JP2009113743A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the generation of impact torque in the case of releasing packing lock. <P>SOLUTION: A control device (100) of a vehicle (1)has: first and second motor generators (12, 13); a driving shaft (22) for transmitting the rotational output of the first motor generator; a transmission (14) for transmitting the rotational output of the second motor generator to the driving shaft while performing speed change; and an internal combustion engine (11) for transmitting the rotational output to the driving shaft. The control device (100) of the vehicle (1) also has: a decision means (402) for, when the shift of a transmission is put in a parking state, deciding whether or not the impact torque is generated in the case of releasing the packing state; and a control means (401) for, when it is decided that the compact torque is generated, controlling the second motor generator so that a rotational output shaft (131) of the second motor generator can be rotated in the torque direction of the generated impact torque. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device that controls a motor / generator when a parking lock is released in a hybrid vehicle including, for example, an internal combustion engine and a motor generator (that is, a motor / generator).

  A vehicle equipped with this type of control device includes, for example, a power combining mechanism connected to an electric motor and a generator, and a power transmission mechanism that shifts the rotational speed of the electric motor and transmits it to the power combining mechanism. There is a vehicle provided with a device (refer to patent documents 1). In such a vehicle, for example, when the shift of the speed change mechanism is changed from a parking range to a drive range on a slope (that is, when the parking range is released), when the parking lock is released, the electric motor (or An impact torque is generated in the motor generator and the drive system, and the vehicle vibrates. In order to prevent this vibration, for example, immediately after the parking lock is released, it is determined whether or not the rotor of the electric motor is rotating relative to the stator. Techniques have been proposed for controlling the electric motor so that torque that suppresses the relative rotation of the rotor is generated. Or, when parking lock is performed, a technique is proposed to prevent the rotor of the motor from rotating relative to the stator by releasing the meshing between the gear connected to the motor and the gear of the drive system by the dog clutch. (See Patent Document 2).

JP 2002-274201 A JP 2003-264908 A

  However, according to the background art described above, it is possible to prevent the vibration of the vehicle after the generation of the impact torque, but there is a technical problem that it is difficult to prevent the generation of the impact torque.

  The present invention has been made in view of the above-described problems, for example, and an object of the present invention is to provide a vehicle control device that can prevent the generation of impact torque when the parking lock is released.

  In order to solve the above-described problems, the vehicle control apparatus of the present invention includes first and second motor generators, a drive shaft to which the rotation output of the first motor generator is transmitted, and the second motor generator. A vehicle control device comprising: a transmission capable of transmitting a rotational output of the engine to the drive shaft while shifting the rotation output; and an internal combustion engine capable of transmitting the rotational output to the drive shaft, wherein the shift of the transmission is in a parking state. In some cases, a determination means for determining whether or not an impact torque is generated when the parking state is released, and when it is determined that the impact torque is generated, the torque direction of the generated impact torque is determined in the torque direction. Control means for controlling the second motor generator so that the rotation output shaft of the second motor generator rotates.

  According to the vehicle control apparatus of the present invention, the vehicle is a hybrid vehicle, and the first and second electric motors, for example, an internal combustion engine that is an engine, and the rotation of the first electric motor and the internal combustion engine. A drive shaft to which the output is transmitted, and a transmission having, for example, a planetary gear mechanism that can transmit the rotation output of the second electric motor to the drive shaft while changing the speed ratio, that is, changing the gear ratio.

  More specifically, the vehicle is typically configured integrally with a transmission and includes a power distribution mechanism having a planetary gear mechanism, and the rotation output shaft of the first electric motor is a power distribution mechanism. For example, it is connected to the sun gear. Since the drive shaft is connected to the internal combustion engine via a clutch and is connected to the planet carrier of the power distribution mechanism, the rotational outputs of the first electric motor and the internal combustion engine are transmitted to the drive shaft. The rotation output shaft of the second electric motor is connected to, for example, a sun gear of the transmission. In the vehicle, since the cylindrical member in which the ring gear of the transmission is formed is the same as the cylindrical member in which the ring gear of the power distribution mechanism is formed, the rotational output of the second electric motor is transmitted through the cylindrical member. It is transmitted to the drive shaft.

  The determination unit is configured to include, for example, a processor, a memory, and the like, and determines whether or not impact torque is generated when the parking state is released when the shift of the transmission is in the parking state. In addition, when the shift of a transmission is a parking state, it can identify according to the position of the shift lever of a driver's seat, for example.

