JP2023005720A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device which can properly estimate an engagement state of a parking gear and a parking lever.SOLUTION: A vehicle control device 80 controls a vehicle drive system 90. The vehicle drive system 90 includes a main machine motor 70, a rotation angle sensor 75, a parking lock mechanism 30, and an actuator 40. An MG-ECU 82 includes a surface pressure determination part 822, and in the case where an engagement surface pressure is generating, it performs torque assist control for controlling the drive of the main machine motor 70 so as to reduce the engagement surface pressure, when releasing parking lock. The surface pressure determination part 822 determines whether or not an engagement surface pressure is generating in a parking gear 35 and a parking lever 33, based on a detection value of the rotation angle sensor 75 when a surface pressure confirmation torque is applied to the parking gear 35, by the main machine motor 70, in a parking lock state.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

A mechanical parking lock device having a parking lock gear and a parking pole is conventionally known. For example, in Japanese Unexamined Patent Application Publication No. 2002-100001, an electric motor is operated to reduce the operation load required for the P-less shift operation.

JP-A-9-286312

In Japanese Unexamined Patent Application Publication No. 2002-100000, the operation load (load) when performing the P-less shifting operation is detected using a strain gauge, a load sensor, or the like. However, if a sensor or the like for detecting the P removal load is separately provided, the number of parts increases.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle control device capable of appropriately estimating the state of engagement between a parking gear and a parking lever.

A vehicle control device of the present invention controls a vehicle drive system (90, 91). The vehicle drive system includes a main motor (70) that is a drive source of a vehicle (100), a rotation angle sensor (75) that detects the rotation angle of the main motor, a parking lock mechanism (30), and an actuator (40). , provided. The parking lock mechanism has a parking gear (35) connected to the drive shaft (95) and a parking lever (33) that can mesh with the parking gear. can be locked. The actuator drives the parking lever.

The vehicle control device includes an actuator control section (81) that controls driving of the actuator, and a main motor control section (82). The main machine motor control unit has a surface pressure determination unit (822) that determines the state of engagement between the parking gear and the parking lever in a parking lock state in which the parking gear and the parking lever are engaged. If it is determined that this occurs, torque assist control is performed to control the drive of the main motor so as to reduce the meshing surface pressure when releasing the parking lock.

The surface pressure determination unit determines whether or not a meshing surface pressure is generated between the parking gear and the parking lever based on the detection value of the rotation angle sensor when the surface pressure confirmation torque is applied by the main motor in the parking lock state. judge. This makes it possible to appropriately estimate the state of engagement between the parking gear and the parking lever.

1 is a schematic configuration diagram showing a vehicle drive system according to a first embodiment; FIG. It is a perspective view explaining a detent switching mechanism and a parking lock mechanism by a 1st embodiment. It is an explanatory view explaining a state where vehicles are leaning. FIG. 4 is a schematic diagram for explaining the meshing surface pressure in the parking lock mechanism; It is an explanatory view explaining the torque required for P removal. FIG. 4 is an explanatory diagram for explaining the output torque of the actuator according to the first embodiment; FIG. 4 is a schematic diagram showing a P-locked state in which no meshing surface pressure is generated in the first embodiment; FIG. 4 is a schematic diagram showing a state in which a contact pressure confirmation torque is applied in a state where no meshing contact pressure is generated in the first embodiment; FIG. 4 is a schematic diagram showing P removal in a state where no meshing surface pressure is generated in the first embodiment; FIG. 4 is a schematic diagram showing a P-locked state in which meshing surface pressure is generated in the first embodiment; FIG. 4 is a schematic diagram showing a state in which a contact pressure confirmation torque is applied in a state where a contact pressure is being generated in the first embodiment. FIG. 5 is a schematic diagram showing torque assist control in a state where meshing surface pressure is generated in the first embodiment; FIG. 4 is a schematic diagram showing P removal in a state where meshing surface pressure is generated in the first embodiment. 4 is a flowchart for explaining actuator control processing according to the first embodiment; 4 is a flowchart for explaining MG control processing according to the first embodiment; 5 is a flowchart for explaining surface pressure determination processing according to the first embodiment; FIG. 4 is a time chart for explaining P removal control processing in the first embodiment; FIG. FIG. 4 is a time chart for explaining P removal control processing in the first embodiment; FIG. 9 is a flowchart for explaining MG control processing according to the second embodiment; 9 is a flowchart for explaining surface pressure determination processing according to the second embodiment; FIG. 11 is a flowchart for explaining MG control processing according to the third embodiment; FIG. 10 is a flowchart for explaining surface pressure determination processing according to the third embodiment; FIG. 11 is a schematic configuration diagram showing a vehicle drive system according to a fourth embodiment; FIG. 11 is a schematic diagram showing a P-lock state in a state where no meshing surface pressure is generated in the fourth embodiment; FIG. 11 is a schematic diagram showing a state in which a contact pressure confirmation torque is applied in a state where no meshing contact pressure is generated in the fourth embodiment; FIG. 11 is a schematic diagram showing P removal in a state where no meshing surface pressure is generated in the fourth embodiment; FIG. 11 is a schematic diagram showing a P-locked state in which meshing surface pressure is generated in the fourth embodiment; FIG. 11 is a schematic diagram showing a state in which a contact pressure checking torque is applied in a state where a contact pressure is being generated in the fourth embodiment. FIG. 11 is a schematic diagram showing torque assist control in a state where meshing surface pressure is generated in the fourth embodiment; FIG. 11 is a schematic diagram showing P removal in a state where meshing surface pressure is generated in the fourth embodiment. FIG. 12 is a flowchart for explaining MG control processing according to the fourth embodiment; FIG. FIG. 14 is a flowchart for explaining surface pressure determination processing according to the fourth embodiment; FIG. FIG. 11 is a flowchart for explaining MG torque assist control according to a fourth embodiment; FIG. FIG. 11 is an explanatory diagram conceptually explaining setting ranges of a lower torque value and an upper limit torque value in a fourth embodiment; It is a time chart explaining P omission control processing by a 4th embodiment. It is a time chart explaining P omission control processing by a 4th embodiment. FIG. 11 is a flowchart for explaining MG torque assist control according to the fifth embodiment; FIG. FIG. 14 is a flowchart for explaining MG torque assist control according to the sixth embodiment; FIG. FIG. 11 is a flowchart for explaining MG torque assist control according to a seventh embodiment; FIG. FIG. 14 is a time chart for explaining the P removal control process according to the seventh embodiment; FIG. FIG. 11 is a flowchart for explaining MG torque assist control according to an eighth embodiment; FIG. FIG. 20 is a time chart for explaining the P removal control process according to the eighth embodiment; FIG. FIG. 22 is a flowchart for explaining actuator control processing during P lock according to the ninth embodiment; FIG. FIG. 22 is a flowchart for explaining MG control processing when switching to P range according to the ninth embodiment; FIG. FIG. 22 is a flowchart for explaining MG control processing when switching to the notP range according to the ninth embodiment; FIG. FIG. 21 is a time chart for explaining the P removal control process according to the ninth embodiment; FIG. FIG. 12 is a schematic diagram showing the state of the vehicle according to the tenth embodiment; FIG. 21 is an explanatory diagram illustrating setting of an MG torque increase speed according to an eleventh embodiment;

A vehicle control device according to the present invention will be described below with reference to the drawings. Hereinafter, in a plurality of embodiments, substantially the same configurations are denoted by the same reference numerals, and descriptions thereof are omitted.

(First embodiment)
A first embodiment is shown in FIGS. 1-18. The vehicle drive system 90 includes a main motor 70, an inverter 71, a parking lock mechanism 30, an actuator 40, a vehicle control device 80, and the like, and is mounted on a vehicle 100 (see FIG. 3). Hereinafter, the main motor 70 will be referred to as "MG" as appropriate.

The main motor 70 functions as an electric motor that generates torque by being rotated by being supplied with electric power from a battery (not shown) via an inverter 71, and functions as a generator that is driven and generates power when the vehicle 100 is braked. is a so-called motor generator. The main motor 70 is provided with an MG rotation angle sensor 75 that detects the rotation of the main motor 70 . The MG rotation angle sensor 75 is, for example, a resolver, but may be something other than a resolver. Hereinafter, the rotation angle of the main motor 70 is assumed to be the MG rotation angle θmg.

The driving force generated by the main machine motor 70 rotates the wheels 98 via the reduction gear 96 and the drive shaft 95 . FIG. 1 shows an example of an electric vehicle in which the drive source of the vehicle 100 is the main motor 70, but the vehicle 100 may be a hybrid vehicle that also has an engine (not shown) as the drive source.

As shown in FIG. 2, the shift-by-wire system 93 includes an actuator 40, a detent mechanism 20, a parking lock mechanism 30, and the like. The actuator 40 is of a rotary type and is composed of, for example, a brushed DC motor and a reduction gear mechanism. The actuator 40 functions as a drive source for the detent mechanism 20 by rotating the output shaft 15 .

The detent mechanism 20 has a detent plate 21 , a detent spring 25 and the like, and transmits rotational driving force output from the actuator 40 to the parking lock mechanism 30 . Note that the detent mechanism 20 is omitted in FIG.

The detent plate 21 is fixed to the output shaft 15 and driven by the actuator 40 . On the detent spring 25 side of the detent plate 21, two troughs 211 and 212 and a peak 215 separating the troughs 211 and 212 are provided.

The detent spring 25 is an elastically deformable plate-shaped member, and has a detent roller 26 at its tip. The detent spring 25 urges the detent roller 26 toward the rotation center of the detent plate 21 . The positions where the detent rollers 26 are dropped by the spring force of the detent springs 25 in the no-load state are the bottommost portions of the valleys 211 and 212 .

