission, the following may be considered. For example, when a shift lever is in a shift position of a gear stage, such as a second or a third gear, information indicating that the shift range is a drive range is output to the motion manager as a control shift range. For example, when the shift lever is in a shift position of an R gear stage, information indicating that the shift range is a reverse range is output to the motion manager as the control shift range. For example, when the shift lever is in a neutral position, information indicating that the shift range is a neutral range is output to the motion manager as the control shift range.

In such a case, when the driver changes the gear stage from the second to the third, the shift lever passes through the neutral position. Thus, information indicating that the shift range is the drive range, then the neutral range, and then the drive range is sequentially output to the motion manager as the control shift range. The motion manager sets a braking force corresponding to the shift range. For this reason, when the shift range is switched in the order of the drive range, the neutral range, and the drive range, the braking force fluctuates, and thus the vehicle cannot be smoothly accelerated and decelerated due to the fluctuations in the acceleration of the vehicle.

It is an object of the present invention to provide a control system, a control method, and a non-transitory storage medium that can smoothly accelerate and decelerate the vehicle.

A control system according to a first aspect of the present invention is defined in claim <NUM>.

With such a configuration, when the clutch is being operated, the specific information that enables the identification of the control shift range where the gear stage is converted at a time at which the operation is started is held and sent to the control device. For this reason, even when the shift lever passes through the neutral position at a time at which the gear stage is switched by the shift lever, the specific information that enables the identification of the control shift range where the gear stage is converted before switching is sent to the control device. Thus, it is possible to prevent the braking force set by the control device from fluctuating. As a result, it is possible to provide the control system that can smoothly accelerate and decelerate the vehicle.

In a preferred embodiment of the first aspect, the control system may be a vehicle.

In the first aspect, the power train system further includes a neutral position sensor configured to detect that the shift lever is in a neutral position. When the clutch position sensor detects operation of the clutch and the neutral position sensor detects that the shift lever is in the neutral position, the processor is configured not to send specific information that enables the identification of the neutral position as the specific information to be sent to the control device.

For this reason, even when the shift lever passes through the neutral position at a time at which the gear stage is switched by the shift lever, the specific information that enables the identification of the neutral position is not sent to the control device. Thus, it is possible to prevent the braking force set by the control device from fluctuating. As a result, it is possible to smoothly accelerate and decelerate the vehicle.

In a preferred embodiment of the first aspect, when the clutch position sensor detects operation of the clutch and the neutral position sensor detects that the shift level is in the neutral position, the processor may be configured to send the held specific information to the control device.

With such a configuration, even when the shift lever passes through the neutral position at the time at which the gear stage is switched by the shift lever, the specific information that enables the identification of the control shift range in which the gear stage is converted before switching is sent to the control device. Thus, it is possible to prevent the braking force set by the control device from fluctuating. As a result, it is possible to smoothly accelerate and decelerate the vehicle.

A control method according to a second aspect of the present invention is defined in claim <NUM>.

With such a configuration, it is possible to provide the control method that can smoothly accelerate and decelerate the vehicle.

A non-transitory storage medium according to a third aspect of the present invention is defined in claim <NUM>.

With such a configuration, it is possible to provide the non-transitory storage medium that can smoothly accelerate and decelerate a vehicle.

Hereinafter, embodiments of the present invention will be described with reference to drawings. In the description below, same signs will denote same parts. Their names and functions will be the same, and detailed description thereof will not be repeated.

<FIG> is a diagram illustrating an example of a configuration of a vehicle <NUM>. As illustrated in <FIG>, the vehicle <NUM> includes an ADAS-electronic control unit (ECU) <NUM>, a brake ECU <NUM>, an actuator system <NUM>, and a central ECU <NUM>.

The vehicle <NUM> may be a vehicle having a configuration capable of realizing a function of a driver assistance system described below, and may be, for example, a vehicle having an engine as a driving source, a battery electric vehicle having an electric motor as a driving source, or a hybrid electric vehicle having an engine and an electric motor mounted thereon and using at least one of them as a driving source.

The ADAS-ECU <NUM>, the brake ECU <NUM>, and the central ECU <NUM> are computers and each has a processor that executes a program, such as a central processing unit (CPU), a memory, and an input/output interface.