  Here, the “impact torque” according to the present invention means that when the parking state is released (that is, when the parking lock is released), the torsion due to the torque from the road surface of the drive shaft is released, and more than the parking gear. It means the torque generated by clogging an extra gap (i.e., play) between the gears or splines arranged on the first and second electric motors.

  That is, due to the nature of the gears and splines, when they move instantaneously within the gap, an impact torque is generated. Such a clearance may be generated when the parking force is released, for example, even if the vehicle does not move due to a gravitational component corresponding to the road surface inclination (that is, due to the weight of the vehicle), It occurs due to torsion of the drive shaft and the like that was balanced with this sexual power until release. Alternatively, in addition to or instead of this torsion, it occurs due to a gravitational component according to the road surface inclination applied to gears, splines, and the like. In addition, such clearance may occur due to torsion of the drive shaft or the like even when the vehicle moves minutely due to the gravitational component according to the road surface inclination at the time of parking release. It may be generated due to a gravitational component according to the road surface inclination applied to the gear, spline, etc. in the case. In any case, in the present invention, such a gap is closed before the parking is released as follows.

  The control means is configured to include, for example, a processor, a memory, and the like. When it is determined that the impact torque is generated, the control means is configured in advance in the torque direction of the generated impact torque (that is, from the road surface of the drive shaft before the parking state is released). The second electric motor is controlled such that the rotation output shaft of the second electric motor rotates in the direction in which the twist due to the torque of the second electric motor is released. The torque direction can be determined by specifying the direction in which the wheel rotates based on, for example, the twist of the drive shaft caused by the gravity component or the gravity component applied to the gear, spline, etc., and driving the wheel in the specified direction. What is necessary is just to specify as a direction.

  According to the research of the present inventor, it is generally found that when the parking state is released on the slope, when the parking lock is released, an impact torque is generated due to clogging of gears and splines. . If an excessive impact torque exceeding a design value is generated due to some cause such as an increase in play due to wear of parts, the electric motor and / or the drive system may be damaged.

  However, in the present invention, when it is determined that the impact torque is generated by the determination means, the rotation output shaft of the second electric motor is set in the torque direction of the generated impact torque in advance before the parking state is released by the control means. The second electric motor is controlled to rotate. As a result, when the parking lock is released, it is possible to avoid clogging even if the twist of the drive shaft is released (i.e., a gap or backlash due to road surface inclination is not Since it is already packed in advance), it is possible to prevent the generation of impact torque.

  When it is determined that no impact torque is generated, the control means does not have to control the second motor generator as described above. Thereby, it is not necessary to rotate the rotation output shaft of the second motor generator unnecessarily.

  As described above in detail, in a hybrid vehicle, it is possible to prevent the occurrence of impact torque when the parking lock is released.

  In one aspect of the vehicle control apparatus of the present invention, the control means determines the torque according to the torque fluctuation of the axle to which the rotational output of the drive shaft is transmitted when it is determined that the impact torque is generated. The second motor generator is controlled so that the rotation output shaft rotates in a direction.

  According to this aspect, it is possible to prevent not only the impact torque generated immediately after the parking state is released, but also the subsequent impact torque, which is very advantageous in practice.

  According to the research of the present inventor, the drive shaft as an example of the “axle” according to the present invention vibrates by releasing the twist when the twist is released when the parking state is released. In addition to the torque caused by the gravity component, torque caused by the vibration of the drive shaft is generated in the drive shaft. For this reason, it has been found that the torque generated in the drive shaft fluctuates at the same cycle as the natural vibration cycle of the drive shaft, and impact torque may be generated a plurality of times due to the fluctuation of the torque.

  However, in the present invention, the second motor generator is controlled by the control means so that the rotation output shaft of the second motor generator rotates in the torque direction according to the torque fluctuation of the drive shaft. Specifically, for example, the period of torque generated in the drive shaft is controlled at the same time or almost at the same time as the parking lock is released by controlling the second electric motor so as to be loosened in advance before the parking lock is released. The second motor / generator is controlled so that the torque generated by the rotation of the rotation output shaft of the second motor / generator varies according to the actual variation.

