JP6690490B2 - Control device - Google Patents

Description

  The present invention relates to a control device that controls a vehicle drive transmission device.

  Japanese Patent Application Laid-Open No. 2002-122236 (Patent Document 1) discloses an example of a control device that includes an automatic transmission having a parking lock mechanism as a control target, which controls the vehicle drive transmission device. ing. In such a control device, when the parking range is selected by the range selection device, the parking lock mechanism is set to the locked state in which the engagement member is engaged with the locked member that rotates in conjunction with the wheels. In addition to the above control, the transmission mechanism of the automatic transmission is controlled to be in a neutral state where power is not transmitted. In addition, when the non-parking range (that is, the forward range, the reverse range, or the neutral range) is selected by the range selection device, the engagement between the locked member and the engaging member of the parking lock mechanism is released. Control to unlock. When the forward range is selected by the range selection device, the speed change mechanism is controlled so as to form a forward speed stage, and when the reverse range is selected by the range selection device, the speed change mechanism is moved backward. The control is performed so as to form a gear for the vehicle.

  By the way, when the forward range or the reverse range is switched to the parking range by the range selection device when the vehicle is stopped, the control device switches the transmission mechanism from the state in which the forward or reverse gear stage is formed to the neutral state. At the same time, the parking lock mechanism is switched from the unlocked state to the locked state. At this time, before the torsion torque generated in the power transmission path between the driving force source in the state of outputting the driving force and the wheel in the stopped state is released from the power transmission path. When the engagement member engages with the locked member, the twisting torque remains in the power transmission path between the locked member and the wheel. Therefore, when the range selection device switches from the parking range to the non-parking range next, the torsion torque accumulated in the power transmission path between the locked member and the wheels is generated by the engagement member and the locked member. The vehicle may be shocked by being released suddenly with the release of the engagement.

  In order to avoid the above problems, the control device described in Patent Document 1 is engaged to form a shift speed when the travel range is switched to the parking range by the range selection device. The control for switching the parking lock mechanism from the unlocked state to the locked state is started after the waiting time has elapsed since the control for releasing the integrated device was started. As a result, it is described that the parking lock mechanism can be switched to the locked state in the state where no torsion torque remains in the power transmission path between the locked member and the wheel. However, the release time required for releasing the torsion torque generated in the power transmission path between the driving force source and the wheels from the power transmission path is changed from the forward range or the reverse range to the parking range by the range selection device. It may change depending on the state of the vehicle at the time of switching. Therefore, in the configuration described in Patent Document 1, it is necessary to set the standby time to a relatively long time in consideration of the case where the release time is long, and the wheel is switched to the parking range by the range selection device. There was room for improvement from the viewpoint of shortening the time until the lock.

JP, 2002-122236, A

  Therefore, it is possible to reduce the time from the switching to the parking range by the range selection device until the wheels are locked, while suppressing the torsional torque remaining in the power transmission path between the locked member and the wheels to be small. Realization of a control device is desired.

  In view of the above, the automatic transmission provided with the parking lock mechanism and the fluid coupling for transmitting the rotational driving force input from the side of the driving force source to the automatic transmission are provided, and the parking lock mechanism is a wheel. The characteristic configuration of the vehicle drive transmission device that controls the rotation of the locked member by engaging the engaging member with the locked member that rotates in conjunction with Alternatively, when the reverse range is switched to the parking range, the rotational speed ratio between the input side rotating member and the output side rotating member of the fluid coupling, or between the input side rotating member and the output side rotating member. The point is that the lock timing adjustment control for engaging the engagement member with the locked member is executed after the determination index based on at least the rotation speed difference becomes equal to or less than the first determination threshold value.

According to the above characteristic configuration, when the range selection device switches from the forward range or the reverse range to the parking range, the lock timing adjustment control is performed, so that the torsion torque in the power transmission path between the locked member and the wheel is twisted. The engagement member can be engaged with the locked member in a small state. As a supplementary explanation, the rotation of the output side rotating member of the fluid coupling is performed during the control for switching the speed change mechanism of the automatic transmission from the state in which the forward or reverse gear is formed to the neutral state when the vehicle is stopped. The speed increases toward the rotational speed of the input side rotating member of the fluid coupling, and the torque transmitted from the driving force source side to the locked member decreases. Therefore, when the rotation speed ratio is the ratio of the rotation speed of the input side rotating member to the rotation speed of the output side rotating member (hereinafter simply referred to as "rotation speed ratio"), the input side rotation of the fluid coupling. When the rotational speed difference between the member and the output side rotating member (hereinafter referred to as "slip rotational speed") is small, the torque transmitted from the driving force source side to the locked member is small, and the locked member is locked. The torsion torque in the power transmission path between the member and the wheel is also small. According to the above characteristic configuration, since the engagement member is engaged with the locked member after the determination index based on at least the rotation speed ratio or the slip rotation speed becomes equal to or less than the first determination threshold, the range selection device When the forward range or the reverse range is switched to the parking range by the, the parking lock mechanism is changed from the unlocked state to the locked state at the timing when the torsion torque remaining in the power transmission path between the locked member and the wheel becomes small. It is possible to switch to.
According to the above characteristic configuration, the determination index is an index based on the rotation speed ratio or the slip rotation speed, which tends to decrease as the torsion torque in the power transmission path between the locked member and the wheel decreases. It Therefore, the timing at which the magnitude of the torsion torque in the power transmission path between the locked member and the wheel is reduced to an allowable range is appropriately determined based on the determination index, and the range selection device is used. It is also possible to shorten the time from the switching to the parking range until the wheels are locked.
As described above, according to the above-described characteristic configuration, the wheel is locked from the switching to the parking range by the range selection device while suppressing the torsion torque remaining in the power transmission path between the locked member and the wheel to be small. Thus, it becomes possible to realize a control device capable of shortening the time until.

Block diagram showing a control configuration according to an embodiment Schematic configuration diagram of a parking lock mechanism according to an embodiment Skeleton diagram of a vehicle drive device according to an embodiment The flowchart which shows the processing procedure of lock timing adjustment control which concerns on embodiment. Time chart showing an example of the control behavior of the lock timing adjustment control according to the embodiment Time chart showing another example of the control behavior of the lock timing adjustment control according to the embodiment

  An embodiment of a control device will be described with reference to the drawings. In the following description, “driving connection” means a state in which two rotating elements are connected so as to be able to transmit a driving force. This concept includes a state in which two rotating elements are connected so as to rotate integrally, and a state in which the two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or with variable speed, and an engagement device that selectively transmits rotation and driving force. (Friction engagement device, meshing engagement device, etc.) may be included.

  The control device 30 is a control device that controls the vehicle drive transmission device 3. As shown in FIG. 3, the vehicle drive transmission device 3 transmits to the automatic transmission 1 the automatic transmission 1 provided with the parking lock mechanism 10 and the rotational driving force input from the driving force source 20 side. And a torque converter 60. That is, the vehicle drive transmission device 3 includes the torque converter 60 and the automatic transmission 1 in the power transmission path connecting the driving force source 20 and the wheels W in order from the driving force source 20 side. The automatic transmission 1 includes a speed change mechanism 50 that changes the rotation of the input member I (shift input member) and transmits the rotation to the output member O (shift output member). The input member I is drivingly connected to the driving force source 20 via the torque converter 60, and the output member O is drivingly connected to the wheels W. In the present embodiment, the output member O is drivingly connected to the wheel W via the counter gear mechanism CG and the output differential gear device DF. The rotation and torque transmitted from the driving force source 20 side to the output member O are distributed and transmitted to the two left and right wheels W via the output differential gear device DF. As a result, the vehicle drive transmission device 3 transmits the torque of the driving force source 20 to the wheels W to drive the vehicle.

