JP2011011579A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance reliability of action when a parking mechanism is made in the locking state on a slope relative to a control device for a vehicle having the parking mechanism of shift-by-wire system for switching an output shaft of an automatic transmission to the non-rotatable locking state and the rotatable unlocking state according to requirement.SOLUTION: In the parking mechanism 5 of the shift-by-wire system, when the parking mechanism 5 is made in the locking state, a target rotation angle of an actuator is set to a small degree so as to set pressing force of a parking lock pole 52 relative to a parking gear 51 to a low degree when a road surface where the vehicle is stopped is a flat road. Whereas, the target rotation angle of the actuator is set to a large degree so as to set the pressing force of the parking lock pole 52 relative to the parking gear 51 to a high degree when the road surface where the vehicle is stopped is a slope.

Description

  The present invention relates to a vehicle equipped with a shift-by-wire parking mechanism that switches an output shaft of an automatic transmission mounted on a vehicle such as an automobile between a non-rotatable locked state and a rotatable unlocked state. The present invention relates to a control device to be used.

  In conventional automatic transmissions, generally, when a driver slides a slide-type shift lever provided in a driver's seat, the operation force is directly applied to a parking mechanism or a manual valve via a wire or a rod. For example, a parking range P, a reverse (reverse travel) range R, a neutral range N, or a drive (forward travel) range D can be selected.

  Here, when the parking range P is selected, the output shaft of the automatic transmission is locked in a non-rotatable locked state by the parking mechanism. When the reverse range R, neutral range N, and drive range D are selected, the state of the manual valve that is one component of the hydraulic circuit for shift range switching provided in the automatic transmission is changed. The required range is established by engaging or releasing a friction engagement element such as a clutch or a brake provided in the transmission mechanism.

  Next, the configuration and operation of the parking mechanism will be described.

  The parking mechanism generally includes a parking gear, a parking lock pole, and a parking rod.

  The parking gear is externally fixed to the output shaft of the automatic transmission. The parking lock pole is supported so as to be able to displace to the parking gear in a tiltable manner, and has a pawl that can be engaged and disengaged between the teeth of the parking gear (a groove between the teeth). Yes. The parking rod is provided with a tapered cone on one end side for tilting the parking lock pole, and is displaced forward or backward substantially parallel to the output shaft of the automatic transmission.

  The parking rod is driven by a detent lever. The detent lever is driven by a direct operation method in which the shift lever is directly linked to the shift lever via, for example, a wire or a rod, and is directly driven by the operation force of the shift lever, or a so-called shift. -There is a form called the by-wire method.

  In this shift-by-wire system, the operation of the shift lever by the driver is detected by a sensor, a switch, or the like, and the detent lever is driven by an appropriate actuator in accordance with the detected shift range signal (for example, (See Patent Document 1 to Patent Document 3).

  In the case of the shift-by-wire method, a joystick, push button, or the like may be used in addition to the general shift lever described above as an operation member that outputs a parking request signal or a parking release request signal to the parking mechanism. is there.

  As the operation of the parking mechanism, first, when the parking rod is displaced backward, for example, by tilting (turning) the detent lever, the taper cone pushes up the parking lock pole, and the pawl of the parking lock pole is moved to the parking gear. By engaging between the teeth, the output shaft of the automatic transmission is locked so that it cannot rotate.

  On the other hand, if the parking rod is displaced forward, for example, by tilting the detent lever in the opposite direction, the pushing force of the parking lock pole by the taper cone is released, and the parking lock pole is pulled down by the spring, so that the pawl Is released from between the teeth of the parking gear, thereby bringing the output shaft of the automatic transmission into an unlocked state in which it can rotate.

Japanese Patent No. 4179388 JP 2008-307996 A JP 2005-69407 A

  By the way, the shift-by-wire type parking mechanism as in the conventional example locks the unlocked parking mechanism as compared with the direct operation type in which the lock state is established directly by the operating force of the shift lever. A predetermined time lag occurs after receiving a request for setting the state (hereinafter referred to as a parking request) until the lock state is established.

  During the time lag occurs, that is, in the process from when the parking request is made to when the lock state is established, the driver is required to release the foot brake in a situation where the vehicle is tilted by stopping the vehicle on a slope, for example. If the stepping-on operation is released, there is a concern that the driving wheel may rotate according to the inclination of the road surface and the vehicle may move and the locked state is difficult to be established.

  More specifically, in the first place, if the vehicle may shift as described above between the time when the parking request is made and the time when the parking mechanism is locked, the automatic shift will occur as the drive wheels rotate. The parking gear fixed to the output shaft of the machine will rotate. And until the gap between the parking gear teeth and the pawl of the parking lock pole completely oppose each other (until the parking lock pawl claw can be engaged between the teeth of the parking gear) If the rotation speed of the parking gear rises above a predetermined speed, the so-called ratcheting phenomenon that the parking lock pole is repelled from the parking gear when the pawl of the parking lock pole contacts the parking gear is likely to occur. Become.

  In the following description, the minimum rotational speed of the parking gear (the rotational speed of the outer peripheral edge of the parking gear) at which this ratcheting phenomenon occurs is referred to as the ratchet speed. In other words, if the rotation speed of the parking gear reaches the ratchet speed until the gap between the parking gear teeth and the pawl of the parking lock pole completely face each other, the ratcheting phenomenon occurs, and the parking lock pole There is a possibility that the claws cannot be engaged between the teeth of the parking gear.

  In a situation where such a ratcheting phenomenon occurs, there is a concern that the time until the parking mechanism is locked is prolonged.

  Patent Documents 2 and 3 disclose that a braking force for preventing rotation of the drive wheels is generated from the time when the parking request is made until the locked state is established.

  For example, until the parking mechanism is locked, the brakes (for example, disc brakes) attached to the drive wheels are operated to make it easier to establish the locked state, or on the uphill road, the automatic transmission is moved backward. In addition, on downhill roads, the automatic transmission is set to the forward gear to maintain the vehicle stop state and facilitate the establishment of the locked state.

  However, in such a configuration, it is necessary to operate an operation unit (a brake or an automatic transmission attached to the drive wheel) other than the parking mechanism only to establish the locked state. Not only is the control complicated, but the number of operations of the operating unit increases, so a configuration for increasing the durability is also required, leading to an increase in manufacturing cost. .

  The present invention has been made in view of the above points, and an object of the present invention is to shift the output shaft of the automatic transmission between a non-rotatable locked state and a rotatable unlocked state as required. To improve the reliability of operation when the parking mechanism is locked on a slope with respect to a vehicle control device having a by-wire parking mechanism.

-Principle of solving the problem-
The solution principle of the present invention devised to achieve the above object is that when the parking mechanism is locked in a state where the road surface gradient is large, a parking lock pole (meshing member) with respect to the parking gear (meshing member). Is set to be high so that the parking lock pawl is easily engaged between the teeth of the parking gear.

-Solution-
Specifically, the present invention relates to a meshed member that is rotated and integrated with the rotating shaft, and in a meshing position that meshes with the meshed member, the rotating shaft is locked in a non-rotatable state, while meshing with the meshed member. A meshing member for unlocking the rotating shaft in a meshing release posture where the meshing release is released, and a driving means for generating a driving force for changing the meshing member from the meshing release posture to the meshing posture when parking is requested. It is also assumed that the vehicle control device has a shift-by-wire parking mechanism. With respect to this vehicle control device, when the road surface on which the vehicle stops has a large gradient, the driving force generated by the driving means is increased as compared with the case where the gradient is small.

