JP4998281B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device for controlling a vehicle such as a hybrid vehicle or an electric vehicle.

  As this type of vehicle, for example, Patent Document 1 discloses an engine, a motor generator MG1, a motor generator MG2, a speed reducer connected to the rotor shaft of the motor generator MG2, a speed reducer, an engine, and a motor generator MG1. There is disclosed a hybrid vehicle having a power split mechanism PSD that distributes power between them and finally driving wheels provided at both ends of the drive shaft.

  Here, the hybrid vehicle power transmission mechanism disclosed in Patent Document 1 employs a parking mechanism disclosed in Patent Document 2 that engages and locks the parking gear and the parking pole according to the shift operation to the parking range. It is possible. In this case, when the parking lock operation is performed on the slope, the twist of the drive shaft is rapidly restored, and the motor generator is tried to rotate. Since the motor generator has a large inertia, a torque is applied to the rotor shaft of the motor generator, and an impact torque may be generated.

  Therefore, Patent Document 3 proposes a control for locking the parking mechanism by applying a torque with a motor in a direction opposite to the direction in which the vehicle travels on its slope due to its own weight (that is, potential energy), and slowly moving the vehicle. Has been. According to this, the twist of the drive shaft can be suppressed. However, the technique disclosed in Patent Document 3 has a problem of heat generation because the motor is operated in a low rotation high torque state. In addition, since electric power is consumed, there is a possibility of causing deterioration of fuel consumption.

  Patent Document 4 discloses a technique for braking a vehicle with a delay from that point when the parking range is switched. According to this, there is no input of torque from the drive source after braking of the vehicle, so that twisting of the drive shaft can be prevented in advance. However, since the technique disclosed in Patent Document 4 does not take into consideration until the parking range is switched on a slope, there is a possibility that appropriate braking control may not be executed depending on the engagement state of the parking gear.

JP 2002-274201 A JP 2006-81264 A JP 2006-96330 A JP 2002-122236 A

  The present invention has been made in view of the above-described problems, for example, and it is possible to relatively reduce the twist of the drive shaft and the impact torque generated on the rotor shaft of the motor generator when the parking mechanism is locked on a slope. It is an object to provide a vehicle control device that can suppress power consumption.

In order to solve the above-described problems, a vehicle control device according to the present invention has a meshing member for a gear disposed in a path of a power transmission mechanism that transmits power from a rotation shaft of a drive source of a vehicle to the drive shaft. A vehicle control device that controls a vehicle having a parking mechanism that fixes rotation of the rotary shaft and the drive shaft by meshing with each other, and determines whether or not the traveling road of the vehicle is a slope. And a meshing state determination means for determining whether or not the gear and the meshing member are meshed with each other, a fixing instruction by the parking mechanism, and a braking instruction for the vehicle , wherein it is determined that the traveling road of the vehicle is hill by hill determining means, and, if it is determined that the said meshing state by the meshing state determining means, said And a braking force control means for reducing a predetermined amount a braking force for both.

  According to this structure, the said subject can be solved as follows.

  First, the power transmission mechanism includes a speed reducer and a power split machine, and a drive shaft (for example, a rotor shaft) from a drive source (for example, a motor generator) of a vehicle (for example, a hybrid vehicle or an electric vehicle). Power to the drive shaft). Incidentally, the vehicle control device is particularly effective when the power transmission mechanism does not incorporate a power shut-off mechanism and the twist of the drive shaft cannot be mechanically restored.

  The parking mechanism fixes the rotational drive of the rotating shaft and the drive shaft by meshing a meshing member (for example, a parking lock pole) with a gear (for example, a parking gear) disposed in the path. Note that the rotational driving of the fixed rotating shaft and the driving shaft is released by releasing the meshed meshing member from the gear. The location where the gear is provided with the parking mechanism is not particularly limited as long as the rotation drive can be fixed.