When a rotational force greater than or equal to a predetermined amount is applied to the detent plate 21 , the detent spring 25 is elastically deformed and the detent roller 26 moves between the troughs 211 and 212 . By fitting the detent roller 26 into one of the troughs 211 and 212, the swinging of the detent plate 21 is restricted, the state of the parking lock mechanism 30 is determined, and the shift range is fixed.

The parking lock mechanism 30 has a parking rod 31 , a cone 32 , a parking lever 33 , a shaft portion 34 and a parking gear 35 . The parking rod 31 is formed in a substantially L shape, and one end 311 side is fixed to the detent plate 21 . A cone 32 is provided on the other end 312 side of the parking rod 31 . The conical body 32 is formed so as to decrease in diameter toward the other end 312 side. When the detent plate 21 rotates in the direction in which the detent roller 26 fits into the valley portion 211 corresponding to the P range, the cone 32 moves in the arrow P direction.

The parking lever 33 abuts on the conical surface of the conical body 32 and is provided so as to be able to swing about the shaft portion 34 . A convex portion 331 that can mesh with the parking gear 35 is provided on the parking gear 35 side of the parking lever 33 . When the conical body 32 moves in the direction of the arrow P due to the rotation of the detent plate 21, the parking lever 33 is pushed up, and the projection 331 and the parking gear 35 are engaged with each other. On the other hand, when the cone 32 moves in the direction of the arrow notP, the projection 331 and the parking gear 35 are disengaged.

The parking gear 35 is connected to the drive shaft 95 via the reduction gear 96 (see FIG. 1), and is provided so as to be able to mesh with the convex portion 331 of the parking lever 33 . When the parking gear 35 and the protrusion 331 are meshed, the rotation of the drive shaft 95 is restricted. When the shift range is the not P range, which is a range other than P, the parking gear 35 is not locked by the parking lever 33 and the rotation of the drive shaft 95 is not hindered by the parking lock mechanism 30 . Also, when the shift range is in the P range, the parking gear 35 is locked by the parking lever 33 and the rotation of the drive shaft 95 is restricted. Hereinafter, the play between the gears when the parking gear 35 and the parking lever 33 are fitted together will be referred to as "play", and the total play will be referred to as the parking gear play angle θg1.

As shown in FIG. 1, the actuator 40 is provided with a position sensor 68 that detects the rotational position. The position sensor 68 is provided inside the actuator 40 and can continuously detect the rotation of the rotating body. On the other hand, the range sensor 37 is provided outside the actuator 40 and near the parking lever 33, and is a sensor that determines that the shift range has switched from one of the P range and the not P range to the other.

The position sensor 68 may be provided at any position as long as it can be converted into the rotational position of the output shaft 15, for example, provided one step before the final reduction gear. The position sensor 68 of this embodiment is composed of a Hall IC that detects the rotation of the magnet provided in the gear one stage before the final reduction gear, but may be a linear sensor, encoder, resolver, or the like. Hereinafter, the rotational position of the output shaft 15 based on the detected value of the position sensor 68 will be referred to as the actuator angle θact, and the torque output to the output shaft 15 will be referred to as the actuator torque Tact. Further, the actuator 40 is provided with a current sensor 67 for detecting motor current and a temperature sensor 69 for detecting actuator temperature.

The vehicle control device 80 has an actuator control unit (hereinafter “act-ECU”) 81, an MG control unit (hereinafter “MG-ECU”) 82, a brake ECU 85 and the like. The act-ECU 81, the MG-ECU 82, and the brake ECU 85 are each mainly composed of a microcomputer or the like. etc. Each process in the ECU may be a software process by executing a program pre-stored in a substantial memory device such as a ROM (that is, a readable non-temporary tangible recording medium) by the CPU, or may be a dedicated program. It may be hardware processing by an electronic circuit.

Vehicle control device 80 acquires detection values from range sensor 37, current sensor 67, position sensor 68, temperature sensor 69, MG rotation angle sensor 75, tilt angle sensor 87, steering angle sensor 88, and the like. The value can be used for various controls.

The act-ECU 81 has an actuator drive control unit 811 and the like as functional blocks, and controls the energization of the actuator 40 based on the shift range requested by the driver, the signal from the brake switch, the vehicle speed, and the like. control behavior. Further, for controlling the actuator 40, the oil temperature of the transmission 7 connected to the detent mechanism 20 (hereinafter referred to as "TM oil temperature") or the like may be used. The transmission 7 may be a transaxle or the like.

The MG-ECU 82 has an MG drive control section 821, a surface pressure determination section 822, etc. as functional blocks. The MG drive control unit 821 controls the drive of the main motor 70 by controlling the ON/OFF operation of the switching elements forming the inverter 71 . The surface pressure determination unit 822 determines the state of engagement between the parking lever 33 and the parking gear 35 based on the MG rotation angle θmg.

In this embodiment, the act-ECU 81 and the MG-ECU 82 are provided separately, but they may be configured as one ECU. Also, the act-ECU 81 may be provided integrally with the actuator 40 . Further, various determination processes, etc., which will be described later, may be executed by either the act-ECU 81 or the MG-ECU .

As described above, the parking lock is released by driving the actuator 40 . As shown in FIG. 3 , when the vehicle 100 is stopped in a tilted state, a load L (see formula (1)) corresponding to the vehicle weight W and the tilt angle θi is applied to the vehicle 100 in the longitudinal direction. As shown in FIG. 4 , a load L corresponding to the vehicle weight W and the inclination angle θi is applied to the surface pressure generation portion Ps where the parking lever 33 and the parking gear 35 mesh.

L=W×sin θi (1)

Therefore, when pulling out the parking lever 33 from the parking gear 35, if the vehicle 100 is in an inclined state, a larger torque is required due to the meshing load than when the vehicle is on a flat road. Hereinafter, pulling out the projection 331 of the parking lever 33 from the parking gear 35 will be referred to as "P removal".

In FIG. 5, the horizontal axis is the actuator angle θact, and the vertical axis is the torque. As shown in FIG. 5, when performing P removal in a state where meshing surface pressure is applied, in addition to the torque for switching the detent of the detent mechanism 20 shown by the solid line, the torque of the meshing surface pressure component shown by the broken line is required. become. Therefore, when the maximum torque Tact_max that can be output by the actuator 40 is relatively small, for example, as indicated by the dashed line, there is a possibility that the actuator torque Tact alone may not be enough to remove P. Further, when the torque of the meshing surface pressure component is covered by the actuator 40, the physical size of the actuator 40 is increased.

6, the horizontal axis represents the input voltage V of the actuator 40, and the vertical axis represents the actuator torque Tact. Also, let Tp_f be the torque required to remove P on a flat road, and Tp_max be the torque required to remove P on the assumed maximum slope. When the temperature of the actuator 40 is high and the voltage is low, the actuator torque Tact decreases. Therefore, depending on the vehicle tilting state, temperature conditions, and input voltage V, there is a region where the actuator torque Tact alone cannot remove P. there is

Therefore, in the present embodiment, the main machine motor 70 is driven as necessary when P is removed to generate torque that cancels the torque of the meshing surface pressure component. As a result, it is possible to reduce the meshing surface pressure component due to the vehicle weight by the MG torque Tmg. The actuator 40 can be miniaturized. In addition, it is possible to reduce the energization amount and heat load of a drive circuit (not shown) for driving the actuator 40 .

In this embodiment, it is determined whether or not the meshing surface pressure is generated by applying a torque to the extent that the parking gear 35 moves within the backlash by the main motor 70 . Hereinafter, the torque to the extent that the parking gear 35 moves within the backlash is defined as the surface pressure confirmation torque ±Tg. In this embodiment, the surface pressure decreasing direction is positive and the opposite direction is negative, but the application direction may be defined differently. The same applies to embodiments described later.

7 to 13 are diagrams conceptually showing the power transmission system from the actuator 40 and main motor 70 to the wheels 98. FIG. A case where no meshing surface pressure is generated will be described with reference to FIGS. 7 to 9. FIG. As shown in FIG. 7 , when the load L is offset by the parking brake 99 , no meshing surface pressure is generated between the parking lever 33 and the parking gear 35 . The same applies when the vehicle 100 stops on a flat road and the load L is not generated.

FIG. 8(a) shows the case where the contact pressure confirmation torque Tg is applied, and FIG. 8(b) shows the case where the contact pressure confirmation torque -Tg is applied. As shown in FIGS. 8(a) and 8(b), when the meshing surface pressure is not generated, the parking gear 35 moves within the range of looseness by applying the surface pressure confirmation torque ±Tg.

As shown in FIG. 9, when the meshing surface pressure is not generated, the torque assist control at the time of P release by the main motor 70 is not performed, and the P release is performed by the torque of the actuator 40 . Hereinafter, the torque assist control by the main motor 70 when the P is removed will be arbitrarily referred to as "MG torque assist control".

A case where meshing surface pressure is generated will be described with reference to FIGS. 10 to 13. FIG. As shown in FIG. 10, when the vehicle 100 is tilted, a torque Tw (see formula (2)) corresponding to the tilt angle θi, the vehicle weight W, and the radius r of the wheel 98 is applied to the drive shaft 95 to twist it. , and a meshing surface pressure is generated between the parking lever 33 and the parking gear 35 .

Tw=r×W sin θi (2)

As shown in FIGS. 11(a) and 11(b), when the surface pressure confirmation torque ±Tg is applied in a state where the meshing surface pressure is generated, the torsion of the drive shaft 95 is reduced regardless of the application direction. The condition is not resolved and the parking gear 35 does not move.

