JP2019108001A - Vehicle control device - Google Patents

Abstract

To reduce a power consumption of a motor by suppressing an excessive output of a pressing torque by the motor.SOLUTION: A vehicle control device which controls a vehicle including an engine, a motor configured to start the engine and driving a drive shaft connected to a parking gear, rotation detection means for detecting a rotational state of the motor, and a parking pole capable of meshing with the parking gear, comprises a control unit which derives a fluctuation amount of a measurement value of the rotation detection means of the motor when an initial motor pressing torque of a predetermined value is output is derived when the motor is controlled to output a pressing torque by at least one of driving and stopping of the engine, and which outputs a torque addition value which increases as an amount of fluctuation increases as a pressing torque to add to the predetermined value is provided.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  Patent Document 1 describes a rattling control in which a rotational position of a rotor of a motor is input, and a value obtained by adding a predetermined value to the rotational position of the rotor of the input motor is set as a target rotational position. Here, in Patent Document 1, the predetermined value uses the rotation amount of the rotor of the motor corresponding to the sum of the tooth thickness of the parking gear and the pole length of the front end of the parking lock pole.

JP, 2014-184920, A

  However, in the above-described prior art, since the motor is always controlled using a fixed value, if the rattle is already clogged, the torque of the motor is excessively output and the power of the motor may be wasted unnecessarily. There was a sex. Therefore, development of a technology that can reduce the power consumption of the motor has been desired.

  The present invention has been made in view of the above, and an object thereof is to provide a vehicle control device capable of reducing power consumption of a motor by suppressing an excessive output of pressing torque by the motor. It is.

  In order to solve the problems described above and achieve the above object, a vehicle control device according to an aspect of the present invention includes an engine and a motor configured to be capable of starting the engine and driving a drive shaft connected to a parking gear. A vehicle control apparatus for controlling a vehicle comprising: rotation detection means for detecting a rotation state of the motor; and a parking pole capable of meshing with the parking gear, at least at one of driving and stopping of the engine. When performing control to output pressing torque by the motor, the variation amount of the measurement value of the rotation detection means of the motor when the initial motor pressing torque of a predetermined value is output is derived, and the variation amount is increased. A control unit is provided that performs control to add a torque addition value, which is accompanied by the addition, to the predetermined value and output it as a pressing torque. And features.

  According to the vehicle control device according to the present invention, the torque having a larger value is added to the predetermined value as the fluctuation amount of the measured value of the rotational state of the motor when the pressing torque of the predetermined value is output is increased As a result, it is possible to reduce the power consumption of the motor by suppressing the excessive output of the pressing torque by the motor.

FIG. 1 is a diagram showing the configuration of a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is a time chart showing rattling control according to the first embodiment of the present invention. FIG. 3 is a flowchart showing rattling control according to the first embodiment of the present invention. FIG. 4 is a map showing an added value of torque in the rattling control according to the first embodiment of the present invention. FIG. 5 is a time chart showing rattling control according to the second embodiment of the present invention. FIG. 6 is a flowchart showing rattling control according to the second embodiment of the present invention. FIG. 7 is a map showing an added value of torque in the rattling control according to the second embodiment of the present invention. FIG. 8 is a time chart showing rattling control according to the third embodiment of the present invention. FIG. 9 is a flowchart showing rattling control according to the third embodiment of the present invention. FIG. 10 is a schematic diagram showing the engagement (a) and the non-engagement (b) of the parking pole in the rattling control according to the third embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In all the drawings of the following embodiments, the same or corresponding parts are denoted by the same reference numerals. Further, the present invention is not limited by the embodiments described below.

  First, a vehicle according to an embodiment of the present invention will be described. FIG. 1 is a diagram showing the configuration of a hybrid vehicle Ve according to an embodiment of the present invention.

  As shown in FIG. 1, a hybrid vehicle Ve according to this embodiment includes an engine (ENG) 10, a differential mechanism 20, a first electric motor MG1, a second electric motor MG2, a parking lock mechanism 50, a power transmission mechanism 70, and drive wheels. It comprises 80. The engine 10 is a power source such as an internal combustion engine or an external combustion engine that outputs an engine torque that is mechanical power from the crankshaft 11.