  In another aspect of the vehicle control apparatus of the present invention, the vehicle control device further includes an inclination detection unit that detects an inclination of the road surface, and the determination unit is configured to adjust the detected inclination when the shift of the transmission is in a parking state. Based on this, it is determined whether or not an impact torque is generated when the parking state is released.

  According to this aspect, for example, the inclination detection means that is an inclination sensor detects the inclination of the road surface. Here, “the slope of the road surface” according to the present invention typically means a slope in the front-rear direction of the vehicle. The inclination detecting means simply needs to be able to detect whether the road surface is an uphill, downhill or flat road, but may be capable of detecting the inclination angle of the road surface. In the case of detecting the inclination angle, for example, a positive value may be detected for an uphill, and a negative value may be detected for a downhill.

  The determination unit determines whether or not an impact torque is generated when the parking state is canceled based on the detected inclination when the shift of the transmission is in the parking state. Specifically, for example, the determination unit determines that the impact torque is generated when it is detected as an uphill or downhill, or when the detected inclination angle is a positive value or a negative value.

  In another aspect of the vehicle control apparatus of the present invention, the control means includes a torque direction specifying means for specifying the torque direction when it is determined that the impact torque is generated, and the torque direction is determined in the specified torque direction. The second motor generator is controlled so that the rotation output shaft rotates.

  According to this aspect, for example, the torque direction can be specified relatively easily by the torque direction specifying means including a processor, a memory, and the like, which is very advantageous in practice. When the control device is provided with the inclination detecting means, the torque direction specifying means is based on the detected road inclination using a predetermined map or a predetermined function that relates the inclination and the torque. For example, the direction in which the wheel rotates may be specified, and the torque direction of the generated impact torque may be specified.

  In another aspect of the vehicle control apparatus of the present invention, the determination unit includes a shift detection unit that detects the shift, and determines whether or not the vehicle is in the parking state based on the detected shift.

  According to this aspect, the shift detection means detects the shift of the transmission. The shift detection means only needs to detect at least whether or not the shift of the transmission is in the parking state. For example, the shift detection unit may detect whether or not the lock device that fixes the parking lock gear is in the on state.

  In another aspect of the vehicle control means of the present invention, the vehicle control means further includes brake state detection means for detecting a brake state of the brake, and the control means detects the detected brake when it is determined that the impact torque is generated. The second motor generator is controlled on condition that the state is a brake-off state.

  According to this aspect, the brake state detecting means includes, for example, a brake pedal depression amount, a brake hydraulic pressure sensor, a processor for selecting one of a plurality of types of brake states set in advance based on the sensor output, and the like. It detects the brake status of the brake. Here, the “brake state” according to the present invention means whether or not the braking force is applied to the wheel by the brake. The state where the braking force is applied is referred to as the “brake on state”, and the braking force is A state where no brake is applied is referred to as a “brake off state”.

  The control means performs the above-described control on condition that the detected brake state is the brake-off state when the determination means determines that the impact torque is generated. This is because if the brake is on, it is sufficient to continue the control for the second motor generator that has already been executed. Or if it is a brake-on state, it is because the state which is not performing control with respect to a 2nd motor generator should just be continued.

  In this aspect, the control means may continue the control on condition that the detected brake state is a brake-on state after performing control on the second motor generator.

  If comprised in this way, the control once started will not be stopped by brake operation. In addition, by repeating the start and stop of the control by the brake operation, it is possible to prevent an increase in power consumption due to the second electric motor being activated a plurality of times, which is very advantageous in practice.

  The operation and other advantages of the present invention will become apparent from the best mode for carrying out the invention described below.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment according to a control device for a hybrid vehicle of the present invention will be described with reference to the drawings.

<First Embodiment>
A first embodiment of the vehicle control apparatus of the present invention will be described with reference to FIGS. 1 to 4.

  First, with reference to FIG. 1, the structure of the vehicle by which the control apparatus which concerns on this embodiment is mounted is demonstrated. FIG. 1 is a block diagram of a vehicle according to the present embodiment. Here, the vehicle according to the present embodiment is an FF (Front-engine, Front-wheel drive) system, and is a hybrid vehicle having two motor / generators. Note that the vehicle according to the present embodiment is not limited to the FF type vehicle. For example, the FR (Front-engine, Rear-wheel drive) method, the RR (Rear-engine, Rear-wheel drive) method, and the like. Various types of vehicles may be used.