  The slope determination means is, for example, an inclination sensor, and determines whether or not the traveling road of the vehicle is a slope. Here, the slope is a traveling road having an inclination enough to allow the vehicle to move forward or backward by potential energy based on the vehicle weight unless a certain braking force is applied to the vehicle. This is defined by simulation.

  The meshing state determination means measures the stroke of the parking lock pole using, for example, light (for example, laser light), sound (for example, ultrasonic waves), or an electromagnetic pick, so that the meshing state in which the gear and the meshing member are meshed with each other. It is determined whether or not. Note that a state where the gear and the meshing member are not meshed with each other with respect to the meshing state is also referred to as a non-meshing state.

  The braking force control means is, for example, a brake ECU that increases or decreases the amount of brake hydraulic pressure at an arbitrary timing, and controls the braking force on the vehicle. In particular, when a fixing instruction for the parking mechanism and a braking instruction for the vehicle are received, if it is determined that the traveling road is a slope, it is greater or less regardless of whether or not the parking mechanism is engaged. The drive shaft may be twisted, or impact torque may be generated on the rotation shaft of the motor generator. Therefore, the braking force control unit controls the braking force for the vehicle based at least on the determination results by the slope determination unit and the meshing state determination unit. Then, by appropriately reducing the braking force against the vehicle approaching the slope, the vehicle is moved to the position energy and moved back and forth, so that the vehicle gradually shifts from the non-engagement state to the engagement state, or the drive shaft is slightly twisted. It can be eliminated. At this time, since the braking force is merely reduced below the required value, there is hardly any other special power consumption.

In the present invention, in particular, when a fixing instruction from the parking mechanism and a braking instruction to the vehicle are received, it is determined that the road surface on which the vehicle is traveling is a slope and is determined to be in a meshed state. In this case, the braking force is reduced by a predetermined amount by the braking force control means.
For this reason, the following effects are expected. That is, since it is in the meshing state from the beginning of receiving the fixing instruction by the parking mechanism, there is no rapid transition from the non-meshing state to the meshing state even if the braking instruction is later released. However, at the time of initial meshing, the drive shaft may be twisted to a greater or lesser extent. However, since the braking force is reduced by a predetermined amount, this twist can be restored. In this case, the braking amount may be reduced at the same stage as the case where it is determined as the non-engagement state, but in view of the stability of the meshing state from the beginning, at a much smaller stage (for example, at a time ) The braking amount may be reduced.
As described above, according to the vehicle control device of the present invention, the twist of the drive shaft and the impact torque generated on the rotating shaft when the parking mechanism is fixed on the slope are relatively low in power consumption. Can also be suppressed.

In one aspect of the vehicle control device according to the present invention, when a predetermined time has elapsed since the braking force started to be reduced by the predetermined amount, the braking force control means applies the braking force reduced by the predetermined amount to the brake. you to a value corresponding to the command.

  According to this aspect, since the time required to reduce the braking force by a predetermined amount and return the twist of the drive shaft is relatively short, when the time has elapsed, it is possible to return to the braking force control according to the braking instruction.

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

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings as the best mode for carrying out the invention.

(1) Configuration First, a schematic configuration of a hybrid vehicle 20 as an embodiment of the present invention will be described.

  FIG. 1 is a top view showing a schematic configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a motor generator MG1, a motor generator MG2, a speed reducer RD connected to the rotor shaft 160 of the motor generator MG2, a speed reducer RD, and an engine. 22 and a power split mechanism PSD that distributes power between motor generator MG1, parking lock mechanism 90, hydraulic brake unit 110, battery 50, and hybrid electronic control unit 70 that controls the entire vehicle. .

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The crankshaft 150 of the engine 22, the rotor 132 of the motor generator MG1, and the rotor 137 of the motor generator MG2 rotate about the same axis.