  Due to this specific matter, when the parking is requested, the driving means is operated, and the meshing member is changed from the meshing release posture to the meshing posture by the driving force. As a result, the to-be-engaged member and the meshing member mesh with each other, and the rotating shaft is brought into a locked state where it cannot rotate. At this time, when the slope of the road surface on which the vehicle stops is small (including the case where the slope is “0”), the driving force generated by the driving means is set to be relatively small, whereas the road surface on which the vehicle stops When the gradient is large, the driving force generated by the driving means is set larger than when the gradient is small.

  In a situation where the driving wheel rotates according to the inclination of the road surface from the time when the parking request is made until the locked state is established and the vehicle is displaced, the rotational acceleration of the driving wheel is small when the road surface gradient is small or Since the rotation speed hardly reaches, the relative position between the meshing member and the meshed member becomes the meshing position until the rotational speed reaches the ratchet speed, and the meshing member is meshed with the meshed member and locked. It is possible to establish a state. For this reason, the locked state is established even if the driving force generated by the driving means is small.

  On the other hand, when the road surface gradient is large, the rotational acceleration of the driving wheel is also large, so that the rotational speed of the meshed member becomes the ratchet until the relative positions of the meshing member and the meshed member are meshed with each other. The speed may be reached and the ratcheting phenomenon may occur. For this reason, in this case, the driving force generated by the driving means is set to be large so that the pressing force of the meshing member against the meshed member can be increased so as to avoid the occurrence of the ratcheting phenomenon, and The meshing member can be quickly meshed with the meshing member. Accordingly, the parking mechanism can be stably locked in accordance with the parking request regardless of the road surface gradient, and the reliability of the operation can be improved.

  Further, as described above, when the road gradient is small, the driving force generated by the driving means is set small. That is, this solution means does not always set the drive force generated by the drive means to be large. For this reason, high durability is not requested | required of each member which comprises a parking mechanism, and cost reduction and weight reduction of a parking mechanism can be aimed at. Further, for example, when the drive means is constituted by an electric motor, the power consumption when the road surface gradient is small can be reduced, and the waste of power by the parking mechanism is eliminated.

  More specifically, examples of increasing the driving force generated by the driving means include the following. That is, there is provided a rotational position detecting means for detecting the rotational position of the engaged member with respect to the engaging member when the parking request is made. When the road surface on which the vehicle stops is large and the rotational position of the engaged member detected by the rotational position detecting means is within a predetermined non-engagement range, the driving force control means is the drive means. The generated driving force is increased.

  According to this, even when the road surface where the vehicle stops is large, if the rotational position of the meshed member is not within the non-engagement range, the rotational position of the meshed member is within the non-engagement range. The driving force is set smaller than in the case. For this reason, the driving force of the driving means is not increased more than necessary, and as described above, each member constituting the parking mechanism is not required to have high durability. Weight reduction can be achieved. Further, the power consumption when the driving means is constituted by an electric motor can be reduced.

  Further, the predetermined non-engagement range for increasing the driving force generated by the driving means is set as follows. In other words, when the meshed member rotates together with the rotation shaft according to the road surface gradient, the rotational speed at the time when the meshed member rotates to the rotational position at which the meshed member can mesh with the meshing member becomes incapable of meshing the two. It is set according to the gradient of the road surface so as to be a range that reaches a certain speed.

  By setting the non-engagement range in this way, the above-described operational effects can be remarkably obtained.

  In addition, the drive means is an electric motor as a drive source, and the drive force is transmitted to the meshing member, so that the meshing member is changed from the non-meshing posture to the meshing posture. And it is set as the structure which changes the driving force given to a meshing member by changing the target rotation angle at the time of the drive of this electric motor.

  Further, after increasing the driving force generated by the driving means, the driving force generated by the driving means when the engaged member and the engaging member are engaged with each other in a locked state has a small road gradient. The value is reduced to a value corresponding to the driving force in this case.

  Thereby, generation | occurrence | production of the driving force more than necessary can be eliminated by reducing the driving force generated by the driving means after the locked state. Also by this, high durability is not requested | required of each member which comprises a parking mechanism, and cost reduction and weight reduction of a parking mechanism can be aimed at. Further, the power consumption when the driving means is constituted by an electric motor can be reduced.

  Further, specific operations for obtaining a more specific configuration and a locked state of the parking mechanism include the following. First, the meshed member is a parking gear having a plurality of teeth formed in the circumferential direction. Further, the meshing member is a parking lock pole having a pawl that can mesh between the teeth of the parking gear. A parking rod that is pushed and pulled to displace the parking lock pole with respect to the parking gear; a detent lever that is rotatably supported to push and pull the parking rod; and the detent lever at a predetermined angle in an appropriate direction. An actuator as the driving means for rotating; an operation member for outputting a parking request signal for establishing the locked state or a parking release request signal for establishing the unlocked state in response to a human operation; To prepare. Then, the driving force control means increases the amount of rotation of the detent lever by setting the driving amount of the actuator large, increases the amount of movement of the parking rod, and increases the pressing force of the parking lock pole against the parking gear. It is configured to do.

  Thereby, the pressing force of the parking lock pole against the parking gear can be adjusted by adjusting the rotation amount of the detent lever according to the driving amount of the actuator. As a result, the parking mechanism can be stably locked according to the parking request regardless of the road surface gradient, and the operation reliability can be improved.

  In the present invention, when the parking mechanism is locked in a state where the road surface gradient is large, the pressing force of the meshing member with respect to the meshed member is set high so that the meshing of both is easily performed. For this reason, it is possible to improve the reliability of the operation of the parking mechanism when the vehicle stops on a slope.

It is a schematic block diagram which shows the power train of the vehicle which concerns on 1st Embodiment. It is a perspective view which shows the unlocking state of the parking mechanism which concerns on 1st Embodiment. It is a side view which shows the unlocking state of the parking mechanism which concerns on 1st Embodiment. It is sectional drawing in the position corresponding to the (4)-(4) line | wire of FIG. It is a flowchart figure which shows the procedure of the actuator drive control in 1st Embodiment. It is a side view of a parking mechanism which shows a locked state at the time of driving an actuator so that it may become normal pressing force in a 1st embodiment. It is a side view of a parking mechanism which shows a locked state at the time of driving an actuator so that it may become increase pressing force in a 1st embodiment. It is a flowchart figure which shows the procedure of the actuator drive control in 2nd Embodiment. FIG. 5 is a view corresponding to FIG. 4 when the actuator is driven so as to have a normal pressing force in the second embodiment. FIG. 5 is a view corresponding to FIG. 4 when the actuator is driven so as to have an increased pressing force in the second embodiment. It is a detent lever of the parking mechanism which concerns on 3rd Embodiment, and its peripheral part, Comprising: It is a figure which shows the case where an actuator is driven so that it may become normal pressing force. It is a detent lever of the parking mechanism which concerns on 3rd Embodiment, and its peripheral part, Comprising: It is a figure which shows the case where an actuator is driven so that it may become increase pressing force. It is a schematic block diagram which shows the power train of a hybrid vehicle.

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

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. Prior to the description of the characteristic part of the present invention, an outline of the power train of the vehicle according to the present embodiment will be described with reference to FIG.

-Powertrain overview-
FIG. 1 shows a hybrid power train using both an engine and a motor. In the figure, 1 is an engine as a drive source, 2 is an automatic transmission, 3 is a drive wheel, 4 is a brake provided on the drive wheel 3, and 5 is a parking mechanism. The overall configuration of the hybrid system will be described later with reference to FIG. Various motor generators, power split mechanisms and the like provided in the hybrid system described later are accommodated in the automatic transmission 2.

  Since these basic configurations are generally the same as known configurations, the portions not directly related to the present invention will be briefly described.

