Vehicle control device

Abstract

The vehicle control unit (80) controls the vehicle drive system (90) which includes a main motor (70), a parking lock mechanism (30), and an actuator (40) that serve as the drive source for the vehicle (100). The vehicle control unit (80) includes an actuator drive control unit (811) that controls the drive of the actuator (40) and a main motor drive control unit (821) that controls the drive of the main motor (70). When the parking lock cannot be released by the actuator (40) due to the meshing surface pressure between the parking gear (35) and the parking control lever (33), the main motor drive control unit (821) performs meshing surface pressure reduction control by controlling the drive of the main motor (70) to reduce the meshing surface pressure by increasing the torque at a set rate.

Description

[0001] Related applications

[0002] This application is made based on patent application No. 2021-076449, filed on April 28, 2021, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to vehicle control devices. Background Technology

[0004] Currently, there are known electronic control devices that use actuators to control the operation of the parking lock mechanism to switch gears in an automatic transmission. For example, in Patent Document 1, when the output torque of the actuator cannot be used to release the parking lock mechanism, an electric generator, as a drive source, outputs a drive torque capable of releasing the parking lock mechanism.

[0005] Prior art literature

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2019-122168 Summary of the Invention

[0008] However, Patent Document 1 does not provide details on how the torque from the electric generator is applied. The purpose of this disclosure is to provide a vehicle control device capable of properly releasing the parking lock.

[0009] The vehicle control device disclosed herein controls a vehicle drive system. The vehicle drive system includes a main motor, a parking lock mechanism, and an actuator. The main motor is the drive source for the vehicle. The parking lock mechanism has a parking control lever that can lock the axle by engaging with a parking gear connected to the axle; the parking lock mechanism can lock the rotation of the axle by engaging the parking gear with the parking control lever. The actuator can drive the parking control lever.

[0010] The vehicle control unit includes an actuator drive control unit that controls the drive of the actuator and a main motor drive control unit that controls the drive of the main motor. When the parking lock cannot be released by the actuator due to the engagement surface pressure between the parking gear and the parking control lever, the main motor drive control unit performs engagement surface pressure reduction control. This engagement surface pressure reduction control reduces the engagement surface pressure by driving the main motor to increase torque at a preset rate. This allows the parking lock to be released appropriately. Attached Figure Description

[0011] The foregoing and other objects, features, and advantages of this disclosure are described with reference to the appendix. Figure 1 This will become clearer as the following detailed description is provided. In these diagrams:

[0012] Figure 1 This is a simplified structural diagram illustrating the vehicle drive system according to the first embodiment;

[0013] Figure 2 This is a perspective view illustrating the stop switching mechanism and parking locking mechanism of the first embodiment;

[0014] Figure 3 This is a cross-sectional view showing the actuator of the first embodiment;

[0015] Figure 4 yes Figure 3 The view in the VI direction;

[0016] Figure 5 yes Figure 3 The view in the V direction;

[0017] Figure 6 It is an explanatory diagram illustrating the tilted state of the vehicle;

[0018] Figure 7 This is a schematic diagram illustrating the engagement surface pressure of the parking locking mechanism;

[0019] Figure 8 This is an explanatory diagram illustrating the torque required to disengage the P gear;

[0020] Figure 9 This is an explanatory diagram illustrating the output torque of the actuator in the first embodiment;

[0021] Figure 10 This is a flowchart illustrating the actuator control process of the first embodiment;

[0022] Figure 11 This is a flowchart illustrating the MG control process of the first embodiment;

[0023] Figure 12 This is a timing diagram illustrating the P-file release control process of the first embodiment;

[0024] Figure 13 This is a flowchart illustrating the MG control process of the second embodiment;

[0025] Figure 14 This is an explanatory diagram that conceptually illustrates the setting range of the initial torque value and the upper limit torque value in the second embodiment;

[0026] Figure 15 This is a timing diagram illustrating the P-level release control process in the second embodiment;

[0027] Figure 16 This is an explanatory diagram illustrating the setting of the MG torque increase rate in the third embodiment;

[0028] Figure 17 This is an explanatory diagram illustrating the setting of the MG torque increase rate in the fourth embodiment;

[0029] Figure 18 This is a schematic diagram showing the state of the vehicle according to the fifth embodiment. Detailed Implementation

[0030] The vehicle control device will now be described with reference to the accompanying drawings. In various embodiments, substantially identical structures will be labeled with the same reference numerals, and descriptions will be omitted.