The ADAS-ECU <NUM> includes a driver assistance system <NUM> having a function of driver assistance for assisting driving of the vehicle <NUM>. The driver assistance system <NUM> is configured to realize various functions for assisting driving of the vehicle <NUM> including at least one of a steering control, a driving control, and a braking control of the vehicle <NUM> by executing applications mounted on the driver assistance system <NUM>. Examples of the applications mounted on the driver assistance system <NUM> include an application that realizes a function of an autonomous driving system (AD), an application that realizes a function of an autonomous parking system, or an application (hereinafter, referred to as an ADAS application) that realizes a function of an advanced driver assistance system (ADAS), and the like.

Examples of the ADAS application include at least one of an application that realizes a function of follow-up traveling (an adaptive cruise control (ACC), or the like) that travels while constantly keeping a distance with a preceding vehicle, an application that realizes a function of an auto speed limiter (ASL) that recognizes a vehicle velocity limit and maintains an upper limit of velocity of a subject vehicle, an application that realizes a function of a lane maintenance assistance (a lane keeping assist (LKA), a lane tracing assist (LTA), or the like) that executes enabling a vehicle to stay in a lane in which the vehicle travels, an application that realizes a function of collision damage mitigation braking (an autonomous emergency braking (AEB), pre-crash safety (PCS), or the like) that executes autonomous braking to mitigate damage caused by a collision, an application that realizes a function of a lane departing warning (a lane departure warning (LDW), and a lane departure alert (LDA), or the like) that warns the vehicle <NUM> of departure from a lane in which it travels.

Each application of the driver assistance system <NUM> outputs, to the brake ECU <NUM> (more specifically, the motion manager <NUM>), a request for a kinematic plan that guarantees a commercial value (a function) of each application based on information of a vehicle surroundings situation acquired (input) from a plurality of sensors (not shown), an assistance request of a driver, or the like. Examples of the plurality of sensors include a vision sensor, such as a forward-looking camera, a radar, Light Detection and Ranging (LiDAR), a position detection device, or the like.

The forward-looking camera is arranged, for example, on the backside of a rear-view mirror in a vehicle cabin and is used for capturing an image of the front of the vehicle. The radar is a distance measuring device that beams radio waves having a short wavelength on an object, detects the radio waves returning from the object, and measures a distance or a direction to the object. The LiDAR is a distance measuring device that beams a laser beam (light, such as infrared rays) in a pulse shape on an object and measures a distance by the time until the laser beam is reflected by the object and returns. The position detection device is composed of, for example, the Global Positioning System (GPS) that detects a position of the vehicle <NUM> using information received from a plurality of satellites orbiting the earth.

Each application acquires information of the vehicle surroundings situation that integrates detection results of one or more sensors as recognition sensor information, and acquires an assistance request of the driver by way of a user interface (not shown), such as a switch. For example, each application can recognize other vehicles, obstacles, or people in the vicinity of the vehicle by image processing on an image or video in the vicinity of the vehicle acquired by the plurality of sensors, using artificial intelligence (AI) or image processing processor.

Further, the kinematic plan includes, for example, a request for longitudinal acceleration/deceleration generated in the vehicle <NUM>, a request for a steering angle of the vehicle <NUM>, a request for keeping stopping of the vehicle <NUM>, or the like.

Examples of the request for the longitudinal acceleration/deceleration generated in the vehicle <NUM> include an operation request to a power train system <NUM> or an operation request to a brake system <NUM>.

Examples of the request for keeping the stopping of the vehicle <NUM> include requests for permitting and prohibiting operation of at least one of an electric parking brake and a parking lock mechanism (neither shown).

The electric parking brake limits rotation of wheels of the vehicle <NUM> by, for example, operating an actuator. The electric parking brake may be configured to limit the rotation of the wheels by, for example, operating a brake for a parking brake provided on a part of a plurality of wheels provided on the vehicle <NUM> using an actuator. Alternatively, the electric parking brake may limit the rotation of the wheels to brake the wheels during the rotation or hold the wheels in a stopped state by adjusting hydraulic pressure (hereinafter, sometimes referred to as brake hydraulic pressure) supplied to the brake device of the brake system <NUM> by operating an actuator for the parking brake.