  The differential mechanism 20 as the power split mechanism is disposed concentrically with the crankshaft 11 and the first drive shaft 62 which is a drive shaft of the first electric motor MG1 with the input shaft 61 as a center. The differential mechanism 20 is, for example, a single pinion type planetary gear mechanism including a sun gear 21 as a rotating element, a plurality of pinion gears 22, a ring gear 23, and a carrier 24. The sun gear 21 is connected to a first drive shaft 62 disposed concentrically. The sun gear 21 is configured to be integrally rotatable with the first drive shaft 62. Each pinion gear 22 is rotatably and revolvably held by a carrier 24. The carrier 24 is coupled to the input shaft 61 and coupled to the crankshaft 11 via the damper device 15. Thus, the carrier 24 can perform power transmission with the engine 10. The ring gear 23 is provided with external teeth at its outer peripheral portion, and constitutes a counter drive gear 41. The counter drive gear 41 is an output gear that rotates integrally with the ring gear 23. That is, the counter drive gear 41 is composed of external teeth, and the ring gear 23 is composed of internal teeth.

  The parking lock mechanism 50 as a restricting means is a restricting device that restricts the rotation of the power transmission path in the hybrid vehicle Ve. The parking lock mechanism 50 regulates the rotation of a power transmission path connecting the ring gear 23 and the drive wheel 80 connected via the drive shaft 77. The parking lock mechanism 50 according to this embodiment is configured to be able to fix the ring gear 23 and the counter drive gear 41 to the housing by the parking pole 51. Thus, the parking lock mechanism 50 regulates the rotation of the ring gear 23 and the counter drive gear 41. The parking lock mechanism 50 has a parking pole 51, a parking gear connected to the counter drive gear 41, a parking actuator (not shown) and the like. That is, the parking pole 51 is configured to be capable of meshing with the counter drive gear 41 that constitutes the parking gear.

  The first electric motor MG1 and the second electric motor MG2 each have a function as a motor and a function as a generator. The first motor MG1 and the second motor MG2 are connected to the battery via an inverter. The first electric motor MG1 and the second electric motor MG2 are configured to convert the power supplied from the battery into mechanical power and enable output, and convert mechanical power into electric power by driving with the input power. It is configured to be possible. The power generated by the first motor MG1 and the second motor MG2 can be stored in the battery. As the first motor MG1 and the second motor MG2, for example, an AC synchronous motor generator can be used. In the hybrid vehicle Ve according to this embodiment, the crankshaft 11, the input shaft 61, and the first drive shaft 62 and the second drive shaft 63, which is the drive shaft of the second electric motor MG2, are disposed on different shafts. It is a multi-axis type. Further, at least one of the first electric motor MG1 and the second electric motor MG2 is configured to be capable of starting the engine 10. The first drive shaft 62 of the first motor MG1 is connected to the parking gear via the differential mechanism 20.

  A rotation angle sensor 31 capable of detecting a rotation angle of a rotor in the first electric motor MG1 is disposed in the first electric motor MG1. Further, a rotation angle sensor 32 capable of detecting a rotation angle of a rotor in the second electric motor MG2 is disposed in the second electric motor MG2. The rotation angle sensors 31, 32 as the rotation detection means are configured to be able to measure the motor electrical angle and the motor rotation speed, which indicate the rotation state of the motor. The measured values of the motor electrical angle and the motor rotational speed measured by the rotation angle sensors 31 and 32 are supplied to the ECU 100 as a control unit. In addition, it is also possible to measure rotational angular velocity and rotational angular acceleration as rotational states in the motor by the rotational angle sensors 31 and 32.

