JP2011080565A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress lowering of durability of a parking lock device by appropriately controlling switching between a locked state and an unlocked state while a vehicle is travelling. <P>SOLUTION: In this control device, when a driver operates a parking gear 60 to a locked state while the vehicle is travelling and a vehicle velocity V (Va≥V≥Vb) in a predetermined range which is equal to or lower than a first determination vehicle velocity Va and equal to or higher than a second determination vehicle velocity Vb and includes an engage vehicle velocity Vc, switching of the parking gear 60 to the unlocked state is inhibited. Thus, a large energy temporarily accumulated in the parking lock device 16 as the parking gear 60 is brought to the locked state while the vehicle is travelling is prevented to be released at one time when the parking gear 60 is brought into the unlocked state and a load (impact) applied to the parking lock device 16 is reduced. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device having a parking lock device that switches a rotating tooth that rotates with a wheel between a locked state and an unlocked state, and more particularly to switching between a locked state and an unlocked state.

  2. Description of the Related Art A vehicle having a parking lock device that switches a rotating tooth that rotates together with a wheel between a locked state in which a rotating tooth is engaged with a locking tooth and an unlocked state in which the locked state is released based on a driver's operation is well known. Yes. Generally, in such a parking lock device, switching between the locked state and the unlocked state of the rotating tooth is permitted or prohibited based on whether or not a predetermined condition is satisfied.

  For example, Patent Document 1 describes that when a wheel is locked by a parking lock device, switching from the locked state to the unlocked state is permitted on the condition that the brake pedal is depressed. ing. Further, in Patent Document 2, when the wheel is locked by the parking lock device, switching from the locked state to the unlocked state is permitted on the condition that a braking force equal to or greater than the determination value is secured. It is described. Patent Document 3 discloses that when an operation for switching a wheel from a locked state to an unlocked state is performed in a vehicle stop state, the vehicle stop state is confirmed and a brake pedal operation is performed. It is described that it can be operated. Patent Document 4 discloses an operation for switching the wheel from the locked state to the unlocked state while using the brake while the engine speed is high during the warm-up operation within a predetermined time after the engine is started. Or prohibiting the switching operation. As described above, in general, when an operation for switching the wheel from the locked state to the unlocked state is performed, the vehicle starts when the engine speed is high or the brake pedal and the accelerator pedal are depressed. In order to prevent a sudden increase in speed, switching from the locked state to the unlocked state is restricted (prohibited) unless the brake pedal is depressed, that is, the brake is not turned on. That is, for example, if a predetermined condition that the brake is on is satisfied, switching from the locked state to the unlocked state is permitted.

JP 2001-39175 A JP 2005-313753 A JP-A-6-185609 Japanese Utility Model Publication No. 61-36753

  By the way, for example, when the switching operation from the unlocked state to the locked state is performed even before the vehicle is stopped, that is, while the vehicle is running, the rotating teeth of the parking lock device are changed from the unlocked state to the ratchet state at a relatively high vehicle speed. When the vehicle is decelerating, the ratchet state is set to the locked state. This ratchet state means that, for example, a lock tooth meshed with a rotating tooth moves toward the rotating tooth side to mesh with the rotating tooth, but the rotating tooth rotates to some extent, so that it is touched and repelled. This is a state where repeated so-called tooth skipping occurs and the rotating teeth cannot be engaged and the rotating teeth are not locked. When the rotating tooth is locked, at this moment, the rotating tooth receives the traveling energy of the corresponding vehicle, and a large drive system torsional energy is temporarily stored in the parking lock device. There is a case. When the switching operation from the locked state to the unlocked state is performed in a state where such energy is temporarily accumulated, for example, if a predetermined condition of brake on is satisfied, the rotating tooth is in the locked state to the unlocked state. Therefore, compared to receiving the running energy of the vehicle firmly when the rotating teeth are locked, the accumulated energy is released at a stroke so that it can be repelled, and the parking lock device has a large load ( Impact) may reduce the durability of the parking lock device. Such a problem is not publicly known, and it has not yet been proposed to appropriately control switching between a locked state and an unlocked state while the vehicle is running in order to suppress a decrease in durability of the parking lock device. .

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to appropriately control the switching between the locked state and the unlocked state while the vehicle is running, thereby improving the durability of the parking lock device. An object of the present invention is to provide a control device for a vehicle that can suppress a decrease in performance.

  To achieve the above object, the gist of the present invention is that: (a) Based on the driver's operation, the rotating teeth rotating together with the wheels are engaged with the locking teeth and the locking states are released. A vehicle control device having a parking lock device for switching to a non-locked state, wherein (b) when an operation is performed by the driver to set the rotating teeth to the locked state during vehicle travel, At a vehicle speed that is equal to or lower than a first determination vehicle speed set in advance, the switching of the rotating teeth to the unlocked state is prohibited.

  In this way, when the driver performs an operation for bringing the rotating teeth into the locked state while the vehicle is running, the vehicle speed of the rotating teeth is less than a preset first determination vehicle speed. Since switching to the unlocked state is prohibited, for example, a large amount of torsional energy of the drive system is temporarily stored in the parking lock device that receives the traveling energy of the vehicle by locking the rotating teeth during traveling of the vehicle. In this state, it is avoided that the rotating tooth is switched to the unlocked state. Therefore, it is avoided that the accumulated large energy is released at once when the rotating tooth is unlocked, and the load (impact) applied to the parking lock device is reduced, thereby reducing the durability of the parking lock device. Can be suppressed. Thereby, the reliability of the parking lock device is improved.

  Here, preferably, the first determination vehicle speed is higher than a predetermined engagement vehicle speed that is changed from a ratchet state in which a tooth skip of the lock tooth meshed with the rotary tooth occurs during the traveling of the vehicle to the locked state. The vehicle speed is higher by a predetermined value. In this way, when the rotating tooth is changed from the ratchet state to the locked state, switching of the rotating tooth to the unlocked state is prohibited, so that a large drive system torsional energy is temporarily stored in the parking lock device. It is appropriately avoided that the rotating tooth is switched to the unlocked state in the state where it has fallen.

  Preferably, when an operation for setting the rotating teeth to the locked state is performed by the driver during traveling of the vehicle, a preset second determination vehicle speed lower than the first determination vehicle speed is set. The vehicle speed is to prohibit switching of the rotating teeth to the unlocked state. In this way, for example, when the driver performs an operation for bringing the rotating teeth into the locked state during traveling of the vehicle, the vehicle rotates at a vehicle speed that is lower than the first determination vehicle speed and higher than the second determination vehicle speed. Since the switching of the teeth to the unlocked state is prohibited, it is avoided that the rotating teeth are switched to the unlocked state in a state where large torsional energy of the driving system is temporarily accumulated in the parking lock device.

  Preferably, the second determination vehicle speed is a vehicle speed lower than a predetermined engagement vehicle speed that is changed from a ratchet state in which a tooth skip of the lock tooth meshed with the rotating tooth occurs during vehicle travel to the locked state. It is. In this way, when the rotating tooth is changed from the ratchet state to the locked state, switching of the rotating tooth to the unlocked state is prohibited, so that a large drive system torsional energy is temporarily stored in the parking lock device. In the state, it is appropriately avoided that the rotating tooth is switched to the unlocked state.

  Preferably, the second determination vehicle speed is higher than the zero determination vehicle speed. In this way, for example, when the vehicle speed is set to zero determination vehicle speed, it is possible to permit switching of the rotating teeth to the unlocked state.