The parking lock mechanism limits rotation of an output shaft of a transmission by operating an actuator. The parking lock mechanism fits, for example, a protrusion portion provided at a tip of a parking lock pole, a position of which is adjusted by an actuator into a tooth portion of a gear (a lock gear) provided so as to be connected to a rotating element in the transmission of the vehicle <NUM>. In this manner, the rotation of the output shaft of the transmission is limited and the rotation of driving wheels is limited.

The application mounted on the driver assistance system <NUM> is not particularly limited to the above-described applications. An application that realizes other functions may be added or an existing application may be omitted, and, in particular, the number of the mounted applications is not limited.

Further, in the present embodiment, a case where the ADAS-ECU <NUM> includes the driver assistance system <NUM> composed of a plurality of applications is described, but for example, an ECU may be provided for each application. For example, the driver assistance system <NUM> may be composed of an ECU having an application that realizes a function of an autonomous driving system, an ECU having an application that realizes a function of an autonomous parking system mounted thereon, and an ECU having an ADAS application mounted thereon.

The brake ECU <NUM> includes a motion manager <NUM>. In the present embodiment, the case where the brake ECU <NUM> has a hardware configuration including the motion manager <NUM> is described as an example, but the motion manager <NUM> may be provided as a single ECU separate from the brake ECU <NUM> or may be included in another ECU different from the brake ECU <NUM>. The brake ECU <NUM> is configured to be able to communicate with each of the ADAS-ECU <NUM>, various ECUs included in the actuator system <NUM>, and the central ECU <NUM>.

The motion manager <NUM> requests, to the actuator system <NUM>, the motion of the vehicle <NUM> according to the kinematic plan set in at least one of the applications of the driver assistance system <NUM>. Detailed configuration of the motion manager <NUM> will be described below.

The actuator system <NUM> is configured to realize the request for the motion of the vehicle <NUM> output from the motion manager <NUM>. The actuator system <NUM> includes a plurality of actuators. <FIG> illustrates an example where the actuator system <NUM> includes, for example, a power train system <NUM>, a brake system <NUM>, and a steering system <NUM> as actuators. The number of actuators that are requesting destinations of the motion manager <NUM> is not limited to three as described above, but may be four or more, or may be two or less.

The power train system <NUM> includes a power train capable of generating a driving force on the drive wheels of the vehicle <NUM> and an ECU (neither shown) that controls the operation of the power train. The power train includes, for example, at least one of an internal combustion engine, such as a gasoline engine or a diesel engine, a transmission including a gearbox, a differential device, or the like, a motor generator as a driving source, a power accumulation device that accumulates power supplied to the motor generator, a power conversion device that mutually converts power between the motor generator and the power accumulation device, and a power generating source, such as a fuel cell. The ECU that controls the operation of the power train executes a control of a corresponding device so as to realize the request for the motion from the motion manager <NUM> to the corresponding device in the power train system <NUM>.

The brake system <NUM> includes, for example, a plurality of brake devices provided on respective wheels of the vehicle <NUM>. The brake devices include, for example, a hydraulic brake, such as a disc brake that generates a braking force or a holding force using hydraulic pressure. As the brake device, for example, a motor generator that is connected to a wheel and that generates regenerative torque, may be further included. A braking operation of the vehicle <NUM> using the plurality of brake devices is controlled by the brake ECU <NUM>. Separately from the motion manager <NUM>, for example, a processor (not shown) used for controlling the brake system <NUM> is provided in the brake ECU <NUM>.

The steering system <NUM> includes, for example, a steering device capable of changing a steering angle of a steering wheel (for example, a front wheel) of the vehicle <NUM> and an ECU (neither shown) that controls operation of the steering device. The steering device includes, for example, the steering wheel that changes the steering angle according to an operation amount, and an electric power steering (EPS) in which the steering angle can be adjusted by an actuator, separately from the operation of the steering wheel. The ECU that controls the operation of the steering device controls operation of an actuator of the EPS.

The central ECU <NUM> includes a memory <NUM> capable of updating stored content. The central ECU <NUM> is configured to be communicable with, for example, the brake ECU <NUM>, and configured to be communicable with a device (not shown, for example, a server) outside the vehicle <NUM> by way of a communication module (not shown). When update information is received from a server outside the vehicle <NUM>, the central ECU <NUM> updates information stored in the memory <NUM> using the received update information. Predetermined information is stored in the memory <NUM>. The predetermined information includes, for example, information read from various ECUs when the system of the vehicle <NUM> is started.