  In FIG. 1, a vehicle 1 on which a control device 100 according to this embodiment is mounted includes an internal combustion engine 11, motor generators (MG) 12 and 13, a transmission 14, a power distribution mechanism 15, and an ECU (Electronic Control Unit). ) 40. Here, the “motor generator 12” and the “motor generator 13” according to the present embodiment are examples of the “first electric motor” and the “second electric motor” according to the present invention, respectively.

  Here, the configuration of each of the internal combustion engine 11, the motor / generators 12 and 13, the transmission 14, and the power distribution mechanism 15 will be described with reference to FIG. FIG. 2 is a skeleton diagram showing the configurations of the internal combustion engine 11, the motor generators 12 and 13, the transmission 14, and the power distribution mechanism 15 according to this embodiment.

  The internal combustion engine 11 is a device that outputs power from the crankshaft 111 by combustion of fuel such as gasoline, for example, and is a known device that includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. Device. A flywheel 112 is connected to the crankshaft 111.

  A clutch 21 capable of controlling power transmission between the flywheel 112 and the input shaft 22 is provided at the end of the input shaft 22 on the crankshaft 111 side as an example of the “drive shaft” according to the present invention.

  The motor / generator 12 includes a hollow shaft 121 attached to the outer periphery of the input shaft 22, a rotor 122 connected to the outer periphery of the hollow shaft 121, and a stator 123 having a coil 123a. .

  The motor / generator 13 is connected to the outer periphery of the hollow shaft 131, which is attached to the outer periphery of the input shaft 22 as an example of the “rotary output shaft of the second electric motor” according to the present invention. And a stator 133 having a coil 133a.

  The power distribution mechanism 15 includes a planetary gear mechanism. That is, the power distribution mechanism 15 includes a sun gear 152, a ring gear 155 disposed concentrically with the sun gear 152, and a planet carrier 154 that holds the planet gear 153 that meshes with the sun gear 152 and the ring gear 155, respectively. It is configured. The sun gear 152 is connected to the hollow shaft 121, and the planet carrier 154 is connected to the input shaft 22. In the power distribution mechanism 15, the ring gear 155 is formed on the inner peripheral side of a cylindrical member 156 disposed concentrically with the input shaft 22. A counter drive gear 151 is formed on the outer peripheral side of the cylindrical member 156.

  The transmission 14 includes a planetary gear mechanism. That is, the transmission 14 includes a sun gear 141, a ring gear 144 concentrically arranged with the sun gear 141, and a planet carrier 143 that holds the planet gear 142 that meshes with the sun gear 141 and the ring gear 144, respectively. Has been. The sun gear 141 is connected to the hollow shaft 131. For example, the planet carrier 143 is connected and fixed to a transaxle case (not shown). The ring gear 144 in the transmission 14 is formed on the inner peripheral side of the cylindrical member 156. The transmission 14 can change the power output from the motor / generator 13 input via the sun gear 141 at a predetermined speed ratio, and transmit the power to the input shaft 22 via the cylindrical member 156 or the like.

  Referring back to FIG. 1 again, the power output from the internal combustion engine 11 and the motor generators 12 and 13 is transmitted to the counter shaft 23 through the counter drive gear 151 and the counter driven gear 24. The power transmitted to the countershaft 23 is driven by a final drive pinion gear 36 and a final ring gear 161 formed on the outer peripheral side of the differential case of the differential 16 as a drive shaft as an example of the “axle” according to the present invention. 27, the front wheels 28a and 28b are respectively driven.

  The ECU 40 includes a control unit 401, a determination unit 402, a torque direction specifying unit 403, a storage unit 404, a brake detection unit 405, a torque calculation unit 406, and an input / output unit 407. The storage unit 404 is, for example, a nonvolatile memory such as an EEPROM (Electronically Erasable and Programmable Read Only Memory), a backup ROM, or a flash memory. Here, the “control unit 401”, “determination unit 402”, “torque direction specifying unit 403”, and “brake detection unit 406” according to the present embodiment are respectively referred to as “control unit” and “determination unit” according to the present invention. ], “Torque direction specifying means” and “brake state detecting means”. In this embodiment, a part of the ECU 40 for various electronic controls is used as a part of the control device.