[0031] (First Implementation)

[0032] The first embodiment is in Figures 1-12 As shown in the image. Figure 1 As shown, the vehicle drive system 90 includes a main motor 70, an inverter 71, a parking lock mechanism 30, an actuator 40, and a vehicle control device 80, etc., and is mounted on the vehicle 100 (see reference). Figure 6 Hereinafter, the main motor 70 will be appropriately referred to as "MG".

[0033] The main motor 70 is a so-called electric generator, functioning as an electric motor to generate torque by rotating when powered by an inverter 71 via a battery (not shown), and as a generator to generate electricity when the vehicle 100 is braked. The driving force generated by the main motor 70 rotates the wheels 98 via a reduction gear 72 and an axle 95. Figure 1 The example shown is an electric vehicle 100 whose drive source is a main motor 70, but it could also be a hybrid vehicle that uses an engine (not shown) as a drive source. Additionally, in Figure 1 The stop mechanism 20 is omitted in the text.

[0034] like Figure 2 As shown, the shift-by-wire system 91 includes an actuator 40, a stop mechanism 20, and a parking lock mechanism 30. The actuator 40 is rotary and includes a motor 50 and a power transmission unit 510 (see reference). Figure 3 wait).

[0035] Motor 50 is a brushed DC motor that is powered by a battery (not shown) via a drive circuit, such as an H-bridge circuit, and rotates to function as the drive source for the stop mechanism 20. The stop mechanism 20 includes a stop plate 21 and a stop spring 25, which transmit the rotational driving force output from motor 50 to parking locking mechanism 30.

[0036] The stop plate 21 is fixed to the output shaft 15 and is driven by the motor 50. Two valleys 211 and 212 and a mountain 215 separated from the valleys 211 and 212 are provided on the side of the stop spring 25 of the stop plate 21.

[0037] The stop spring 25 is a plate-shaped component capable of elastic deformation, with a stop roller 26 at its front end. The stop spring 25 applies force to the stop roller 26 towards the rotation center of the stop plate 21. The position where the stop roller 26 falls due to the elastic force of the stop spring 25 under no-load conditions is defined as the bottom of the valleys 211 and 212.

[0038] When a specified or higher rotational force is applied to the stop plate 21, the stop spring 25 undergoes elastic deformation, causing the stop roller 26 to move between the valleys 211 and 212. By inserting the stop roller 26 into either of the valleys 211 or 212, the swing of the stop plate 21 is restricted, the state of the parking locking mechanism 30 is determined, and the gear position is fixed.

[0039] The parking locking mechanism 30 includes a parking lever 31, a cone 32, a parking control lever 33, a shaft 34, and a parking gear 35. The parking lever 31 is formed in a generally L-shape, with one end 311 fixed to the stop plate 21. A cone 32 is provided at the other end 312 of the parking lever 31. The cone 32 is formed such that its diameter decreases towards the other end 312. When the stop plate 21 rotates in the direction that causes the stop roller 26 to engage with the valley 211 corresponding to the P position, the cone 32 moves in the direction of arrow P.

[0040] The parking control lever 33 abuts against the conical surface of the cone 32 and is configured to swing about the shaft 34. A protrusion 331, capable of engaging with the parking gear 35, is provided on the parking control lever 33 side. When the cone 32 moves in the direction of arrow P due to the rotation of the stop plate 21, the parking control lever 33 is pushed up, causing the protrusion 331 to engage with the parking gear 35. Conversely, when the cone 32 moves in the direction of arrow notP, the engagement of the protrusion 331 with the parking gear 35 is disengaged.