  The driving force source 20 is a driving force source for the vehicle or the wheels W. For example, an internal combustion engine is provided as the driving force source 20, a rotating electrical machine is provided as the driving force source 20, or both the internal combustion engine and the rotating electrical machine are provided as the driving force source 20. Here, the internal combustion engine is a prime mover (for example, a gasoline engine, a diesel engine, or the like) that is driven by combustion of fuel inside the engine to take out power. Further, the rotating electric machine is used as a concept including both a motor (electric motor), a generator (generator), and a motor / generator that fulfills both functions of the motor and the generator as necessary. In this embodiment, an internal combustion engine is provided as the driving force source 20.

  The torque converter 60 includes a pump impeller 61 drivingly connected to the driving force source 20 and a turbine runner 62 drivingly connected to the input member I. The torque converter 60 amplifies the torque input to the pump impeller 61 from the driving force source 20 side and transmits it to the automatic transmission 1 (transmission mechanism 50) from the turbine runner 62. As shown in FIG. 3, in the present embodiment, the pump impeller 61 is connected so as to rotate integrally with an output member (for example, a crankshaft) of the driving force source 20, and the turbine runner 62 is integrated with the input member I. It is connected to rotate. In the present embodiment, the torque converter 60 corresponds to a “fluid coupling”, the pump impeller 61 corresponds to an “input side rotating member”, and the turbine runner 62 corresponds to an “output side rotating member”.

  The automatic transmission 1 includes a speed change mechanism 50 that can change the speed ratio stepwise or steplessly. Here, the “gear ratio” is the ratio of the rotational speed of the input member I of the speed change mechanism 50 to the rotational speed of the output member O of the speed change mechanism 50. Rotation and torque are input to the input member I from the torque converter 60 side, and rotation and torque output from the output member O are output to the wheel W side. In the present embodiment, the speed change mechanism 50 is an automatic stepped speed change mechanism configured to be able to switch between a plurality of speed stages having different speed ratios. Although not described in detail, as shown in FIG. 3, the speed change mechanism 50 includes a gear mechanism and a plurality of speed change engagement devices that engage or disengage the rotating elements of the gear mechanism. The speed change mechanism 50 selectively forms a plurality of shift speeds according to the respective engagement states of the plurality of shift engaging devices, and shifts the rotation of the input member I at a shift ratio corresponding to the shift speeds. Is transmitted to the output member O. The gear stages formed by the speed change mechanism 50 include a forward gear stage and a reverse gear stage. A state in which all shift engaging devices are released, or a state in which some shift engaging devices out of a plurality of shift engaging devices that are engaged to form a shift stage are released Then, the speed change mechanism 50 is in a neutral state where torque is not transmitted.

  In the present embodiment, the plurality of shift engagement devices included in the transmission mechanism 50 are hydraulically driven engagement devices (for example, friction engagement devices). Therefore, as shown in FIG. 1, the automatic transmission 1 includes a hydraulic control device 32 that controls the hydraulic pressure supplied to each of the shift engagement devices. The control device 30 controls the hydraulic pressure supplied to each gear shift engagement device via the hydraulic control device 32, thereby controlling the state of engagement of each gear shift engagement device. Although not described in detail, the hydraulic control device 32 includes a solenoid valve that controls the hydraulic pressure supplied to the shift engagement device, and a valve body provided with an oil passage that communicates with the solenoid valve. A hydraulic circuit 41 for supplying the oil discharged from the hydraulic pump 40 to the speed change mechanism 50 is formed by these solenoid valves, valve bodies, and the like. The hydraulic control device 32 includes a line pressure control valve (pressure regulator valve) that controls the discharge pressure of the hydraulic pump 40 to a line pressure. In the present embodiment, as will be described later, the actuator 14 (see FIG. 2) that switches the state of the parking lock mechanism 10 between the locked state and the unlocked state is a hydraulic actuator driven by hydraulic pressure, and is a hydraulic control device. The switching valve 32 is provided with a switching valve that switches between a state in which the hydraulic pressure (line pressure in the present embodiment) is supplied to the actuator 14 and a state in which the hydraulic pressure is not supplied. Further, in the present embodiment, the hydraulic control device 32 is configured to supply the oil discharged from the hydraulic pump 40 to the torque converter 60 as working oil.

  The hydraulic pump 40 generates the hydraulic pressure required by the vehicle. For example, a mechanical oil pump driven by the driving force source 20 is provided as the hydraulic pump 40, and an electric oil pump driven by a dedicated rotary electric machine different from the driving force source 20 is provided as the hydraulic pump 40, or Both a mechanical oil pump and an electric oil pump are provided as the hydraulic pump 40. In the present embodiment, as shown in FIG. 3, a hydraulic pump 40 driven by the driving force source 20 is provided.

  The parking lock mechanism 10 is a mechanism that engages an engaged member with a locked member that rotates in conjunction with the wheels W to regulate the rotation of the locked member. As shown in FIG. 2, the parking lock mechanism 10 according to the present embodiment includes the parking gear 2 as the locked member and the parking pole 11 as the engaging member. The parking gear 2 is located at a position in the power transmission path connecting the driving force source 20 and the wheels W, where the connection with the wheels W is maintained directly or through another member regardless of the state of the vehicle drive transmission device 3. It is provided. Specifically, the parking gear 2 is provided in the power transmission path between the output member O and the wheel W, and in the present embodiment, as shown in FIG. 3, is provided so as to rotate integrally with the output member O. ing. The wheel W is locked by restricting the rotation of the parking gear 2 by the parking pole 11. Hereinafter, the state where the parking pole 11 is engaged with the parking gear 2 (that is, the state where the wheels W are locked) is referred to as a “locked state”, and the state where the engagement between the parking gear 2 and the parking pole 11 is released ( That is, the state in which the wheels W are not locked) is set to the “unlocked state”. In the present embodiment, the parking gear 2 corresponds to the “locked member” and the parking pole 11 corresponds to the “engagement member”.

  The parking lock mechanism 10 displaces the parking pole 11 between an engagement position where the parking gear 2 is engaged and a non-engagement position where the engagement with the parking gear 2 is released (in the present embodiment, swinging). ) Is provided with a parking rod 12. A cam member 13 that is slidably supported with respect to the parking rod 12 and is biased toward the front end is provided at the front end of the parking rod 12 (the end on the parking pole 11 side). The base end of the parking rod 12 is rotatably connected to a detent lever 15 (detent plate). Then, as the detent lever 15 rotates about the swing axis A (moves in the counterclockwise direction in FIG. 2), the parking rod 12 moves toward the parking pole 11 side so that the parking gear 2 is engaged. The parking pole 11 is pressed by the cam member 13, and the parking pole 11 is maintained at the engagement position. Further, as the detent lever 15 rotates about the swing axis A (clockwise in FIG. 2), the parking rod 12 moves to the side away from the parking pole 11 side. When the pressing force is released, the parking pole 11 is moved by the biasing force of the biasing member (not shown), and the parking pole 11 is maintained at the non-engagement position. It should be noted that the detent lever 15 is formed with a concave portion with which the engaging member 16 engages, and the swing of the detent lever 15 around the swing axis A is regulated to some extent by the engaging member 16. ing.