  Preferably, until the predetermined time elapses after the vehicle speed becomes less than the second determination vehicle speed, or until the predetermined time elapses after the vehicle stops, the rotating teeth are in the unlocked state. It is to prohibit the switching of. In this way, until the rotating teeth are locked while the vehicle is running and receiving the running energy of the vehicle, the torsional energy of the large drive system temporarily stored in the parking lock device is reliably reduced. This avoids the rotating tooth being switched to the unlocked state. Therefore, the load (impact) applied to the parking lock device when the rotating teeth are unlocked is further reduced. In another aspect, even after the vehicle speed becomes less than the second determination vehicle speed, there is a possibility that a vehicle speed equal to or higher than the second determination vehicle speed may be detected in accordance with the vibration cycle due to, for example, torsional vibration due to torsional energy of the drive system. is there. Therefore, in order to guarantee the stop of the vehicle, the rotating tooth is not locked until the predetermined time elapses after the vehicle speed becomes less than the second determination vehicle speed or until the predetermined time elapses after the vehicle stops. Switching to the state is prohibited.

  Preferably, the vehicle operates the parking lock device based on an operation signal indicating an operation state of the operation device for switching between the locked state and the non-locked state of the rotating tooth, and the locked state. And switching between the unlocked state and the non-locked state are electrically controlled, and the switching operation of the parking lock device is electrically prohibited, thereby prohibiting the switching of the rotating teeth to the unlocked state. is there. In this way, the switching of the rotating teeth to the unlocked state can be reliably prohibited.

  Preferably, the vehicle includes an operation device having a parking lock position for setting the rotating tooth in the locked state and a non-parking lock position for setting the non-locked state. The parking lock device is operated in a mechanically interlocked position, and the operation itself of the operation device from the parking lock position to the non-parking lock position is mechanically prohibited to Switching to the unlocked state is prohibited. In this way, the switching of the rotating teeth to the unlocked state can be reliably prohibited.

  Preferably, the vehicle includes a vehicle power transmission device in a power transmission path from a power source to the drive wheels. As this power source, for example, a gasoline engine such as an internal combustion engine that generates power by combustion of fuel, a diesel engine, or the like is preferably used. However, other prime movers such as an electric motor may be employed alone or in combination with the engine. it can.

  Preferably, the vehicle power transmission device includes a transmission mechanism unit alone, a torque converter, a transmission mechanism unit having a plurality of transmission ratios, or a speed reduction mechanism unit and a differential mechanism unit in addition to the transmission mechanism unit. The In this speed change mechanism portion, a plurality of gear stages (shift speeds) are alternatively achieved by selectively connecting the rotating elements of a plurality of sets of planetary gear devices by an engagement device, for example, forward four speeds, forward Various planetary gear type automatic transmissions having 5 speeds, 6 forward speeds, and more, etc., and a plurality of pairs of transmission gears that always mesh with each other between two shafts, and any of these multiple pairs of transmission gears Is a synchronous mesh type parallel twin-shaft transmission that is alternatively in a power transmission state by a synchronizer, and the gear stage is automatically controlled by a synchronizer driven by a hydraulic actuator, although it is a synchronous mesh type parallel twin-shaft transmission. A synchronous mesh type parallel twin-shaft automatic transmission that can be switched to a transmission belt, a transmission belt that functions as a power transmission member is wound around a pair of variable pulleys having a variable effective diameter, and the gear ratio is continuously steplessly Can be changed An automatic transmission that is a so-called belt-type continuously variable transmission, a pair of cones that are rotated around a common axis and a plurality of rollers that can rotate around the axis are sandwiched between the pair of cones. The automatic transmission, which is a so-called traction type continuously variable transmission in which the transmission gear ratio is variable by changing the crossing angle between the rotation center of the roller and the shaft center, the power from the engine, the first electric motor and the output A main part of the power from the engine is provided by a differential action of the differential mechanism including a differential mechanism constituted by, for example, a planetary gear device that distributes the shaft and a second electric motor provided on the output shaft of the differential mechanism Is electrically transmitted to the drive wheel side, and the remainder of the power from the engine is electrically transmitted using an electrical path from the first motor to the second motor. As a step transmission Automatic transmission ability, or composed of an automatic transmission capable of transmitting power to the electric motor is mounted on a so-called parallel hybrid vehicle provided in such an engine shaft and the output shaft.

  Preferably, the rotating teeth of the parking lock device are fixed to, for example, the output rotating member of the speed change mechanism unit, but are not connected to other rotating members of the direct connection range held in a power transmission state with respect to the drive wheels. It can also be fixed.

1 is a diagram illustrating a schematic configuration of a power transmission path that constitutes a vehicle to which the present invention is applied, and is a block diagram illustrating a main part of a control system provided in the vehicle for controlling a parking lock device and the like. is there. It is a figure which shows an example of the shift operation apparatus which switches a multiple types of shift range by artificial operation in a transmission mechanism part. It is a figure which shows an example of the parking lock apparatus which blocks | prevents rotation of a driving wheel mechanically. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. It is a flowchart explaining the control action for suppressing the principal part of the control action of an electronic controller, ie, the durability fall of a parking lock device. It is a time chart which shows an example at the time of performing the control action shown to the flowchart of FIG. FIG. 7 is a flowchart for explaining a main part of the control operation of the electronic control device, that is, a control operation for suppressing a decrease in durability of the parking lock device, and is another embodiment corresponding to the flowchart of FIG. 5. It is a time chart which shows an example at the time of performing the control action shown to the flowchart of FIG. FIG. 4 is a diagram illustrating an example of a shift operation device that switches a plurality of types of shift ranges by an artificial operation in a transmission mechanism, and is an embodiment different from FIG. 2. It is a figure which shows an example of the parking lock apparatus which mechanically blocks | prevents rotation of a drive wheel, Comprising: It is an Example different from FIG. FIG. 5 is a functional block diagram for explaining a main part of a control function by the electronic control device of FIG. 1, which is an embodiment different from FIG. 4. FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control device, that is, a control operation for suppressing a decrease in durability of the parking lock device, and is another embodiment corresponding to the flowchart of FIG. 7. It is a time chart which shows an example at the time of performing the control action shown to the flowchart of FIG.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 14 constituting a vehicle 10 to which the present invention is applied, and also for the vehicle 10 to control a parking lock device 16 and the like. It is a block diagram explaining the principal part of the provided control system. In FIG. 1, the vehicle 10 includes a parking lock device 16, a transmission mechanism unit 18, a shift operation device 30, and the like, and adopts a shift-by-wire (SBW) system that switches the shift position (shift range) of the transmission mechanism unit 18 by electrical control. is doing. The transmission mechanism unit 18 is preferably used in, for example, an FF (front engine / front drive) type vehicle that is placed horizontally in the vehicle, and uses the power of the engine 12 that is an internal combustion engine as a driving power source for traveling. From an output gear 22 as an output rotating member of the speed change mechanism portion 18 constituting one of the counter gear pair 20 to a counter gear pair 20 as a power transmission device, a final gear pair 24, a differential gear device (differential gear) 26, and A pair of axles (drive shaft (D / S)) 28 and the like are sequentially transmitted to the pair of drive wheels 14. The transmission mechanism 18, the counter gear pair 20, the final gear pair 24, the differential gear device (differential gear) 26 and the like constitute a transaxle (T / A).

  Further, the vehicle 10 is provided with an electronic control device 80 including a control device for controlling the operating state of the parking lock device 16. The electronic control unit 80 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. By performing signal processing, output control of the engine 12, shift control of the transmission mechanism unit 18, shift range switching control of the transmission mechanism unit 18 using a shift-by-wire system, switching control of the operating state of the parking lock device 16, etc. Execute.

The electronic control unit 80 corresponds to the shift position P _SH from the shift sensor 36 and the select sensor 38 (see FIG. 2), which are position sensors for detecting the operation position (shift position) P _SH of the shift lever 32, for example. A shift lever position signal as an operation signal, and a P switch 34 as an operation device that is operated by the user to switch the shift range of the transmission mechanism 18 between a parking range (P range) and a non-P range other than the parking range. The P switch signal as an operation signal indicating the operation state of the parking lock, the parking lock of the parking lock device 16 for operating or releasing the parking lock and switching the shift range of the transmission mechanism unit 18 between the P range and the non-P range. P position signal indicating the operating state, transmission mechanism 1 from the vehicle speed sensor 40 A vehicle speed signal representing the vehicle speed V corresponding to the output rotational speed of the vehicle, and a brake representing the brake pedal on when the foot brake pedal 42 from the brake switch 44 for detecting whether or not the foot brake pedal 42 which is a service brake is operated is operated. The operation signal B _{ON and the} like are respectively supplied.