  The engine 1 is a gasoline engine, a diesel engine, or the like, and its operation is controlled by an engine ECU (Electronic Control Unit) 6.

  The automatic transmission 2 mainly includes a torque converter 21, a transmission mechanism unit 22, a hydraulic circuit 23, and the like, and the speed change operation is controlled by an ECT (Electronic Controlled Automatic Transmission) _ECU 7. In the case of a hybrid vehicle, the torque converter 21 may not be provided.

  Although not shown, the hydraulic circuit 23 has hydraulic paths for appropriate friction engagement elements so as to correspond to, for example, a reverse (reverse running) range R, a neutral range N, and a drive (forward running) range D. It comes to secure.

  The drive wheels 3 are rotationally driven by transmitting forward drive force and reverse drive force via a differential 24 and an axle (reference numeral omitted) disposed in the automatic transmission 2.

  The brake 4 is, for example, a hydraulic disc brake. When the driver depresses a brake pedal 41 installed in the vehicle compartment, a friction force is applied to the disc rotor (not shown) to control the drive wheels 3. It gives power. The brake 4 may be a drum brake. In general, the stepping force (stepping force) is amplified by the booster 42 and the master cylinder 43 so that a strong braking force can be obtained with a light pedaling force.

  The brake 4 is provided with a brake hydraulic pressure control unit 44 in the middle of a hydraulic path from the master cylinder 43 to a brake caliper (reference number omitted) in order to realize a generally known brake assist function, antilock brake function, and the like. The brake hydraulic pressure control unit 44 is appropriately controlled by the brake ECU 8.

-Configuration of parking mechanism-
The parking mechanism 5 is configured as shown in FIG. 2 to FIG. 4, and if necessary, the output shaft (rotary shaft) 25 of the automatic transmission 2 cannot be rotated, and can be rotated or unlocked. This is a so-called shift-by-wire system.

  The output shaft 25 of the automatic transmission 2 is, for example, a counter drive gear or the like, but may be another power transmission shaft.

  Specifically, the parking mechanism 5 mainly includes a parking switch (operation member) 10, a parking gear (meshing member) 51, a parking lock pawl (meshing member) 52, a parking rod 53, and a detent lever 54. The latch lever 55, the control shaft 56, an actuator (driving means) 57, and an encoder 57a are included.

  The parking gear 51 is externally fixed to the output shaft 25 of the automatic transmission 2 so as to be integrally rotatable.

  The parking lock pole 52 is disposed in the vicinity of the parking gear 51 so as to be tiltable with one end side as a fulcrum. In the middle of the parking lock pole 52 in the longitudinal direction, a claw 52 a that can be engaged or disengaged between the teeth of the parking gear 51 is provided. The parking lock pole 52 is always urged in a direction to be separated from the parking gear 51 by a spring (not shown).

  The parking rod 53 is disposed so as to be displaced forward or backward substantially parallel to the output shaft 25 by the tilting operation of the detent lever 54.

  As shown in FIG. 2, the front end of the parking rod 53 is connected to a detent lever 54, and a tapered cone 58 for tilting the parking lock pole 52 is provided at the rear end of the parking rod 53.

  The tapered cone 58 is loosely fitted to the parking rod 53 and receives a biasing force from the coil spring 59 so that the outer peripheral surface (tapered surface) is pressed against the parking lock pole 52. The coil spring 59 is externally mounted on the parking rod 53, and one end of the coil spring 59 is received by a snap ring (not shown) that is locked and fixed to the parking rod 53.

  The detent lever 54 is externally fitted to the control shaft 56 by, for example, spline fitting so that a cylindrical boss portion 54a formed integrally with the tilt center thereof is rotatable. On the upper end side of the detent lever 54, two grooves 54b and 54c are provided.

  A parking rod 53 is connected to the detent lever 54. As a form of this connection, for example, after inserting a bent end of the parking rod 53 into a through hole provided at a predetermined position of the detent lever 54, the bent end is removed by a snap ring or a locking pin (not shown). Stop and fix.

  The latch lever 55 holds the tilting posture of the detent lever 54. The latch lever 55 has a main body made of a leaf spring or the like, one end of which is fixed to an automatic transmission case (not shown), and the other end of the main body has a detent. A roller 55 a that is engaged with the grooves 54 b and 54 c formed in the lever 54 is provided. The roller 55a of the latch lever 55 is engaged with the first groove 54b at the time of parking release, and at the time of parking, the roller 55a comes out of the first groove 54b with the rotation of the detent lever 54 and is engaged with the second groove 54c ( For example, the state shown in FIG. 6 is obtained).

  The control shaft 56 is rotatably supported by an automatic transmission case (not shown) or the like, and is driven to rotate by a predetermined angle in both forward and reverse directions by an actuator 57.

  Although not shown, the actuator 57 includes an electric motor and a speed reduction mechanism (for example, a cyclo gear, a worm gear, a planetary mechanism, or the like). The actuator 57 is electrically controlled by the SBW_ECU 9 in response to a human operation on the parking switch 10 as an operation member, for example.

  As drive control of the actuator 57, until the output (detected rotation angle) of the encoder 57a that detects the rotation angle of the rotor of the electric motor matches a predetermined target rotation angle (target shift count), Is energized. As the configuration of the encoder 57a, for example, a magnet installed on the outer periphery of the rotor of the electric motor or a magnetic pole magnetized alternately in the opposite polarity on the outer periphery of the rotor, and a Hall IC for magnetic detection, It is configured as a digital encoder that outputs a number of pulses corresponding to the amount of rotation. The configurations of the actuator 57 and the encoder 57a are not limited to those described above.

  The parking switch 10 is a type of switch that outputs a parking request signal when pressed, for example.

  Each of the ECUs 6, 7, 8, 9 described above is configured to include a CPU, a ROM, a RAM, a backup RAM, etc., as is generally known, and bidirectionally transmits necessary information to each other. You can send and receive. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes various arithmetic processes based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores the calculation results of the CPU, data input from each sensor, and the like. The backup RAM is a nonvolatile memory that stores data to be saved when the engine 1 is stopped, for example. Memory.

-Basic operation of parking mechanism 5-
Next, the basic operation of the parking mechanism 5 will be described.

  First, when the driver presses the parking switch 10 in the unlocked state of the parking mechanism 5 (the state shown in FIGS. 2 to 4), the parking switch 10 outputs a parking request signal, and this parking request signal is sent to the SBW_ECU 9. Entered.

  The SBW_ECU 9 controls the actuator 57 to rotate the control shaft 56 by a predetermined angle in the lock direction, for example, the normal rotation direction.

  As a result, the detent lever 54 is tilted integrally with the control shaft 56 in the same direction as described above, and the parking rod 53 is pushed to the rear end side accordingly. The large diameter side of the tapered cone 58 pushes up the parking lock pole 52, and the claw 52 a is engaged between the teeth of the parking gear 51. As a result, the output shaft 25 is locked so that it cannot rotate. At this time, since the roller 55a is engaged with the second groove 54c of the detent lever 54, the posture of the detent lever 54 is positioned and held (for example, the state shown in FIG. 6: the engagement posture of the parking lock pole 52). .

  On the other hand, when the driver switches the shift lever to the R / N / D range while the parking mechanism 5 is locked, the shift lever outputs a parking release request signal, and this parking release request signal is input to the SBW_ECU 9. .

  The SBW_ECU 9 controls the actuator 57 to rotate the control shaft 56 by a predetermined angle in the unlocking direction, for example, the reverse rotation direction.