  As shown in FIG. 2, the parking lock mechanism 10 is configured such that the engagement state between the parking pole 11 and the parking gear 2 can be controlled by the actuator 14. The actuator 14 is an actuator that can be operated separately from the selection operation of the parking range by the range selection device 91, and operates according to a command from the control device 30. Specifically, the parking lock mechanism 10 is switched between the locked state and the unlocked state by moving the parking rod 12 forward and backward by the actuator 14. In the present embodiment, the actuator 14 is a hydraulic actuator that operates according to the hydraulic pressure supplied from the hydraulic control device 32, and includes a piston 17 that moves forward and backward according to the supplied hydraulic pressure. The detent lever 15 swings around the swing axis A as the piston 17 moves forward and backward, whereby the parking rod 12 moves forward and backward.

  In the present embodiment, the parking lock mechanism 10 is switched to the unlocked state while the hydraulic pressure (for example, the line pressure) is being supplied to the actuator 14, and when the hydraulic pressure supply to the actuator 14 is stopped, the parking lock mechanism 10 is stopped. It is configured to be switched to a locked state. In the present embodiment, the parking lock mechanism 10 includes the lock device 19 for maintaining the parking lock mechanism 10 in the unlocked state even when the hydraulic pressure supplied from the hydraulic control device 32 is reduced. In the present embodiment, the lock device 19 is configured to be switchable between a restricted state in which the movement of the piston 17 is restricted and an allowed state in which the movement of the piston 17 is allowed, and the parking lock mechanism 10 is switched to the unlocked state. In the locked state, the lock device 19 is basically switched to the restricted state. The lock device 19 is driven by, for example, a solenoid. Accordingly, for example, even when the hydraulic pressure supplied to the actuator 14 is reduced in the state where the parking lock mechanism 10 is switched to the unlocked state, the detent lever 15 is controlled by restricting the movement of the piston. By swinging around the swing axis A, the parking lock mechanism 10 can be maintained in the unlocked state. As an example of a situation in which the hydraulic pressure supplied to the actuator 14 decreases while the parking lock mechanism 10 is switched to the unlocked state, the internal combustion engine serving as the driving force source 20 is supplied to the internal combustion engine while the main power source of the vehicle is on. An example is a situation in which the idling stop control for stopping the fuel supply is executed.

  The control device 30 includes an arithmetic processing device such as a CPU as a core member and a storage device such as a RAM or a ROM. Each function executed by the control device 30 is realized by software (program) stored in the ROM or the like, hardware such as a separately provided arithmetic circuit, or both of them. The arithmetic processing unit included in the control device 30 operates as a computer that executes each program. The control device 30 may be configured by a set of a plurality of pieces of hardware (plural pieces of separated hardware) that can communicate with each other.

  The control device 30 is configured to be able to acquire information on the detection results of various sensors provided in each part of the vehicle. In the present embodiment, as shown in FIG. 1, the control device 30 includes a first rotation sensor Se1, a second rotation sensor Se2, a third rotation sensor Se3, a parking lock sensor Se4, an oil temperature sensor Se5, and a range sensor Se6. The information of each detection result can be acquired. Note that the control device 30 may be configured to acquire the detection information of at least one of the sensors from another control device (for example, the driving force source control device 31 described later). In FIG. 1, the control device 30 is referred to as an ECU (Electronic Control Unit), the driving force source control device 31 is referred to as an ENG ECU (Engine Electronic Control Unit), and the driving force source 20 is referred to as an ENG (Engine). The hydraulic control device 32 is referred to as V / B (Valve Body), the transmission mechanism 50 is referred to as AT (Automatic Transmission), the parking lock mechanism 10 is referred to as PBW (Park By Wire), and the hydraulic pump 40 is referred to as OP ( Oil Pump).

  The control device 30 acquires information on the rotation speed of the pump impeller 61 of the torque converter 60 based on the detection information of the first rotation sensor Se1. Therefore, the first rotation sensor Se1 is provided so as to detect the rotation speed of the pump impeller 61 or a member that rotates in conjunction with the pump impeller 61 (for example, a member that integrally rotates). For example, a rotation sensor that detects the rotation speed of the output member of the driving force source 20 can be used as the first rotation sensor Se1.

  The control device 30 acquires information on the rotation speed of the turbine runner 62 of the torque converter 60 based on the detection information of the second rotation sensor Se2. Therefore, the second rotation sensor Se2 is provided so as to detect the rotation speed of the turbine runner 62 or a member that rotates in conjunction with the turbine runner 62 (for example, a member that integrally rotates). For example, a rotation sensor that detects the rotation speed of the input member I of the automatic transmission 1 (transmission mechanism 50) can be used as the second rotation sensor Se2.

  The control device 30 acquires the vehicle speed information based on the detection information of the third rotation sensor Se3. Therefore, the third rotation sensor Se3 is provided so as to detect the rotation speed of the member that rotates at the rotation speed according to the vehicle speed. For example, a rotation sensor that detects the rotation speed of the output member O of the automatic transmission 1 (transmission mechanism 50) can be used as the third rotation sensor Se3.

  The control device 30 acquires information on whether the parking lock mechanism 10 is in the locked state or the unlocked state, based on the detection information of the parking lock sensor Se4. Therefore, the parking lock sensor Se4 is provided so as to detect a physical quantity that changes according to the state of the parking lock mechanism 10. For example, one or both of a sensor that detects the rotational position of the detent lever 15 and a sensor that detects the position of the piston 17 of the actuator 14 can be used as the parking lock sensor Se4.

  The control device 30 acquires information on the temperature of the hydraulic oil inside the vehicle drive transmission device 3 based on the detection information of the oil temperature sensor Se5. Therefore, the oil temperature sensor Se5 indicates the temperature of the working oil inside the vehicle drive transmission device 3 (for example, the temperature of the working oil in the hydraulic control device 32 (valve body), the temperature of the working oil inside the torque converter 60, etc.). Is provided to detect In the present embodiment, the oil temperature sensor Se5 is provided in the hydraulic control device 32 (valve body). In the case where the oil temperature sensor Se5 is provided so as to detect the temperature of the hydraulic oil in the hydraulic oil circulation circuit of the torque converter 60, the control device 30 controls the torque converter 60 based on the detection information of the oil temperature sensor Se5. An estimated temperature of hydraulic oil can be derived.

  The control device 30 acquires information on the shift range selected by the driver using the range selection device 91 based on the detection information of the range sensor Se6. The range selection device 91 is a device for switching the shift range by an artificial operation, and the range sensor Se6 detects the driver's shift operation using the range selection device 91 (electrically detected in the present embodiment). It is provided to do. Ranges that can be selected by the range selection device 91 are a forward range (D range) that is a traveling range for moving the vehicle forward, a reverse range (R range) that is a traveling range for moving the vehicle backward, and the automatic transmission 1 (transmission mechanism 50). ) Is set to a neutral state (N range), and the automatic transmission 1 (transmission mechanism 50) is set to a neutral state and a parking range (P range) that locks the wheels W is included.