In the present embodiment, it is described that the central ECU <NUM> reads predetermined information from various ECUs when the system of the vehicle <NUM> is started, but may have a function, such as relaying communication between various ECUs (a gateway function).

Hereinafter, an example of operation of the motion manager <NUM> will be described in detail with reference to <FIG> is a diagram used for describing an example of the operation of the motion manager <NUM>.

<FIG> illustrates an example where the driver assistance system <NUM> includes, for example, an AEB <NUM>, a PCS <NUM>, an ACC <NUM>, and an ASL <NUM> as applications. A request for a kinematic plan set in at least one of a plurality of applications is transmitted from the driver assistance system <NUM> to the motion manager <NUM> as a request signal PLN1.

The request signal PLN1 includes, for example, information on a target acceleration set in the ACC <NUM>, the AEB <NUM>, the PCS <NUM>, or the ASL <NUM> as one of the kinematic plans. The target acceleration includes an acceleration value for keeping the vehicle <NUM> in the stopped state other than an acceleration value for driving or braking the vehicle <NUM>.

The motion manager <NUM> sets the motion requested to the vehicle <NUM> based on the request for the kinematic plans included in the received request signal PLN1, and requests the actuator system <NUM> to realize the set motion. In other words, the motion manager <NUM> transmits, to the actuator system <NUM>, an operation request to the power train system <NUM> as a request signal ACL1. The motion manager <NUM> transmits, to the actuator system <NUM>, an operation request to the brake system <NUM> as a request signal BRK1. Further, the motion manager <NUM> transmits, to the actuator system <NUM>, an operation request to the steering system <NUM> as a request signal STR1.

The request signal ACL1 includes, for example, information on a request value of driving torque or a driving force, or information on a method of arbitration (for example, which to select between a maximum value or a minimum value or whether to change a value stepwise or gradually).

The request signal BRK1 includes, for example, information on a request value of braking torque, information on a method of arbitration (for example, whether to change a value stepwise, gradually, or the like), or information on execution timing of braking (whether to immediately execute, or the like).

The request signal STR1 includes, for example, information on a target steering angle, information on whether the target steering angle is effective, or information on upper and lower limit torques of an assistance torque of operation of the steering wheel.

The actuator that has received a corresponding request signal from among the plurality of actuators composing the actuator system <NUM> is controlled such that an operation request included in the request signal is realized.

Hereinafter, an example of a configuration of the motion manager <NUM> will be described. As illustrated in <FIG>, the motion manager <NUM> includes a reception unit <NUM>, an arbitration unit <NUM>, a calculation unit <NUM>, and a distribution unit <NUM>.

The reception unit <NUM> receives a request for the kinematic plans output by one or more applications of the driver assistance system <NUM>. Details of the kinematic plan in the present embodiment will be described below.

The arbitration unit <NUM> arbitrates the request for the kinematic plans received from the respective applications via the reception unit <NUM>. An example of this arbitration processing can be selecting one kinematic plan from among the kinematic plans based on a predetermined selection criterion. Alternatively, another example of the arbitration processing can be setting a new kinematic plan based on the kinematic plans. The arbitration unit <NUM> may further add predetermined information received from the actuator system <NUM> and arbitrate the request for the kinematic plans. Further, the arbitration unit <NUM> may determine whether to temporarily prioritize the motion of the vehicle <NUM> that is required according to a driver state and a vehicle state over the motion of the vehicle <NUM> that corresponds to the kinematic plan determined based on an arbitration result.

The calculation unit <NUM> calculates motion requests based on the arbitration result of the request for the kinematic plans in the arbitration unit <NUM> and the motion of the vehicle <NUM> that is determined based on the arbitration result. The motion includes a physical amount that is used for controlling at least one actuator of the actuator system <NUM>, and that is different from a physical amount of the request for the kinematic plans. For example, when the request for the kinematic plans (a first request) is a longitudinal acceleration value, the calculation unit <NUM> calculates a value obtained by converting the acceleration into the driving force or the driving torque to be the motion request (a second request). For example, when the target acceleration for keeping the stopped state is selected as the arbitration result, the calculation unit <NUM> calculates the required driving force corresponding to the target acceleration.