  The vehicle 1 further includes a shift selection device 31 having a shift lever 31a, a shift position sensor 32 as an example of the “shift detection means” according to the present invention, and a parking range selected by the shift selection device 31. A lock device 33 that locks the parking lock gear 26 connected to the counter shaft 23, a tilt sensor 34 as an example of the “tilt detection means” according to the present invention, a brake pedal 35, a pedaling force sensor 36, and a parking brake switch 37.

  When the vehicle 1 configured as described above is released from the parking state on the slope, that is, the shift lever 31a is operated by the driver of the vehicle 1 and the shift range of the shift selection device 31 is changed from the parking range. Then, the lock device 33 unlocks the parking lock gear 26. At this time, if no countermeasure is taken, impact torque is generated by the backlash of the gear or spline, that is, when the gear or spline moves instantaneously by the gap.

  Here, a mechanism for generating the impact torque will be described with reference to FIG. FIG. 3 is a conceptual diagram showing the concept of the mechanism that generates the impact torque. 3A shows a parking state and a brake-on state, FIG. 3B shows a parking state and a brake-off state, and FIG. 3C shows a parking state release and a brake state. Indicates an off state.

  As shown in FIG. 3A, the parking lock gear 26 is locked by the locking device 33 (that is, the parking state). The front wheels 28a and 28b are given a braking force by the brake 29 (that is, the brake is on). In this case, the torque Tr from the road surface applied to the front wheels 28 a and 28 b is canceled by the braking force applied by the brake 29, so that the torque Tr is not transmitted to the drive shaft 27. Note that the magnitude of the torque Tr varies depending on the inclination angle of the road surface and the weight of the vehicle 1.

  As shown in FIG. 3B, when the application of the braking force by the brake 29 is stopped (that is, in the brake-off state), the torque T1 resulting from the torque Tr is transmitted to the drive shaft 27, and the transmitted torque The drive shaft 27 is twisted by T1. In this state, as shown in FIG. 3C, when the lock device 33 releases the lock of the parking lock gear 26 (that is, when the parking state is released), the torque T2 resulting from the torque T1 is changed to the motor generator. 13, the twist of the drive shaft 27 is released, and the impact torque Ti generated by clogging of gears and splines is transmitted to the motor / generator 13. The magnitude of the torque T2 varies depending on the gear ratio of the gear and the like disposed between the drive shaft 27 and the motor / generator 13, and the torque T1.

  Therefore, in this embodiment, as will be described in detail below, such a backlash is preliminarily packed when the parking state is entered, thereby preventing the backlash from clogging when the parking state is subsequently released. Thereby, the generation of impact torque is prevented.

(Impact torque generation avoidance process)
The impact torque generation avoidance process executed by the ECU 40 in order to avoid the generation of the impact torque Ti as described above when the vehicle 1 is in the parking state will be described with reference to the flowchart of FIG. This impact torque generation avoidance process is mainly executed periodically, for example, every few seconds to several seconds between commas while the vehicle is stopped, for example, regularly or irregularly.

  In FIG. 4, first, the determination unit 402 determines whether or not the vehicle 1 is in a parking state based on a signal from the shift position sensor 32 (step S101). When it is determined that the vehicle is not in the parking state (step S101: No), the process is temporarily terminated.

  When it is determined that the vehicle is in the parking state (step S101: Yes), the inclination sensor 34 detects the road surface inclination (typically, the inclination angle) (step S102). The inclination sensor 34 is not limited to the case where it is determined that the vehicle is in the parking state, and may detect the inclination of the road surface periodically, irregularly, or continuously.

  Next, the determination unit 402 determines whether or not the impact torque Ti is generated based on the detected inclination (step S103). When it is determined that the impact torque Ti is not generated (specifically, when the detected inclination angle is zero or an angle that is regarded as zero, that is, when the road is a flat road) (step S103: No), the process is temporarily performed. Exit.

  When it is determined that the impact torque Ti is generated (specifically, when the detected inclination angle is a positive or negative value, that is, an uphill or downhill) (step S103: Yes), the torque direction The specifying unit 403 specifies the torque direction of the generated impact torque Ti based on the detected inclination (step S104).

  Next, the brake detection unit 404 detects a brake state based on a signal from the pedal force sensor 36 and a signal indicating switching on or switching off from the parking brake switch 37. Subsequently, the determination unit 402 determines whether or not the brake is off based on the detected brake state (step S105).