As shown in FIG. 12, when meshing surface pressure is generated between the parking gear 35 and the parking lever 33, MG torque assist control is performed. When the main motor 70 applies a torque capable of canceling the twisted state of the drive shaft 95, the parking gear 35 moves within the range of backlash, and the parking lever 33 can be pulled out. At this time, if the torque of the main motor 70 is too large, due to the reaction accompanying the untwisting of the drive shaft 95, the parking gear 35 and the parking lever 33 collide with each other in the direction opposite to the generation direction of the meshing surface pressure, thereby generating abnormal noise. there is a risk of Therefore, it is desirable to maintain the MG torque Tmg applied by the MG torque assist control to such an extent that the torsion of the drive shaft 95 can be eliminated.

As shown in FIG. 13, when the actuator 40 is driven with the drive shaft 95 untwisted, the parking lever 33 is pulled out. Then, the MG torque Tmg is reduced, and the MG torque assist control ends.

7 to 13, when the surface pressure confirmation torque ±Tg is applied, the parking gear 35 moves if no meshing surface pressure is generated, and the parking gear 35 moves if the meshing surface pressure is generated. does not move. Whether or not the parking gear 35 has moved can be determined from the detection value of the MG rotation angle sensor 75 . Therefore, in the present embodiment, presence or absence of meshing surface pressure is determined based on the detection value of the MG rotation angle sensor 75 when the surface pressure confirmation torque ±Tg is applied.

Since the fitting position of the parking gear 35 and the parking lever 33 within the backlash is a matter of course, when they are fitted at the contact position, surface pressure is generated if the direction of torque application is the contact side. The parking gear 35 does not move even if it is not installed. Therefore, when the parking gear 35 does not move due to the application of the surface pressure confirmation torque to one side, it is desirable to apply the torque to the other side. As a result, it is possible to prevent erroneous determination that the meshing surface pressure is generated even though the meshing surface pressure is not generated. Further, when the parking gear 35 moves due to the application of the surface pressure confirmation torque to one side, it can be determined that the meshing surface pressure is not generated, so the application of the surface pressure confirmation torque to the other side can be omitted. be.

Actuator control processing will be described based on the flowchart of FIG. This processing is executed at a predetermined cycle by the actuator drive control section 811 when the shift range is the P range. Hereinafter, "step" such as step S101 will be omitted and will be simply referred to as "S".

In S101, the actuator drive control section 811 determines whether the actuator 40 is being driven. If it is determined that the actuator 40 is being driven (S101: YES), the process proceeds to S104. If it is determined that the actuator 40 is not being driven (S101: NO), the process proceeds to S102.

In S102, the actuator drive control unit 811 determines whether or not there is a notP switching instruction. Here, the determination is made based on the switching instruction from the MG-ECU 82, but the determination may be made internally based on the shift signal or the like. The same applies to switching to the P range. If it is determined that there is no notP switching instruction (S102: NO), the process of S103 is skipped. If it is determined that there is a notP switching instruction (S102: YES), the process proceeds to S103.

In S103, the actuator drive control unit 811 sets a target value for switching from the P range to the notP range, and drives the actuator 40 so that the actuator angle θact becomes the target value.

In S104 to which the process proceeds when it is determined that the actuator 40 is being driven (S101: YES), the actuator drive control section 811 determines whether or not the actuator angle θact has reached the target value. If it is determined that the actuator angle θact has not reached the target value (S104: NO), drive control of the actuator 40 is continued. If it is determined that the actuator angle θact has reached the target value (S104: YES), the process proceeds to S105, determines that switching to the notP range has been completed, and stops the actuator 40. FIG. Further, the act-ECU 81 transmits to the MG-ECU 82 information indicating that switching to the notP range has been completed.

MG control processing will be described based on the flowchart of FIG. This process is executed at a predetermined cycle by MG-ECU 82 when the shift range is the P range.

In S201, the MG-ECU 82 determines whether or not there is a notP switching request. If it is determined that there is no notP switching request (S201: NO), the process after S202 is skipped. If it is determined that there is a notP switching request (S201: YES), the process proceeds to S202.

In S202, MG-ECU 82 determines whether actuator 40 is being driven. If it is determined that the actuator 40 is being driven (S202: YES), the process proceeds to S213. If it is determined that the actuator 40 is not being driven (S202: NO), the process proceeds to S203.

In S203, the MG-ECU 82 determines whether or not the surface pressure determination has been completed. If it is determined that the surface pressure determination has not been completed (S203: NO), the process proceeds to S204 and performs surface pressure determination processing. The surface pressure determination process will be described later with reference to FIG. If it is determined that the surface pressure determination has been completed (S203: YES), the process proceeds to S205.

In S205, the MG-ECU 82 determines whether or not a meshing surface pressure is generated at the meshing portion between the parking lever 33 and the parking gear 35. FIG. If it is determined that the meshing surface pressure is not generated (S205: NO), the process proceeds to S212. When it is determined that meshing surface pressure is generated (S205: YES), the process proceeds to S206, the main motor 70 is driven, and MG torque assist control is performed.

In S207, the surface pressure determination unit 822 determines whether or not the MG angle change amount Δθmg_a, which is the change amount of the MG rotation angle θmg from the initial position θmg0, is greater than the determination value θa. Here, if the parking gear 35 starts to move, it is estimated that the torsional torque of the drive shaft 95 has been canceled, so the determination value θa can detect that the parking gear 35 has moved, taking detection errors and the like into consideration. and is set to a value smaller than the parking gear backlash angle θg1. If it is determined that the MG angle change amount Δθmg_a is greater than the determination value θa (S207: YES), the process proceeds to S211. If it is determined that the MG angle change amount Δθmg_a is equal to or less than the determination value θa (S207: NO), the process proceeds to S208.

In S208, MG-ECU 82 determines whether or not MG torque Tmg has reached upper limit torque value Tu. The upper limit torque value Tu is the maximum torque in the meshing surface pressure reduction control, and is set to a value that allows the meshing surface pressure to be reduced so that the actuator 40 operates reliably. If it is determined that the MG torque Tmg has not reached the upper limit torque value Tu (S208: NO), the process proceeds to S209 to increase the MG torque command value Tmg ^* by a gradual change amount ΔT. The gradual change amount ΔT is a value corresponding to the torque increase speed. set to a value that does not collide with side faces. If it is determined that the MG torque Tmg has reached the upper limit torque value Tu (S208: YES), the process proceeds to S211 and sets the MG torque command value Tmg ^* to the upper limit torque value Tu.

In S211 to which the MG angle change amount Δθmg_a is determined to be greater than the determination value θa (S207: YES), the MG-ECU 82 maintains the current MG torque Tmg. In S212, the MG-ECU 82 transmits a notP switching instruction to the act-ECU 81.

In S213 to which the actuator 40 is driven (S202: YES), the MG-ECU 82 determines whether the actuator angle θact has reached the reach determination value θr. The reaching determination value θr is set between the position at which the meshing surface pressure peaks and the position at which the detent roller 26 rides over the ridge 215 or the position at which the detection value of the range sensor 37 changes from P to notP. If it is determined that the actuator angle θact has not reached the reach determination value θr (S213: NO), the MG torque assist control is continued. If it is determined that the actuator angle θact has reached the reach determination value θr (S213: YES), the process proceeds to S214.

At S214, the MG-ECU 82 determines whether or not the MG torque Tmg is equal to or less than the running torque Td. If the set running torque is 0, then Td=0. If it is determined that the MG torque Tmg is greater than the running torque Td (S214: NO), that is, if the meshing surface pressure reducing torque is output, the process proceeds to S215 to reduce the MG torque Tmg. If it is determined that the MG torque Tmg is equal to or less than the running torque Td (S214: YES), the process proceeds to S216. When the running torque Td is not 0 and the MG torque Tmg is smaller than the running torque Td, the MG torque Tmg is controlled by separate processing.

In S216, the MG-ECU 82 determines whether or not switching to the notP range has been completed. If it is determined that the switching to the notP range has not been completed (S216: NO), the current state is continued. If it is determined that the switching to the notP range has been completed (S216: YES), the process proceeds to S217 and the surface pressure reduction control is completed.

The surface pressure determination process will be described based on the flowchart of FIG. 16 . In S401, the surface pressure determination unit 822 stores the current MG rotation angle θmg as the initial position θmg0 in a RAM (not shown) or the like. At S402, the MG-ECU 82 applies the surface pressure confirmation torque -Tg.

In S403, the surface pressure determination unit 822 determines whether or not the surface pressure confirmation time X1, which is the elapsed time from the start of application of the surface pressure confirmation torque -Tg, has elapsed. The surface pressure confirmation time X1 is set according to the time required for the parking gear 35 to move within the range of backlash when the meshing surface pressure is not generated. The same applies to the surface pressure confirmation time X2, which will be described later. In this embodiment, the surface pressure confirmation times X1 and X2 are equal, but they may be different. The contact pressure confirmation times X1 and X2 can be measured by any method, such as using a counter. The same applies to the later-described reference storage time X3. If it is determined that the surface pressure confirmation time X1 has not elapsed, the process returns to S402 to continue applying the surface pressure confirmation torque -Tg. If it is determined that the surface pressure confirmation time X1 has elapsed (S403: YES), the process proceeds to S404.

In S404, the surface pressure determination unit 822 determines whether or not the MG angle change amount Δθmg_a is greater than the determination value θa. If it is determined that the MG angle change amount Δθmg_a is greater than the determination value θa (S404: YES), that is, if the parking gear 35 is moved by the application of the surface pressure confirmation torque −Tg, the process proceeds to S408. If it is determined that the MG angle change amount Δθmg_a is equal to or less than the determination value θa (S404: NO), that is, if the parking gear 35 does not move due to the application of the contact pressure confirmation torque −Tg, the process proceeds to S405.