The distribution unit <NUM> executes a distribution process for distributing the motion requests calculated by the calculation unit <NUM> to at least one actuator of the actuator system <NUM>. When, for example, the acceleration of vehicle <NUM> is requested, the distribution unit <NUM> distributes the motion requests only to the power train system <NUM>. Alternatively, when deceleration of the vehicle <NUM> is requested, the distribution unit <NUM> appropriately distributes the motion requests to the power train system <NUM> and the brake system <NUM> in order to realize a target deceleration.

For example, when the target acceleration for keeping the stopped state is selected as the arbitration result, the distribution unit <NUM> determines a holding force (for example, the brake hydraulic pressure) corresponding to the calculated driving force. In this case, the distribution unit <NUM> outputs the determined holding force to the brake system <NUM> as a motion request.

Information on a state of the power train system <NUM> is transmitted from the power train system <NUM> of the actuator system <NUM> to the motion manager <NUM> as a signal ACL2. Examples of the information on the state of the power train system <NUM> include information on operation of an accelerator pedal, information on an actual driving torque or an actual driving force of the power train system <NUM>, actual shift range information, information on upper and lower limits of the driving torque, information on upper and lower limits of the driving force, or information on reliability of the power train system <NUM>.

Information on a state of the brake system <NUM> is transmitted from the brake system <NUM> of the actuator system <NUM> to the motion manager <NUM> as a signal BRK2. Examples of the information on the state of the brake system <NUM> include information on operation of the brake pedal, information on a braking torque requested by the driver, information on a request value of the braking torque after arbitration, information on the actual braking torque after arbitration, information on the holding force after the arbitration, or information on reliability of the brake system <NUM>.

Information on a state of the steering system <NUM> is transmitted from the steering system <NUM> of the actuator system <NUM> to the motion manager <NUM> as a signal STR2. Examples of the information on the state of the steering system <NUM> include information on reliability of the steering system <NUM>, information on whether the driver grips the steering wheel, information on torque for operating the steering wheel, or information on a rotation angle of the steering wheel.

Further, the actuator system <NUM> includes a sensor group <NUM>, in addition to the power train system <NUM>, the brake system <NUM>, and the steering system <NUM> that are described above.

The sensor group <NUM> includes a plurality of sensors that detect behavior of the vehicle <NUM>. The sensor group <NUM> includes, for example, a longitudinal G sensor that detects a vehicle body acceleration in the longitudinal direction of the vehicle <NUM>, a lateral G sensor that detects the vehicle body acceleration in the lateral direction of the vehicle <NUM>, a wheel velocity sensor that is provided on each wheel and that detects a wheel velocity, and a yaw rate sensor that detects an angular velocity of the rotation angle (a yaw angle) in the yaw direction of the vehicle <NUM>. The sensor group <NUM> transmits information including detection results of the plurality of sensors to the motion manager <NUM> as a signal VSS2. In other words, the signal VSS2 includes, for example, a detection value of the longitudinal G sensor, a detection value of the lateral G sensor, a detection value of the wheel velocity sensor of each wheel, a detection value of the yaw rate sensor, and information on reliability of each sensor.

Upon receiving various signals received from the actuator system <NUM>, the motion manager <NUM> transmits predetermined information as a signal PLN2 to the driver assistance system <NUM>.

The configuration of the device mounted on the vehicle <NUM> and the configuration of the motion manager <NUM> that are described above are examples, and can be added, replaced, changed, omitted, or the like as appropriate. Further, a function of each device can be appropriately executed by an integrated device or a plurality of devices.

In the vehicle <NUM> having such a configuration, the motion manager <NUM> acquires information (for example, information indicating whether the vehicle is in drive, reverse, or neutral) on a shift range being controlled from a processor of the power train system <NUM>.

When the processor of this power train system <NUM> is used in to a power train system that includes a manual transmission instead of an automatic transmission, the following may be considered. For example, when a shift lever is in a gear stage shift position, such as a second or a third gear, information indicating that the shift range is a drive range is output to the motion manager as a control shift range. When the shift lever is in an R gear stage shift position, information indicating that the shift range is a reverse range is output to the motion manager as the control shift range. When the shift lever is in a neutral position, information indicating that the shift range is a neutral range is output to the motion manager as the control shift range.