  Motor generator MG1 includes a stator 131 that forms a rotating magnetic field, and a rotor 132 that is disposed inside stator 131 and has a plurality of permanent magnets embedded therein. Stator 131 includes a stator core 133 and a three-phase coil 134 wound around stator core 133. Rotor 132 is coupled to a sun gear shaft that rotates integrally with sun gear 151 of power split device PSD. The stator core 133 is formed by laminating thin electromagnetic steel plates, and is fixed to a case (not shown). Motor generator MG1 operates as an electric motor that rotationally drives rotor 132 by the interaction between the magnetic field generated by the permanent magnet embedded in rotor 132 and the magnetic field formed by three-phase coil 134. Motor generator MG1 also operates as a generator that generates electromotive force at both ends of three-phase coil 134 due to the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 132.

  Motor generator MG2 includes a stator 136 that forms a rotating magnetic field, and a rotor 137 that is disposed inside stator 136 and has a plurality of permanent magnets embedded therein. Stator 136 includes a stator core 138 and a three-phase coil 139 wound around stator core 138. Rotor 137 is coupled to sun gear 162 of reduction device RD via rotor shaft 160. The stator core 138 is formed by laminating thin electromagnetic steel plates, for example, and is fixed to a case (not shown). Motor generator MG2 also operates as a generator that generates an electromotive force at both ends of three-phase coil 139 by the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 137. Motor generator MG2 operates as an electric motor that rotates rotor 137 by the interaction between the magnetic field generated by the permanent magnet and the magnetic field formed by three-phase coil 139.

  Motor generators MG1 and MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange electric power with battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41, 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41, 42, and other power generated by the motor generators MG1, MG2 can be used. It can be consumed with the motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motor generators MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motor generators MG1, MG2. Motor generators MG1, MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motor generators MG1 and MG2, such as signals from rotational position detection sensors 44 and 45 for detecting the rotational positions θ1 and θ2 of the rotors of the motor generators MG1 and MG2. The phase current applied to the motor generators MG1 and MG2 detected by the current sensor that is not input is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 detects the rotational speeds Nm1 and Nm2 of the rotors of the motor generators MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 44 and 45. The motor ECU 40 communicates with the hybrid electronic control unit 70, controls the drive of the motor generators MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and relates to the operating state of the motor generators MG1 and MG2 as necessary. Data is output to the hybrid electronic control unit 70.

  The speed reducer RD performs speed reduction by a structure in which a planetary carrier 166 that is one of rotating elements of a planetary gear is fixed to a case. That is, the reduction gear RD includes a sun gear 162 coupled to the rotor shaft 160 of MG2, a ring gear 168 that rotates integrally with the ring gear 152, a pinion gear that meshes with the ring gear 168 and the sun gear 162, and transmits the rotation of the sun gear 162 to the ring gear 168. 164. For example, by making the number of teeth of the ring gear 168 more than twice that of the sun gear 162, the reduction ratio can be made more than twice.

  The power split mechanism PSD is, for example, a planetary gear, and includes a sun gear 151 coupled to a hollow sun gear shaft passing through the center of the shaft of the crankshaft 150, and a ring gear 152 that is rotatably supported coaxially with the crankshaft 150. A pinion gear 153 disposed between the sun gear 151 and the ring gear 152 and revolving while rotating on the outer periphery of the sun gear 151; and a planetary carrier 154 coupled to the end of the crankshaft 150 and supporting the rotation shaft of each pinion gear 153. Including. In power split mechanism PSD, three axes of a sun gear shaft coupled to sun gear 151, a case of ring gear 152 coupled to ring gear 152, and crankshaft 150 coupled to planetary carrier 154 serve as power input / output shafts. When the power input / output to / from any two of the three axes is determined, the power input / output to the remaining one axis is determined based on the power input / output to the other two axes. A counter drive gear 170 for extracting power is provided outside the case of the ring gear 152 and rotates integrally with the ring gear 152. Counter drive gear 170 is connected to power transmission reduction gear RG. Power is transmitted between the counter drive gear 170 and the power transmission reduction gear RG. The power transmission reduction gear RG drives the front wheels 63a, 63b and the like coupled to both ends of the drive shaft 61 via the differential gear 62. On the downhill or the like, the rotation of the front wheels 63 a and 63 b and the like is transmitted to the differential gear 62, and the power transmission reduction gear RG is driven by the differential gear 62.