  The counter drive gear 41 meshes with the counter driven gear 71 in the power transmission mechanism 70. The counter driven gear 71 is connected to the drive pinion gear 73 via the counter shaft 72. The counter driven gear 71 and the drive pinion gear 73 integrally rotate. A reduction gear 74 meshes with the counter driven gear 71. The reduction gear 74 is connected to the second drive shaft 63 of the second electric motor MG2. That is, the rotation of the second electric motor MG2 is transmitted to the counter driven gear 71 via the reduction gear 74. The reduction gear 74 is smaller in diameter than the counter driven gear 71, decelerates the rotation of the second electric motor MG2, and transmits the same to the counter driven gear 71.

  The drive pinion gear 73 meshes with the differential ring gear 75 of the differential 76. The differential 76 is connected to the drive wheel 80 via the left and right drive shafts 77. The ring gear 23 is connected to the drive wheel 80 via the counter drive gear 41, the counter driven gear 71, the drive pinion gear 73, the differential 76 and the drive shaft 77. The second electric motor MG2 is connected to the power transmission path of the ring gear 23 and the drive wheel 80, and can transmit power to the ring gear 23 and the drive wheel 80, respectively. The second drive shaft 63 of the second electric motor MG2 is coupled to the parking gear via the power transmission mechanism 70.

  The ECU 100 as a vehicle control device includes a processing unit including a central processing unit (CPU) and the like, a storage unit including a read only memory (ROM) and a random access memory (RAM), and an input / output unit. The processing unit, the storage unit, and the input / output unit are connected to each other, and are configured to be able to input and output signals to each other. In this embodiment, the ECU 100 includes a rattling control unit 101. The rattling control unit 101 is a control unit that performs rattling control by the first electric motor MG1 and the second electric motor MG2. The ECU 100 is also connected to devices in the hybrid vehicle Ve such as the engine 10, an automatic transmission, and a brake hydraulic pressure control device. Each device connected to the ECU 100 is connected to an input / output unit to input / output a signal to / from the input / output unit. The storage unit stores a computer program that performs each control of the hybrid vehicle Ve.

  The hybrid vehicle Ve configured as described above has at least one electric motor (a first electric motor MG1 and a second electric motor MG2). In the hybrid vehicle Ve, at the time of start or stop of the engine, so-called rattling control is performed, for example, pressing gear mesh of gear trains such as the differential mechanism 20 and the power transmission mechanism 70 to one side by the first electric motor MG1. . In the following description, backlash control using a motor is also referred to as motor pressing control.

First Embodiment
Hereinafter, rattling control according to the first embodiment of the present invention will be described. FIG. 2 is a time chart showing backlash control according to the first embodiment. FIG. 3 is a flowchart showing rattling control according to the first embodiment. FIG. 4 is a map showing an added value of torque in the rattling control according to the first embodiment.

  First, as shown in FIGS. 2 and 3, in step ST1, the backlash control unit 101 of the ECU 100 determines whether or not the execution of the motor pressing control is on. Since the execution flag of the motor pressing control is off at the time before time T11 (step ST1: No), the rattling control ends. On the other hand, when the motor pressing control execution flag is turned on at time T11 (step ST1: Yes), the process proceeds to step ST2.

  In step ST2, the rattling control unit 101 outputs an initial motor pressing torque (hereinafter, initial torque) Tg set in advance, for example, from the first electric motor MG1. It is also possible to use a second motor MG2 instead of the first motor MG1. In this case, the torque output from the first electric motor MG1 is increased to the initial torque Tg and output during the time point T11 to T12. The initial torque Tg is a torque of a predetermined value which is optimized and set in advance for each hybrid vehicle Ve.

  Next, in step ST3, the rattling control unit 101 derives the motor electrical angle fluctuation amount Δθ from the motor electrical angle measured by the rotation angle sensor 31 of the first electric motor MG1. The fluctuation component of the motor electrical angle corresponds to the sound pressure level of rattling noise based on the amount of rattling of the gear train shown in FIG. The motor electrical angle measured by the rotation angle sensor 31 increases at the initial stage of rotation and then fluctuates according to the play of the gear train. The rattling control unit 101 extracts the fluctuation component (motor electric angle (variation component) in FIG. 2) of the motor electric angle measured by the rotation angle sensor 31, and the motor electric angle fluctuation corresponding to the amplitude of the fluctuation component The amount Δθ (the motor electrical angle fluctuation amount in FIG. 2) is calculated.