  The electronic control unit 80 also switches, for example, an engine output control command signal for output control of the engine 12, a shift control command signal for shift control of the transmission mechanism 18, and a shift range of the transmission mechanism 18. A shift range switching control command signal, an indicator (display device) 46, a shift range display signal for displaying the shift range switching state in the transmission mechanism 18 and a parking lock display signal for displaying the parking lock state, A P switching control command signal or the like for switching control of the parking lock device 16 is output.

For example, the electronic control unit 80 outputs a shift range switching control command to the transmission mechanism unit 18 based on a shift lever position signal corresponding to the shift position P _SH from the shift sensor 36 and the select sensor 38 to switch the shift range. Further, the electronic control unit 80 controls the operation of the parking lock device 16 in order to switch the shift range of the speed change mechanism 18 between the P range and the non-P range based on the P switch signal from the P switch 34. The parking lock is activated or released electrically. Further, the electronic control unit 80 determines whether the shift range of the transmission mechanism unit 18 is the P range or the non-P range based on the P position signal indicating the parking lock operating state from the parking lock device 16. Further, the electronic control unit 80 outputs a display signal for displaying the state of the shift range to the indicator 46. The indicator 46 displays the shift range state based on the display signal output from the electronic control unit 80.

FIG. 2 is a diagram illustrating an example of a shift operation device 30 as a switching device (operation device) for switching a plurality of types of shift ranges by an artificial operation in the transmission mechanism unit 18. The shift operating device 30 is, for example, disposed near the driver's seat, automatically returns to Solving operator ie operating force of momentary being operated to a plurality of shift positions P _SH original position (initial position) A shift lever 32 is provided as an automatic return type operator. Further, the shift operating device 30 according to the present embodiment is provided with a P switch 34 as a momentary type operating element for locking the parking mechanism (P range) as a shift range of the transmission mechanism unit 18 in the vicinity of the shift lever 32. It is provided as a switch.

As shown in FIG. 2, the shift lever 32 has three shift positions P _SH arranged in the front-rear direction or the vertical direction of the vehicle, that is, the vertical direction, R position (R position), N position (N position), D position ( D position), and M position (M position) and B position (B position) arranged in parallel to each other, the shift lever position signal corresponding to the shift position P _SH is electronically controlled. Output to the device 80. The shift lever 32 can be operated in the vertical direction between the R position, the N position and the D position, and can be operated in the vertical direction between the M position and the B position. And the B position can be operated in the lateral direction of the vehicle perpendicular to the longitudinal direction.

  The P switch 34 is, for example, a momentary push button switch, and outputs a P switch signal to the electronic control device 80 every time the user performs a push operation. For example, if the P switch 34 is pressed when the shift range of the speed change mechanism unit 18 is in the non-P range, the P switch signal indicates that a predetermined condition such as the vehicle speed V is equal to or less than the P lock permission vehicle speed Vp is satisfied. Based on the above, the shift range is set to the P range. The P range is a parking range in which the power transmission path in the transmission mechanism unit 18 is interrupted, and the parking lock that mechanically blocks the rotation of the drive wheels 14 is executed by the parking lock device 16.

The M position of the shift operating device 30 is the initial position (home position) of the shift lever 32, and even if the shift operation is performed to a shift position P _SH (R, N, D, B position) other than the M position, the driver If the shift lever 32 is released, that is, if there is no external force acting on the shift lever 32, the shift lever 32 returns to the M position by a mechanical mechanism such as a spring. Shifting the shift operating device 30 is when it is a shift operation to the shift position P _SH is corresponding to the shift position P _SH after the shift operation based on the shift lever position signal corresponding to the shift position P _SH by the electronic control unit 80 The range is switched to, and the current shift position _PSH, that is, the shift range state of the transmission mechanism 18 is displayed on the indicator 46.

Explaining each shift range, the R range selected when the shift lever 32 is shifted to the R position is a reverse travel range in which a driving force for moving the vehicle backward is transmitted to the drive wheels. Further, the neutral range (N range) selected by shifting the shift lever 32 to the N position is a neutral range for setting the neutral state in which the power transmission path in the transmission mechanism unit 18 is interrupted. The D range selected when the shift lever 32 is shifted to the D position is a forward travel range in which a driving force for moving the vehicle forward is transmitted to the drive wheels 38. For example, when the shift range is the P range, the electronic control unit 80 determines a predetermined shift position P _SH (specifically, R) that releases the movement prevention (parking lock) of the vehicle 10 based on the shift lever position signal. If it is determined that the shift operation has been performed to the position, N position, or D position), P switching to release the parking lock to the parking lock device 16 if a predetermined condition such as brake on is satisfied. A control command signal is output to release the parking lock. Then, the electronic control unit 80 switches to the shift range corresponding to the shift position _PSH after the shift operation.

  The B range selected when the shift lever 32 is shifted to the B position is a decelerating forward travel range (engine brake range) in which the engine braking effect is exerted in the D range and the rotation of the drive wheels 14 is decelerated. . Therefore, the electronic control unit 80 invalidates the shift operation even if the shift lever 32 is shifted to the B position when the current shift range is a shift range other than the D range. The shift operation to is enabled. For example, even if the driver performs a shift operation to the B position in the P range, the shift range is continued as the P range.

In the shift operation device 30 of this embodiment, when the external force acting on the shift lever 32 disappears, the shift operation device 30 returns to the M position, so that it is possible to recognize the currently selected shift range simply by viewing the shift position P _SH of the shift lever 32. I can't. Therefore, an indicator 46 is provided at a position that is easy for the driver to see, and is displayed on the indicator 46 even when the shift range being selected is the P range.

In this embodiment, so-called shift-by-wire is adopted, and the shift operation device 30 is divided into the first direction P1 that is the vertical direction and the second direction P2 that is the horizontal direction that intersects the direction (orthogonal in FIG. 2). Since the shift operation is performed two-dimensionally, in order to output the shift position P _SH as a detection signal of the position sensor to the electronic control unit 80, the first direction detection unit that detects the shift operation in the first direction P1 is used. A shift sensor 36 and a select sensor 38 as a second direction detection unit for detecting a shift operation in the second direction P2 are provided. Both the shift sensor 36 and the select sensor 38 output a voltage as a detection signal (shift lever position signal) corresponding to the shift position _PSH to the electronic control unit 80, and the electronic control unit 80 is based on the detection signal voltage. Recognize (determine) the shift position _PSH . That is, the first direction detection unit (shift sensor 36) and the second direction detection unit (select sensor 38) constitute a shift position detection unit that detects the shift position _PSH of the shift operation device 30 as a whole. It can be said.

As an example of the recognition of the shift position P _SH , the detection signal voltage V _SF of the shift sensor 36 is a first direction first position P1_1 indicating the R position, a first direction second position P1_2 indicating the M position or the N position, And voltage levels (voltages in the low range, mid range, and high range) corresponding to each position in the first direction third position P1_3 indicating the B position or the D position. Further, the detection signal voltage V _SL of the select sensor 38, the second direction first position P2_1 showing the M position or B position, and R position, N position, or the position of the second direction second position P2_2 showing the D position The voltage level corresponds to (each voltage in the low range and high range). By detecting the detection signal voltages V _SF and V _SL changing in this way, the electronic control unit 80 recognizes the shift position P _SH (R, N, D, M, B position) by the combination of each voltage level. .