  When it is determined that the brake is off (step S105: Yes), the control unit 401 rotates the hollow shaft 131 in the torque direction specified by the torque direction specifying unit 403 so as to close the backlash. 13 is controlled (step S106).

  Next, the determination unit 402 determines whether or not the parking state has been released based on the signal from the shift position sensor 32 (step S107). If it is determined that the release has been made (step S107: Yes), the process is temporarily terminated. On the other hand, when it is determined that the vehicle is not released (that is, in a parking state) (step S107: No), the process of step S105 is executed.

  Particularly in the present embodiment, the motor / generator 13 is controlled so as to close the backlash by rotating the hollow shaft 131 in the specified torque direction, so that the twist of the drive shaft 27 is released when the parking state is released. It is possible to prevent the generation of the impact torque Ti due to the operation.

  If it is determined in step S105 that the brake is on (step S105: No), then the determination unit 402 controls the motor / generator 13 so that the hollow shaft 131 rotates in the specified torque direction. It is determined whether or not (step S108). When it is determined that the control is not performed (step S108: No), the process of step S107 is subsequently executed.

  When it determines with being controlled (step S108: Yes), the control part 401 continues control of the motor generator 13 (step S109). Next, the process of step S107 is performed.

  If the motor / generator 13 is controlled and the control is stopped under the condition that the brake is on, for example, when the driver stops the depression of the brake pedal 35, the motor / generator is again operated. 13 must be activated and controlled. In general, the power consumption at the start of the motor / generator 13 is larger than the power consumption at the time of operation, and the power consumption may increase if the stop and start of control are repeated. Therefore, when the motor / generator 13 is controlled, an increase in power consumption can be suppressed by continuing the control even in the brake-on state.

  In the process of step S106 described above, the control unit 401 may control the motor / generator 12 so as to open the backlash while controlling the motor / generator 13. According to the research of the present inventor, it is possible to design a small static torque capacity on the motor / generator 13 side by generating an impact torque on the motor / generator 12 side, and to reduce the size and cost. It has been found that This is because the motor / generator 12 is typically provided with a torque limiter and the inertia of the motor / generator 12 is smaller than the inertia of the motor / generator 13.

Second Embodiment
A second embodiment of the vehicle control apparatus of the present invention will be described with reference to FIGS. The second embodiment is the same as the configuration of the first embodiment except that the motor / generator control in the impact torque generation avoidance control is different. Therefore, the description which overlaps with 1st Embodiment is abbreviate | omitted about 2nd Embodiment.

  In this embodiment, in addition to the control unit 401 controlling the motor / generator 13 so as to reduce backlash in step S106 in FIG. 4, the torque calculation unit 406 includes a drive stored in the storage unit 404 in advance. Based on the period of the natural vibration of the shaft 27, the inclination angle detected by the inclination sensor 34, and the weight of the vehicle 1, the fluctuation of the torque of the drive shaft 27 that occurs after the parking state is released (ie, torque fluctuation). Is calculated.

  Here, the torque fluctuation of the drive shaft 27 will be described with reference to FIG. FIG. 5 is a graph showing an example of torque fluctuations of the drive shaft 27 and the motor / generator 13.

  In FIG. 5A, as shown in FIG. 3B, the drive shaft 27 is twisted by the torque T1 when the brake is off on the slope. When the parking state is released at time t1, a torque Tmax that is the sum of the torque T1 and the torque generated by releasing the twist of the drive shaft 27 is generated.

  After the parking state is released, the drive shaft 27 vibrates due to the release of the twist. Therefore, as shown in FIG. 5A, the torque of the drive shaft 27 is the period of the natural vibration of the drive shaft 27. Therefore, it fluctuates while being attenuated by, for example, friction. Accordingly, although the magnitude of the torque is small compared to the impact torque generated immediately after the parking state is released, the impact torque may be generated a plurality of times due to torque fluctuations caused by the vibration of the drive shaft 27.

  The torque Tmax can be calculated based on the inclination angle of the road surface and the weight of the vehicle 1, and the inventor of the present application has the same period of torque fluctuation as that of the natural vibration of the drive shaft 27. It has been found by research.

  Particularly in this embodiment, as shown in the flowchart of FIG. 6, when it is determined that the parking state is released (step S107: Yes), the control unit 401 is based on the torque fluctuation calculated by the torque calculation unit 406. Then, the motor / generator 13 is controlled so as to generate a torque as shown in FIG. 5B (step S201). As a result, not only the impact torque generated immediately after the parking state is released, but also the subsequent impact torque can be prevented.