  The parking lock mechanism 90 includes a parking gear 92 attached to the outside of the case of the ring gear 152, and a parking lock pole 94 that engages with the parking gear 92 and locks it in a state where its rotational drive is stopped. The parking lock pole 94 operates when an actuator (not shown) is driven and controlled by the hybrid electronic control unit 70 that receives an operation signal from another range to the P range or an operation signal from the P range to another range. The parking lock and the release thereof are performed by the engagement with the parking gear 92 and the release thereof. Since the parking gear 92 is mechanically connected to the drive shaft 61 via the case of the ring gear 152, the parking lock mechanism 90 indirectly locks the front wheels 63a and 63b.

  The hydraulic brake unit 110 includes disc brake units 114a and 114b provided for the front wheels 63a and 63b and a rear wheel (not shown), and a hydraulic pressure that serves as a supply source of brake oil as hydraulic fluid to each disc brake unit. A hydraulic actuator 113 capable of setting a braking force for each wheel of the hybrid vehicle 20 by appropriately adjusting the hydraulic pressure of the brake oil from the hydraulic generator 120 and supplying it to each disc brake unit. including. The brake ECU 111 is configured as a microprocessor including a CPU, and includes a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, a communication port, and the like in addition to the CPU. The brake ECU 111 is communicable with the hybrid ECU 70, and the pump of the hydraulic pressure generator 112 and the hydraulic actuator 113 are based on control signals from the hybrid ECU 70 and signals from various sensors including the brake pedal position sensor 86. Is controlled.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 includes signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charge / discharge current Ib from a current sensor (not shown) attached to the battery 50, a battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the hybrid electronic control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal position Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88 that can detect the vehicle speed in the longitudinal direction of the vehicle, and the vehicle travels. The inclination θ from the inclination sensor 101 that can detect the inclination of the road surface is input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

(2) Operation Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when meshing the gears in the parking lock mechanism 90 will be described with reference to FIGS. 2 to 5 in addition to FIG. To do. Here, FIG. 2 is a flowchart showing the operation of the hybrid vehicle 20 according to the embodiment. FIG. 3 is an explanatory diagram illustrating a state in which the hybrid vehicle 20 according to the embodiment travels on a slope. FIG. 4 is a cross-sectional view of the power transmission mechanism showing a torque input path according to the embodiment. FIG. 5 is a side view showing how the gears mesh in the parking lock mechanism 90 (a: non-meshing state, b: meshing state).

  As shown in FIG. 2, when the user operates the shift lever 81 from another range to the P range, a shift position SP (in other words, a P range signal) indicating that is sent from the shift position sensor 82 to the hybrid electronic control unit 70. (Step S01).

  The hybrid electronic control unit 70 that has received the P-range signal then determines whether or not “slope θ ≧ θref” is established based on the slope θ output from the slope sensor 101 ( Step S02). Note that θref is, for example, an angle of several degrees to several tens of degrees, and if the brake pedal 85 is not depressed, the hybrid vehicle 20 may have a slope that can move forward or backward depending on potential energy, and a simple flat road. It is a value determined in advance by experience, experiment, or simulation as a threshold value for distinction.

  Here, when “slope θ ≧ θref” is established (step S02: Yes), it is estimated that the travel path of the hybrid vehicle 20 is a slope as shown in FIG. FIG. 3 shows a state in which the hybrid vehicle 20 is going down the slope, where the downward direction of the slope is the forward direction, and the upward direction is the reverse direction. Of course, when the hybrid vehicle 20 goes up the slope, the correspondence in the forward / backward direction is switched.

  Next, based on the brake pedal position BP, it is determined whether or not the brake pedal 85 is depressed (step S03).