  FIG. 3 is a diagram illustrating the configuration of the parking lock device 16 that mechanically blocks the rotation of the drive wheels 14. In FIG. 3, the parking lock device 16 includes a P lock mechanism (parking lock mechanism) 48, a P lock drive motor 50, an encoder 52, and the like, and prevents movement of the vehicle 10 based on a control signal from the electronic control device 80. It is an actuator that operates at

  The P lock drive motor 50 is configured by, for example, a switched reluctance motor (SR motor), and receives a command (control signal) from the electronic control device 80 to drive the P lock mechanism 48 by a shift-by-wire system. The encoder 52 is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The encoder 52 rotates integrally with the P-lock drive motor 50, detects the rotation status of the SR motor, and indicates the rotation status. That is, a pulse signal for obtaining a count value (encoder count) corresponding to the movement amount (rotation amount) of the P lock drive motor 50 is supplied to the electronic control unit 80. The electronic control unit 80 acquires a signal supplied from the encoder 52, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The P-lock mechanism 48 is linked to the shaft 54 that is rotationally driven by the P-lock drive motor 50, the detent plate 56 that rotates as the shaft 54 rotates, the rod 58 that operates as the detent plate 56 rotates, and the drive wheel 14. A parking gear 60 that rotates, a parking lock pawl 62 for preventing rotation of the parking gear 60, a detent spring 64 that restricts the rotation of the detent plate 56 and fixes the shift position, and rollers 66. . The parking gear 60 is not limited in the place where the driving wheel 14 is also locked when the parking gear 60 is locked. For example, the parking gear 60 is concentrically fixed to the output gear 22 of the transmission mechanism 18. (See FIG. 1).

  The detent plate 56 is operatively connected to the drive shaft of the P-lock drive motor 50 via the shaft 54, and is driven by the P-lock drive motor 50 together with the rod 58, the detent spring 64, the rollers 66, etc. to the P range. It functions as a parking lock positioning member for switching between a corresponding parking lock position and a non-parking lock position corresponding to each shift range other than the P range.

  FIG. 3 shows a state when the parking lock position is not set. In this state, since the parking lock pole 62 does not lock the parking gear 60, the rotation of the drive wheel 14 is not hindered by the P lock mechanism 48. From this state, when the shaft 54 is rotated in the direction of arrow C shown in FIG. 3 by the P-lock drive motor 50, the rod 58 is pushed in the direction of arrow A shown in FIG. The parking lock pole 62 is pushed up in the direction of arrow B shown in FIG. 3 by the taper member 68 provided at the tip. As the detent plate 56 rotates, one of the two valleys provided at the top of the detent plate 56, that is, the roller 66 of the detent spring 64 in the non-parking lock position, passes over the mountain 70 and the other valley, That is, it moves to the parking lock position. The roller 66 is provided on the detent spring 64 so as to be rotatable about its axis. When the detent plate 56 rotates until the roller 66 reaches the parking lock position, the parking lock pole 62 is pushed up to a position where it engages with the parking gear 60. Thereby, the rotation of the drive wheel 14 that rotates in conjunction with the parking gear 60 is mechanically blocked, and the shift range is switched to the P range.

  In this way, the parking lock device 16 locks the parking gear 60 as the rotating tooth rotating with the driving wheel 14 as the wheel and the parking lock pole 62 as the locking tooth meshes with the parking gear 60 based on the operation of the driver. Switch to the unlocked state where the locked state is released. In addition, instead of making the driving wheel 14 non-rotatable (locked state), the driven wheel (not shown) as a wheel may be made non-rotatable to prevent the vehicle 10 from moving. The parking lock device 16 is configured to switch the rotating tooth rotating together with the driven wheel between a locked state and an unlocked state based on the operation of the driver.

  Here, as a mode in which the shift range of the transmission mechanism unit 18 is changed from the non-P range to the P range and the parking lock is performed, as described above, for example, when the P switch 34 is pressed by a driver's operation ( The shift range of the transmission mechanism 18 is in the non-P range and the vehicle speed V is equal to or less than the P lock permission vehicle speed Vp (when the driver performs a non-P → P operation to lock the parking gear 60). The switching operation to the P range is executed when a predetermined condition such as is satisfied. Further, as a mode in which the shift range of the transmission mechanism 18 is changed from the P range to the non-P range and the parking lock is released, as described above, for example, the driver has operated the shift lever 32 to any position. Sometimes (when P → non-P operation for making the parking gear 60 unlocked is performed by the driver), the shift range of the speed change mechanism 18 is in the P range and the brake is on. This is a switching operation to the non-P range that is executed when the condition is satisfied.

  By the way, for example, when the P switch 34 is pressed while the vehicle is running, the shift range is set to the P range on the condition that the vehicle speed V is equal to or lower than the P lock permission vehicle speed Vp. At this time, for example, when the vehicle speed V exceeds the engagement vehicle speed Vc, the parking gear 60 of the parking lock device 16 is changed from the unlocked state to the ratchet state, and at the vehicle speed V equal to or lower than the engage vehicle speed Vc, the parking gear 60 is locked. At this time, if the vehicle is traveling, the parking gear 60 receives the traveling energy of the corresponding vehicle 10, and there is a possibility that large torsional energy of the drive system is temporarily stored in the parking lock device 16. Then, when such energy is temporarily stored in the parking lock device 16, for example, when the shift lever 32 is operated to any position, the parking gear 60 is provided on condition that the brake is turned on. Is changed from the locked state to the unlocked state. When the parking lock device 16 (for example, the parking gear 60) is locked, when the parking lock device 16 is set to the unlocked state, the accumulated energy can be repelled as compared to receiving the traveling energy of the vehicle 10 firmly. As a result, the parking lock device 16 may be subjected to a large load (impact) and the durability of the parking lock device 16 may be reduced. The engagement vehicle speed Vc is, for example, a predetermined design vehicle speed at which the parking gear 60 is locked from the ratchet state. The ratchet state means that when the shift range is set to the P range, for example, the parking lock pole 62 engaged with the parking gear 60 is pushed up toward the parking gear 60, but the parking gear 60 is rotated to some extent. Therefore, simply repeating contact and bounce causes a skipping of the parking lock pole 62, which does not mesh with the parking gear 60, and is not in a locked state.

  When the torsional energy of the drive system temporarily stored in the parking lock device 16 becomes the largest, for example, when the driver performs a non-P → P operation while the vehicle is running, the parking gear 60 is locked. This is considered to be the moment when the traveling energy of the vehicle 10 is received. Therefore, in order to suppress a decrease in the durability of the parking lock device 16, it is only necessary that the parking gear 60 is not changed from the locked state to the unlocked state when the torsional energy of the drive system is large. It may be considered that the switching of the parking gear 60 to the non-locked state is prohibited at the moment when it is set or in the vicinity of the locked state. Therefore, in this embodiment, when the driver performs a non-P → P operation to lock the parking gear 60 while the vehicle is running, a vehicle speed within a predetermined range that is close to the engagement vehicle speed Vc including the engagement vehicle speed Vc. In V, even if a predetermined condition such as brake on is satisfied, switching of the parking gear 60 to the unlocked state is prohibited.

  For example, when a non-P → P operation is performed by the driver while the vehicle is traveling, the parking gear 60 is brought into an unlocked state at a vehicle speed V that is equal to or lower than a first determination vehicle speed Va that is a predetermined value higher than the engagement vehicle speed Vc. Switching is prohibited. Further, when a non-P → P operation is performed by the driver while the vehicle is running, the vehicle speed is lower than the engagement vehicle speed Vc lower than the first determination vehicle speed Va and higher than the zero determination vehicle speed V0 (= 0). At a vehicle speed V that is equal to or higher than the second determination vehicle speed Vb, switching of the parking gear 60 to the unlocked state is prohibited. That is, when a non-P → P operation is performed by the driver while the vehicle is running, a vehicle speed V (Va ≧ V) within a predetermined range that is equal to or lower than the first determination vehicle speed Va and the second determination vehicle speed Vb across the engagement vehicle speed Vc. In ≧ Vb), even if a predetermined condition such as brake on is satisfied, switching of the parking gear 60 to the unlocked state is prohibited.