  Next, the process proceeds to step ST4 shown in FIG. 3, and the rattling control unit 101 calculates the motor pressing torque added value (hereinafter referred to as “motor pressing angle change amount Δθ” as a shortage of the motor pressing torque. Torque added value) ΔTg is derived. That is, based on the motor electrical angle variation Δθ derived in step ST3, the torque addition value ΔTg corresponding to the motor electrical angle variation Δθ is extracted from the map shown in FIG. The map shown in FIG. 4 is a torque addition value ΔTg (A, B, C) optimized for each hybrid vehicle Ve in response to various motor electric angle fluctuation amounts Δθ (a, b, c,...). , ...)). In the first embodiment, when the numerical values of the motor electrical angle variation Δθ increase in the order of a, b, c,..., The numerical values of the corresponding torque addition value ΔTg are also in the order of A, B, C,. To increase. For example, when the motor electrical angle fluctuation amount Δθ is a, the rattling control unit 101 sets the torque addition value ΔTg to A from the map shown in FIG. Further, when b of the motor electrical angle fluctuation amount Δθ is larger than a, B as a torque addition value ΔTg is also larger than A. In the map, when the motor electrical angle fluctuation amount Δθ is substantially zero, it is possible to set the torque addition value ΔTg to zero.

  Next, in step ST5, under the control of the rattling control unit 101, the torque addition value ΔTg is added to the initial torque Tg of the first electric motor MG1. That is, at time T12, the rattling control unit 101 increases the torque output from the first electric motor MG1 by the derived torque addition value ΔTg. Thereby, the torque of (Tg + ΔTg) is output from the first electric motor MG1. Thereafter, the process proceeds to step ST6.

  In step ST6, as in step ST1, the rattling control unit 101 determines whether or not the execution of the motor pressing control is on. After time T12, when the execution flag of the motor pressing control is switched off (step ST6: No), the rattling control ends. On the other hand, if the motor pressing control execution flag is on at the time after time T12 (step ST6: Yes), the process proceeds to step ST7.

  In step ST7, a torque (Tg + ΔTg) obtained by adding the torque addition value ΔTg calculated in step ST4 to the initial torque Tg of the first electric motor MG1 is set as the initial torque Tg in step ST2. Thereafter, the process returns to step ST3. Thereafter, steps ST3 to ST6 are repeatedly executed until the execution flag of the motor pressing control is switched off (step ST6: No).

  According to the first embodiment described above, when the initial torque Tg is insufficient, the torque addition value ΔTg is derived as the shortage of the motor pressing torque based on the motor electrical angle fluctuation amount Δθ. It can be added to the torque output by the motor. As a result, the initial torque Tg can be set small without considering the effects of road surface gradients, component variations, and changes in characteristics due to age, etc., so the durability of the brake decreases, power consumption increases, and shock at the start It is possible to minimize the influence on other performance such as deterioration.

Second Embodiment
Next, rattling control according to the second embodiment of the present invention will be described. FIG. 5 is a time chart showing backlash control according to the second embodiment. FIG. 6 is a flowchart showing rattling control according to the second embodiment. FIG. 7 is a map showing the addition value of torque in the rattling control according to the second embodiment.

  First, as shown in FIGS. 5 and 6, in step ST11, the rattling control unit 101 determines whether or not the execution of the motor pressing control is on. Since the execution flag of the motor pressing control is off at the time before time T21 (step ST11: No), the rattling control ends. On the other hand, when the motor pressing control execution flag is turned on at time T21 (step ST11: Yes), the process proceeds to step ST12.

  In step ST12, the rattling control unit 101 outputs, for example, a preset initial torque Tg from the first electric motor MG1. It is also possible to use a second motor MG2 instead of the first motor MG1. In this case, the torque output from the first electric motor MG1 is increased to the initial torque Tg and output during the period from time point T21 to T22.