  As a result, the detent lever 54 is tilted integrally with the control shaft 56 in the same direction as above, and the parking rod 53 and the taper cone 58 are pulled to the front end side accordingly, and the parking lock pole 52 is pushed up by the taper cone 58. Since the force is released, the parking lock pole 52 is lowered, and the claw 52 a comes out from between the teeth of the parking gear 51. The parking lock pole 52 is always urged in a direction to be separated from the parking gear 51 by a spring (not shown). As a result, the output shaft 25 is brought into an unlocked state in which the output shaft 25 can rotate. At this time, since the roller 55a of the latch lever 55 is engaged with the first groove 54b of the detent lever 54, the position of the detent lever 54 is maintained (the state shown in FIG. 3: the engagement of the parking lock pole 52 is released). posture).

-Drive control of actuator 57-
Next, as an operation characteristic of this embodiment, drive control of the actuator 57 when the parking mechanism 5 is brought into the locked state will be described.

  In the drive control of the actuator 57, when the parking mechanism 5 is brought into the locked state, when the road surface on which the vehicle is stopped is inclined, the actuator is configured to increase the pressing force of the parking lock pole 52 against the parking gear 51. 57 is controlled to drive (operation for increasing the driving force generated by the driving means by the driving force control means in the present invention).

  Hereinafter, drive control of the actuator 57 will be described with reference to the flowchart of FIG. The flowchart shown in FIG. 5 mainly describes the operation by the SBW_ECU 9 and is entered at regular intervals.

  First, in step ST1, it is determined whether or not a vehicle stop condition is satisfied. The stop conditions here include that the brake 4 is operated, and that the vehicle speed is zero or near zero (for example, 0 km / h to 3 km / h). It is determined that the condition is met.

  Note that the brake 4 operation determination, which is one of the stop conditions, is performed by, for example, bidirectional communication with the brake ECU 8 to check whether the brake operation flag is “1” or “0”. It can be carried out. For example, the brake ECU 8 sets the brake operation flag to “1” on the assumption that the brake 4 is operated when the output value of a pressure sensor (not shown) attached to the master cylinder 43 is equal to or greater than a predetermined value. When the output value of the pressure sensor (not shown) of the master cylinder 43 is less than a predetermined value, the brake operation flag is set to “0”, assuming that the brake 4 is not operated.

  Further, the vehicle speed detection which is one of the stopping conditions can be performed by, for example, bidirectional communication with the ECT_ECU 7 and reading the latest vehicle speed information stored in the temporary storage area. For example, the ECT_ECU 7 calculates the vehicle speed based on the output from the wheel speed sensor 11, for example, and stores the calculation result as the latest vehicle speed in the temporary storage area.

  If the stop condition is not satisfied, NO is determined in step S1, and this routine is temporarily terminated.

  On the other hand, if the stop condition is satisfied, a YES determination is made in step S1, and the process proceeds to step ST2. In step ST2, it is determined whether or not a parking request (parking command) has been received. This determination is made, for example, by checking whether or not a parking request signal (command signal for locking the parking mechanism 5) output from the parking switch 10 is input when the parking switch 10 is operated by the driver. Can be done.

  If a parking request signal output from the parking switch 10 is input, a YES determination is made in step ST2, and the process proceeds to step ST3. If not input, a NO determination is made in step ST2, and this routine is performed. Is temporarily terminated.

  When the process proceeds to step ST3 due to the input of the parking request signal, it is determined whether the road surface on which the vehicle is about to stop or the stopped road surface is a slope. This determination can be made based on the output from the gradient sensor 12 installed in the vehicle.

  The gradient sensor 12 is posture detection means for detecting the posture of the vehicle. For example, when the vehicle is in a horizontal posture, it means that the road surface is a flat road, and the vehicle is in a forward-upward posture. In this case, it means that the road surface is an uphill road, and further, when the vehicle is in a forward-lowering posture, it means that the road surface is a downhill road.

  If the road surface is not a slope, that is, a flat road, and a negative determination is made in step ST3, the process proceeds to step ST4. On the other hand, if the road surface is a slope and the determination is YES in step ST3, the process proceeds to step ST5.

  In step ST4, it is determined that the pawl 52a of the parking lock pawl 52 can be engaged between the teeth of the parking gear 51 even if the pressing force of the parking lock pawl 52 against the parking gear 51 is relatively low. Normal control for setting the pressing force of the lock pole 52 to a normal pressing force is executed. In this normal control, the target rotation angle of the actuator 57 is set small. Specifically, as shown in FIG. 6, the target rotation angle is set such that the roller 55a of the latch lever 55 is positioned at the deepest portion of the second groove 54c (for example, the target rotation angle (the roller 55a of the latch lever 55 is The rotation angle from the state in which the first groove 54b is located) is set to 20 °), and the actuator 57 is output until the output of the encoder 57a reaches an output corresponding to the relatively small target rotation angle. Is driven to rotate.

  In such normal control, the target rotation angle of the actuator 57 is set to be relatively small, and the amount of tilting of the detent lever 54 is also small, so that the amount of movement of the parking rod 53 is also small. The driving force that pushes up the pole 52 is also relatively small.

  As described above, this normal control is performed when the road surface is a flat road. Therefore, even if there is a time lag between when the parking request is made and when the parking mechanism 5 is locked, the output shaft 25 rotates. Accordingly, the rotation speed of the parking gear 51 does not reach the ratchet speed (the rotation speed of the parking gear 51 in which the ratcheting phenomenon occurs such that the parking lock pole 52 is repelled from the parking gear 51). For this reason, even if the driving force is relatively small, the pawl 52a of the parking lock pole 52 is satisfactorily engaged between the teeth of the parking gear 51, thereby bringing the output shaft 25 into a non-rotatable locked state. It will be. In this normal control, for example, as shown in Japanese Patent Application Laid-Open No. 2005-69407, it is preferable that the transmission mechanism 22 is first set to the neutral range N and then executed.

  On the other hand, if the road surface is a slope, the process proceeds to step ST5 when YES is determined in step ST3. In this step ST5, it is determined that the ratcheting phenomenon may occur when the pressing force of the parking lock pawl 52 against the parking gear 51 is low, and the pressing force of the parking lock pawl 52 against the parking gear 51 is increased. The pressing force increase control is executed (which increases the pressing force in the normal control).

  In this pressing force increase control, the target rotation angle of the actuator 57 is set large. Specifically, as shown in FIG. 7, a target larger than the target rotation angle (target rotation angle set in the normal control) at which the roller 55a of the latch lever 55 is located at the deepest portion of the second groove 54c. The rotation angle is set (for example, the rotation angle is set to 30 °), and the actuator 57 is driven to rotate until the output of the encoder 57a becomes an output corresponding to the relatively large target rotation angle. As a result, the relative position between the roller 55a of the latch lever 55 and the detent lever 54 is such that the roller 55a of the latch lever 55 is further away from the deepest portion of the second groove 54c of the detent lever 54 (on the left side in FIG. ) Will be located. That is, the relative position is displaced so that the roller 55a of the latch lever 55 is positioned on the inclined surface of the second groove 54c of the detent lever 54. As a result, the rotation angle of the detent lever 54 is increased. In this case, the latch lever 55 exerts an urging force (an urging force that returns the roller 55a of the latch lever 55 to the deepest portion of the second groove 54c) with respect to the detent lever 54. Therefore, the torque of the actuator 57 is increased so as to overcome this biasing force.