  The first determination vehicle speed Va is set to a desired shift range, for example, when a driver performs a mistaken operation for non-P → P operation while driving, and a correction operation for P → non-P operation is performed by the driver. From the viewpoint that it is necessary to switch to the vehicle speed, the vehicle speed is preset in advance by a predetermined value (Va-c) higher than the engaged vehicle speed Vc. However, the first determination vehicle speed Va and the engagement vehicle speed Vc are determined and determined in advance so that switching of the parking gear 60 to the non-lock state is securely prohibited in the vicinity of the engagement vehicle speed Vc even during sudden braking or the like. A vehicle speed difference corresponding to a predetermined value (Va-c) is provided. The second determination vehicle speed Vb may basically be the zero determination vehicle speed V0. However, when the vehicle 10 is completely stopped when the vehicle speed V becomes the zero determination vehicle speed V0, switching of the parking gear 60 to the unlocked state is prohibited. The engagement vehicle speed Vc to the vehicle completeness is required in order to ensure that the parking gear 60 is prohibited from being switched to the unlocked state in the vicinity of the engagement vehicle speed Vc. It is set in advance (Vc> Vb> 0) during the stop (V = 0). Note that the engagement vehicle speed Vc is a design vehicle speed until the tiredness, and the vehicle speed V that is actually locked from the ratchet state due to variations in the parking lock device 16 or the like may not necessarily be the engagement vehicle speed Vc. Therefore, the vehicle speed V (Va ≧ V ≧ Vb) in the predetermined range may be set in consideration of this.

  Further, in this embodiment, since a shift-by-wire (SBW) method for switching the shift range of the speed change mechanism unit 18 by electric control is adopted, the parking lock device 16 when the driver performs a P → non-P operation. The switching operation of the parking gear 60 is prohibited by electrically prohibiting the switching operation.

More specifically, FIG. 4 is a functional block diagram illustrating the main part of the control function by the electronic control unit 80. In FIG. 4, the shift position determination unit, that is, the shift position determination means 82 determines the shift position P _SH requested by the driver based on the detection signal voltages V _SF and V _SL from the shift sensor 36 and the select sensor 38. This is also to determine whether or not the driver has performed a P → non-P operation. Further, the shift position determination means 82 determines whether or not a non-P → P operation has been performed by the driver based on the P switch signal from the P switch 34. Further, the shift position determination means 82 determines whether the shift range of the transmission mechanism unit 18 is the P range or the non-P range based on the P position signal indicating the parking lock operating state from the parking lock device 16. .

  The vehicle travel state determination unit, that is, the vehicle travel state determination unit 84 determines whether or not the vehicle speed V is equal to or lower than the first determination vehicle speed Va. Further, the vehicle travel state determination unit 84 determines whether or not the vehicle speed V is equal to or higher than the second determination vehicle speed Vb. Further, the vehicle running state determination means 84 determines whether or not the vehicle speed V is less than the second determination vehicle speed Vb, or whether or not the vehicle speed V is the zero determination vehicle speed V0.

The shift range switching control unit, that is, the shift range switching control unit 86 performs switching to the shift range corresponding to the shift position _PSH determined by the shift position determination unit 82. The shift range switching control means 86 determines that the shift position determination means 82 determines that the shift range is a non-P range and that the driver has performed a non-P → P operation. If the condition that the vehicle speed is equal to or lower than the P lock permission vehicle speed Vp is satisfied, the parking lock device 16 is operated to activate the parking lock, and the shift range is switched from the non-P range to the P range. Further, the shift range switching control means 86 determines that, for example, the brake is turned on when the shift position determination means 82 determines that the shift range is the P range and the driver has performed a P → non-P operation. If the condition is satisfied, the parking lock device 16 is operated to release the parking lock, and the shift range is switched from the P range to the non-P range.

  However, in this embodiment, the shift range switching control means 86 determines that the shift range is the P range by the shift position determination means 82, and the vehicle running state determination means 84 determines that the vehicle speed V is equal to or lower than the first determination vehicle speed Va. When it is determined that the vehicle speed is equal to or higher than 2 determination vehicle speed Vb, for example, it is determined that the condition that the brake is on is satisfied and the shift position determination means 82 determines that the driver has performed a P → non-P operation. Even in such a case, the operation of the parking lock device 16 is prohibited, and the release of the parking lock (switching of the parking gear 60 to the unlocked state), that is, switching of the shift range from the P range to the non-P range is prohibited. The shift range switching control means 86 determines that the vehicle speed V is less than the second determination vehicle speed Vb by the vehicle running state determination means 84 or the vehicle speed V when the operation of the parking lock device 16 is prohibited. Is determined to be the zero determination vehicle speed V0, the prohibition of operation of the parking lock device 16 is released. As a result, the shift range switching control means 86 satisfies the condition that the brake is turned on, for example, and if the shift position determination means 82 determines that the P → non-P operation is performed by the driver, the parking lock (Switching the parking gear 60 to the unlocked state), that is, switching the shift range from the P range to the non-P range.

  FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control device 80, that is, a control operation for suppressing a decrease in durability of the parking lock device 16, for example, an extremely short cycle time of about several milliseconds to several tens of milliseconds. Will be executed repeatedly. In the flowchart of FIG. 5, for example, it is assumed that the vehicle 10 is traveling. FIG. 6 is a time chart when the control operation shown in the flowchart of FIG. 5 is executed. The time chart of FIG. 6 shows a case where the driver performs a non-P → P operation and switches from the non-P range to the P range during deceleration of the vehicle 10 when the brake is on.

  In FIG. 5, first, in a step (hereinafter, step is omitted) S10 corresponding to the shift position determination means 82, the transmission mechanism 18 is operated based on the P position signal indicating the parking lock operating state from the parking lock device 16. It is determined whether or not the shift range is the P range. In S20 corresponding to the vehicle running state determination means 84, it is determined whether or not the vehicle speed V is equal to or lower than the first determination vehicle speed Va. Similarly, in S30 corresponding to the vehicle running state determination means 84, it is determined whether or not the vehicle speed V is equal to or higher than the second determination vehicle speed Vb. If the determination in any one of S10 to S30 is negative, this routine is terminated (before time t1 in FIG. 6). On the other hand, if any of S10 to S30 is affirmed, the operation of the parking lock device 16 is prohibited in S40 corresponding to the shift range switching control means 86 (from time t1 to time t2 in FIG. 6). Thus, for example, even when the brake is turned on and the driver performs a P → non-P operation, the parking lock is released (the parking gear 60 is switched to the non-locked state), that is, from the P range of the shift range. Switching to the non-P range is prohibited. Next, in S50 corresponding to the vehicle running state determination means 84, whether or not the vehicle speed V is less than the second determination vehicle speed Vb, or whether or not the vehicle speed V is the zero determination vehicle speed V0 (that is, whether or not the vehicle has stopped). ) Is determined. If the determination in S50 is negative, the process returns to S40. If the determination is positive, in S60 corresponding to the shift range switching control means 86, the prohibition of operation of the parking lock device 16 executed in S40 is released. (After time t2 in FIG. 6 or after time t3). Thus, for example, when the brake is turned on and the driver performs a P → non-P operation, the parking lock is released (the parking gear 60 is switched to the non-locked state), that is, the shift range from the P range to the non-P Switching to the range is performed.

  As described above, according to the present embodiment, when the driver performs an operation for locking the parking gear 60 while the vehicle is running, the parking speed is set at the vehicle speed V that is equal to or lower than the first determination vehicle speed Va. Since the switching of the gear 60 to the unlocked state is prohibited, for example, the parking gear 60 is locked while the vehicle is running and the parking lock device 16 receives a running energy of the vehicle 10 so that a large twisting energy of the drive system is generated. It is avoided that the parking gear 60 is switched to the unlocked state in the temporarily accumulated state. Therefore, it is avoided that the stored large energy is released at once when the parking gear 60 is unlocked, the load (impact) applied to the parking lock device 16 is reduced, and the durability of the parking lock device 16 is reduced. Deterioration can be suppressed. Thereby, the reliability of the parking lock device 16 is improved.