In S405, the surface pressure determination unit 822 changes the torque application direction and applies the surface pressure confirmation torque Tg. That is, when the parking gear 35 does not move even when the surface pressure confirmation torque -Tg is applied, the surface pressure confirmation torque Tg in the opposite direction is applied.

In S406, the surface pressure determination unit 822 determines whether or not the surface pressure confirmation time X2, which is the elapsed time from the start of application of the surface pressure confirmation torque Tg, has elapsed. If it is determined that the surface pressure confirmation time X2 has not elapsed (S406: NO), the process returns to S405 to continue applying the surface pressure confirmation torque Tg. If it is determined that the surface pressure confirmation time X2 has elapsed (S406: YES), the process proceeds to S407.

In S407, similarly to S404, the surface pressure determination unit 822 determines whether or not the MG angle change amount Δθmg_a is greater than the determination value θa. If it is determined that the MG angle change amount Δθmg_a is greater than the determination value θa (S404: YES), that is, if the parking gear 35 is moved by the application of the surface pressure confirmation torque Tg, the process proceeds to S408. If it is determined that the MG angle change amount Δθmg_a is equal to or less than the determination value θa (S407: NO), that is, if the parking gear 35 does not move due to the application of the surface pressure confirmation torque Tg, the process proceeds to S409.

In S408 to which the process proceeds when the parking gear 35 moves due to the application of the surface pressure confirmation torque ±Tg, the MG-ECU 82 determines that there is no meshing surface pressure. In S409 to which the process proceeds when the parking gear does not move due to the application of the surface pressure confirmation torque ±Tg, the MG-ECU 82 determines that there is meshing surface pressure. As described with reference to FIG. 15, when there is no meshing surface pressure, the main motor 70 is not driven and the actuator 40 performs P extraction. When there is meshing surface pressure, the main motor 70 is driven and MG torque assist control is performed.

The P removal control process will be described based on the time charts of FIGS. 17 and 18. FIG. 17 and 18 show, from the top, the shift instruction, the MG torque command value Tmg ^* , the MG torque Tmg, the MG rotation angle θmg, the actuator target value, and the actuator angle θact. Values for actuator 40 are listed as corresponding ranges where appropriate. Here, it is assumed that the running torque Td=0 during the P removal process. The same applies to time charts in embodiments described later.

FIG. 17 shows the P release control process when the meshing surface pressure is not generated between the parking gear 35 and the parking lever 33 . At time x10, when the shift instruction is switched from the P range to the not P range, the contact pressure confirmation torque -Tg is applied. The MG torque Tmg follows the change in the MG torque command value Tmg ^* with a delay, but the details of the follow-up delay will be omitted. Further, at time x11 when the surface pressure confirmation time X1 has elapsed, the direction of torque application is changed and the surface pressure confirmation torque Tg is applied.

By applying the surface pressure confirmation torque ±Tg, the parking gear 35 moves within the range of backlash, and the MG angle change amount Δθmg_a becomes larger than the determination value θa. Thereby, it can be determined that the meshing surface pressure is not generated (see FIG. 8).

At time x12, the meshing surface pressure is not generated and the MG torque assist is unnecessary, so the MG torque command value Tmg ^* is set to 0 and the main motor 70 is turned off. Also, by setting the actuator target value to a value corresponding to the notP range and driving the actuator 40, P is removed (see FIG. 9).

In FIG. 17, for the sake of explanation, it is described that the surface pressure confirmation torque is applied in both directions. Driving of the actuator 40 may be started at the time x11.

FIG. 18 shows the P release control process when the meshing surface pressure is generated between the parking gear 35 and the parking lever 33 . At time x20, when the shift instruction switches from the P range to the notP range, the surface pressure confirmation torque -Tp is applied during the period from time x20 to time x21, and the surface pressure confirmation torque Tg is applied during the period from time x21 to time x22. is applied, the parking gear 35 does not move and the MG rotation angle θmg does not change (see FIG. 11).

At time x22 after the contact pressure confirmation times X1 and X2 have passed, the MG angle change amount Δθmg_a has not reached the determination value θa, so it is determined that the meshing contact pressure is occurring, and MG torque assist control is started. .

As the MG torque Tmg is increased from time x22, the MG rotation angle θmg starts to change at time x23. The method of increasing the MG torque Tmg may be the same as in the fourth embodiment. When the MG angle change amount Δθmg_a reaches the determination value θa at time x24, the MG torque Tmg is maintained, the target value of the actuator angle θact is set to the notP range position, and the actuator 40 is started to be driven. When the parking gear 35 does not start moving, the MG torque command value Tmg ^* is increased to the upper limit torque value Tu, as indicated by the dashed line. If the state in which the meshing surface pressure is applied is not resolved, the parking gear 35 will stagnate with the backlash reduced.

At time x25, when the actuator angle θact reaches the reach determination value θr, the MG torque Tmg starts to decrease. When the actuator angle θact reaches the target value, range switching to the notP range is completed. In FIG. 18, the timing at which the range switching is completed and the timing at which the MG torque Tmg becomes 0 are generally the same, but the MG torque Tmg may become 0 before the range switching is completed. Also, the method of decreasing the MG torque Tmg may be different from that shown in FIG.

As described above, the vehicle control device 80 of this embodiment controls the vehicle drive system 90 . The vehicle drive system 90 includes a main motor 70 , an MG rotation angle sensor 75 , a parking lock mechanism 30 and an actuator 40 . Main motor 70 is a drive source for vehicle 100 . The MG rotation angle sensor 75 detects the rotation angle of the main motor 70 . The parking lock mechanism 30 has a parking gear 35 connected to the drive shaft 95 and a parking lever 33 that can be meshed with the parking gear 35 . Lockable. Actuator 40 drives parking lever 33 . The actuator 40 of the present embodiment has a usage environment region in which the parking lock cannot be released when the meshing surface pressure is generated.

The vehicle control device 80 has an act-ECU 81 and an MG-ECU 82 . The act-ECU 81 controls driving of the actuator 40 . The MG-ECU 82 has a surface pressure determination unit 822, and when it is determined that the meshing surface pressure is generated, controls the driving of the main motor 70 so as to reduce the meshing surface pressure when releasing the parking lock. Perform torque assist control. The surface pressure determination unit 822 determines the engagement state between the parking gear 35 and the parking lever 33 in the parking lock state in which the parking gear 35 and the parking lever 33 are engaged with each other.

In the parking lock state, the surface pressure determining unit 822 determines the meshing surface between the parking gear 35 and the parking lever 33 based on the detection value of the MG rotation angle sensor 75 when the main machine motor 70 applies the surface pressure confirmation torque ±Tg. Determine whether or not pressure is generated.

In this embodiment, by using the detection value of the MG rotation angle sensor 75 that detects the rotation of the main motor 70, it is possible to appropriately determine the presence or absence of the meshing surface pressure without adding another member such as a strain sensor. can be done. In addition, torque assist control can be appropriately performed according to the presence or absence of meshing surface pressure.

The surface pressure determining unit 822 determines whether or not the meshing surface pressure is generated when there is a parking lock release instruction. As a result, it is possible to appropriately determine the presence or absence of the meshing surface pressure before releasing P.

The surface pressure determination unit 822 applies surface pressure confirmation torque ±Tp in both positive and negative directions to determine the presence or absence of meshing surface pressure. As a result, it is possible to prevent erroneous determination due to the engagement position within the backlash.

The meshing surface pressure determination unit 822 determines whether meshing surface pressure is generated based on the amount of change in the rotation angle of the main motor 70 when the surface pressure confirmation torque ±Tp is applied. In this embodiment, the determination is made based on the MG angle change amount Δθmg_a, which is the change amount from the initial position θmg0. This makes it possible to appropriately determine the presence or absence of meshing surface pressure.

(Second embodiment)
A second embodiment is shown in FIGS. 19 and 20. FIG. Since the second embodiment and the third embodiment differ in MG control processing and surface pressure determination processing, this point will be mainly described. For example, the MG control process may be the same as in the first embodiment, and the surface pressure determination process may be the same as in the second embodiment, so that each embodiment may be combined.

MG control processing is shown in FIG. 19 is the same as the flowchart of FIG. 15 except that S207 in FIG. 15 is replaced with S221. In S221 where it is determined that the meshing surface pressure is generated (S205: YES), and the transition is made following S206 in which the MG torque assist control is performed, the surface pressure determination unit 822 determines whether the rotational speed of the main motor 70 is equal to or higher than the speed threshold. judge whether or not The rotation speed of the main machine motor 70 is calculated based on the detection value of the MG rotation angle sensor 75 . Also, the speed threshold is set to a value at which it can be determined that the parking gear 35 has moved. When it is determined that the rotation speed of the main motor 70 is smaller than the speed threshold (S221: NO), the process proceeds to S208. When it is determined that the rotation speed of the main motor 70 is equal to or higher than the speed threshold (S221: YES), the process proceeds to S211.

FIG. 20 shows the surface pressure determination process. 20 is the same as the flowchart of FIG. 16 except that S404 in FIG. 16 is replaced with S421 and S407 is replaced with S422. In S421, which is shifted when it is determined that the surface pressure confirmation time X1 has elapsed (S403: YES), the surface pressure determination unit 822 determines whether or not the rotation speed of the main motor 70 is equal to or higher than the speed threshold. When it is determined that the rotation speed of the main motor 70 is equal to or higher than the speed threshold (S421: YES), the process proceeds to S408 and determines that there is no meshing surface pressure. When it is determined that the rotation speed of the main motor 70 is smaller than the speed threshold (S421: NO), the process proceeds to S405 and changes the direction of application of the MG torque.