  When the range selection device 91 performs a shift range selection operation of any one of the forward range, the reverse range, the neutral range, and the parking range, the control device 30 automatically shifts according to the shift range selection command. Control the machine 1. Specifically, when the parking range is selected by the range selection device 91, the control device 30 controls the parking lock mechanism 10 to be in the locked state, and the range selection device 91 controls the non-parking range (that is, When the forward drive range, the reverse drive range, or the neutral range) is selected, the parking lock mechanism 10 is controlled to be in the unlocked state. As described above, the parking lock mechanism 10 is not mechanically connected to the range selection device 91, and the state of the parking lock mechanism 10 is controlled by the control device 30 based on the detection information of the range sensor Se6. That is, the parking lock mechanism 10 is a parking lock mechanism of a park-by-wire (PBW) system. As described above, in the present embodiment, the state of the parking lock mechanism 10 is switched between the locked state and the unlocked state by the actuator 14. In the present embodiment, the control device 30 controls the state of the parking lock mechanism 10 by controlling the hydraulic pressure supplied to the actuator 14 via the hydraulic control device 32.

  When the forward drive range is selected by the range selection device 91, the control device 30 controls the hydraulic control device 32 so that the automatic transmission 1 (transmission mechanism 50) is provided with a forward drive range (forward drive speed). When the reverse range is selected by the range selection device 91, the hydraulic control device 32 is controlled so that the reverse range (reverse speed) is formed in the automatic transmission 1 (transmission mechanism 50). When the neutral range or the parking range is selected by the range selection device 91, the hydraulic control device 32 is controlled so as to bring the automatic transmission 1 (transmission mechanism 50) into the neutral state.

  As shown in FIG. 1, the control device 30 controls the speed change mechanism 50 and the parking lock mechanism 10 as control targets. The control device 30 also controls the driving force source 20. The control device 30 forms the wheel request torque required for driving the wheels W and the automatic transmission 1 (transmission mechanism 50) on the basis of sensor detection information (information on the accelerator opening, vehicle speed, shift range, etc.). The target shift speed to be set is determined. Then, the control device 30 determines the target torque of the driving force source 20 based on the determined wheel request torque, and controls the driving force source 20 so as to output the target torque. Further, the control device 30 controls the speed change mechanism 50 so as to form the determined target shift speed. Specifically, the control device 30 controls the engagement state of each of the plurality of shift engagement devices so as to form the determined target shift speed. The engagement state of each shift engagement device is controlled to any of a direct coupling engagement state, a sliding engagement state, and a disengagement state in accordance with the supplied hydraulic pressure.

  In the present embodiment, the control device 30 is configured to control the driving force source 20 via the driving force source control device 31, and the driving force source control device 31 targets the command given from the control device 30. The driving force source 20 is controlled so as to output torque. When there is a request from the control device 30 to start the internal combustion engine as the driving force source 20, the driving force source control device 31 starts the internal combustion engine by starting fuel supply to the internal combustion engine or ignition. When there is a request from the control device 30 to stop the internal combustion engine as the driving force source 20, the internal combustion engine is stopped by stopping fuel supply to the internal combustion engine or ignition.

  By the way, the driving force source 20 outputs the driving force, the transmission mechanism 50 is provided with a forward range (forward gear stage) or a reverse range (reverse gear stage), and is provided in the vehicle. When the vehicle is stopped by the braking device, the driving force source 20 that outputs the driving force (for example, the idling internal combustion engine that rotates at the idling speed) and the rotation are stopped. Torsional torque is generated in the power transmission path between the wheel W and the wheel W in the existing state. When an operation of switching to the parking range is performed by the range selection device 91 in such a state, the control device 30 shifts the transmission mechanism 50 from a state in which a forward or reverse gear is formed to a neutral state. At the same time as switching, the parking lock mechanism 10 is switched from the unlocked state to the locked state, but before the torsion torque generated in the power transmission path between the driving force source 20 and the wheels W is released from the power transmission path. When the parking pole 11 is engaged with the parking gear 2, the torsion torque remains in the power transmission path between the parking gear 2 and the wheel W. Therefore, when the range selection device 91 next switches the parking range to the non-parking range, the torsional torque accumulated in the power transmission path between the parking gear 2 and the wheels W becomes the parking pole 11 and the parking gear. The vehicle may be shocked by being released abruptly when the engagement with the vehicle 2 is released.

  In view of the above points, the control device 30 executes the lock timing adjustment control when the range selection device 91 switches from the forward range or the reverse range to the parking range. The lock timing adjustment control is performed after the determination index based on at least the rotational speed difference between the pump impeller 61 of the torque converter 60 and the turbine runner 62 (hereinafter, referred to as “slip rotational speed”) becomes equal to or less than the first determination threshold value. , Is a control for engaging the parking pole 11 with the parking gear 2. The slip rotation speed is a value obtained by subtracting the rotation speed of the turbine runner 62 from the rotation speed of the pump impeller 61. That is, in the lock timing adjustment control, the control device 30 outputs a command to the actuator 14 to engage the parking pole 11 with the parking gear 2 after the determination index becomes equal to or less than the first determination threshold value. As a result, the parking pole 11 is engaged with the parking gear 2 after the determination index becomes equal to or less than the first determination threshold value. In the present embodiment, the parking pole 11 engages with the parking gear 2 when the hydraulic pressure is not supplied to the actuator 14. Therefore, the actuator 14 outputs a command to engage the parking pole 11 with the parking gear 2. This means that a command to make the hydraulic pressure supplied to the actuator 14 zero is output to the hydraulic control device 32 (a valve that controls the hydraulic pressure supplied to the actuator 14). As will be described below, by executing such lock timing adjustment control, the range selector 91 is used to suppress the residual torque in the power transmission path between the parking gear 2 and the wheels W while the forward range is set. Alternatively, it is possible to shorten the time from when the reverse range is switched to the parking range until the wheels W are locked.

  When the forward range or the reverse range is switched to the parking range by the range selection device 91, the control device 30 starts the control of switching the transmission mechanism 50 from the state in which the forward or reverse gear is formed to the neutral state. To do. Specifically, a control is started to bring a part or all of the gear shifting engagement devices that are engaged to form a forward or reverse gear stage into a released state. While the speed change mechanism 50 is being switched to the neutral state, the rotational speed of the turbine runner 62 is increased by the increase in slip of the speed change engagement device as the engagement pressure of the speed change engagement device decreases. The torque transmitted from the driving force source 20 side to the parking gear 2 decreases as the rotation speed increases. Therefore, when the slip rotation speed is small, the torque transmitted from the driving force source 20 side to the parking gear 2 is small, and the torsion torque in the power transmission path between the parking gear 2 and the wheel W is small. Become.

  In consideration of such a property of the slip rotation speed, by executing the lock timing adjustment control for engaging the parking pole 11 with the parking gear 2 after the determination index based on at least the slip rotation speed becomes equal to or less than the first determination threshold value, The parking lock mechanism 10 can be switched from the unlocked state to the locked state at the timing when the torsion torque remaining in the power transmission path between the parking gear 2 and the wheel W becomes small. The determination index is set to increase as the slip rotation speed increases. Further, the timing at which the magnitude of the torsional torque in the power transmission path between the parking gear 2 and the wheel W is reduced to an allowable range is appropriately determined based on the determination index, and the range selection device 91 uses the range selection device 91. It is also possible to shorten the time from the switching to the parking range until the wheels W are locked. As a result, the wheel W is locked after the range selection device 91 switches from the forward range or the reverse range to the parking range while suppressing the torsional torque remaining in the power transmission path between the parking gear 2 and the wheels W to be small. It is possible to shorten the time until. It should be noted that the first determination threshold value is the magnitude of the torsional torque accumulated in the power transmission path between the parking gear 2 and the wheel W when the slip rotation speed is equal to the first determination threshold value. It is preferable that the shock is set so that the shock that may occur in the vehicle when the engagement with the vehicle 2 is released does not make the occupant of the vehicle uncomfortable.