  In such pressing force increase control, the target rotation angle of the actuator 57 is set to be relatively large, and the amount of tilting of the detent lever 54 is increased, so that the amount of movement of the parking rod 53 is increased, and the coil spring 59 is moved. By increasing the urging force, the driving force by which the tapered cone 58 pushes up the parking lock pole 52 becomes relatively large. As described above, since the pressing force increase control is performed when the road surface is a slope, the rotation of the output shaft 25 is performed during a time lag between when the parking request is made and when the parking mechanism 5 is locked. Accordingly, even if the rotation speed of the parking gear 51 reaches the ratchet speed, an increase in the rotation speed of the parking gear 51 can be suppressed by obtaining a large pressing force (the parking lock pole 52 The claw 52a is pressed against the outer peripheral surface of the teeth of the parking gear 51, thereby suppressing an increase in rotational speed). As a result, the pawl 52a of the parking lock pole 52 is satisfactorily engaged between the teeth of the parking gear 51, whereby the output shaft 25 is locked so as not to rotate. In this pressing force increase control, it is preferable that the transmission mechanism 22 is first set to the neutral range N and then executed as disclosed in, for example, Japanese Patent Application Laid-Open No. 2005-69407.

  After the pressing force increase control is started in step ST5, in step ST6, it is determined whether or not a predetermined time (for example, 1.0 sec) has elapsed since the pressing force increase control was started. This predetermined time is the time from when the actuator 57 is driven to lock the parking mechanism 5 until the pawl 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51, that is, the lock. It is set as a time corresponding to the state and is not limited to the above-described value.

  If the predetermined time has not yet elapsed, NO is determined in step ST6, and the process returns to step ST5 to continue the pressing force increase control.

  On the other hand, if the predetermined time has elapsed and the determination in step ST6 is YES, the process proceeds to step ST7 to determine whether or not the pawl 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51. The parking process completion determination operation is executed.

  In this parking process completion determination operation, the pawl 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51 when the vehicle speed is substantially “0” for a predetermined time (for example, 3 seconds). It is determined that it has been completed. The determination of the vehicle speed is performed based on the output from the wheel speed sensor 11. In addition, a sensor capable of detecting the position of the teeth of the parking gear 51 is disposed in the vicinity of the parking gear 51, so that the rotational position of the parking gear 51 is detected, and the pawl 52a of the parking lock pole 52 is parked. If the state where the rotation position of the parking gear 51 in the state of being engaged between the teeth of the gear 51 is continued for a predetermined time (for example, 3 seconds), it may be determined that the parking process has been completed. Further, a sensor capable of detecting the attitude of the detent lever 54 is provided, and when the sensor detects that the detent lever 54 is in the locked position (position shown in FIG. 7). It may be determined that the parking process has been completed. This parking process completion determination operation is also performed when normal control is executed in step ST4.

  In step ST7, the parking process is continued until the claw 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51 (until it is determined that the parking process is completed).

  When the pawl 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51 and the parking mechanism 5 is locked (YES in step ST7), this routine ends.

  At this time, if the pressing force increase control is performed as the parking process, the pressing force is reduced so that a pressing force equivalent to the pressing force (relatively low pressing force) in the normal control can be obtained. The pressing force increase control is released. That is, with the completion of the parking process, the state shown in FIG. 7 (the pressing force increasing control state) is shifted to the state shown in FIG. 6 (the normal control state).

  As described above, in the present embodiment, when the parking mechanism 5 is locked, the pressing force of the parking lock pole 52 against the parking gear 51 is increased when the road surface on which the vehicle is stopped is inclined. Thus, the actuator 57 is driven and controlled. For this reason, the locked state of the parking mechanism 5 can be satisfactorily obtained even under a situation where the rotational speed of the parking gear 51 reaches the ratchet speed. That is, regardless of the road surface gradient, the parking mechanism 5 can be stably locked according to the parking request, and the reliability of the operation can be improved.

  Further, when the road surface is a flat road, the driving force of the actuator 57 is set small. For this reason, high durability is not requested | required of each member which comprises the parking mechanism 5, cost reduction and weight reduction of the parking mechanism 5 can be aimed at. In addition, when the road surface is a flat road, power consumption by the electric motor can be reduced, and waste of power by the parking mechanism 5 is eliminated.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. Since the configuration of the power train of the vehicle according to the present embodiment is substantially the same as that of the first embodiment described above, description thereof is omitted here.

  Since the drive control of the actuator 57 is different from that of the first embodiment in this embodiment, only the drive control of the actuator 57 will be described here.

  As drive control of the actuator 57 in the present embodiment, when the parking mechanism 5 is locked, the pressing force of the parking lock pole 52 against the parking gear 51 is reduced when the road surface on which the vehicle is stopped is flat. The actuator 57 is driven and controlled to be set (set to the normal pressing force). Further, when the road surface on which the vehicle is stopped is inclined, the drive control of the actuator 57 for obtaining the normal pressing force and the increased pressing according to the rotational position of the parking gear 51 with respect to the parking lock pole 52. One of the drive control of the actuator 57 for obtaining force is selected.

  Hereinafter, drive control of the actuator 57 will be described with reference to the flowchart of FIG. The flowchart shown in FIG. 8 mainly describes the operation by the SBW_ECU 9, and is entered at regular intervals. In this flowchart, the same steps as those in the flowchart shown in FIG. 5 in the first embodiment are denoted by the same step numbers.

  First, in step ST1, it is determined whether or not a vehicle stop condition is satisfied. This determination operation is performed in the same manner as in the first embodiment described above.

  If the stop condition is not satisfied, NO is determined in step S1, and this routine is temporarily terminated.

  On the other hand, if the stop condition is satisfied, a YES determination is made in step S1, and the process proceeds to step ST2. In step ST2, it is determined whether or not a parking request (parking command) has been received. This determination operation is also performed in the same manner as in the first embodiment described above.

  If a parking request signal output from the parking switch 10 is input, a YES determination is made in step ST2, and the process proceeds to step ST3. If not input, a NO determination is made in step ST2, and this routine is temporarily terminated. To do.

  When the process proceeds to step ST3 due to the input of the parking request signal, it is determined whether the road surface on which the vehicle is about to stop or the stopped road surface is a slope. This determination can be made based on the output from the gradient sensor 12 installed in the vehicle.

  If the road surface is not a slope, that is, a flat road, and a negative determination is made in step ST3, the process proceeds to step ST4. On the other hand, if the road surface is a slope and the determination in step ST3 is YES, the process proceeds to step ST10.

  In step ST4, even if the pressing force of the parking lock pole 52 against the parking gear 51 is relatively low, it is determined that the pawl 52a of the parking lock pole 52 can be engaged between the teeth of the parking gear 51, and normal control is executed. In this normal control, the target rotation angle of the actuator 57 is set small. Specifically, as shown in FIG. 6, the target rotation angle is set such that the roller 55a of the latch lever 55 is positioned at the deepest portion of the second groove 54c (for example, the rotation angle is set to 20 °), The actuator 57 is driven to rotate until the output of the encoder 57a reaches an output corresponding to the relatively small target rotation angle.

  In such normal control, the target rotation angle of the actuator 57 is set to be relatively small, and the amount of tilting of the detent lever 54 is also small, so that the amount of movement of the parking rod 53 is also small. The driving force that pushes up the pole 52 is also relatively small. Since the normal control here is performed when it is determined that the road surface is a flat road, even if there is a time lag between when the parking request is made and when the parking mechanism 5 is locked, the output shaft 25 This is performed assuming that the rotation speed of the parking gear 51 does not reach the ratchet speed with the rotation of. For this reason, even if the driving force is relatively small, the pawl 52a of the parking lock pole 52 is satisfactorily engaged between the teeth of the parking gear 51, thereby bringing the output shaft 25 into a non-rotatable locked state. It will be. In this normal control, for example, as shown in Japanese Patent Application Laid-Open No. 2005-69407, it is preferable that the transmission mechanism 22 is first set to the neutral range N and then executed.