  Next, in step ST13, the rattling control unit 101 calculates the motor rotation speed fluctuation amount ΔN from the motor rotation speed measured by the rotation angle sensor 31. That is, the fluctuation component of the motor rotational speed corresponds to the sound pressure level of rattling noise based on the amount of rattling of the gear train shown in FIG. The motor rotation number measured by the rotation angle sensor 31 fluctuates according to the play of the gear train. The rattling control unit 101 extracts a fluctuation component (motor rotation speed in FIG. 5) of the motor rotation speed measured by the rotation angle sensor 31, and the motor rotation speed fluctuation amount ΔN corresponding to the amplitude of the fluctuation component In (5), the motor rotational speed fluctuation amount is calculated.

  Next, the process proceeds to step ST14 shown in FIG. 6, and the rattling control unit 101 calculates the torque addition value ΔTg from the map corresponding to the motor rotational speed fluctuation amount ΔN as a shortage of the motor pressing torque. That is, based on the motor rotation speed fluctuation amount ΔN calculated in step ST13, the torque addition value ΔTg corresponding to the motor rotation speed fluctuation amount ΔN is extracted from the map shown in FIG. The map shown in FIG. 7 is a torque addition value ΔTg (A, B, C) optimized corresponding to various motor rotational speed variation amounts ΔN (a, b, c,...) For each hybrid vehicle Ve. , ...)). In the first embodiment, when the numerical values of the motor rotational speed fluctuation amount ΔN increase in the order of a, b, c,..., The numerical values of the corresponding torque addition value ΔTg are also in the order of A, B, C,. To increase. For example, when the motor rotation speed fluctuation amount ΔN is a, the rattling control unit 101 sets the torque addition value ΔTg to A from the map shown in FIG. 7. When b as the motor rotation speed fluctuation amount ΔN is larger than a, B as the torque addition value ΔTg is larger than A. In the map, when the motor rotational speed fluctuation amount ΔN is substantially zero, it is possible to set the torque addition value ΔTg to zero.

  Next, in step ST15, under the control of the rattling control unit 101, the torque addition value ΔTg is added to the initial torque Tg of the first electric motor MG1. That is, at time T22, the rattling control unit 101 increases the torque output value from the first electric motor MG1 by the calculated torque addition value ΔTg. Thereby, the torque of (Tg + ΔTg) is output from the first electric motor MG1. Thereafter, the process proceeds to step ST16.

  In step ST16, as in step ST11, the rattling control unit 101 determines whether or not the execution of the motor pressing control is on. After time T22, when the execution flag of the motor pressing control is switched off (step ST16: No), the rattling control ends. On the other hand, if the motor pressing control execution flag is on at the time after time T22 (step ST16: Yes), the process proceeds to step ST17.

  In step ST17, a torque (Tg + ΔTg) obtained by adding the torque addition value ΔTg calculated in step ST14 to the initial torque Tg of the first electric motor MG1 is set as the initial torque Tg in step ST12. Thereafter, the process returns to step ST13. Thereafter, steps ST13 to ST16 are repeatedly executed until the execution flag of the motor pressing control is switched off (step ST16: No).

  According to the second embodiment described above, when the initial torque Tg is insufficient, the torque addition value ΔTg is calculated based on the motor rotational speed fluctuation amount ΔN as the shortage of the motor pressing torque. It can be added to the torque output by the motor. Thereby, the same effect as that of the first embodiment can be obtained.

Third Embodiment
Next, rattling control according to the third embodiment of the present invention will be described. FIG. 8 is a time chart showing backlash control according to the third embodiment. FIG. 9 is a flowchart showing rattling control according to the third embodiment. FIG. 10 is a schematic diagram showing the engagement (a) and the non-engagement (b) of the parking pole 51 in the rattling control according to the third embodiment. The third embodiment has a structure in which the first motor MG1 or the second motor MG2 and the parking lock mechanism 50 are directly connected without a gear, and a shift mechanism (not shown) of the hybrid vehicle Ve. It is preferable to apply in the case where is a parking range.