  It is preferable that the determination index be determined based on the rotation speed of the pump impeller 61 in addition to the slip rotation speed. That is, it is preferable that the determination index is determined at least according to the slip rotation speed and the rotation speed of the pump impeller 61. In this case, the determination index is determined in consideration that the magnitude of the torque transmitted from the driving force source 20 side to the parking gear 2 tends to increase as the rotation speed of the pump impeller 61 increases. be able to. Further, it is preferable that the determination index is determined based on the temperature of the hydraulic oil in addition to the slip rotation speed, or in addition to the slip rotation speed and the rotation speed of the pump impeller 61. In this case, the determination index can be set in consideration that the magnitude of the torque transmitted from the driving force source 20 side to the parking gear 2 depends on the temperature of the hydraulic oil. The temperature of the hydraulic oil here is the temperature of the hydraulic oil inside the vehicle drive transmission device 3. If the temperature of the hydraulic oil of the torque converter 60 can be detected or estimated, the operation of the torque converter 60 can be performed. It can be the temperature of the oil. The temperature of the hydraulic oil here may be the temperature of the hydraulic oil in the hydraulic control device 32 (valve body) or the like.

  In the present embodiment, the control device 30 derives the determination index based on the detection information of each of the first rotation sensor Se1, the second rotation sensor Se2, and the oil temperature sensor Se5. That is, in the present embodiment, the determination index is determined based on the slip rotation speed, the rotation speed of the pump impeller 61, and the temperature of the hydraulic oil (oil temperature). For example, under the condition of the same slip rotation speed, the tendency that the transmission torque of the torque converter 60 increases as the rotation speed of the pump impeller 61 increases, and under the condition of the same slip rotation speed, the oil temperature changes. In consideration of the tendency that the transmission torque of the torque converter 60 increases as the temperature decreases, a value obtained by multiplying the slip rotation speed by the rotation speed of the pump impeller 61 and further by the reciprocal of the oil temperature is used as a determination index. be able to. The fact that the transmission torque of the torque converter 60 increases as the oil temperature decreases under the same slip rotation speed will be described later with reference to the time chart of FIG. 6. The control device 30 derives the determination index by a calculation using a relational expression, a map reference, or the like. For example, when the determination index is determined based on the slip rotation speed, the rotation speed of the pump impeller 61, and the oil temperature, the control device 30 refers to the three-dimensional map having these three indexes as variables and determines the determination index. It can be derived. Further, when the determination index is determined based on the slip rotation speed and the rotation speed of the pump impeller 61, the control device 30 derives the determination index with reference to a two-dimensional map having these two indexes as variables. Can be

  In the present embodiment, the control device 30 performs the lock timing adjustment control when the vehicle speed (absolute value of the vehicle speed) becomes equal to or higher than the second determination threshold during the execution of the lock timing adjustment control, or during the execution of the lock timing adjustment control. When the end determination time has elapsed from the start, the lock timing adjustment control is ended and the parking pole 11 is immediately engaged with the parking gear 2. That is, when the vehicle speed becomes equal to or higher than the second determination threshold value during the execution of the lock timing adjustment control, the lock timing adjustment control is ended, the parking pole 11 is immediately engaged with the parking gear 2, and the wheels W are locked. It In addition, when the end determination time has elapsed from the start of the lock timing adjustment control during the execution of the lock timing adjustment control, the lock timing adjustment control is terminated and the parking pole 11 is immediately engaged with the parking gear 2 and the wheels W. Is locked. By setting the second determination threshold value lower than the speed at which it is difficult to engage the parking pole 11 with the parking gear 2, it is possible to prevent the situation in which the parking lock mechanism 10 cannot be switched to the locked state. it can. In addition, it is preferable that the second determination threshold value is set to a value within a range in which generation of rattling noise when the parking pole 11 and the parking gear 2 are engaged can be suppressed.

  Further, the end determination time can be set based on the target completion time from when the parking range is switched to when the parking pole 11 is engaged with the parking gear 2. The target completion time can be variably set based on the oil temperature, the outside air temperature, or the like. For example, the end determination time can be set to a value obtained by subtracting the time required to switch the parking lock mechanism 10 from the unlocked state to the locked state from the target completion time. This required time is the time from when the control device 30 outputs a command to engage the parking pole 11 with the parking gear 2 to the actuator 14 until the parking pole 11 engages with the parking gear 2, and the parking lock This corresponds to the moving time of the piston 17 (see FIG. 2) for switching the mechanism 10 from the unlocked state to the locked state. The required time can be variably set based on the oil temperature or the outside temperature.

  Next, an example of a processing procedure of the lock timing adjustment control according to the present embodiment will be described with reference to FIG. When the forward range (D range) or the reverse range (R range) is switched to the parking range (P range) by the range selection device 91 (step # 01: Yes), the control device 30 starts the lock timing adjustment control. Although omitted in FIG. 4, the control device 30 also starts control to switch the speed change mechanism 50 from a state in which a forward or reverse speed stage is formed to a neutral state in synchronization with the start of the lock timing adjustment control. To do. After the lock timing adjustment control is started, the control device 30 determines that the vehicle speed (V) is less than the second determination threshold value (V0) and the elapsed time (T) from the start of the lock timing adjustment control is the end determination time (T0). While it is less than () (step # 02: Yes, step # 04: No), it is repeatedly determined whether the determination index (Idx) exceeds the first determination threshold (Idx0) (step # 03). When the determination index (Idx) becomes equal to or less than the first determination threshold value (Idx0) (step # 03: No), the control device 30 outputs a command to the actuator 14 to engage the parking pole 11 with the parking gear 2. Then, the parking pole 11 is engaged with the parking gear 2. As a result, the parking lock mechanism 10 is switched from the unlocked state (notP) to the locked state (P) (step # 05), and the process ends.

  On the other hand, the vehicle speed (V) becomes equal to or higher than the second determination threshold value (V0) until the determination index (Idx) becomes equal to or lower than the first determination threshold value (Idx0) (step # 03: Yes) (step # 02: No). ) Alternatively, when the elapsed time (T) from the start of the lock timing adjustment control is equal to or more than the end determination time (T0) (step # 04: Yes), the control device 30 terminates the lock timing adjustment control and immediately starts the actuator. A command for engaging the parking pole 11 with the parking gear 2 is output to the controller 14. As a result, the parking lock mechanism 10 is switched from the unlocked state (notP) to the locked state (P) (step # 05), and the process ends. Note that the determination order of steps # 02 to # 04 can be changed as appropriate.

  When the internal combustion engine as the driving force source 20 is in the idling stop control at the time when the forward range or the reverse range is switched to the parking range by the range selection device 91, or at that time, the transmission mechanism 50 is in the neutral state. When the neutral control is performed, the determination in step # 03 executed first is “No”, and the parking lock mechanism 10 is switched from the unlocked state to the locked state (step # 05). In such a case, the lock timing adjustment control as shown in FIG. 4 is not started, and when the range selector 91 switches from the forward range or the reverse range to the parking range, the actuator 14 is immediately moved to the parking pole. A configuration in which the parking lock mechanism 10 is switched from the unlocked state to the locked state by outputting a command to engage the parking gear 2 with the parking gear 2 can also be used. That is, the driving force source 20 outputs the driving force instead of the case where the start condition (step # 01: Yes) of the lock timing adjustment control is switched from the forward range or the reverse range to the parking range by the range selection device 91. And the forward range (forward gear stage) or the reverse range (reverse gear stage) is formed in the transmission mechanism 50, the range selector 91 switches the forward range or the reverse range to the parking range. Can be done if.