  If the road surface is a slope and YES is determined in step ST3 and the process proceeds to step ST10, whether or not the rotational position of the parking gear 51 is a position at which the parking lock pole 52 can be engaged with a normal pressing force. (The rotation position detection operation of the engaged member with respect to the engagement member by the rotation position detection means in the present invention). That is, the position between the teeth of the parking gear 51 is substantially opposite to the pawl 52a of the parking lock pawl 52, and the pawl 52a of the parking lock pawl 52 can be moved even if the parking gear 51 rotates little or hardly. It is determined whether or not it is in a position where it can be engaged between the teeth of the parking gear 51. Details of the rotation position determination operation of the parking gear 51 will be described later.

  If YES is determined in step ST10, it is determined that the pawl 52a of the parking lock pole 52 can be engaged between the teeth of the parking gear 51 even if the pressing force of the parking lock pole 52 against the parking gear 51 is relatively low. Then, the normal control of step ST4 is executed. In this normal control, the target rotation angle of the actuator 57 is set small as described above. That is, the target rotation angle is set such that the roller 55a of the latch lever 55 is positioned at the deepest portion of the second groove 54c (for example, the rotation angle is set to 20 °), and the output of the encoder 57a is relatively small. The actuator 57 is driven to rotate until an output corresponding to the set target rotation angle is obtained.

  In such normal control, the target rotational angle of the actuator 57 is set to be relatively small, the amount of tilting of the detent lever 54 is small, and the amount of movement of the parking rod 53 is also small. The driving force that pushes up the pole 52 is also relatively small. As described above, in this normal control, although the road surface is a slope, it is determined that the rotation position of the parking gear 51 is a position where the parking lock pole 52 can be engaged with the normal pressing force (the ratchet speed). This is the normal control that is performed by determining that the meshing is completed by the time the value is reached. For this reason, even if the amount of movement of the parking rod 53 is small, the pawl 52a of the parking lock pole 52 is satisfactorily engaged between the teeth of the parking gear 51, so that the output shaft 25 is locked so that it cannot rotate. Will be. In this normal control, for example, as shown in Japanese Patent Application Laid-Open No. 2005-69407, it is preferable that the transmission mechanism 22 is first set to the neutral range N and then executed.

  On the other hand, the rotation position of the parking gear 51 is not a position where the parking lock pawl 52 can be engaged with a normal pressing force (the rotation position of the parking gear 51 which is a meshed member is within a predetermined non-engagement range), that is, If the parking gear 51 does not rotate relatively greatly, the position between the teeth of the parking gear 51 is not substantially opposite to the position of the pawl 52a of the parking lock pawl 52, and the pawl 52a of the parking lock pawl 52 will move to the teeth of the parking gear 51. If it is in a position where it cannot be engaged, NO is determined in step ST10, and the process proceeds to step ST5.

  In this step ST5, it is determined that the ratcheting phenomenon may occur when the pressing force of the parking lock pole 52 against the parking gear 51 is low, and the pressing force increase control is executed. In this pressing force increase control, the target rotation angle of the actuator 57 is set large. Specifically, as shown in FIG. 7, a target larger than the target rotation angle (target rotation angle set in the normal control) at which the roller 55a of the latch lever 55 is located at the deepest portion of the second groove 54c. The rotation angle is set (for example, the rotation angle is set to 30 °), and the actuator 57 is driven to rotate until the output of the encoder 57a becomes an output corresponding to the relatively large target rotation angle. As a result, the relative position between the roller 55a of the latch lever 55 and the detent lever 54 is such that the roller 55a of the latch lever 55 is further away from the deepest portion of the second groove 54c of the detent lever 54 (on the left side in FIG. 7). Will be located. That is, the relative position is displaced so that the roller 55a of the latch lever 55 is positioned on the inclined surface of the second groove 54c of the detent lever 54. As a result, the rotation angle of the detent lever 54 is increased.

  In such pressing force increase control, the target rotation angle of the actuator 57 is set to be relatively large, and the amount of tilting of the detent lever 54 is increased, so that the amount of movement of the parking rod 53 is increased, and the coil spring 59 is moved. By increasing the urging force, the driving force by which the tapered cone 58 pushes up the parking lock pole 52 becomes relatively large. As described above, this pressing force increase control is executed when it is determined that the rotation position of the parking gear 51 is a position where it is difficult to engage the parking lock pole 52 with a normal pressing force. As a result, an increase in the rotation speed of the parking gear 51 can be suppressed. As a result, the pawl 52a of the parking lock pole 52 is satisfactorily engaged between the teeth of the parking gear 51, whereby the output shaft 25 is locked so that it cannot rotate. In this pressing force increase control, it is preferable that the transmission mechanism 22 is first set to the neutral range N and then executed as disclosed in, for example, Japanese Patent Application Laid-Open No. 2005-69407.

  After the pressing force increase control is started in step ST5, in step ST6, it is determined whether or not a predetermined time (for example, 1.0 sec) has elapsed since the pressing force increase control was started. This predetermined time is not limited to the value described above.

  If the predetermined time has not yet elapsed, NO is determined in step ST6, and the process returns to step ST5 to continue the pressing force increase control.

  On the other hand, if the predetermined time has elapsed and the determination in step ST6 is YES, the process proceeds to step ST7 to determine whether or not the pawl 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51. The parking process completion determination operation is executed. This parking process completion determination operation is performed in the same manner as in the first embodiment described above. This parking process completion determination operation is also performed when normal control is executed in step ST4.

  In step ST7, the parking process is continued until the claw 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51 (until it is determined that the parking process is completed).

  When the pawl 52a of the parking lock pole 52 is engaged between the teeth of the parking gear 51 and the parking mechanism 5 is locked (YES in step ST7), this routine ends.

−Rotation position determination operation of parking gear 51−
Next, the rotational position determination operation of the parking gear 51 (determination operation at step ST10 in the flowchart) will be described.

  9 and 10 show the rotational position of the parking gear 51 with respect to the parking lock pole 52 at the time when the parking request signal is inputted.

  If the road surface is a downhill road and the driver releases the foot brake operation, the parking gear 51 rotates clockwise until the parking mechanism 5 is locked. Consider the case of rotating with a rotational acceleration corresponding to the slope of the slope.

  When a parking request signal is input in a state where the rotation position of the parking gear 51 is at the position shown in FIG. 9, the parking gear 51 is only slightly rotated (if the parking gear 51 is rotated by an angle α in the drawing). The gap between the teeth and the claw 52a of the parking lock pole 52 are completely opposed to each other. In other words, the pawl 52a of the parking lock pole 52 is in an opposing state in which it can be engaged between the teeth of the parking gear 51. For this reason, even if it is a slope with a comparatively large slope, the interval between the teeth of the parking gear 51 and the claw 52a of the parking lock pole 52 are completely opposed until the rotational speed of the parking gear 51 reaches the ratchet speed. Engagement is possible.

  Therefore, in the rotation position of the parking gear 51 as shown in FIG. 9, it is determined that the rotation position of the parking gear 51 is a position where the parking lock pawl 52 can be engaged with a normal pressing force. In step ST10 in the flowchart, the determination is YES, and normal control is performed so that the pawl 52a of the parking lock pawl 52 can be engaged between the teeth of the parking gear 51 even if the pressing force of the parking lock pawl 52 against the parking gear 51 is relatively low. Is executed (step ST4).

  On the other hand, when the parking request signal is input in a state where the rotation position of the parking gear 51 is at the position shown in FIG. 10, the parking gear 51 does not rotate relatively large (unless it rotates by the angle β in the figure). The space between the teeth of the parking gear 51 and the claw 52a of the parking lock pole 52 cannot completely face each other. For this reason, when the slope has a relatively large slope, the rotation speed of the parking gear 51 reaches the ratchet speed until the interval between the teeth of the parking gear 51 and the pawl 52a of the parking lock pole 52 completely face each other. There is a possibility. That is, the ratcheting phenomenon may occur.