  Here, when “slope θ ≧ θref” is not established (step S02: No), or when it is not determined that the brake pedal 85 is depressed (step S03: No), it is necessary to perform the processing described below. Absent.

  On the other hand, when it is determined that the brake pedal 85 is depressed (step S03: Yes), if the brake pedal 85 is released while the parking lock mechanism 90 is locked, the potential energy of the hybrid vehicle 20 The drive shaft 61 is twisted and energy is stored there.

  In this state, when the brake pedal 85 is depressed again and the parking lock mechanism 90 is unlocked, the parking gear 92 is suddenly rotated by the restoring torque generated when the twist of the drive shaft 61 attempts to return to the original state (FIG. 4). (See the thick solid arrow on the top). Torque is transmitted from the ring gear 152 integrated with the parking gear 92 to the rotor shaft 160 of the MG2 via the reduction gear RD. However, since the inertia moment of the rotor 137 of the MG2 is large, the rotor of the MG2 A reaction torque is generated in the shaft 160 (see the thick dotted arrow in FIG. 4).

  When the parking lock mechanism 90 is kept locked and the brake pedal 85 is released, if the parking lock mechanism 90 is in a non-engaged state other than the engaged state as shown in FIG. 20 moves by its own potential energy, and the vehicle speed increases. Thereafter, when the parking lock mechanism 90 is engaged as shown in FIG. 5B, the rotation of the front wheels 63a and 63b can be suddenly stopped, but the hybrid vehicle 20 is turned forward in the forward direction. As a result, the drive shaft 61 is twisted more and more energy is stored than when the parking lock mechanism 90 is engaged from the beginning. If the brake pedal 85 is depressed again at this moment, more energy is accumulated in the drive shaft 61, and the impact torque generated on the rotor shaft 160 of the MG2 also increases.

  Therefore, in order to suppress such torque, it is determined whether or not the parking lock mechanism 90 is engaged (step S04), and the hydraulic pressure of the brake oil is adjusted as follows according to the determination result. Whether the parking lock mechanism 90 is engaged or not is determined by, for example, a known position sensor that simply detects the position of the parking lock pole 94 or switching that is energized when the parking lock pole 94 and the parking gear 92 are engaged. The determination can be made based on the mechanism or the relationship between the lock instruction signal for the parking lock pole 94 and the vehicle speed V.

  Here, when the parking lock mechanism 90 is not in the engaged state, that is, in the non-engaged state (step S04: No), the brake ECU 111 stores the current hydraulic pressure of the brake oil in the hydraulic pressure generating device 30 (step S15). ) The hydraulic pressure of the brake oil is gradually reduced until the rotor shaft 160 of the MG 2 whose rotation has stopped (Step S17: No) (Step S16). When the rotor shaft 160 of the MG2 rotates slowly (step S17: Yes), this state is maintained until the rotation of the rotor shaft 160 of the MG2 stops next (step S17: No). After that, when the parking lock mechanism 90 is engaged and the rotation of the rotor shaft 160 of the MG 2 stops (step S18: Yes), the brake ECU 111 returns the hydraulic pressure of the brake oil to the original stored value Pmc (step S08). .

  As a result, when the brake pedal 85 is suddenly released while the parking lock mechanism 90 is locked as described above, the drive shaft 61 is twisted or the rotor shaft 160 of the MG 2 is moved along with the transition from the non-engagement state to the engagement state. It is possible to suppress the impact torque generated in the.

  On the other hand, when the parking lock mechanism 90 is in the meshing state (step S04: Yes), there is no transition from the non-meshing state to the meshing state as described above. However, when the parking lock mechanism 90 is locked, the drive shaft 61 may be twisted to a greater or lesser degree if it is suddenly engaged. Therefore, the brake ECU 111 stores the current hydraulic pressure of the brake oil in the hydraulic pressure generator 30 (step S05), reduces the hydraulic pressure of the brake oil, or sets it to 0 (step S06), and waits for t seconds (step S06). Step S07). Note that t seconds is a value that can be calculated in advance by experience, experiment, or simulation as a minute time required for the twisted drive shaft 61 to return to its original state, and is about several milliseconds, for example. Thereafter, the brake ECU 111 returns the hydraulic pressure of the brake oil to the original stored value Pmc (step S08).