  Further, according to this embodiment, the first determination vehicle speed Va is a vehicle speed that is a predetermined value (Va-c) higher than the engagement vehicle speed Vc. In this way, when the parking gear 60 is changed from the ratchet state to the locked state, switching of the parking gear 60 to the unlocked state is prohibited, so that large torsional energy of the drive system is temporarily applied to the parking lock device 16. The parking gear 60 is appropriately prevented from being switched to the unlocked state in the state accumulated in the vehicle.

  Further, according to the present embodiment, when the driver performs an operation for locking the parking gear 60 while the vehicle is running, the vehicle becomes equal to or higher than the second determination vehicle speed Vb, which is lower than the first determination vehicle speed Va. At the vehicle speed V, switching of the parking gear 60 to the unlocked state is prohibited. In this way, for example, when the driver performs an operation for locking the parking gear 60 during vehicle travel, the vehicle speed V is equal to or lower than the first determination vehicle speed Va and equal to or higher than the second determination vehicle speed Vb. Since switching of the parking gear 60 to the unlocked state is prohibited, the parking gear 60 may be switched to the unlocked state in a state where a large amount of torsional energy of the drive system is temporarily stored in the parking lock device 16. Avoided.

  Further, according to this embodiment, the second determination vehicle speed Vb is a vehicle speed V lower than the engagement vehicle speed Vc. In this way, when the parking gear 60 is changed from the ratchet state to the locked state, switching of the parking gear 60 to the unlocked state is prohibited, so that a large drive system torsional energy is temporarily applied to the parking lock device 16. It is appropriately avoided that the parking gear 60 is switched to the unlocked state in the accumulated state.

  Further, according to this embodiment, the second determination vehicle speed Vb is a vehicle speed V higher than the zero determination vehicle speed V0. In this way, for example, when the vehicle speed V is set to the zero determination vehicle speed V0, the parking gear 60 can be permitted to be switched to the unlocked state.

  Further, according to the present embodiment, the vehicle 10 has an operation signal (shift lever position signal, P switch signal, etc.) indicating an operation state of the shift operation device 30 for switching between a locked state and an unlocked state of the parking gear 60. The parking lock device 16 is actuated based on this to electrically control the switching between the locked state and the non-locked state. The switching operation of the parking lock device 16 is electrically prohibited, so that the parking gear 60 Switching to the unlocked state is prohibited. In this way, switching of the parking gear 60 to the unlocked state can be reliably prohibited.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the above-described embodiment, when a non-P → P operation is performed by the driver while the vehicle is running, the brake is applied at the vehicle speed V that is equal to or lower than the first determination vehicle speed Va and the second determination vehicle speed Vb across the engagement vehicle speed Vc. Even if a predetermined condition such as being on is satisfied, switching to the non-lock state by the driver's P → non-P operation is prohibited. In addition, when the vehicle speed V is less than the second determination vehicle speed Vb or the zero determination vehicle speed V0 when the switching to the unlocked state is prohibited, the prohibition to switch to the unlocked state is released. . By the way, after the parking gear 60 is changed from the ratchet state to the locked state, even if the vehicle speed V becomes lower than the second determination vehicle speed Vb or becomes the zero determination vehicle speed V0, a large amount of torsional energy of the drive system is accumulated for a while. Yes. Therefore, in the present embodiment, the parking gear 60 is prevented from being switched to the unlocked state until the torsional energy of the large drive system temporarily accumulated in the parking lock device 16 is reliably alleviated. In addition to the above-described embodiment, the predetermined time T1 from when the vehicle speed V becomes less than the second determination vehicle speed Vb until the predetermined time T1 elapses, or after the vehicle 10 stops when the vehicle speed V becomes the zero determination vehicle speed V0. Until the time elapses, switching of the parking gear 60 to the unlocked state is prohibited.

  In another aspect, after the parking gear 60 is changed from the ratchet state to the locked state, even if the vehicle speed V becomes less than the second determination vehicle speed Vb or becomes the zero determination vehicle speed V0, the torsional energy of the drive system is maintained for a while. For example, the vehicle speed V equal to or higher than the second determination vehicle speed or the vehicle speed V exceeding the zero determination vehicle speed V0 is detected according to the period of the torsional vibration as if the vehicle 10 is moving due to torsional vibration of the axle (D / S) 28. there is a possibility. Therefore, in this embodiment, since the switching of the parking gear 60 to the unlocked state is more reliably performed without being prohibited in the complete stop of the vehicle 10 at which the vehicle speed V becomes the zero determination vehicle speed V0, that is, the unlocked state. In order to guarantee the complete stop of the vehicle 10 when the prohibition of switching to the vehicle is released, parking is performed in a state in which torsional vibration due to torsional energy of the large drive system temporarily accumulated in the parking lock device 16 is reliably suppressed. In addition to the above-described embodiment, the vehicle speed V is zero until the predetermined time T1 elapses after the vehicle speed V becomes less than the second determination vehicle speed Vb so that the switching of the gear 60 to the unlocked state is permitted. Until the predetermined time T1 elapses after the vehicle 10 stops at the determination vehicle speed V0, switching of the parking gear 60 to the unlocked state is prohibited. For example, after the vehicle speed V becomes less than the second determination vehicle speed Vb or after the vehicle 10 stops, the torsional torque of the drive system (for example, the axle (D / S) 28) converges toward the predetermined time T1 toward zero. It is a prohibition release determination time that is determined experimentally in advance as the time until.

  Specifically, returning to FIG. 4, in addition to the above-described embodiment, the vehicle running state determination means 84 determines whether or not a predetermined time T1 has elapsed since the vehicle speed V became less than the second determination vehicle speed Vb, or It is determined whether or not a predetermined time T1 or more has elapsed since the vehicle speed V reached the zero determination vehicle speed V0. The shift range switching control means 86 determines that the vehicle speed V is less than the second determination vehicle speed Vb by the vehicle running state determination means 84 or the vehicle speed V when the operation of the parking lock device 16 is prohibited. Is determined to be the zero determination vehicle speed V0, and it is determined by the vehicle running state determination means 84 that the predetermined time T1 or more has elapsed since the vehicle speed V became less than the second determination vehicle speed Vb, or the vehicle speed V is When it is determined that the predetermined time T1 or more has elapsed since the vehicle has reached the zero determination vehicle speed V0, the prohibition of the operation of the parking lock device 16 is canceled.

  FIG. 7 is a flow chart for explaining a main part of the control operation of the electronic control device 80, that is, a control operation for suppressing a decrease in durability of the parking lock device 16, for example, an extremely short cycle time of about several milliseconds to several tens of milliseconds. Will be executed repeatedly. The flow chart of FIG. 7 is another embodiment corresponding to the flow chart of FIG. 5, and only the difference is that step S55 is added after step S50 in FIG. Therefore, description of other steps other than those directly related to step S55 is omitted. FIG. 8 is a time chart when the control operation shown in the flowchart of FIG. 7 is executed. The time chart of FIG. 8 shows a case where the driver performs a non-P → P operation while the vehicle 10 is decelerating when the brake is turned on and is switched from the non-P range to the P range.

  In FIG. 7, following S40, in S50 corresponding to the vehicle running state determination means 84, whether or not the vehicle speed V is less than the second determination vehicle speed Vb or whether or not the vehicle speed V is the zero determination vehicle speed V0 ( That is, whether or not the vehicle has stopped is determined. Similarly, in S55 corresponding to the vehicle running state determination means 84, whether or not a predetermined time T1 has elapsed since the vehicle speed V became less than the second determination vehicle speed Vb, or after the vehicle speed V became the zero determination vehicle speed V0. It is determined whether or not a predetermined time T1 or more has elapsed. If any of the determinations in S50 and S55 is negative, the process returns to S40. If both are positive, the parking lock device executed in S40 in S60 corresponding to the shift range switching control means 86. 16 is released (after time t4 in FIG. 8). Thus, for example, when the brake is turned on and the driver performs a P → non-P operation, the parking lock is released (the parking gear 60 is switched to the non-locked state), that is, the shift range from the P range to the non-P Switching to the range is performed.