  For this reason, in the rotational position of the parking gear 51 as shown in FIG. 10, it is determined that the rotational position of the parking gear 51 is not a position where the parking lock pole 52 can be engaged with the normal pressing force. That is, NO is determined in step ST10 in the flowchart, and it is determined that the pawl 52a of the parking lock pole 52 cannot be engaged between the teeth of the parking gear 51 unless the pressing force of the parking lock pole 52 against the parking gear 51 is increased. Increase control is executed (step ST5).

  In this way, it is determined whether or not the rotation speed of the parking gear 51 reaches the ratchet speed until the interval between the teeth of the parking gear 51 and the claw 52a of the parking lock pole 52 completely face each other. Thus, either normal control or increase control of the pressing force is selected.

  More specifically, the rotation position of the parking gear 51 (the position having a correlation with the rotation angle until the gap between the teeth of the parking gear 51 and the pawl 52a of the parking lock pole 52 completely face each other) and the road surface gradient are parameters. A rotational speed map for obtaining the rotational speed of the parking gear 51 until the gap between the teeth of the parking gear 51 and the pawl 52a of the parking lock pole 52 completely face each other is stored in advance in the ROM. When the required rotation speed of the parking gear 51 is less than the ratchet speed, normal control of the pressing force is executed, and when it is equal to or higher than the ratchet speed, increase control of the pressing force is executed.

  In other words, when the parking gear 51 rotates together with the output shaft 25 according to the road surface gradient, the predetermined non-engagement range is when the parking gear 51 rotates to a rotational position where it can mesh with the parking lock pole 52. Is set according to the slope of the road surface so that the rotation speed reaches the ratchet speed. Depending on whether the parking gear 51 is in this non-engagement range, one of the normal control and the increase control is set. Will be selected.

  Further, the normal control of the pressing force based only on the rotational position of the parking gear 51 (the position having a correlation with the rotational angle until the gap between the teeth of the parking gear 51 and the claw 52a of the parking lock pole 52 completely face each other) Any of the increase control may be selected. In this case, for example, the rotation angle until the gap between the teeth of the parking gear 51 and the pawl 52a of the parking lock pole 52 completely face each other is a rotation angle exceeding 1/2 with respect to the pitch of each tooth of the parking gear 51. In such a case, execution of increase control of the pressing force can be mentioned.

  In the present embodiment as well, as in the case of the first embodiment described above, the parking mechanism 5 is kept in a locked state even under a situation where the rotation speed of the parking gear 51 reaches the ratchet speed. Obtainable. That is, regardless of the road surface gradient, the parking mechanism 5 can be stably locked according to the parking request, and the reliability of the operation can be improved.

  In addition, when the road surface is a flat road, or even when the road surface is a slope, the driving force of the actuator 57 is set to be small when the locked state is obtained before the rotation speed of the parking gear 51 reaches the ratchet speed. The For this reason, high durability is not requested | required of each member which comprises the parking mechanism 5, cost reduction and weight reduction of the parking mechanism 5 can be aimed at. In addition, the power consumption by the electric motor can be reduced, and the waste of power by the parking mechanism 5 is eliminated.

(Third embodiment)
Next, a third embodiment of the present invention will be described. Since the configuration of the power train of the vehicle according to the present embodiment is also substantially the same as that of the first embodiment described above, description thereof is omitted here. In the present embodiment, the shape of the second groove 54c formed in the detent lever 54 is different from those of the above-described embodiments. Therefore, only the shape of the second groove 54c will be described here.

  11 and 12 show the detent lever 54 and its peripheral part of the parking mechanism 5 according to the present embodiment, and FIG. 11 shows the time of normal control (when the normal pressing force is set). Indicates the time of increase control (when the increase pressing force is set).

  As shown in these drawings, the second groove 54c of the detent lever 54 according to the present embodiment has an expanded deepest range (along the rotation direction of the detent lever 54) as compared with the respective embodiments. (Enlarged). That is, a region that is substantially equidistant from the rotation center of the detent lever 54 (which coincides with the rotation center of the control shaft 56) is formed over a predetermined angle range (see the angle range X in FIG. 11). Has been.

  In each of the above-described embodiments, as described above, an urging force that reduces the rotation angle is applied from the latch lever 55 to the detent lever 54 during the increase control, so that the torque of the actuator 57 is increased. It was.

  On the other hand, in the present embodiment, since the roller 55a of the latch lever 55 can be switched between the normal control and the increase control within the range of the deepest part (within the range X in FIG. 11), A reaction force (an urging force that reduces the rotation angle with respect to the detent lever 54) does not occur, and the rotation angle position of the detent lever 54 can be controlled with high accuracy with respect to the target rotation angle of the actuator 57. . Therefore, the pressing force of the parking lock pole 52 against the parking gear 51 can be controlled with high accuracy, and the minimum pressing force can be obtained within a range in which the ratcheting phenomenon does not occur. It is possible to minimize the waste of power in the system.

(Description of hybrid system)
Next, the overall configuration of a hybrid system (hybrid vehicle) that is a power train system in each of the above embodiments will be described.

  As shown in FIG. 13, this hybrid vehicle mainly includes an engine (for example, a gasoline engine or a diesel engine) 101, a motor generator 102, a motor generator 103, a power split mechanism 104, an inverter 105, an HV battery 106, a converter 107, an auxiliary unit, and the like. Machine battery 108, transmission 109, control device 200, and the like.

  The motor generator 102 is an AC synchronous motor that generates power by rotating a rotor by three-phase AC. The motor generator 102 is supplied with AC power obtained by converting DC power of the HV battery 106 by the inverter 105 and rotates. The motor generator 102 generates regenerative power during deceleration or braking.

  The motor generator 103 is an AC synchronous motor, similar to the motor generator 102 described above, and generates AC power by being driven by the power distributed through the power split mechanism 104 among the power generated by the engine 101. The AC power generated by the motor generator 103 is converted into DC power by the inverter 105 and then charged to the HV battery 106. The motor generator 103 also functions as a starter motor that performs cranking when the engine 101 is started.

  The motor generator 102 and the motor generator 103 are driven and controlled by the control device 200. Control device 200 inputs signals necessary for driving and controlling motor generator 102 and motor generator 103 (for example, rotation speed, applied current, etc.) from motor generator 102 and motor generator 103, and outputs a switching control signal to inverter 105. To do.

  Note that the motor generator 102 coupled to the transmission 109 mainly operates as an electric motor, and therefore may be simply referred to as a “motor”. In addition, since the motor generator 103 coupled to the power split mechanism 104 generally operates as a generator in many cases, it is sometimes simply referred to as a “generator”.

  The power split mechanism 104 is, for example, a planetary gear mechanism, and splits the power of the engine 1 into a rotation shaft of the motor generator 102 (connected to the drive wheels 3) and a rotation shaft of the motor generator 103. For reference, in the planetary gear mechanism as the power split mechanism 104, the ring gear is coupled to the rotation shaft of the motor generator 102, the sun gear is coupled to the rotation shaft of the motor generator 103, and the carrier is coupled to the output shaft of the engine 101. The

  The HV battery 106 is, for example, a high voltage battery in which a predetermined number of nickel metal hydride battery cells are connected in series, and is charged by the generated power of the motor generator 103 as described above. The HV battery 106 may be a lithium ion battery.

  Inverter 105 is a power exchange device that converts a direct current of HV battery 106 and a three-phase alternating current of motor generator 102 or motor generator 103. The inverter 105 is controlled by the control device 200.