In S422, which is shifted to when it is determined that the contact pressure confirmation time X2 has elapsed (S406: YES), the MG-ECU 82 determines whether or not the rotational speed of the main motor 70 is equal to or higher than the speed threshold. When it is determined that the rotation speed of the main motor 70 is equal to or higher than the speed threshold (S422: YES), the process proceeds to S408 and determines that there is no meshing surface pressure. When it is determined that the rotation speed of the main motor 70 is smaller than the speed threshold (S422: NO), the process proceeds to S409, and it is determined that there is meshing surface pressure.

In this embodiment, it is determined whether or not the meshing surface pressure is generated based on the rotational speed of the main motor 70 when the surface pressure confirmation torque ±Tg is applied. Thus, even if the change in the MG rotation angle θmg is very small, it is possible to appropriately determine the presence or absence of the meshing surface pressure. Moreover, the same effects as those of the above-described embodiment can be obtained.

(Third embodiment)
A third embodiment is shown in FIGS. 21 and 22. FIG. The MG control process of this embodiment shown in FIG. 21 is the same as the flowchart of FIG. 15 except that S207 in FIG. 15 is replaced with S225. In S225 where it is determined that the meshing surface pressure is generated (S205: YES) and the transition is made following S206 in which the MG torque assist control is performed, the surface pressure determination unit 822 determines whether the maximum value of the MG rotation angle θmg has been updated. judge whether or not If it is determined that the maximum value of the MG rotation angle θmg has not been updated (S225: NO), the process proceeds to S208. If it is determined that the maximum value of the MG rotation angle θmg has been updated (S225: YES), the process proceeds to S211.

FIG. 22 shows the surface pressure determination process. 22 is the same as the flowchart of FIG. 16 except that S404 in FIG. 16 is replaced with S425 and S407 is replaced with S426. In S425 to which the transition is made when it is determined that the surface pressure confirmation time X1 has elapsed (S403: YES), the surface pressure determination unit 822 determines whether or not the minimum value of the MG rotation angle θmg has been updated. If it is determined that the minimum value of the MG rotation angle θmg has been updated (S425: YES), the process proceeds to S408 and determines that there is no meshing surface pressure. If it is determined that the minimum value of the MG rotation angle θmg has not been updated (S425: NO), the process proceeds to S405 to change the application direction of the MG torque.

In S426 to which the transition is made when it is determined that the surface pressure confirmation time X2 has elapsed (S406: YES), the surface pressure determination unit 822 determines whether or not the maximum value of the MG rotation angle θmg has been updated. If it is determined that the maximum value of the MG rotation angle θmg has been updated (S426: YES), the process proceeds to S408 and determines that there is no meshing surface pressure. If it is determined that the maximum value of the MG rotation angle θmg has not been updated (S426: NO), the process proceeds to S409 and it is determined that there is meshing surface pressure.

In the present embodiment, the surface pressure determination unit 822 generates meshing surface pressure based on whether or not the MG rotation angle θmg when the surface pressure confirmation torque ±Tg is applied is updated to the side corresponding to the torque application direction. Determine whether or not Thus, even if the change in the MG rotation angle θmg is very small, it is possible to appropriately determine the presence or absence of the meshing surface pressure. Moreover, the same effects as those of the above-described embodiment can be obtained.

(Fourth embodiment)
A fourth embodiment is shown in FIGS. As shown in FIG. 23 , the vehicle drive system 91 of this embodiment differs from the above embodiment in that an MG reduction gear 78 is provided between the parking gear 35 and reduction gear 96 and the main motor 70 . ing. Therefore, play also exists between the main machine motor 70 and the parking gear 35 . Hereinafter, the total play between the main motor 70 and the parking gear 35 is defined as a reduction gear play angle θg2.

24 to 30 show the state of engagement between the parking gear 35 and the parking lever 33 in this embodiment. A case where no meshing surface pressure is generated will be described with reference to FIGS. 24 to 26. FIG. As shown in FIG. 24 , when the load L is offset by the parking brake 99 , no meshing surface pressure is generated between the parking lever 33 and the parking gear 35 . The same applies when the vehicle 100 stops on a flat road and the load L is not generated.

FIG. 25(a) shows the case where the contact pressure confirmation torque Tg is applied, and FIG. 25(b) shows the case where the contact pressure confirmation torque -Tg is applied. As shown in FIGS. 25(a) and 25(b), the parking gear 35 moves within the range of backlash by applying the surface pressure confirmation torque ±Tg. In this embodiment, since the MG reduction gear 78 is provided between the main motor 70 and the parking gear 35, the change amount of the MG rotation angle sensor 75 is the sum of the parking gear backlash angle θg1 and the reduction gear backlash angle θg2. is a value according to

As shown in FIG. 26, when the meshing surface pressure is not generated, the MG torque assist control is not performed, and the torque of the actuator 40 is used to perform P removal.

A case where meshing surface pressure is generated will be described with reference to FIGS. 27 to 30. FIG. When the vehicle 100 is tilted, a torque Tw (see formula (2)) corresponding to the tilt angle θi, the vehicle weight W, and the radius r of the wheel 98 is applied to the drive shaft 95 in the same manner as described with reference to FIG. As a result, twisting occurs, and a meshing surface pressure is generated between the parking lever 33 and the parking gear 35 .

As shown in FIGS. 28(a) and 28(b), when the surface pressure confirmation torque ±Tg is applied in a state where the meshing surface pressure is generated, the parking gear 35 moves regardless of the application direction. Therefore, the twisted state of the drive shaft 95 does not change. Further, in this embodiment, since the MG reduction gear 78 is provided between the main motor 70 and the parking gear 35, the MG rotation angle θmg changes by the reduction gear backlash angle θg2.

The operations in FIGS. 29 and 30 are generally the same as those in FIGS. 12 and 13. When the meshing surface pressure is generated, the MG torque assist control is performed, and the torsion of the drive shaft is eliminated. By driving 40, the parking lever 33 is pulled out from the parking gear 35. - 特許庁Then, the MG torque Tmg is reduced, and the MG torque assist control ends.

MG control processing will be described based on the flowchart of FIG. Note that the actuator control processing is the same as in the above-described embodiment, so description thereof will be omitted. The processing of S301 and S302 is the same as the processing of S201 and S202 in FIG. If it is determined in S302 that the actuator 40 is being driven (S302: YES), the process proceeds to S309, and if it is determined that the actuator 40 is not being driven (S302: NO), the process proceeds to S303.

In S303, the MG-ECU 82 determines whether or not the tilt angle θi is equal to or less than the tilt determination threshold value θi_th. If it is determined that the tilt angle θi is greater than the tilt determination threshold value θi_th (S303: YES), the process proceeds to S304. If it is determined that the tilt angle θi is equal to or less than the tilt determination threshold value θi_th (S303: YES), the process proceeds to S309 and a notP switching instruction is transmitted to the act-ECU 81.

That is, in the present embodiment, when the vehicle 100 is not tilting and there is a high probability that the meshing surface pressure is not generated, the surface pressure determination process is omitted, and the MG torque assist control is not performed. Similarly, in the first to third embodiments, the step may be added to omit the contact pressure determination process when the tilt angle θi is equal to or less than the tilt determination threshold value θi_th. Further, in the present embodiment, S303 may be omitted and the surface pressure determination may be performed regardless of the inclination angle θi. The same applies to the brake load increase control in S308.

The process of S304 is the same as the process of S203 in FIG. 15, and when it is determined that the surface pressure determination has not been completed (S304: NO), the process proceeds to S305 to perform the surface pressure determination process. The surface pressure determination process will be described later with reference to FIG. If it is determined that the surface pressure determination has been completed (S304: YES), the process proceeds to S306.

The processing of S306 is the same as the processing of S205 in FIG. 15, and when it is determined that the meshing surface pressure is not generated (S306: NO), the process proceeds to S309, MG torque assist control is not performed, and notP A switching instruction is transmitted to the act-ECU 81 . When it is determined that the meshing surface pressure is generated (S306: YES), the process proceeds to S307, and MG torque assist control is performed. Also, in S308, the MG-ECU 82 transmits to the brake ECU 85 a command to increase the brake load. Details of the MG torque assist control will be described later. The processing of S310-S314 is the same as the processing of S213-S217 in FIG.

The surface pressure determination process of this embodiment will be described based on the flowchart of FIG. The processing of S451 and S452 is the same as the processing of S402 and S403 in FIG. In S453, to which the transition is made when it is determined that the surface pressure confirmation time X1 has elapsed (S452: YES), the surface pressure determination unit 822 stores the current MG rotation angle θmg as the first surface pressure confirmation position θmg1 in a RAM (not shown) or the like. be memorized.

The processing of S454 and S455 is the same as the processing of S405 and S406 in FIG. In S456 to which the transition is made when it is determined that the surface pressure confirmation time X2 has elapsed (S455: YES), the surface pressure determination unit 822 stores the current MG rotation angle θmg as the second surface pressure confirmation position θmg2 in a RAM (not shown) or the like. be memorized.

In S456, the surface pressure determination unit 822 determines whether or not the MG angle change amount Δθmg_b, which is the amount of change from the first surface pressure confirmation position θmg1 to the second surface pressure confirmation position θmg2, is greater than the judgment value θb. The determination value θb is set to a value larger than the reduction gear backlash angle θg2 and smaller than the sum of the parking gear backlash angle θg1 and the reduction gear backlash angle θg2. If it is determined that the MG angle change amount Δθmg_b is greater than the determination value θb (S457: YES), that is, if the parking gear 35 moves due to the application of the surface pressure confirmation torque ±Tg, the process proceeds to S458, and it is determined that there is no meshing surface pressure. judge. When it is determined that the MG angle change amount Δθmg_b is equal to or less than the determination value θb (S457: NO), the process proceeds to S459, and it is determined that there is meshing surface pressure.