[0041] Parking gear 35 is connected to axle 95 via reduction gear set 96 (see reference). Figure 1 The parking gear 35 is configured to engage with the protrusion 331 of the parking control lever 33. When the parking gear 35 engages with the protrusion 331, the rotation of the axle 95 is restricted. When the gear is in a gear other than P (not P), the parking gear 35 is not locked by the parking control lever 33, and the rotation of the axle 95 is not hindered by the parking locking mechanism 30. However, when the gear is in P, the parking gear 35 is locked by the parking control lever 33, and the rotation of the axle 95 is restricted.

[0042] Actuator 40 in Figures 3-5As shown in the image. Figure 3 yes Figure 5 Sectional view along line III-III. Figure 3 In the diagram, the axis of motor 50 is set to the vertical direction on the paper, the upper side of the paper is set to "one side", and the lower side of the paper is set to "the other side".

[0043] The housing 41 is formed of a metal such as aluminum, and includes a motor housing portion 411 and a gear housing portion 412. The motor housing portion 411 is formed as a generally bottomed cylindrical shape with an opening on one side in the axial direction. The gear housing portion 412 is formed to protrude radially outward from the motor housing portion 411. One end face of the gear housing portion 412 is formed on a plane that is substantially the same as the end face of one side of the motor housing portion 411. The other end face of the gear housing portion 412 is located at the middle of the axial direction of the motor housing portion 411. In other words, the motor housing portion 411 protrudes to the other side. In addition, an output shaft gear receiving portion 413 for receiving the output shaft gear 60 is formed on the gear housing portion 412 in such a way that it protrudes to the opposite side of the motor housing portion 411.

[0044] Sensor cover 43 and gear cover 45 are disposed on both sides of housing 41, sandwiching housing 41. Sensor cover 43 is disposed on one side of motor housing portion 411 and gear housing portion 412 and is fixed to housing 41 by screws 439. A connector 435 is provided on sensor cover 43, through which power is supplied to actuator 40. In addition, signals are transmitted and received with the outside via connector 435. Gear cover 45 is disposed on the other side of gear housing portion 412 and is fixed to housing 41 by screws 459.

[0045] The motor 50 includes a magnet 501, an iron core 502, a coil 504, a motor shaft 505, a commutator 508, and brushes (not shown). The magnet 501 is fixed to the inner circumference of the motor housing portion 411. The iron core 502 is disposed radially inside the magnet 501 and generates rotational force when current flows through the wound coil 504. The motor shaft 505 is supported by bearings 506 and 507 and is rotatable, rotating integrally with the iron core 502. The commutator 508 directs the current supplied from the brushes to the coil 504.

[0046] The power transmission unit 510 is disposed between the motor shaft 505 and the output shaft 15, transmitting the driving force of the motor 50 to the output shaft 15. The power transmission unit 510 has gears 51-54 and 60. Gears 51-54 and 60 are all spur gears.

[0047] Motor gear 51 and gears 52 and 53 are disposed in a first gear chamber 415 that opens to one side of housing 41. Gear 54 and output shaft gear 60 are disposed in a second gear chamber 416 that opens to the other side of housing 41. The first gear chamber 415 and the second gear chamber 416 are connected by a shaft hole 417 through which gear connecting shaft 55 is inserted. In this embodiment, motor gear 51, gear 54, and output shaft gear 60 are made of metal, while gears 52 and 53 are made of resin.

[0048] Motor gear 51 is fixed to one side of motor shaft 505 and rotates integrally with motor shaft 505. Gear 52 has a large diameter portion 521 and a small diameter portion 522, and rotates integrally with shaft 525. Straight teeth are formed on the radially outer side of the large diameter portion 521 to mesh with motor gear 51. Straight teeth are formed on the radially outer side of the small diameter portion 522 to mesh with gear 53. Shaft 525 is inserted into shaft hole 414 formed in housing 41 and supported to rotate.

[0049] Gear 53 has a cylindrical portion 531 and a gear portion 532. The gear portion 532 protrudes radially outward from the cylindrical portion 531. Straight teeth are formed in the gear portion 532 that mesh with the small-diameter portion 522 of the gear 52. The gear portion 532 is formed within a range where the absolute angle can be detected by the position sensor 68 (e.g., less than 180°). A shaft fixing member 535 is provided radially inward from the cylindrical portion 531. The shaft fixing member 535 is, for example, made of metal.