  Next, the specific content of the lock timing adjustment control according to the present embodiment will be described with reference to the example shown in FIG. In this example, the lock timing adjustment control is started while the vehicle is stopped on a slope, and the lock speed adjustment control is ended when the vehicle speed becomes equal to or higher than the second determination threshold value after the lock timing adjustment control is started. It is assumed that the parking pole 11 is engaged with the parking gear 2. In FIG. 5, a line segment indicating whether the driver operates the brake device (BRK) provided in the vehicle, a line segment indicating the vehicle speed (V), and the range selection device 91 are selected in order from the top. The parking lock mechanism 10 is provided with a line segment representing a shift range (SR), a line segment representing a timer (TMR) indicating the remaining time from the start of the lock timing adjustment control to the end determination time (T0). A line segment showing the state of the lock device 19 (notP LCK) and a line segment showing the state of the parking lock mechanism 10 (PL) are shown with the horizontal axis as time (t).

  As shown in FIG. 5, before time t1, the driving force source 20 outputs the driving force, and the transmission mechanism 50 is in the forward range (D range) or the reverse range (R range). The vehicle is stopped by the brake device (BRK: ON) provided in the vehicle. Therefore, in this state, the parking lock mechanism 10 is switched to the unlocked state (PL: notP), and the lock device 19 is switched to the restricted state in which the movement of the piston 17 (see FIG. 2) is restricted. (NotP LCK: ON).

  At time t1, when the range selection device 91 switches from the forward range (D range) or the reverse range (R range) to the parking range (P range), the control device 30 starts the lock timing adjustment control. That is, the control device 30 sets the timer (TMR) indicating the remaining time from the start of the lock timing adjustment control until the end determination time (T0) elapses to the end determination time (T0), and the timer (TMR) is set. ) Until the vehicle speed (V) is less than the second determination threshold value (V0), the determination of whether or not the determination index is equal to or less than the first determination threshold value is repeated. At time t1, the control device 30 also starts control for switching the speed change mechanism 50 from the state in which the forward or reverse gear is formed to the neutral state.

  Then, at time t2, the driver's operation on the brake device is released (BRK: OFF). Here, since it is assumed that the speed change mechanism 50 is in the neutral state or a state close to the neutral state before time t2, the vehicle stopped on the slope after time t2 starts to move due to its own weight. Then, at time t3, it is detected that the vehicle speed (V) is equal to or higher than the second determination threshold value (V0). The time difference (t3-t2) is the detection delay time by the third rotation sensor Se3. Here, it is assumed that the timer (TMR) becomes zero after the time t3 and the judgment index does not become the first judgment threshold or less before the time t3. Therefore, the control device 30 ends the lock timing adjustment control at time t3, outputs a command to the actuator 14 to engage the parking pole 11 with the parking gear 2, and causes the lock device 19 to move the piston 17. Switch to the permissible state (notPLCK: OFF). Then, at time t4 when the time (t4-t3) required to switch the parking lock mechanism 10 from the unlocked state to the locked state has elapsed, the parking pole 11 engages with the parking gear 2 and the wheels W are locked, so that the vehicle is locked. Stops.

  Another example of the specific content of the lock timing adjustment control according to the present embodiment will be described with reference to FIG. In this example, it is assumed that the parking index is equal to or less than the first determination threshold value after the lock timing adjustment control is started, so that the parking pole 11 is engaged with the parking gear 2. In FIG. 6, a line segment representing the engagement pressure of the gear shifting engagement device (CL) provided in the gear shift mechanism 50, a line segment representing the transmission torque of the torque converter 60 (TC), and the turbine runner in order from the top in FIG. The horizontal axis represents the line segment representing the rotation speed (Nt) of 62 and the line segment representing the state of the parking lock mechanism 10 (PL) with time (t). Further, FIG. 6 shows two situations in which the temperature of the hydraulic oil is high (H) and low (L), and is indicated by a dashed-dotted line showing the engagement pressure of the speed change engagement device (CL). Represents the command value of the engagement pressure.

  Before time t10, the vehicle is provided with the driving force source 20 outputting the driving force and the transmission mechanism 50 having the forward range (D range) or the reverse range (R range). The vehicle is stopped by the braking device. Therefore, the parking lock mechanism 10 is switched to the unlocked state (PL: notP), and the rotation speed (Nt) of the turbine runner 62 is zero.

  At time t10, when the range selection device 91 switches from the forward range (D range) or the reverse range (R range) to the parking range (P range), the control device 30 starts the lock timing adjustment control. As a result, a control is started to release a part or all of the shifting engagement devices that are engaged to form the forward or reverse gears, and the shifting engagement device (CL ) Engaging pressure starts to drop. Since the higher the oil temperature is, the higher the followability of the engagement pressure with respect to the command value of the engagement pressure is actually, as shown in FIG. The engagement pressure begins to drop at an early timing.

  During the control for switching the speed change mechanism 50 to the neutral state (after time t10), the torque converter 60 (TC) is increased due to a decrease in the engagement pressure of the speed change engagement device (CL) (that is, an increase in slip). The transmission torque of is also reduced. The reduction of the transmission torque of the torque converter 60 (TC) means the reduction of the torque transmitted to the parking gear 2 from the driving force source 20 side. Then, as the transmission torque of the torque converter 60 (TC) decreases, the rotation speed (Nt) of the turbine runner 62 starts to increase toward the rotation speed of the pump impeller 61 at a certain time. As shown in FIG. 6, the higher the oil temperature is, the earlier the transmission torque of the torque converter 60 (TC) becomes zero, and the rotation speed (Nt) of the turbine runner 62 is faster than the rotation speed of the pump impeller 61. Starts to rise towards speed.

  Then, when the oil temperature is high (H), the determination index becomes equal to or less than the first determination threshold value at time t11, and a command for causing the actuator 14 to engage the parking pole 11 with the parking gear 2 is output. On the other hand, when the oil temperature is low (L), the determination index becomes equal to or less than the first determination threshold value at time t12, and a command for engaging the parking pole 11 with the parking gear 2 is output to the actuator 14. Then, at the time when the time required to switch the parking lock mechanism 10 from the unlocked state to the locked state has elapsed, the parking pole 11 engages with the parking gear 2.

  Here, from FIG. 6, the magnitude of the transmission torque of the torque converter 60 (TC) at time t11 when the oil temperature is high (H) is as follows. Although it is about the same as the transmission torque of (TC), the rotation speed (Nt) of the turbine runner 62 at time t11 when the oil temperature is high (H) is the same as when the oil temperature is low (L). It can be seen that it is lower than the rotation speed (Nt) of the turbine runner 62 at time t12. That is, under the condition that the slip rotation speed is the same, the magnitude of the transmission torque of the torque converter 60 increases as the oil temperature decreases. Therefore, the slip rotation speed when the transmission torque of the torque converter 60 (TC) decreases to the same degree (that is, when the torque transmitted from the driving force source 20 side to the parking gear 2 decreases to the same degree) is , Becomes smaller as the oil temperature becomes lower. Therefore, as shown in FIG. 6, when the oil temperature is high (H), the rotation speed (Nt) of the turbine runner 62 is lower than when the oil temperature is low (L) (that is, the slip rotation speed is In the large state), the determination index becomes the first determination threshold value or less.