In such a case, when the driver changes the gear stage from the second to the third, the shift lever passes through the neutral position. Thus, information indicating that the shift range is the drive range, the neutral range, and the drive range is sequentially output to the motion manager <NUM> as the control shift range. The motion manager <NUM> sets a braking force corresponding to the shift range. For this reason, when the shift range is switched in the order of the drive range, the neutral range, and the drive range, the braking force fluctuates, and thus the vehicle <NUM> cannot be smoothly accelerated and decelerated due to the fluctuations in the acceleration of the vehicle <NUM>.

Therefore, the processor of the power train system <NUM> converts the gear stage selected by the shift lever of the manual transmission to the control shift range of the automatic transmission, sends the specific information that enables the identification of the converted control shift range to the motion manager <NUM>, and holds, as specific information to be sent to the motion manager <NUM>, the specific information that enables the identification of the control shift range at a time at which the operation of the clutch is started when the operation of the clutch is detected by the clutch position sensor.

As such, when the clutch is being operated, the specific information that enables the identification of the control shift range where the gear stage is converted at the time at which the operation is started is held and sent to the motion manager <NUM>. For this reason, even when the shift lever passes through the neutral position at the time at which the gear stage is switched by the shift lever, the specific information that enables the identification of the control shift range where the gear stage is converted before switching is sent to the motion manager <NUM>. Thus, it is possible to prevent the braking force set by the motion manager <NUM> from fluctuating. As a result, it is possible to smoothly accelerate and decelerate the vehicle <NUM>.

<FIG> is a diagram illustrating a block diagram when the power train system <NUM> of this embodiment includes the automatic transmission. With reference to <FIG>, the power train system <NUM> includes a power train control micro controller unit (MCU) <NUM> that controls the operation of the automatic transmission and acquires signals from various sensors attached to the automatic transmission, and a power train ECU <NUM> that controls the entire power train system <NUM> in cooperation with the power train control MCU <NUM>.

When the power train system <NUM> includes the automatic transmission, the power train control MCU <NUM> sends a control shift range signal indicating to which shift range the automatic transmission is controlled to the power train ECU <NUM>.

The power train ECU <NUM> sends control shift range information indicating the shift range indicated by the control shift range signal received from the power train control MCU <NUM> to the motion manager <NUM> via a vehicle network. The motion manager <NUM> sends control signals according to the shift range indicated by the received control shift range information to the actuator system <NUM> (for example, the power train system <NUM> and the brake system <NUM>).

As such, although the power train ECU <NUM> has originally been designed for the automatic transmission, it is conceivable that it may also be used for the manual transmission.

<FIG> is a diagram illustrating a block diagram when the power train system <NUM> of this embodiment includes the manual transmission. With reference to <FIG>, the power train system <NUM> includes, in addition to the power train ECU <NUM>, a neutral position sensor <NUM> that detects that the shift level is in the neutral position, a reverse (R) position sensor <NUM> that detects the shift lever being positioned in a shift position in which the shift lever is in the R gear stage, and a clutch position sensor <NUM> that detects whether the clutch pedal is being operated.

The power train ECU <NUM> receives a neutral SW signal from the neutral position sensor <NUM>, an R position signal from the R position sensor <NUM>, and a clutch SW signal from the clutch position sensor <NUM>, and sends the control shift range information according to these signals to the motion manager <NUM>.

<FIG> is a flowchart illustrating a flow of control shift range output processing executed by the power train ECU <NUM> of this embodiment. With reference to <FIG>, this control shift range output processing is called and executed by a CPU of the power train ECU <NUM> from a higher level process every predetermined control cycle.

First, the CPU of the power train ECU <NUM> determines whether a signal indicating detection of the shift lever being positioned in any of a plurality of positions of the neutral position, any forward gear position, and a reverse gear R position (positions indicated by R of <FIG>) has been received (step S101).

<FIG> is a diagram illustrating an example of a timing chart in changing gear stages according to a clutch operation in this embodiment. With reference to <FIG>, the neutral position is a position other than first to sixth forward gear shift positions and the reverse gear shift position (R position). For example, this is the shift position shown in the middle diagram of the diagrams showing the three shift positions illustrated in <FIG>.

Of the diagrams showing three shift positions illustrated in <FIG>, the shift position shown in the diagram on the left is the shift position for the second forward gear, and the shift position shown in the diagram on the right is the shift position for the third forward gear.