MG torque assist control will be described based on the flowchart of FIG. In S351, the MG-ECU 82 determines whether or not the reference position θs of the MG rotation angle has been learned. If it is determined that the reference position θs has been learned (S351: YES), the process proceeds to S356. If it is determined that the reference position θs has not been learned (S351: NO), the process proceeds to S352.

At S352, the MG-ECU 82 applies the surface pressure confirmation torque Tg. If the surface pressure confirmation torque Tg is being applied, that state is maintained. In S353, the MG-ECU 82 determines whether or not the surface pressure confirmation torque Tg retention time after it is determined that there is meshing surface pressure has passed the reference storage time X3. If it is determined that the reference storage time X3 has not elapsed (S353: NO), the process returns to S352 to continue applying the surface pressure confirmation torque Tg. If it is determined that the reference storage time X3 has elapsed (S353: YES), the process proceeds to S354. Note that the reference storage time X3 may be set to 0 if the contact pressure confirmation time X2 in the contact pressure determination process is sufficiently secured.

In S354, the MG-ECU 82 learns the current MG rotation angle .theta.mg as the reference position .theta.s, and stores it in a storage unit (not shown) such as RAM. Further, if the MG rotation angle θmg does not change after the surface pressure determination process, the reference position θs becomes the same as the second surface pressure confirmation position θmg2.

In S355 where it is determined that the reference position θs has been learned (S351: YES), the MG-ECU 82 determines whether the MG angle change amount Δθmg_c from the learned reference position θs is greater than the determination value θa. to decide. If it is determined that the MG angle change amount Δθmg_c is greater than the determination value θa (S355: YES), the process proceeds to S361. If it is determined that the MG angle change amount Δθmg_c is equal to or less than the determination value θa (S355: NO), the process proceeds to S356.

In S356, MG-ECU 82 determines whether or not MG torque Tmg has reached lower torque value Tl. The lower torque value Tl is a value that can reduce the meshing surface pressure, and is set to a value that allows the actuator 40 to move, for example. Also, the lower torque value Tl may be a learned value. When it is determined that the MG torque Tmg has not reached the lower torque value Tl (S356: NO), the process proceeds to S357 and the MG torque command value Tmg ^* is set to the lower torque value Tl. If it is determined that the MG torque Tmg has reached the lower torque value Tl (S356: YES), the process proceeds to S358.

At S358, the MG-ECU 82 determines whether or not the MG torque Tmg has reached the upper limit torque value Tu. When it is determined that the MG torque Tmg has not reached the upper limit torque value Tu (S358: NO), the process proceeds to S359 to increase the MG torque command value Tmg ^* by a gradual change amount ΔT. When it is determined that the MG torque Tmg has reached the upper limit torque value Tu (S358: YES), the process proceeds to S360 and sets the MG torque command value Tmg ^* to the upper limit torque value Tu.

In S361 to which the MG angle change amount Δθmg_c is determined to be greater than the determination value θa (S355: YES), the MG-ECU 82 maintains the current MG torque Tmg. In S362, the MG-ECU 82 transmits a notP switching instruction to the act-ECU 81.

FIG. 34 is a diagram conceptually explaining setting ranges of the lower torque value Tl and the upper limit torque value Tu. When the parking lock mechanism 30 is operated, the position at which the projection 331 of the parking lever 33 fits into the parking gear 35 is within the range of backlash. When the convex portion 331 is positioned within the backlash range, no surface pressure is generated. Further, when the convex portion 331 and the parking gear 35 come into contact with each other due to an inclination of the vehicle 100 or the like, a meshing surface pressure corresponding to the vehicle weight component is generated (see FIG. 4).

Therefore, the main motor 70 is driven so as to reduce the meshing surface pressure generated due to vehicle factors. The lower torque value Tl is set to a range of 0 or more and a surface pressure of 0. Further, the upper limit torque value Tu is set so that the residual vehicle weight component, which is the difference between the vehicle weight component and the MG torque Tmg, falls within the range in which P can be removed in the actuator 40 or exceeds it.

Here, when the MG torque Tmg becomes larger than the vehicle weight component, the vehicle 100 generates a propulsive force. Therefore, in this embodiment, the braking force is increased so that the vehicle 100 does not unintentionally start by driving the main motor 70 in the P release control.

The P removal control process will be described based on the time charts of FIGS. 35 and 36. FIG. 35 and 36 show, from the top, the shift command, the tilt angle θi, the brake load, the MG torque command value Tmg ^* , the MG torque Tmg, the MG rotation angle θmg, the actuator target value, and the actuator angle θact. The same applies to time charts according to embodiments described later.

FIG. 35 shows the P release control process when the meshing surface pressure is not generated between the parking gear 35 and the parking lever 33 . At time x30, when the shift range switches from the P range to the notP range, the tilt angle θi is greater than the tilt determination threshold value θi_th, so the surface pressure confirmation torque −Tg is applied to perform the surface pressure determination process.

At the time x31 when the surface pressure confirmation time X1 has passed, the current MG rotation angle θmg is held as the first surface pressure confirmation position θmg1. Further, at time x31, the torque application direction is changed and the contact pressure confirmation torque Tg is applied.

At time x32 when the surface pressure confirmation time X2 has elapsed from time x31, the current MG rotation angle θmg is held as the second surface pressure confirmation position θmg2. When no meshing surface pressure is generated, the MG angle change amount Δθmg_b, which is the difference between the surface pressure confirmation positions θmg1 and θmg2, is a value corresponding to the sum of the parking gear backlash angle θg1 and the reduction gear backlash angle θg2. becomes larger than θb, and it is determined that no meshing surface pressure is generated.

If the meshing surface pressure is not generated, the MG torque assist is unnecessary, so the MG torque command value Tmg ^* is set to 0, and the main motor 70 is turned off. In addition, by setting the actuator target value to a value corresponding to the notP range and driving the actuator 40, the P is removed.

FIG. 36 shows the P release control process when the meshing surface pressure is generated between the parking gear 35 and the parking lever 33 . The processing from time x40 to time x42 is the same as the processing from time x30 to time x32 in FIG. As in this embodiment, when the MG reduction gear 78 is provided between the main motor 70 and the parking gear 35, by applying the surface pressure confirmation torque ±Tg, even if the meshing surface pressure is generated , the MG rotation angle .theta.mg changes by the reduction gear backlash angle .theta.g2, but the MG angle change amount .DELTA..theta.mg_b is smaller than the determination value .theta.b, and it is determined that the meshing surface pressure is generated.

At the time x43 when the reference storage time X3 has passed since the time x42 when it was determined that the meshing surface pressure was generated, the current MG rotation angle θmg is stored as the reference position θs. The reference position θs is the MG rotation angle θmg when the play of the MG reduction gear 78 is reduced in the torque application direction.

At the time x43 when the storage of the reference position θs is completed, the MG torque assist control is started, the MG torque command value Tmg ^* is set to the lower torque value Tl, and the MG torque command value Tmg ^* is gradually increased. Also, the brake load is increased from L1 to L2.

The parking gear 35 starts moving by the MG torque assist control, and when the MG angle change amount Δθmg_c, which is the change amount from the reference position θs, reaches the determination value θa at time x44, the MG torque Tmg is maintained. When the parking gear 35 does not start moving, the MG torque command value Tmg ^* is increased to the upper limit torque value Tu, as indicated by the dashed line. Alternatively, the lower torque value Tl=Tg, and the MG torque Tmg may be gradually increased from the start of the MG torque assist control as in the first embodiment. Alternatively, the lower torque value Tl=the upper limit torque value Tu, and the upper limit torque value Tu may be output from time x43. The processing after time x45 is the same as the processing after time x25 in FIG. In FIG. 36, the state in which the brake load is increased continues, but the load may be returned to the load before the increase after completion of switching to the notP range, for example.

In this embodiment, the MG reduction gear 78 is provided between the main motor 70 and the parking gear 35, and play exists between the main motor 70 and the parking gear 35. As shown in FIG. The surface pressure determination unit 822 determines the detected value of the MG rotation angle sensor 75 when the surface pressure confirmation torque −Tg is applied in the negative direction and the detection value of the MG rotation angle sensor 75 when the surface pressure confirmation torque Tg is applied in the positive direction. Based on the difference from the detected value, it is determined whether or not the meshing surface pressure is generated. As a result, it is possible to prevent erroneous determination that there is no surface pressure when the main machine motor 70 has moved within the play range between the main machine motor 70 and the parking gear 35 .

When the tilt angle θi of the vehicle 100 is greater than the tilt determination threshold value θi_th, the meshing surface pressure determination unit 822 determines whether or not the meshing surface pressure is generated. In other words, when the tilt angle θi of the vehicle 100 is equal to or less than the tilt determination threshold value θi_th, the meshing surface pressure determination is omitted. Thereby, it is possible to improve the responsiveness of the P removal control process when the vehicle 100 is not tilted.

The vehicle control device 80 includes a brake ECU 85 that controls braking force of the vehicle 100 . When performing torque assist control, the brake ECU 85 increases the braking force more than when not performing torque assist control. Accordingly, it is possible to suppress the vehicle 100 from jumping out. Moreover, the same effects as those of the above-described embodiment can be obtained.