  The auxiliary battery 108 supplies power to lighting, audio equipment, an air conditioner compressor, the control device 200, and the like.

  The converter 107 is a DC-DC converter that is connected to the DC side of the inverter 105 and charges the auxiliary battery 108 by stepping down a high-voltage direct current to a low voltage (for example, 12V).

  The transmission 109 is a mechanism for transmitting power to the drive wheel 3 side of the power split mechanism 104 to the drive wheel 3 via the differential 110 so that an automatic transmission fluid (ATF) for lubrication is circulated therein. It is configured.

  The control device 200 is an electronic control unit (ECU) and includes a CPU, a ROM, a RAM, a backup RAM, and the like as is generally known. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes various arithmetic processes based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores calculation results from the CPU, data input from each sensor, and the like. The backup RAM is a nonvolatile memory that stores data to be saved when the engine 101 is stopped, for example. Memory.

  The control device 200 executes various controls based on output signals from various sensors and switches. As the sensors and switches connected to the control device 200, only those directly related to the present invention will be illustrated and described. At least the parking switch 10, the wheel speed sensor 11 described in the first embodiment, There is a gradient sensor 12.

  Then, the control device 200 calculates the driver's required torque, the required engine output, the motor torque, and the like based on the output signals of the various sensors described above, and either or both of the engine 101 and the motor generator 102 are calculated. Hybrid control is performed in which the drive wheels 3 are driven using the power source as a power source. For example, in a region where the engine efficiency is low, such as when starting or running at low speed, the engine 101 is stopped and the drive wheels 3 are driven by the power of only the motor generator 102. Further, during normal traveling, control is performed such that the engine 101 is operated and the drive wheels 3 are driven by the power of the engine 101. Further, at the time of high load such as full-open acceleration, in addition to the power of the engine 101, control is performed such that power is supplied from the HV battery 106 to the motor generator 102 and the power from the motor generator 102 is added as auxiliary power.

  The parking gear 51 of the parking mechanism 5 is attached to a power transmission shaft between the motor generator 102 and the transmission 109.

  By the way, although the said control apparatus 200 is demonstrated as a single integrated control apparatus, it can also be divided into several control apparatuses like engine ECU, ECT_ECU, brake ECU, and SBW_ECU demonstrated in the said embodiment. Is possible.

  For the hybrid vehicle configured as described above, when the parking mechanism 5 is brought into the locked state as in the first embodiment, if the road surface on which the vehicle is stopped is inclined, the parking gear Actuator 57 is driven and controlled to increase the pressing force of parking lock pole 52 against 51.

  Further, as in the second embodiment, when the parking mechanism 5 is locked, when the road surface on which the vehicle is stopped is flat, the pressing force of the parking lock pole 52 against the parking gear 51 is set low. Thus, the actuator 57 is driven and controlled. On the other hand, when the road surface on which the vehicle is stopped is inclined, the drive control of the actuator 57 for obtaining the normal pressing force and the increased pressing according to the rotational position of the parking gear 51 with respect to the parking lock pole 52. One of the drive control of the actuator 57 for obtaining force is selected.

  The hybrid vehicle as described above is provided with a resolver that is a sensor for detecting the rotational position of the motor generator 102. For this reason, in the rotation position determination operation of the parking gear 51 described above, the rotation position of the parking gear 51 is determined based on the rotation position of the motor generator 102 detected by the resolver, and the distance between the teeth of the parking gear 51 is determined. It is determined whether or not the rotation speed of the parking gear 51 reaches the ratchet speed until the pawl 52a of the parking lock pole 52 completely faces, and either normal control or increase control of the pressing force is performed. It is also possible to select.

-Other embodiments-
In each of the above embodiments, a hybrid vehicle is taken as an example. However, the present invention can also be applied to a vehicle using only a motor as a drive source. Further, the present invention can be applied to vehicles of a front engine / front drive (FF) system, a front engine / rear drive (FR) system, and other systems.

  In each of the above embodiments, the case where the parking mechanism 5 is configured as independent from the shift range switching mechanism (a mechanism including a manual valve or the like) has been described. For example, this is disclosed in Japanese Patent Application Laid-Open No. 2009-73416. The present invention is also applicable to a parking mechanism that is integrally incorporated in such a shift range switching mechanism.

  In each of the above embodiments, the pressing force is switched in two stages of normal control and increase control. However, the pressing force is changed linearly according to the road surface gradient, the rotation position of the parking gear 51, and the like. This is also within the scope of the technical idea of the present invention.

  INDUSTRIAL APPLICABILITY The present invention can be applied to control for enhancing the reliability of operation of a parking mechanism on a slope in a vehicle equipped with a shift-by-wire parking mechanism.

2 Automatic transmission 25 Output shaft (rotary shaft)
3 Drive wheel 5 Parking mechanism 51 Parking gear (meshing member)
52 Parking lock pole (meshing member)
52a Claw 57 Actuator (drive means)
10 Parking switch (operating member)

Claims (6)

In a meshing release posture in which the meshing member rotated integrally with the rotation shaft and the meshing posture meshing with the meshing member are brought into a non-rotatable locked state, and the meshing member is released from meshing with the meshing member. A shift-by-wire system comprising: a meshing member for rotating the rotating shaft in an unlocked state; and a driving means for generating a driving force for changing the meshing member from a meshing release posture to a meshing posture when parking is requested. In a vehicle control device having a parking mechanism,
A vehicle control system comprising driving force control means for increasing the driving force generated by the driving means when the slope of the road surface on which the vehicle stops is large compared to when the slope is small. apparatus. The vehicle control device according to claim 1,
Rotation position detection means for detecting the rotation position of the meshing member with respect to the meshing member at the time of the parking request is provided,
The driving force control means is generated when the road surface on which the vehicle stops has a large gradient and the rotational position of the engaged member detected by the rotational position detecting means is within a predetermined non-engagement range. A vehicle control device configured to increase driving force. The vehicle control device according to claim 2,
The predetermined non-engagement range for increasing the driving force generated by the drive means is a rotational position where the meshed member can mesh with the meshed member when the meshed member rotates together with the rotation shaft according to the road surface gradient. A vehicle control device characterized in that the rotational speed at the time when the vehicle has been rotated until it reaches a range in which the meshing of both of them reaches a speed that cannot be engaged is set according to the gradient of the road surface. The vehicle control device according to claim 1, 2, or 3,
The drive means uses an electric motor as a drive source, and the drive force is transmitted to the meshing member to change the meshing member from the non-meshing position to the meshing position. A vehicle control device characterized in that the driving force applied to the meshing member is changed by changing the target rotation angle at the time. In the vehicle control device according to any one of claims 1 to 4,
The driving force control means increases the driving force generated by the driving means, and then increases the driving force generated by the driving means when the meshed member and the meshing member are in a locked state in which they are engaged with each other. A vehicular control device configured to be reduced to a value corresponding to a driving force when a road surface gradient is small. In the vehicle control device according to any one of claims 1 to 5,
The meshing member is a parking gear having a plurality of teeth formed in the circumferential direction, and the meshing member is a parking lock pole having a pawl that can mesh between the teeth of the parking gear,
A parking rod pushed and pulled to displace the parking lock pole with respect to the parking gear;
A detent lever that is pivotally supported to push and pull the parking rod;
An actuator as the driving means for rotating the detent lever in a proper direction by a predetermined angle;
An operation member that outputs a parking request signal for establishing the locked state or a parking release request signal for establishing the unlocked state in response to a human operation,
The driving force control means increases the amount of rotation of the detent lever by setting the driving amount of the actuator large, increases the amount of movement of the parking rod, and increases the pressing force of the parking lock pole against the parking gear. A vehicular control device that is configured.

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