When it is determined that a signal indicating that the shift lever being positioned in any of a plurality of positions is detected is received (YES in step S101), the CPU of the power train ECU <NUM> sends the control shift range information indicating "undefined" to the motion manager <NUM> (step S102).

When it is determined that a signal indicating that the shift lever being positioned in any of the positions is not received (NO in step S101) or after step S102, the CPU of the power train ECU <NUM> determines whether the clutch is being operated (step S111) using the clutch SW signal from the clutch position sensor <NUM>. When the clutch SW signal indicates that the clutch pedal is being operated, it is determined that the clutch is being operated.

When it is determined that the clutch is being operated (YES in step S111), the CPU of the power train ECU <NUM> determines whether the shift lever is in the neutral position (step S112) using the neutral SW signal from the neutral position sensor <NUM>. When the neutral SW signal indicates that the shift lever is in the neutral position, it is determined that the shift lever is in the neutral position.

When it is determined that the shift lever is in the neutral position (YES in step S112), the CPU of the power train ECU <NUM> determines that the clutch is being operated, and determines whether it is a first control cycle after it is determined that the shift lever is in the neutral position (step S113). When it is determined that it is the first control cycle (YES in step S113), an output value of the control shift range indicated by the previous control shift range information sent to the motion manager <NUM> is stored in a memory of the power train ECU <NUM> as a holding value (step S114).

When it is determined that it is not the first control cycle (NO in step S113) or after step S114, the CPU of the power train ECU <NUM> changes to the N (neutral) range as the control shift range, and sends the control shift range information, which is stored in the memory and indicates the range of the holding value, to the motion manager <NUM> (step S115).

When it is determined that the clutch is not being operated (NO in step S111), the CPU of the power train ECU <NUM> determines whether the shift lever is in the neutral position (step S112) using the neutral SW signal from the neutral position sensor <NUM>.

When it is determined that the shift lever is positioned in the neutral position (YES in step S121), the CPU of the power train ECU <NUM> sends the control shift range information indicating the N range as the control shift range to the motion manager <NUM> (step S122).

When it is determined that the shift lever is not in the neutral position (NO in step S112 or step S121) or after step S115 or step S122, the CPU of the power train ECU <NUM> determines whether the shift lever is positioned in any of the forward gears (step S123).

When it is determined that the shift lever is positioned in any of the forward gear shift positions (YES in step S123), the CPU of the power train ECU <NUM> sends the control shift range information indicating the D range as the control shift range to the motion manager <NUM> (step S124).

When it is determined that the shift lever is not in any of the forward gear shift positions (NO in step S123) or after step S124, the CPU of the power train ECU <NUM> determines whether the shift lever is positioned in the R position (the position indicated by "R" of <FIG>) of the rear gear (step S125).

When it is determined that the shift lever is positioned in the R position (YES in step S125), the CPU of the power train ECU <NUM> sends the control shift range information indicating the R range as the control shift range to the motion manager <NUM> (step S126).

When it is determined that the shift lever is not in the R position (NO in step S125) or after step S126, the CPU of the power train ECU <NUM> causes the processing to be executed to return to a higher level process which is a caller of the control shift range output processing.

With reference to <FIG> again, this timing chart is a timing chart when the shift lever moves from the second forward gear shift position shown in the left diagram of the diagram showing the three shift positions through the neutral position shown in the middle diagram, and to the third forward gear shift position shown in the right diagram.

Before time t1, the shift position is the second forward gear and the clutch pedal is not being operated. Thus, the determinations in steps S111 and S121 of <FIG> are NO, the determination in S123 is YES, and, in step S124, the control shift range information indicating the D range corresponding to the second forward gear as the control shift range is sent to the motion manager <NUM>.

Between time t1 and time t2, the shift position is the second forward gear and the clutch pedal is being operated. Thus, the determination in step S111 is YES, the determination in S112 is NO, the determination in step S123 is YES, and, in step S124, the control shift range information indicating the D range as the control shift range is sent to the motion manager <NUM>.

Between time t2 and time t3, the shift position is the neutral position, and the clutch pedal is being operated. Thus, the determinations in steps S111 and S112 are YES, and, in step S115, the control shift range information indicating the shift range of the holding value is sent to the motion manager <NUM>. Here, after the clutch is operated to the neutral position, in the first control cycle, in step S114, the D range corresponding to the second forward gear, which is the previous output value, is stored as a holding value.