(Fifth embodiment)
A fifth embodiment is shown in FIG. Since the fifth to eighth embodiments differ from the above-described embodiments in terms of MG torque assist control, this point will be mainly described.

MG torque assist control is shown in FIG. 37 is the same as the flowchart of FIG. 33 except that S355 in FIG. 33 is replaced with S371. In S371 to which the transition is made when it is determined that the reference position has been learned (S351: YES), as in S221 of FIG. do. When it is determined that the rotation angle of the main motor 70 is smaller than the speed threshold (S371: NO), the process proceeds to S356. When it is determined that the rotation speed of the main motor 70 is equal to or higher than the speed threshold (S371: YES), the process proceeds to S361. Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.

(Sixth embodiment)
MG torque assist control of the sixth embodiment will be described based on the flowchart of FIG. 38 is the same as the flowchart of FIG. 33 except that S355 in FIG. 33 is replaced with S372. In S372, which is shifted to when it is determined that the reference position has been learned (S351: YES), the surface pressure determination unit 822 determines whether or not the maximum value of the MG rotation angle θmg has been updated, as in S225 of FIG. do. If it is determined that the maximum value of the MG rotation angle θmg has not been updated (S372: NO), the process proceeds to S356. If it is determined that the maximum value of the MG rotation angle θmg has been updated (S372: YES), the process proceeds to S361. Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.

(Seventh embodiment)
A seventh embodiment is shown in FIGS. MG torque assist control will be described based on the flow chart of FIG. 39 is the same as the flowchart of FIG. 33 except that S352 in FIG. 33 is replaced with S375. In S375, which is shifted to when it is determined that the reference position learning has not been completed (S351: NO), the MG-ECU 82 applies the surface pressure confirmation torque -Tg.

The P removal control process when the meshing surface pressure is generated will be described based on the time chart of FIG. 40 . The processing from time x50 to time x52 is the same as the processing from time x40 to time x42 in FIG.

From the time x52 when it is determined that the meshing surface pressure is generated to the time x53 when the reference storage time X3 elapses, the surface pressure confirmation torque -Tp is applied, and at the time x53, the current MG rotation angle θmg is calculated. It is stored as the reference position θs. That is, in the present embodiment, the MG rotation angle θmg in a state in which the MG reduction gear 78 is tightened in the direction opposite to the direction of reducing the surface pressure is learned as the reference position θs. In this case, the determination value θa may be set to a value that takes into account the reduction gear backlash angle θg2, and the processing after time x53 is the same as the processing after time x43 in FIG. Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.

(Eighth embodiment)
An eighth embodiment is shown in FIGS. 41 and 42. FIG. MG torque assist control will be described based on the flowchart of FIG. The processing of S381-S385 is the same as the processing of S351-S355 in FIG. The processes of S381 to S385 may be those of the fifth to seventh embodiments. If it is determined in S385 that the MG angle change amount Δθmg_c is greater than the determination value θa (S385: YES), the process proceeds to S391, and if it is determined that the MG angle change amount Δθmg_c is equal to or less than the determination value θa (S385 : NO), and shifts to S386.

At S386, the MG-ECU 82 determines whether or not it is the first calculation after learning the reference position. The affirmative determination may be made a plurality of times after the reference position learning. If it is determined that it is the first calculation after the reference position learning (S386: YES), the process proceeds to S387 and sets the MG torque command value Tmg ^* to the upper limit torque value Tu. If it is determined that it is not the first calculation after learning the reference position (S386: NO), the process proceeds to S388.

At S388, the MG-ECU 82 determines whether or not the MG torque Tmg is greater than the lower torque value Tl. If it is determined that the MG torque Tmg is greater than the lower torque value Tl (S388: YES), the process proceeds to S389 to decrease the MG torque command value Tmg ^* by a gradual change amount ΔT. When it is determined that the MG torque Tmg is equal to or less than the lower torque value Tl (S388: NO), the process proceeds to S390 and the MG torque command value Tmg ^* is set to the lower torque value Tl. The processing of S391 and S392 is the same as the processing of S361 and S362 in FIG.

The P removal process when the meshing surface pressure is generated will be described based on the time chart of FIG. 42 . The processing from time x60 to time x63 is the same as the processing from time x40 to time x43 in FIG. When the reference position learning is completed at time x63, the MG torque assist control is started and the MG torque command value Tmg ^* is set to the upper limit torque value Tu. Thereafter, the MG torque command value Tmg ^* is gradually decreased.

The parking gear 35 starts to move under the MG torque assist control, and when the amount of change from the reference position θs reaches the determination value θa at time x64, the MG torque Tmg is maintained. When the parking gear 35 does not start moving, the MG torque command value Tmg ^* is decreased to the lower torque value Tl, as indicated by the dashed line. The processing after time x64 is the same as in the above embodiment.

In the present embodiment, the torsion of the drive shaft 95 can be eliminated as quickly as possible by applying the upper limit torque value Tu at the start of the MG torque assist control. Further, after the upper limit torque value Tu is applied, the vehicle 100 can be prevented from jumping out by reducing the MG torque Tmg. Note that even in a configuration in which the MG reduction gear is not provided, such as the first embodiment, the upper limit torque value Tu may be applied at the start of the MG torque assist control, as in the present embodiment. Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.

(Ninth embodiment)
The ninth embodiment is shown in FIGS. 43-46. In this embodiment, the presence or absence of surface pressure is determined when the P lock is completed, thereby shortening the time required to release the P lock. Actuator control processing at the time of P lock in this embodiment will be described based on the flowchart of FIG.

In S151, similarly to S101 in FIG. 14, the actuator drive control section 811 determines whether the actuator 40 is being driven. If it is determined that the actuator 40 is being driven (S151: YES), the process proceeds to S154. If it is determined that the actuator 40 is not being driven (S151: NO), the process proceeds to S152.

In S152, the actuator drive control section 811 determines whether or not there is a P switching instruction. If it is determined that there is no P switching instruction (S152: NO), S153 is skipped. If it is determined that there is a P switching instruction (S152: YES), the process proceeds to S153.

In S153, the actuator drive control unit 811 sets a target value for switching from the notP range to the P range, and drives the actuator 40 so that the actuator angle θact becomes the target value.

In S154 to which the process proceeds when it is determined that the actuator 40 is being driven (S151: YES), the actuator drive control section 811 determines whether the actuator angle θact has reached the target value. If it is determined that the actuator angle θact has not reached the target value (S154: NO), drive control of the actuator 40 is continued. If it is determined that the actuator angle θact has reached the target (S154: YES), the process proceeds to S155, it is determined that switching to the P range has been completed, and the actuator 40 is stopped. Further, the act-ECU 81 transmits to the MG-ECU 82 information indicating that switching to the P range has been completed.

MG control processing when switching to the P range will be described with reference to the flowchart of FIG. This process is performed by MG-ECU 82 at predetermined intervals when the shift range is in the notP range.

In S251, the MG-ECU 82 determines whether or not there is a P switching request. If it is determined that there is no P switching request (S251: NO), the process after S252 is skipped. If it is determined that there is a P switching request (S251: YES), the process proceeds to S252.

In S252, MG-ECU 82 determines whether actuator 40 is being driven. If it is determined that the actuator 40 is not being driven (S252: NO), the process proceeds to S253 and transmits a P switching instruction to the act-ECU81. If it is determined that the actuator 40 is being driven (S252: YES), the process proceeds to S254.

In S254, the MG-ECU 82 determines whether or not switching to the P range has been completed. If it is determined that switching to the P range has not been completed (S254: NO), the current state is continued. If it is determined that switching to the P range has been completed (S254: YES), the process proceeds to S255.

At S255, the MG-ECU 82 determines whether or not the surface pressure determination has been completed. If it is determined that the surface pressure determination has not been completed (S255: NO), the process proceeds to S256 and performs surface pressure determination processing. The surface pressure determination process may be any of the processes described in the above embodiments. If it is determined that the surface pressure determination has been completed (S255: YES), the process proceeds to S257 to store surface pressure information regarding the presence or absence of surface pressure. Here, since there is a possibility that the vehicle power supply such as the ignition switch is turned off after switching to the P range, the surface pressure information is stored in a non-volatile memory or the like that can retain the information even if the vehicle power supply is turned off. It is desirable to let

MG control processing at the time of notP range switching will be described with reference to the flowchart of FIG. The processing of S261 and S262 is the same as the processing of S201 and S202 in FIG. If it is determined in S262 that the actuator 40 is being driven (S262: YES), the process proceeds to S269, and if it is determined that the actuator 40 is not being driven (S262: NO), the process proceeds to S263.

At S263, the MG-ECU 82 determines whether or not the MG torque assist control is being performed. If it is determined that the MG torque assist control is being performed (S263: YES), the process proceeds to S265 to continue the MG torque assist control. If it is determined that the MG torque assist is not being performed (S263: NO), the process proceeds to S264.

In S264, the MG-ECU 82 determines whether or not there is a meshing surface pressure based on the surface pressure information at the time of P switching. If it is determined that there is no meshing surface pressure (S264: NO), the process proceeds to S268. Considering the case where the meshing surface pressure is generated after the surface pressure information is stored, the surface pressure determination process may be performed again when a negative determination is made in S264. If it is determined that there is meshing surface pressure (S264: YES), the process proceeds to S265 and MG torque assist control is performed. The MG torque assist control may be any control of the above embodiments.

In S266, it is determined whether or not the MG angle change amount Δθmg is greater than the determination value θa. If it is determined that the MG angle change amount Δθmg is less than the determination value θa (S266: NO), the process returns to S265 to continue the MG torque assist control. If it is determined that the MG angle change amount Δθmg is greater than the determination value θa (S266: YES), the process proceeds to S267. The processing of S267-S273 is the same as the processing of S211-S217 in FIG.