  As described above, according to this embodiment, until the predetermined time T1 elapses after the vehicle speed V becomes less than the second determination vehicle speed Vb, or after the vehicle 10 stops (that is, the vehicle speed V is zero determination vehicle speed). Until the predetermined time T1 elapses (from V0), switching of the parking gear 60 to the unlocked state is prohibited. This ensures that the torsional energy of the large drive system temporarily stored in the parking lock device 16 is mitigated by the parking gear 60 being locked while the vehicle is running and receiving the running energy of the vehicle 10. Until this is done, the parking gear 60 is prevented from being switched to the unlocked state. Therefore, the load (impact) applied to the parking lock device 16 when the parking gear 60 is unlocked is further reduced. Further, from another viewpoint, switching to the non-locking state of the parking gear 60 is more reliably performed when the vehicle 10 is completely stopped when the vehicle speed V becomes the zero determination vehicle speed V0. That is, the complete stop of the vehicle 10 is guaranteed when the prohibition of switching to the unlocked state is cancelled. Therefore, switching of the parking gear 60 to the unlocked state is permitted in a state where torsional vibration due to torsional energy of the large drive system temporarily accumulated in the parking lock device 16 is reliably suppressed.

  In the first and second embodiments, the P switch 34 and the shift lever 32 for switching the parking gear 60 between the locked state and the unlocked state (that is, for switching the shift range between the P range and the non-P range). The parking lock device 16 is actuated based on the P switch signal and the shift lever position signal to electrically control the switching between the locked state and the unlocked state, and the operation of the parking lock device 16 is prohibited. Accordingly, switching of the parking gear 60 from the locked state to the unlocked state is prohibited. In this embodiment, instead of providing an actuator (parking lock device 16) for electrically switching between a locked state and an unlocked state of the parking gear 60, a parking lock position for bringing the parking gear 60 into a locked state. A shift operating device 100 having “P” and a non-parking lock position “non-P” for setting the unlocked state is provided, and the parking lock device 112 is operated in a mechanically interlocked manner with each position in the shift operating device 100. . Then, the operation of the shift operation device 100 from the parking lock position “P” to the non-parking lock position “non-P” is mechanically (physically) prohibited, so that the parking gear 60 is changed from the locked state to the unlocked state. Switching of is prohibited.

Specifically, FIG. 9 is a diagram illustrating an example of the shift operation device 100 as a switching device (operation device) that switches a plurality of types of shift ranges by an artificial operation in the transmission mechanism unit 18. The shift operating device 100 is disposed, for example, in the vicinity of the driver's seat, and according to a shift pattern as shown in FIG. 9A, a plurality of shift positions _PSH, that is, a parking position “P”, a reverse travel position “R”, a neutral position, A shift lever 102 is provided as an operator operated to the position “N”, the forward travel position “D”, and the M position “M”. For example, as shown in FIG. 9B, the shift lever 102 is disposed in a transaxle (T / A) case constituted by the speed change mechanism portion 18 and the like via an interlocking mechanism 104 such as a link or a cable. It is mechanically connected to the outer lever 106 and moves the spool of a manual valve (not shown) via the shaft 108 to switch the oil path of the hydraulic control circuit of the transmission mechanism 18. The shift position P _SH is detected by a neutral start switch 110 that detects the rotation angle of the outer lever 106. However, since it is only necessary to determine whether or not the parking gear 60 is locked (P range, P position), it is not essential that each shift position P _SH of the shift lever 102 can be detected. In addition, the shift position P _SH can be detected by a switch or the like provided in the shift operation device 100.

  When the shift lever 102 is operated to the travel position for traveling the vehicle in the reverse travel position “R”, the forward travel position “D”, or the M position “M”, for example, the transmission mechanism 18 can transmit power. Power transmission is possible. Further, when the shift lever 102 is operated to the non-traveling position of the parking position “P” and the neutral position “N”, for example, the speed change mechanism unit 18 is in a power transmission cut-off state that cuts off power transmission. Further, in the parking position “P”, the parking gear device 112 shown in FIG. 10 mechanically prevents the output gear 22 and further the drive wheel 14 from rotating.

  The parking lock device 112 includes a parking gear 60 as a P-lock mechanism, a lock pawl 114 that is engaged with the parking gear 60 and prevents the output gear 22 from rotating, a lock cam 116, and a support pin 118. The lock pole 114 can be rotated around the support pin 118 by a lock cam 116. The lock cam 116 is mechanically moved in the direction of the axis C along with the rotation of the shaft 108 (see FIG. 9), for example, and when the shift lever 102 is operated to the parking position “P”, The lock pole 114 is rotated to the meshing position where it engages with the parking gear 60.

  Thus, in the shift operation device 100, the parking position “P” is the parking lock position “P” for locking the parking gear 60, and the reverse drive position “R”, the neutral position “N”, the forward drive The travel position “D” and the M position “M” are non-parking lock positions “non-P” for making the parking gear 60 unlocked. In the shift operation device 100, the shift lever 102 is moved from the parking lock position “P” for prohibiting (blocking) the operation from the parking lock position “P” to the non-parking lock position “non-P”. A P shift lock mechanism 120 is provided for operating (actuating) a P shift lock that prohibits the movement.

  Returning to FIG. 9, the P shift lock mechanism 120 includes a shift lock solenoid 122 and a shift lock lever 124. The shift lock lever 124 can be rotated, for example, around a fulcrum (not shown). When the shift lock solenoid 122 is not energized, it is pressed in the P shift lock operation direction by the spring force of the spring (not shown). It has been. As a result, the P shift lock is activated, and the shift lever 102 is physically prohibited (blocked) from the parking position “P” (parking lock position “P”). On the other hand, when a predetermined condition is satisfied by turning on the brake or the like, the shift lock solenoid 122 is energized, and the shift lock lever 124 is rotated in the P shift lock release direction. As a result, the P shift lock is released and the shift lever 102 can be moved from the parking position “P” (parking lock position “P”). In this embodiment, as described above, a P shift lock is provided for restricting the movement of the shift lever 102 from the parking position “P” based on a predetermined condition. A shift lock for restricting movement to “P” is not particularly provided. That is, conditions for setting the shift range to the P range such that the vehicle speed V is equal to or lower than the P lock permission vehicle speed Vp as in the shift-by-wire system of the first and second embodiments are not set.

More specifically, FIG. 11 is a functional block diagram for explaining a main part of the control function by the electronic control unit 80. In FIG. 11, the shift position determination means 82 determines the shift position P _SH based on the rotation angle of the outer lever 106 detected by the neutral start switch 110 instead of the first and second embodiments. This is because it is determined whether or not a P → non-P operation has been performed by the driver, whether or not a non-P → P operation has been performed by the driver, and the shift range of the transmission mechanism unit 18 is determined. It is also determined whether it is the P range or the non-P range, that is, whether the shift position of the shift lever 102 is the parking lock position “P” or the non-parking lock position “non-P”.

  The P shift lock control unit, that is, the P shift lock control means 88, determines that the shift range is the P range by the shift position determination means 82, and the vehicle running state determination means 84 determines that the vehicle speed V is equal to or lower than the first determination vehicle speed Va and the second. If it is determined that the vehicle speed is equal to or higher than the determination vehicle speed Vb, for example, even if the condition that the brake is turned on is satisfied, the shift lock solenoid 122 is not energized and the P shift lock is activated. The movement of the shift lever 102 from the parking position “P” is physically prohibited (blocked). That is, the P shift lock control means 88 prohibits the P → non-P operation itself by the driver and releases the parking lock (switching the parking gear 60 to the non-locked state), that is, the shift range from the P range to the non-P range. Switching to is prohibited. Further, the P shift lock control means 88 does not energize the shift lock solenoid 122 and prohibits the P → non-P operation itself by the driver. In addition to determining that the vehicle speed V is less than the determination vehicle speed Vb or that the vehicle speed V is the zero determination vehicle speed V0, the vehicle running state determination means 84 determines that the vehicle speed V is less than the second determination vehicle speed Vb. When it is determined that the time T1 or more has elapsed or it is determined that the predetermined time T1 or more has elapsed since the vehicle speed V reached the zero determination vehicle speed V0, the prohibition of the P → non-P operation itself by the driver is canceled. . As a result, when the condition that the brake is on, for example, is satisfied, the P shift lock control means 88 energizes the shift lock solenoid 122 to release the P shift lock, and the shift lever 102 The movement from the parking position “P” is allowed.