  For example, when a common first determination threshold value is used regardless of the oil temperature, the determination index is set larger as the oil temperature becomes lower, so that the timing when the influence of the oil temperature as described above is appropriately considered. Therefore, the determination index can be configured to be equal to or less than the first determination threshold. On the other hand, when determining the determination index without being based on the oil temperature, by setting the first determination threshold to be smaller as the oil temperature becomes lower, the timing of appropriately considering the influence of the oil temperature as described above, The determination index can be configured to be equal to or less than the first determination threshold.

[Other Embodiments]
Next, another embodiment of the control device will be described.

(1) In the above-described embodiment, the configuration in which the determination index is determined based on the slip rotation speed, the rotation speed of the pump impeller 61, and the temperature of the hydraulic oil has been described as an example. However, without being limited to such a configuration, the determination index is determined based on the slip rotation speed and the rotation speed of the pump impeller 61, and the determination index is determined based on the slip rotation speed and the temperature of the hydraulic oil. It can also be configured. Alternatively, the determination index may be determined based on the slip rotation speed, for example, the determination index may be the slip rotation speed. In such a case, under the condition that the slip rotation speed is the same, the tendency that the transmission torque of the torque converter 60 increases as the rotation speed of the pump impeller 61 increases and the condition that the slip rotation speed is the same The first determination threshold may be set in consideration of the tendency that the transmission torque of the torque converter 60 increases as the temperature of the hydraulic oil (oil temperature) decreases. For example, the first determination threshold value can be set to a smaller value as the rotation speed of the pump impeller 61 increases. Further, for example, the first determination threshold can be set to a smaller value as the oil temperature becomes lower. In this case, as the oil temperature decreases, the rotation speed of the turbine runner 62 when the determination index becomes equal to the first determination threshold value increases (that is, the slip rotation speed decreases).

(2) In the above embodiment, when the vehicle speed becomes equal to or higher than the second determination threshold value while the lock timing adjustment control is being executed, the control device 30 ends the lock timing adjustment control and immediately sets the parking pole 11 to the parking gear. In the above description, the configuration for engaging with 2 is described. However, without being limited to such a configuration, the control device 30 controls the brake device provided in the vehicle instead of determining whether the vehicle speed is equal to or higher than the second determination threshold during the execution of the lock timing adjustment control. It is determined whether or not the operation is released, and if the operation for the brake device is released during the execution of the lock timing adjustment control, the lock timing adjustment control is ended and the parking pole 11 is immediately engaged with the parking gear 2. It is also possible to adopt a configuration in which they are combined. In this case, in addition to the release of the operation on the brake device, the fact that the vehicle is stopped on the slope may be added to the condition for ending the lock timing adjustment control.

(3) In the above embodiment, the determination index is described as an example in which the determination index is determined based on at least the slip rotation speed (the rotation speed difference between the pump impeller 61 and the turbine runner 62). However, without being limited to such a configuration, as an index (or a variable) that determines the determination index, instead of the slip rotation speed, the input side rotating member (here, the pump impeller 61) and the output side rotating member (here, A rotational speed ratio with the turbine runner 62) can also be used. Here, if the rotation speed ratio is the ratio of the rotation speed of the input side rotation member to the rotation speed of the output side rotation member (that is, the reciprocal of the so-called speed ratio), it is determined as the slip rotation speed becomes smaller in the above embodiment. Similarly to the case where the index is set small, the determination index can be set small as the rotation speed ratio becomes small. As described above, when the rotational speed ratio is used instead of the slip rotational speed (rotational speed difference), the "rotational speed difference" and the "slip rotational speed" in the above embodiment are replaced with the "rotational speed ratio". be able to. When the rotation speed ratio is the ratio of the rotation speed of the output side rotation member to the rotation speed of the input side rotation member (that is, the so-called speed ratio), the determination index decreases as the rotation speed ratio increases. Is set as follows.

(4) In the above embodiments, the configuration in which the actuator 14 is a hydraulic actuator has been described as an example. However, the configuration is not limited to such a configuration, and the actuator 14 can be configured to be an electric actuator.

(5) In the above embodiment, the configuration in which the fluid coupling provided in the vehicle drive transmission device 3 is the torque converter 60 having the torque amplification function has been described as an example. However, without being limited to such a configuration, the fluid coupling provided in the vehicle drive transmission device 3 may be a fluid coupling having no torque amplification function.

(6) In the above embodiment, the configuration in which the shift engagement device provided in the transmission mechanism 50 is a hydraulically driven engagement device has been described as an example. However, the configuration is not limited to such a configuration, and an engagement device controlled by a driving force other than hydraulic pressure, such as a driving force of an electromagnet or a driving force of a servo motor, is provided in the transmission mechanism 50 as a shifting engagement device. Is also good.

(7) In the above embodiment, the configuration in which the speed change mechanism 50 is an automatic stepped speed change mechanism has been described as an example. However, without being limited to such a configuration, for example, the speed change mechanism 50 may be a continuously variable speed change mechanism (for example, a belt type continuously variable speed change mechanism) that changes the gear ratio steplessly (that is, continuously). It can also have a certain configuration.

(8) Note that the configuration disclosed in each of the above-described embodiments may be applied in combination with the configuration disclosed in another embodiment as long as no contradiction occurs (of the embodiments described as other embodiments. (Including combinations) is also possible. Regarding other configurations, the embodiments disclosed in the present specification are merely examples in all respects. Therefore, various modifications can be appropriately made without departing from the spirit of the present disclosure.

[Outline of the above embodiment]
The outline of the control device described above will be described below.

  An automatic transmission (1) provided with a parking lock mechanism (10), and a fluid coupling (60) for transmitting the rotational driving force input from the driving force source (20) side to the automatic transmission (1). The parking lock mechanism (10) engages an engagement member (11) with a locked member (2) that rotates in conjunction with a wheel (W) to rotate the locked member (2). A control device (30) for controlling a vehicle drive transmission device (3) to be controlled, wherein the fluid coupling (when the forward range or the reverse range is switched to the parking range by a range selection device (91). 60) the rotation speed ratio between the input side rotation member (61) and the output side rotation member (62), or the rotation speed between the input side rotation member (61) and the output side rotation member (62). The judgment index based on at least the difference One after becoming below the determination threshold, performing the locking timing adjustment control to the engagement member (11) engages said to-be-locked members (2).

According to this configuration, the lock timing adjustment control is performed when the forward range or the reverse range is switched to the parking range by the range selection device (91), so that the locked member (2) and the wheel (W) are separated from each other. The engagement member (11) can be engaged with the locked member (2) in a state in which the torsion torque in the power transmission path is small. As a supplementary explanation, while performing control to switch the speed change mechanism (50) of the automatic transmission (1) from the state in which the forward or reverse speed stage is formed to the neutral state when the vehicle is stopped, the fluid coupling ( The rotation speed of the output side rotation member (62) of the hydraulic coupling (60) increases toward the rotation speed of the input side rotation member (61) of the fluid coupling (60), and the driving force source (20) is applied to the locked member (2). ) The torque transmitted from the side decreases. Therefore, when the rotation speed ratio is the ratio of the rotation speed of the input side rotation member (61) to the rotation speed of the output side rotation member (62) (hereinafter, simply referred to as “rotation speed ratio”), The locked member (2) is in a state in which the difference in rotational speed between the input-side rotating member (61) and the output-side rotating member (62) of the fluid coupling (60) (hereinafter, referred to as “slip rotational speed”) is small. On the other hand, the torque transmitted from the driving force source (20) side is also small, and the torsion torque in the power transmission path between the locked member (2) and the wheel (W) is also small. According to the above configuration, the engagement member (11) is engaged with the locked member (2) after the determination index based on at least the rotation speed ratio or the slip rotation speed becomes equal to or less than the first determination threshold value. Therefore, when the forward range or the reverse range is switched to the parking range by the range selection device (91), the torsion torque remaining in the power transmission path between the locked member (2) and the wheels (W) becomes small. At this timing, the parking lock mechanism (10) can be switched from the unlocked state to the locked state.
According to the above configuration, the determination index tends to decrease as the torsion torque in the power transmission path between the locked member (2) and the wheel (W) decreases, or the slip rotation speed. It is an index based on. Therefore, the timing at which the magnitude of the torsion torque in the power transmission path between the locked member (2) and the wheel (W) is reduced to an allowable range is appropriately determined based on the determination index. Thus, it is possible to shorten the time from the switching to the parking range by the range selection device (91) until the wheels (W) are locked.
As described above, according to the above configuration, the torsion torque remaining in the power transmission path between the locked member (2) and the wheel (W) is suppressed to be small, and the range selection device (91) shifts to the parking range. It is possible to realize the control device (30) capable of shortening the time from the switching of (1) to the lock of the wheels (W).