The P removal control process of this embodiment will be described based on the time chart of FIG. In FIG. 46, the case where the MG reduction gear 78 is not provided and the meshing surface pressure is generated as in the first embodiment etc. will be described as an example.

At time x70, when the shift instruction is switched from the not P range to the P range, the actuator target value is set to a value corresponding to the P range, and the actuator 40 is driven to switch to the P range.

At time x71, when switching to the P range is completed, surface pressure determination processing is performed. In this example, the meshing surface pressure is generated, and even if the surface pressure confirmation torque ±Tp is applied from time x71 to time x73, the parking gear 35 does not move and the MG rotation angle θmg does not change. Information such as a flag indicating that pressure is generated is stored.

At time x74, the shift instruction is switched from the P range to the not P range. At this time, since it is stored that the meshing surface pressure is generated, the MG torque assist control is started without performing the surface pressure determination process. The processing after time x75 is the same as the processing after time x25 in FIG.

In the present embodiment, the surface pressure determination process is performed when switching to the P range is completed. you can go

In the present embodiment, the surface pressure determination section 822 determines whether or not the meshing surface pressure is generated during the period from the completion of switching from the range other than the parking range to the parking range to the next release of the parking lock. make a judgment. As a result, the responsiveness can be improved as compared with the case where the presence or absence of the meshing surface pressure is determined after receiving the P lock release instruction. Moreover, the same effects as those of the above-described embodiment can be obtained.

(Tenth embodiment)
A tenth embodiment is shown in FIG. As described in the fourth embodiment, the upper limit torque value Tu is set so that the residual vehicle weight component, which is the difference between the vehicle weight component and the MG torque Tmg, is within the range in which P can be removed in the actuator 40 or is greater than that. is set to be In this embodiment, the upper limit torque value Tu is made variable according to the tilt state of the vehicle 100 .

Specifically, as shown in FIG. 47, as indicated by an arrow A1, the load L corresponding to the vehicle weight W is calculated using the equation (1) using the inclination angle θi of the vehicle 100, and based on this, the upper limit is calculated. Set the torque value Tu.

As indicated by the arrow A2, the load L is calculated by the formula (3) using the inclination angle θi and the angle θc formed by the vehicle body and the inclined extension direction indicated by the two-dot chain line, and based on this, the upper limit torque value Tu is set. may

L=W×sin θi×cos θc (3)

As indicated by an arrow A3, the load L is calculated by Equation (4) using the tilt angle θi, the angle θc between the tilted extension direction and the vehicle body, and the steering angle θw of the wheels 98, and based on this, the upper limit torque value. Tu may be set.

L=W×sin θi×cos θc×cos θw (4)

The tilt angle θi and the angle θc between the tilted extending direction and the vehicle body can be detected by the tilt angle sensor 87 . A steering angle θw of the wheels 98 can be detected by the steering angle sensor 88 . The vehicle weight W is a value set between the vehicle weight and the gross vehicle weight, but may be learned from a sensor capable of detecting passengers, an acceleration sensor, or the like. The same applies to the eleventh embodiment.

In this embodiment, the upper limit torque value Tu is determined according to at least one of the tilt angle θi of the vehicle 100, the angle θc between the tilted extension direction and the vehicle 100, and the steering angle θw of the wheels 98, and the vehicle weight W. set. Thereby, the MG torque Tmg can be accurately controlled. Moreover, the same effects as those of the above-described embodiment can be obtained.

(Eleventh embodiment)
An eleventh embodiment is shown in FIG. When the inclination angle θi of vehicle 100 is large, it is expected that the meshing surface pressure is large. Therefore, in the present embodiment, the increasing speed of the MG torque Tmg is made variable according to the vehicle weight W and the inclination angle θi. Specifically, the greater the vehicle weight W, the greater the rate of increase of the MG torque Tmg. Further, the increasing speed of the MG torque Tmg increases as the inclination angle θi increases.

In this embodiment, the speed at which the MG torque Tmg increases is variable according to at least one of the vehicle weight W and the inclination angle θi of the vehicle 100 . Thereby, the MG torque Tmg can be accurately controlled. Moreover, the same effects as those of the above-described embodiment can be obtained.

In the embodiment, the MG rotation angle sensor 75 corresponds to the "rotation angle sensor", the act-ECU 81 corresponds to the "actuator control section", the MG-ECU 82 corresponds to the "main motor control section", and the brake ECU 85 corresponds to the "brake control section".

(Other embodiments)
In the first embodiment, the amount of change in the rotation angle of the main motor, in the second embodiment, the rotation speed of the main motor, and in the third embodiment, the minimum value or the maximum value of the rotation angle of the main motor is updated to determine the presence or absence of the meshing surface pressure. judge. In another embodiment, it may be determined that a meshing surface pressure is generated when a plurality of conditions are established by combining these conditions. Further, in another embodiment, presence or absence of meshing surface pressure may be determined by a method different from the above-described embodiment, based on the detection value of the rotation angle sensor of the main motor. The same applies to determination of reduction in meshing surface pressure.

In the above embodiments, the actuator motor is a brushed DC motor. In other embodiments, the actuator motor may be other than a brushed DC motor. Further, in the above embodiment, the actuator has a use region where the parking lock cannot be released when the meshing surface pressure is generated. In another embodiment, the actuator may not have a use area where the parking lock cannot be released. Even in such a case, the load on the actuator can be reduced by performing torque assist control by the main motor.

In the above embodiment, the detent plate, which is the detent member, is provided with two valleys. In other embodiments, the number of valleys is not limited to two, and may be three or more. Also, the configurations of the detent mechanism, the parking lock mechanism, and the like may be different from those of the above embodiments. In the above embodiment, the parking lock state is maintained by the detent mechanism 20 . In another embodiment, instead of the detent mechanism 20, the self-locking mechanism of the actuator 40 itself may be used to maintain the parking lock state.

The controller and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by the computer program. may be Alternatively, the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured. The computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium. As described above, the present invention is not limited to the above embodiments, and can be implemented in various forms without departing from the scope of the invention.

30 parking lock mechanism 33 parking lever 35 parking gear 40 actuator 70 main motor 75 MG rotation angle sensor 80 vehicle control device 81 act -ECU (actuator control unit)
82 MG-ECU (main engine motor control unit)
822 Surface pressure determination unit 85 Brake ECU (brake control unit)
90, 91 Vehicle drive system 100 Vehicle

Claims (10)

a main motor (70) as a driving source of the vehicle (100);
a rotation angle sensor (75) for detecting the rotation angle of the main motor;
It has a parking gear (35) connected to a drive shaft (95) and a parking lever (33) that can mesh with the parking gear, and the parking gear and the parking lever mesh to move the drive shaft. a lockable parking lock mechanism (30);
an actuator (40) for driving the parking lever;
A vehicle control device for controlling a vehicle drive system (90, 91) comprising
an actuator control section (81) for controlling the driving of the actuator;
It has a surface pressure determination part (822) that determines a meshing state between the parking gear and the parking lever in a parking lock state in which the parking gear and the parking lever are engaged, and a meshing surface pressure is generated. a main motor control unit (82) that performs torque assist control for controlling the drive of the main motor to reduce the meshing surface pressure when it is determined that the parking lock is released;
with
The surface pressure determination unit generates a meshing surface pressure between the parking gear and the parking lever based on a detection value of the rotation angle sensor when a surface pressure confirmation torque is applied by the main motor in a parking lock state. Vehicle control device that determines whether or not. 2. The vehicle control device according to claim 1, wherein the surface pressure determining unit determines whether or not a meshing surface pressure is generated when a parking lock release instruction is given. The surface pressure determining unit determines whether or not a meshing surface pressure is generated during a period from the completion of switching from a range other than the parking range to the parking range to the next release of the parking lock. 2. The vehicle control device according to 1. The vehicle control device according to any one of claims 1 to 3, wherein the surface pressure determining section applies the surface pressure confirmation torque in both positive and negative directions to determine whether there is meshing surface pressure. 5. The surface pressure determination unit according to any one of claims 1 to 4, wherein the surface pressure determination unit determines whether or not the meshing surface pressure is generated based on the amount of change in the rotation angle of the main motor when the surface pressure confirmation torque is applied. The vehicle control device according to the item. 6. The surface pressure determination unit according to any one of claims 1 to 5, wherein the surface pressure determination unit determines whether or not the meshing surface pressure is generated based on the rotation speed of the main motor when the surface pressure confirmation torque is applied. vehicle controller. The surface pressure determination unit determines whether or not the meshing surface pressure is generated based on whether or not the rotation angle of the main motor is updated to the side corresponding to the torque application direction when the surface pressure confirmation torque is applied. The vehicle control device according to any one of claims 1 to 6, which determines whether If there is play between the main motor and the parking gear,
The surface pressure determination unit determines a detection value of the rotation angle sensor when the surface pressure confirmation torque is applied in the negative direction and a detection value of the rotation angle sensor when the surface pressure confirmation torque is applied in the positive direction. 5. The vehicle control device according to claim 4, wherein it is determined whether or not a meshing surface pressure is generated based on the difference between the . The vehicle control device according to any one of claims 1 to 8, wherein the surface pressure determination unit determines whether or not the meshing surface pressure is generated when the tilt angle of the vehicle is larger than the tilt determination threshold value. . Further comprising a brake control unit (85) for controlling the braking force of the vehicle,
The vehicle control device according to any one of claims 1 to 9, wherein when performing said torque assist control, said brake control unit increases braking force more than when said torque assist control is not performed.

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