  In order for the control unit 401 to control the motor / generator 13 at the same time as the parking state is released, for example, when the shift range of the shift selection device 31 is changed from the parking range, the control unit 401 is positively activated. The shift position sensor 32 is configured to transmit a signal to the determination unit 402, and is locked so as to unlock the parking lock gear 26 after a predetermined time (for example, a few seconds of commas) after the parking range is changed. The apparatus 33 is configured. Then, the control unit 401 may control the motor / generator 13 a predetermined time after receiving the signal transmitted from the shift position sensor 32.

The torque T _MG max of the motor / generator 13 can be obtained based on the torque Tmax of the drive shaft 27 and the gear ratio. In addition to the torque shown in FIG. 5B, the motor / generator 13 generates torque T2 caused by a gravity component corresponding to a road surface inclination not shown here.

  It should be noted that the present invention is not limited to the above-described embodiment, and can be appropriately changed within a scope not departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a vehicle with such a change. These control devices are also included in the technical scope of the present invention.

1 is a block diagram of a vehicle according to a first embodiment. FIG. 2 is a skeleton diagram showing configurations of an internal combustion engine, a motor / generator, a transmission, and a power distribution mechanism according to the first embodiment. It is a conceptual diagram which shows the concept of the mechanism in which an impact torque generate | occur | produces. It is a flowchart which shows the impact torque generation | occurrence | production avoidance process which ECU which concerns on 1st Embodiment performs. It is a graph which shows an example of torque variation of a drive shaft and a motor generator concerning a 2nd embodiment. It is a flowchart which shows the impact torque generation | occurrence | production avoidance process which ECU which concerns on 2nd Embodiment performs.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 11 ... Internal combustion engine, 12, 13 ... Motor generator, 14 ... Transmission, 15 ... Power distribution mechanism, 31 ... Shift selection device, 32 ... Shift position sensor, 33 ... Lock device, 34 ... Inclination sensor, 35 ... Brake pedal, 36 ... Treading force sensor, 37 ... Parking brake switch, 40 ... ECU, 100 ... Control device, 401 ... Control unit, 402 ... Determination unit, 403 ... Torque direction specifying unit, 404 ... Storage unit, 405 ... Brake Detection unit, 406 ... Torque calculation unit

Claims (7)

First and second motor generators, a drive shaft to which the rotational output of the first motor generator is transmitted, and a transmission capable of transmitting the rotational output of the second motor generator to the drive shaft while shifting the speed. A control device for a vehicle comprising an internal combustion engine capable of transmitting rotational output to the drive shaft,
Determining means for determining whether or not an impact torque is generated when the parking state is released when the shift of the transmission is in a parking state;
Control means for controlling the second motor generator so that a rotation output shaft of the second motor generator rotates in a torque direction of the generated impact torque when it is determined that the impact torque is generated. A control apparatus for a vehicle.   When it is determined that the impact torque is generated, the control means causes the rotation output shaft to rotate in the torque direction according to a torque fluctuation of the axle to which the rotation output of the drive shaft is transmitted. The vehicle control device according to claim 1, wherein the two motor generators are controlled. Further comprising an inclination detection means for detecting the inclination of the road surface;
The determination means determines whether or not an impact torque is generated when the parking state is released based on the detected inclination when the shift of the transmission is in a parking state. The vehicle control device according to claim 1 or 2. The control means includes
Including a torque direction specifying means for specifying the torque direction when it is determined that the impact torque is generated;
4. The vehicle control device according to claim 1, wherein the second motor generator is controlled so that the rotation output shaft rotates in the specified torque direction. 5. The determination means includes
Shift detecting means for detecting the shift;
The vehicle control device according to any one of claims 1 to 4, wherein it is determined whether or not the vehicle is in the parking state based on the detected shift. A brake state detecting means for detecting a brake state of the brake;
The control means controls the second motor generator on the condition that the detected brake state is a brake-off state when it is determined that the impact torque is generated. Item 6. The vehicle control device according to any one of Items 1 to 5.   The said control means continues the said control on condition that the detected brake state is a brake-on state, after performing control with respect to a said 2nd motor generator. Vehicle control device.

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