  As a result, when the parking lock mechanism 90 is locked, the drive shaft 61 twisted to a greater or lesser extent can be slightly returned to the original position, and the impact torque generated on the rotor shaft 160 of the MG 2 can be suppressed.

  According to the embodiment described above, the twisted drive shaft 61 is returned to the original state when the parking lock mechanism 90 is locked, and the impact torque generated on the rotor shaft 160 of the MG 2 can be suppressed.

  In the above-described embodiment, the hybrid vehicle 20 is an example of the “vehicle” according to the present invention, the motor generator MG2 is an example of the “drive source” according to the present invention, and the rotor shaft 160 is the present invention. The drive shaft 61 is an example of the “drive shaft” according to the present invention, and the speed reducer RD and the power split mechanism PSD are examples of the “power transmission mechanism” according to the present invention. The parking gear 92 is an example of the “gear” according to the present invention, the parking lock pole 94 is an example of the “meshing member” according to the present invention, and the parking lock mechanism 90 is the “gear” according to the present invention. The inclination sensor 101 and the hybrid electronic control unit 70 are an example of the “slope determining means” according to the present invention, and the hybrid electronic The control unit 70 is an example of the “engagement state determination unit” according to the present invention, and the brake ECU 111 is an example of the “braking force control unit” according to the present invention, and the rotational position detection sensor 45 and the hybrid electronic control unit. 70 is an example of the “rotation state specifying means” according to the present invention.

  In the above-described embodiment, the hybrid vehicle 20 has been described. However, the present invention can be applied to other vehicle types that are driven by an electric motor, for example, an electric vehicle.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

1 is a top view showing a schematic configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows operation | movement of the hybrid vehicle 20 which concerns on embodiment. It is explanatory drawing which shows a mode that the hybrid vehicle 20 which concerns on embodiment drive | works a slope. It is sectional drawing of the power transmission mechanism which shows the input path | route of the torque which concerns on embodiment which concerns on embodiment. It is a side view which shows the mode of engagement of the gear in the parking lock mechanism 90 (a: non-engagement state, b: engagement state).

Explanation of symbols

DESCRIPTION OF SYMBOLS 20 ... Hybrid vehicle, MG2 ... Motor generator, 160 ... Rotor shaft, 61 ... Drive shaft, RD ... Reduction gear, PSD ... Power split mechanism, 92 ... Parking gear, 94 ... Parking lock pole, 90 ... Parking lock mechanism, 101 ... Inclination sensor, 70 ... Electronic control unit for hybrid, 111 ... Brake ECU, 45 ... Rotation position detection sensor

Claims (2)

Parking for fixing the rotational shaft and the rotational drive of the drive shaft by meshing a meshing member with a gear disposed in a path of a power transmission mechanism that transmits power from the rotational shaft of the drive source of the vehicle to the drive shaft A vehicle control device for controlling a vehicle having a mechanism,
Slope judgment means for judging whether or not the traveling road of the vehicle is a slope,
Meshing state determining means for determining whether or not the gear and the meshing member are meshed with each other; and
When the fixing instruction by the parking mechanism and the braking instruction for the vehicle are received , the slope determination unit determines that the traveling road of the vehicle is a slope, and the meshing state determination unit determines the meshing state. The braking force control means for reducing the braking force against the vehicle by a predetermined amount ,
A vehicle control device comprising: The braking force control means sets the braking force reduced by the predetermined amount to a value corresponding to the braking instruction when a predetermined time has elapsed since the braking force began to be reduced by the predetermined amount. The vehicle control device according to claim 1 .

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