At time t3 and thereafter, the shift position is the third forward gear and the clutch pedal is not being operated. Thus, the determinations in steps S111 and S121 are NO, the determination in S123 is YES, and, in step S124, the control shift range information indicating the D range corresponding to the third forward gear as the control shift range is sent to the motion manager <NUM>.

In the above-described embodiment, as illustrated in <FIG>, the power train ECU <NUM> for the automatic transmission is used. However, the power train ECU is not limited thereto, and a power train ECU for a hybrid electric vehicle (HEV) transmission that continuously changes the drive distribution of an engine and a motor generator by a planetary gear mechanism or the like may be used in, or a power train ECU for a continuously variable transmission (CVT) may be used.

In the above-described embodiment, the control device that controls the motion of the vehicle <NUM> is used as the motion manager <NUM> of the brake ECU <NUM>. However, the control device is not limited thereto, and may be another control device, such as a CPU of another ECU.

As illustrated in <FIG>, the control system includes the motion manager <NUM> that controls the motion of the vehicle <NUM> and the power train system <NUM> that includes the manual transmission. As illustrated in <FIG>, the power train system <NUM> includes the clutch position sensor <NUM> that detects the operation of the clutch, and the power train ECU <NUM> that controls the power train system <NUM>. As illustrated in <FIG>, the power train ECU <NUM> converts the gear stage selected by the shift lever of the manual transmission to the control shift range of the automatic transmission (for example, steps S115, S122, S124, and S126), sends the specific information that enables the identification of the converted control shift range to the motion manager <NUM> (for example, steps S115, S122, S124, and S126), and holds, as specific information to be sent to the motion manager <NUM>, the specific information that enables the identification of the control shift range at the time at which the operation of the clutch is started when the operation of the clutch is detected by the clutch position sensor (for example, step S114).

As illustrated in <FIG>, the power train system <NUM> may further include the neutral position sensor <NUM> that detects that the shift level is in the neutral position. When the clutch position sensor <NUM> detects the operation of the clutch and the neutral position sensor <NUM> detects that the shift level is in the neutral position, the power train ECU <NUM> does not send the specific information that enables the identification of the neutral position as the specific information to be sent to the motion manager <NUM> (for example, step S115).

As such, even when the shift lever passes through the neutral position at the time at which the gear stage is switched by the shift lever, the specific information that enables the identification of the neutral position is not sent to the motion manager <NUM>. Thus, it is possible to prevent the braking force set by the motion manager <NUM> from fluctuating. As a result, it is possible to smoothly accelerate and decelerate the vehicle <NUM>.

As illustrated in <FIG>, when the clutch position sensor <NUM> detects the operation of the clutch and the neutral position sensor <NUM> detects that the shift level is in the neutral position, the power train ECU <NUM> sends the held specific information to the motion manager <NUM> (for example, step S115).

As such, even when the shift lever passes through the neutral position at the time at which the gear stage is switched by the shift lever, the specific information that enables the identification of the control shift range where the gear stage is converted before switching is sent to the motion manager <NUM>. Thus, it is possible to prevent the braking force set by the motion manager <NUM> from fluctuating. As a result, it is possible to smoothly accelerate and decelerate the vehicle <NUM>.

Claim 1:
A control system comprising:
a control device (<NUM>) configured to control motion of a vehicle; and
a power train system (<NUM>) including a manual transmission, wherein
the power train system (<NUM>) includes a clutch position sensor (<NUM>) configured to detect operation of a clutch, and a processor configured to control the power train system (<NUM>), and
the processor is configured to
convert a gear stage selected by a shift lever of the manual transmission to a control shift range of an automatic transmission,
send, to the control device (<NUM>), specific information that enables identification of the converted control shift range, and
hold, when operation of the clutch is detected by the clutch position sensor (<NUM>), specific information that enables identification of the control shift range at a time at which operation of the clutch is started, as the specific information to be sent to the control device (<NUM>)
wherein:
the power train system (<NUM>) further includes a neutral position sensor (<NUM>) configured to detect that the shift lever is in a neutral position; and
the processor is configured not to send specific information that enables the identification of the neutral position as the specific information to be sent to the control device (<NUM>) when the clutch position sensor (<NUM>) detects operation of the clutch and the neutral position sensor (<NUM>) detects that the shift lever is in the neutral position.