  FIG. 12 is a flowchart for explaining the main part of the control operation of the electronic control device 80, that is, the control operation for suppressing the durability reduction of the parking lock device 16, for example, an extremely short cycle time of about several milliseconds to several tens of milliseconds. Will be executed repeatedly. The flowchart of FIG. 12 is another embodiment corresponding to the flowchart of FIG. 7, and is only different in that steps S40 and S60 in FIG. 7 are changed to steps S40 ′ and S60 ′. Therefore, description of other steps other than those directly related to steps S40 'and S60' will be omitted. FIG. 13 is a time chart when the control operation shown in the flowchart of FIG. 12 is executed. The time chart of FIG. 13 shows a case where the driver performs a non-P → P operation while the vehicle 10 is decelerating when the brake is on.

  In FIG. 12, when any of S10 to S30 is affirmed, in S40 'corresponding to the P shift lock control means 88, the shift lock solenoid 122 is not energized and the P shift lock is activated. The movement of the shift lever 102 from the parking position “P” is physically prohibited (blocked) (from time t1 to time t2 in FIG. 13). Thus, for example, even when the brake is turned on, the P → non-P operation itself by the driver is prohibited, and the parking lock is released (the parking gear 60 is switched to the non-locked state), that is, the shift range P Switching from the range to the non-P range is prohibited. Subsequent to S40 ', S50 and S55 are executed. If any of the determinations in S50 and S55 is negative, the process returns to S40 ′, but if both are positive, the process is executed in S40 ′ in S60 ′ corresponding to the P shift lock control means 88. The prohibition of the P → non-P operation itself by the driver is released (after time t4 in FIG. 13). Thus, for example, when the brake is turned on and the driver performs a P → non-P operation, the parking lock is released (the parking gear 60 is switched to the non-locked state), that is, the shift range from the P range to the non-P Switching to the range is performed.

  As described above, according to this embodiment, the vehicle 10 has the parking lock position “P” for setting the parking gear 60 in the locked state and the non-parking lock position “non-P” for setting the unlocked state. The parking lock device 112 is mechanically interlocked with each position in the shift operation device 100 and operates from the parking lock position “P” to the non-parking lock position “non-P”. By mechanically prohibiting the operation itself in the shift operation device 100, switching of the parking gear 60 to the unlocked state is prohibited. In this way, switching of the parking gear 60 to the unlocked state can be reliably prohibited.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, when the shift-by-wire (SBW) method for switching the shift position (shift range) of the transmission mechanism unit 18 by electric control is employed, the switching operation of the parking lock device 16 is electrically prohibited. This prohibits the switching of the parking gear 60 from the locked state to the unlocked state. However, the parking gear 60 is not limited to this, for example, the parking lever 60 is locked by ignoring, canceling, or not accepting the shift lever position signal from the shift lever 32 Switching from the state to the unlocked state may be prohibited.

  Further, in the flowchart of FIG. 12 in the above-described embodiment, the control operation of S55 is added in addition to step S50 as in the flowchart of FIG. 7, but this step S55 is not necessarily required. For example, the flowchart of FIG. As shown, the control operation of S55 may be omitted. Even if it does in this way, the fixed effect of this invention is acquired.

  In the above-described embodiment, the predetermined time T1 for prohibiting the switching of the parking gear 60 to the non-locked state is the time until the torsion torque of the drive system converges toward zero. Not limited, torsional torque of the drive system to some extent (for example, the degree to which the vehicle speed V equal to or higher than the second determination vehicle speed or the vehicle speed V exceeding the zero determination vehicle speed V0 is not detected, and the decrease in durability of the parking lock device 16 is suppressed to a certain level) It may be the time until suppression. Further, until the predetermined time T1 elapses after the vehicle speed V becomes less than the second determination vehicle speed Vb, or until the predetermined time T1 elapses after the vehicle 10 stops and the vehicle speed V becomes the zero determination vehicle speed V0. The parking gear 60 is prohibited from being switched to the unlocked state. For example, the parking gear 60 is not allowed to be switched to the unlocked state until a predetermined time T1 elapses after the vehicle speed V becomes less than the engagement vehicle speed Vc. May be. Even if it does in this way, the fixed effect of this invention is acquired.

  In the above-described embodiment, the second determination vehicle speed Vb is a vehicle speed V higher than the zero determination vehicle speed V0, but may be a zero determination vehicle speed V0. In this case, the parking gear 60 is unlocked on the condition that the predetermined time has elapsed for the vehicle speed V to be the zero determination vehicle speed V0, and that the change in the vehicle speed V is out of the prohibition condition. It is sufficient not to prohibit switching to the state. In this way, for example, when the vehicle speed V is set to the zero determination vehicle speed V0, the parking gear 60 can be permitted to be switched to the unlocked state.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 14: Drive wheel (wheel)
16, 112: Parking lock device 30, 100: Shift operation device (operation device)
60: Parking gear (rotating teeth)
62: Parking lock pole (lock teeth)
80: Electronic control device (control device)
114: Lock pole (lock tooth)

Claims (8)

A control device for a vehicle having a parking lock device that switches a rotating tooth that rotates together with a wheel between a locked state in which the rotating tooth meshes with the rotating tooth and a non-locked state in which the locked state is released based on a driver's operation. And
When the driver performs an operation for setting the rotating teeth in the locked state while the vehicle is running, at a vehicle speed lower than a preset first determination vehicle speed, the rotating teeth are brought into the unlocked state. A vehicle control device that prohibits switching.   The first determination vehicle speed is a vehicle speed that is higher by a predetermined value than a predetermined engagement vehicle speed that is changed from a ratchet state in which a tooth skip of the lock tooth that is meshed with the rotating tooth during vehicle traveling is brought into the locked state. The vehicle control device according to claim 1.   When the driver performs an operation for bringing the rotating teeth into the locked state while the vehicle is running, the rotation is performed at a vehicle speed that is equal to or higher than a preset second determination vehicle speed that is lower than the first determination vehicle speed. The vehicle control device according to claim 1, wherein switching of the teeth to the unlocked state is prohibited.   The second determination vehicle speed is a vehicle speed that is lower than a predetermined engagement vehicle speed that is changed from a ratchet state in which a tooth skip of the lock tooth that is meshed with the rotating tooth during vehicle traveling is changed to the locked state. The vehicle control device according to claim 3.   The vehicle control device according to claim 4, wherein the second determination vehicle speed is a vehicle speed higher than a zero determination vehicle speed.   Prohibit switching of the rotating teeth to the unlocked state until a predetermined time has elapsed after the vehicle speed becomes less than the second determination vehicle speed or until a predetermined time has elapsed since the vehicle stopped. The vehicle control device according to any one of claims 3 to 5, wherein: The vehicle activates the parking lock device based on an operation signal indicating an operation state of the operation device for switching between the locked state and the unlocked state of the rotating teeth, and the locked state and the unlocked state Is to electrically control the switching of
The vehicle according to any one of claims 1 to 6, wherein the switching operation of the parking lock device is electrically prohibited to prohibit the rotation tooth from being switched to the unlocked state. Control device. The vehicle includes an operation device having a parking lock position for setting the rotating tooth in the locked state and a non-parking lock position for setting the unlocked state, and mechanically interlocks with each position in the operation device. To actuate the parking lock device,
2. The switching of the rotating tooth to the unlocked state is prohibited by mechanically prohibiting the operation of the operating device itself from the parking lock position to the non-parking locked position. The vehicle control device according to claim 1.

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