  Here, it is preferable that the determination index is determined at least according to the rotation speed ratio or the rotation speed difference and the rotation speed of the input side rotation member (61).

  According to this configuration, the magnitude of the torque transmitted from the driving force source (20) side to the locked member (2) is the rotational speed of the input side rotating member (61) of the fluid coupling (60). The determination index can be set in consideration of the tendency that the higher the tendency, the larger the tendency. Therefore, it is possible to more appropriately determine the timing at which the magnitude of the torsion torque in the power transmission path between the locked member (2) and the wheel (W) is reduced to an allowable range. .

  Further, it is preferable that the determination index is further determined based on the temperature of the hydraulic oil inside the vehicle drive transmission device (3).

  According to this configuration, the determination index is determined in consideration of the fact that the magnitude of the torque transmitted from the driving force source (20) side to the locked member (2) depends on the temperature of the hydraulic oil. be able to. Therefore, it is possible to more appropriately determine the timing at which the magnitude of the torsion torque in the power transmission path between the locked member (2) and the wheel (W) is reduced to an allowable range. .

  Further, when the vehicle speed becomes equal to or higher than a second determination threshold value during the execution of the lock timing adjustment control, or when the end determination time has elapsed from the start of the lock timing adjustment control during the execution of the lock timing adjustment control, It is preferable that the engagement member (11) is engaged with the locked member (2) immediately after ending the lock timing adjustment control.

  According to this configuration, when the vehicle speed becomes equal to or higher than the second determination threshold value during the execution of the lock timing adjustment control, the lock timing adjustment control is terminated and the engaging member (11) is immediately locked to the locked member (2). To lock the wheel (W). Therefore, it is possible to suppress the occurrence of rattling noise due to the engagement member (11) engaging the locked member (2) at a high vehicle speed. Further, the engagement member (11) can be engaged with the locked member (2) before the vehicle speed reaches a speed at which it is difficult to engage the engagement member (11) with the locked member (2). Therefore, it is possible to prevent the situation in which the parking lock mechanism (10) cannot be switched to the locked state. Further, when the end determination time has elapsed from the start of the lock timing adjustment control during the execution of the lock timing adjustment control, the lock timing adjustment control is terminated and the engaging member (11) is immediately transferred to the locked member (2). Since the wheels (W) can be locked by being engaged, it is possible to maintain a state in which the wheel (W) is not locked for a long period of time that does not comply with the intention of the driver who has performed the operation of switching to the parking range. It can be avoided.

  Further, the parking lock mechanism (10) is operated by an actuator (14) operable separately from a parking range selecting operation by the range selecting device (91), and the engaging member (11) and the locked member (2). ) Is configured to be controllable, and in the lock timing adjustment control, the engagement member (11) is engaged with the actuator (14) after the determination index becomes equal to or less than the first determination threshold value. It is preferable to output a command to engage the locked member (2).

  According to this configuration, the lock timing adjustment control is appropriately executed by adjusting the timing at which the actuator (14) is commanded to engage the engagement member (11) with the locked member (2). be able to.

  The control device according to the present disclosure may have at least one of the effects described above.

1: Automatic transmission 2: Parking gear (locked member)
3: Vehicle drive transmission device 10: Parking lock mechanism 11: Parking pole (engaging member)
14: Actuator 20: Driving force source 30: Control device 60: Torque converter (fluid coupling)
61: Pump impeller (input side rotating member)
62: Turbine runner (rotating member on output side)
91: Range selection device W: Wheel

Claims (5)

An automatic transmission provided with a parking lock mechanism and a fluid coupling for transmitting a rotational driving force input from a driving force source side to the automatic transmission are provided, and the parking lock mechanism rotates in association with wheels. A vehicle drive transmission device that controls the rotation of the locked member by engaging an engaging member with the locked member,
When the forward range or the reverse range is switched to the parking range by the range selection device, the rotational speed ratio between the input side rotating member and the output side rotating member of the fluid coupling, or the input side rotating member and the output side. At least the determination index based on the rotation speed difference between the rotation member, after the rotation speed of the output side rotation member rises toward the rotation speed of the input side rotation member becomes below the first determination threshold value A control device that executes lock timing adjustment control for engaging the engagement member with the locked member.   The control device according to claim 1, wherein the determination index is determined according to at least the rotation speed ratio or the rotation speed difference and the rotation speed of the input side rotation member. An automatic transmission provided with a parking lock mechanism and a fluid coupling for transmitting a rotational driving force input from a driving force source side to the automatic transmission are provided, and the parking lock mechanism rotates in association with wheels. A vehicle drive transmission device that controls the rotation of the locked member by engaging an engaging member with the locked member,
When the forward range or the reverse range is switched to the parking range by the range selection device, the rotational speed ratio between the input side rotating member and the output side rotating member of the fluid coupling, or the input side rotating member and the output side. After the determination index based on at least the rotational speed difference between the rotating member is equal to or less than the first determination threshold, the lock timing adjustment control for engaging the engagement member to the locked member is executed,
The judgment indicator further Sadama that control device based on the temperature of the interior of the hydraulic oil of the vehicle drive transmission device. An automatic transmission provided with a parking lock mechanism and a fluid coupling for transmitting a rotational driving force input from a driving force source side to the automatic transmission are provided, and the parking lock mechanism rotates in association with wheels. A vehicle drive transmission device that controls the rotation of the locked member by engaging an engaging member with the locked member,
When the forward range or the reverse range is switched to the parking range by the range selection device, the rotational speed ratio between the input side rotating member and the output side rotating member of the fluid coupling, or the input side rotating member and the output side. After the determination index based on at least the rotational speed difference between the rotating member is equal to or less than the first determination threshold, the lock timing adjustment control for engaging the engagement member to the locked member is executed,
When the vehicle speed becomes equal to or higher than the second determination threshold value during the execution of the lock timing adjustment control, or when the end determination time has elapsed from the start of the lock timing adjustment control during the execution of the lock timing adjustment control, lock timing adjustment control terminated immediately the engagement member the Ru control device engaged with the locked member. The parking lock mechanism is configured to be able to control the engagement state between the engagement member and the locked member by an actuator that is operable separately from the parking range selection operation by the range selection device,
5. In the lock timing adjustment control, a command for engaging the engagement member with the locked member is output to the actuator after the determination index becomes equal to or less than the first determination threshold value. The control device according to any one of claims.

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