  First, as shown in FIGS. 8 and 9, the rattling control unit 101 determines whether or not the execution of the motor pressing control is on in step ST21. Since the execution flag of the motor pressing control is off at the time before time T31 (step ST21: No), the rattling control ends. On the other hand, when the motor pressing control execution flag is turned on at time T31 (step ST21: Yes), the process proceeds to step ST22.

  In step ST22, the rattling control unit 101 outputs a preset initial torque Tg from, for example, the first electric motor MG1. It is also possible to use a second motor MG2 instead of the first motor MG1. In this case, after time T31, the torque output from the first electric motor MG1 is output so as to increase to the initial torque Tg.

  Next, in step ST23, the rattling control unit 101 detects a change from the non-engagement state to the engagement state of the parking gear of the parking lock mechanism 50 based on the advance angle of the motor electrical angle measured by the rotation angle sensor 31. Do. That is, at time T32 shown in FIG. 8, the looseness control unit 101 detects that the engagement state of the parking gear has shifted from the non-engagement state to the engagement state, based on the state where the motor electrical angle is advanced.

  Here, the engagement state of the parking gear is a state in which the parking pole 51 is engaged with the counter drive gear 41 in the parking range, as shown in FIG. 10A. On the other hand, in the non-engagement state of the parking gear, as shown in FIG. 10 (b), the counter drive gear 41 and the parking pole 51 are not engaged with each other.

Next, when the process proceeds to step ST24 shown in FIG. 9, the rattling control unit 101 controls the output torque from the first electric motor MG1 at time T32 when the engagement state of the parking gear shifts from the non-engagement state to the engagement state. pressing is stored as the torque _{T 0.} The rattling control unit 101 adds (Tg + T ₀ ) the motor pressing torque T ₀ at the time of transition from the stored non-engagement state to the engagement state to the initial torque Tg. Thus, pressing the torque of the first electric motor MG1 from the torque _{T 0} pressing motor at the time T32, increased by the time T33 by the initial torque Tg, the motor pressing torque (Tg + _{T 0).}

In parking range, and it outputs the torque from the first motor MG1, when the meshing parking lock mechanism 50 shifts to mesh with the parking gear from the disengaged state, the twist on the gear train by the torque T ₀ pressing motor Occur. In this case, the reaction force of the torque T ₀ pressing motor for acting on the parking pawl 51, the effect of the play elimination only torque component of the reaction force is reduced. Accordingly, the torque T ₀ pressing motor is a torque component of the reaction force that the parking pawl 51 is subjected, by adding the initial torque Tg, to suppress a reduction of the effect of eliminating the backlash.

Then, play elimination control section 101 in step ST25, the total (Tg + _{T 0)} at the time T33 after which became the first motor MG1 torque outputs presses motor against torque _{T 0} and initial torque Tg, the rotation angle sensor The motor rotation speed fluctuation amount ΔN is calculated from the motor rotation speed measured by 31. The fluctuation component of the motor rotational speed corresponds to the sound pressure level of rattling noise based on the amount of rattling of the gear train shown in FIG. The motor rotation number measured by the rotation angle sensor 31 fluctuates according to the play of the gear train. The rattling control unit 101 extracts a fluctuation component (motor rotation speed in FIG. 8) of the motor rotation speed measured by the rotation angle sensor 31, and the motor rotation speed fluctuation amount ΔN corresponding to the amplitude of the fluctuation component During (8), calculate the motor rotation speed fluctuation amount)

  Next, the process proceeds to step ST26 shown in FIG. 9, and the backlash control unit 101 performs the map corresponding to the motor rotational speed fluctuation amount ΔN as the shortage of the motor pressing torque in the same manner as the second embodiment. The torque addition value ΔTg is calculated from the above. That is, based on the motor rotation speed fluctuation amount ΔN calculated in step ST26, the torque addition value ΔTg corresponding to the motor rotation speed fluctuation amount ΔN is extracted from the map shown in FIG.

Next, the process proceeds to step ST27, and the torque addition value ΔTg is added to the motor pressing torque (Tg + T ₀ ) by the first electric motor MG1 under the control of the rattling control unit 101. That is, at time T34, the rattling control unit 101 increases the torque output value from the first electric motor MG1 by the calculated torque addition value ΔTg. Thereby, the torque of (Tg + T ₀ + ΔTg) is output from the first electric motor MG1. Thereafter, the process proceeds to step ST28.

  In step ST28, as in step ST21, the rattling control unit 101 determines whether or not the execution of the motor pressing control is on. After time T34, when the execution flag of the motor pressing control is switched off (step ST28: No), the rattling control ends. On the other hand, if the motor pressing control execution flag is on at the time after time T34 (step ST28: Yes), the process proceeds to step ST29.

In step ST29, a torque (Tg + ΔTg) obtained by adding the torque addition value ΔTg calculated in step ST26 to the initial torque Tg of the first electric motor MG1 is set as the initial torque Tg in step ST22. The first electric motor MG1 outputs a torque (Tg + T ₀ ) which is the sum of the initial torque Tg set in step ST29 and the motor pressing torque T ₀ . Thereafter, the process returns to step ST25. The above steps ST25 to ST29 are repeatedly executed until the execution flag of the motor pressing control is switched off (step ST28: No).

According to the third embodiment described above, the initial torque Tg engagement state of the parking gear, the output torque from the first motor MG1 at the time when the non-meshed state has shifted to the engaged state, as the torque T ₀ pressing motor By adding (Tg + T ₀ ) to the above, the reduction of the backlash effect is suppressed. Furthermore, when the initial torque Tg is insufficient, the torque addition value ΔTg is calculated as the shortage of the motor pressing torque based on the motor rotational speed fluctuation amount ΔN, and is added to the torque output by the motor Thus, the same effects as those of the first and second embodiments can be obtained.

  As mentioned above, although embodiment of this invention was described concretely, this invention is not limited to the above-mentioned embodiment, Various deformation | transformation based on the technical idea of this invention are possible. For example, the maps and vehicle configurations described in the above-described embodiment are merely examples, and different numerical values may be used as needed.

  For example, in the first and second embodiments described above, a map set in advance is used to calculate the torque addition value ΔTg, but the invention is not necessarily limited to the map. That is, when there is a relationship that can be expressed by a linear or polynomial equation between the torque addition value ΔTg and the motor electrical angle fluctuation amount Δθ or the motor rotational speed fluctuation amount ΔN, the motor electricity is calculated using a predetermined calculation formula. It is also possible to derive the torque added value ΔTg from the angular variation Δθ and the motor rotational speed variation ΔN.

  Further, in the third embodiment, the motor rotational speed fluctuation amount ΔN is used to derive the torque addition value ΔTg, but it is also possible to use the motor electrical angle fluctuation amount Δθ as in the first embodiment. It is.

DESCRIPTION OF REFERENCE NUMERALS 10 engine 31, 32 rotation angle sensor 41 counter drive gear 50 parking lock mechanism 51 parking pole 61 input shaft 62 first drive shaft 63 second drive shaft 70 power transmission mechanism 71 counter driven gear 100 ECU
101 Backlash control unit MG1 1st motor MG2 2nd motor

Claims (1)

With the engine,
A motor configured to be capable of starting the engine and driving a drive shaft connected to a parking gear;
Rotation detection means for detecting a rotation state of the motor;
A vehicle control device for controlling a vehicle including a parking pole capable of meshing with the parking gear;
The measurement value of the rotation detection means of the motor when an initial motor pressing torque of a predetermined value is output when performing control to output pressing torque by the motor at least at one of driving and stopping of the engine A control unit for performing a control of deriving a fluctuation amount of the torque value and adding a torque addition value, which increases with the fluctuation amount, to the predetermined value and outputting it as a pressing torque. .

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