[0050] The gear connecting shaft 55 is rotatably supported on the housing 41 by bearings 56 and 57. In this embodiment, bearings 56 and 57 are ball bearings and are pressed into the shaft hole 417. By providing multiple bearings, the tilting of the gear connecting shaft 55 can be suppressed. In addition, radial loosening of the gear connecting shaft 55 can be suppressed, thus reducing wear caused by impacts, etc.

[0051] One side of the gear connecting shaft 55 is pressed into a shaft fixing member 535 located radially inside the cylindrical portion 531 of the gear 53, and fixed, for example, by riveting. Thus, the gear 53 is fixed to one side of the gear connecting shaft 55. The gear 54 is fixed to the other side of the gear connecting shaft 55 by bolts 549. Thus, the cylindrical portion 351 of the gear 53 and the gear 54 are coaxially connected via the gear connecting shaft 55 and rotate as a single unit. In this embodiment, the gear 53 and the gear 54 constitute a connecting gear 530. The gear 54 is formed with approximately the same diameter as the cylindrical portion 531, and has straight teeth that mesh with the output shaft gear 60 formed on its entire radially outer circumference.

[0052] The output shaft gear 60 has an output shaft connecting portion 601 and a gear portion 602, both of which are generally cylindrical. The output shaft connecting portion 601 is rotatably supported on the gear cover 45 by a bushing 61 provided on the radially outer side. An output shaft 15 (see reference) is pressed and fixed on the radially inner side of the output shaft connecting portion 601. Figure 1 They rotate as a whole. The bushing 61 is pressed into the output shaft retainer 455 of the gear cover 45.

[0053] The gear portion 602 is formed protruding radially outward from the output shaft connection portion 601 and meshes with the gear 54. In this embodiment, the meshing portion of the motor gear 51 with the major diameter portion 521 of the gear 52 is the first reduction stage, the meshing portion of the minor diameter portion 522 of the gear 52 with the gear portion 532 of the gear 53 is the second reduction stage, and the meshing portion of the gear 54 with the gear portion 602 of the output shaft gear 60 is the third reduction stage. That is, in this embodiment, the number of reduction stages is 3, and the third reduction stage is the final reduction stage.

[0054] Gears 52 and 53 are mounted from one side of housing 41, while gear 54 and output shaft gear 60 are mounted from the other side of housing 41. By changing the length of the gear connecting shaft 55 that connects gears 53 and 54, the protrusion size of the motor housing portion 411 can be adjusted according to the components assembled on the opposite side via the output shaft 15 and actuator 40. This increases the flexibility of mounting.

[0055] A sensor magnet 65 is provided radially inside the cylindrical portion 531 of the gear 53, and at the position of the shaft fixing member 535 near the sensor cover 43. The sensor magnet 65 is formed, for example, a narrow plate, and is disposed on the opposite side, clamping the rotation axis of the gear 53. In other words, the sensor magnet 65 is disposed 180° apart. The sensor magnet 65 is held by a magnet holding member 66 formed in the shape of a ring. The magnet holding member 66 is fixed in the cylindrical portion 531 by pressing or the like.

[0056] The position sensor 68 is held by a sensor holding portion 438 that protrudes from the sensor cover 43. The position sensor 68 has a Hall effect IC that detects changes in the magnetic field generated by the rotation of the sensor magnet 65, and is positioned such that the sensor element is located at the center of the two sensor magnets 65. In this embodiment, since the reduction ratio of the final reduction stage is 6 or less and the rotation range of the gear 53 is less than 180°, the position sensor 68 can detect the rotational position of the gear 53 as an absolute angle. Furthermore, the absolute angle of the output shaft 15 can be calculated through gear ratio conversion. The position sensor 68 can be a linear sensor, encoder, or solver, or it can be a component that detects rotational positions other than those of the gear 53.

[0057] The gear 53, equipped with the sensor magnet 65, constitutes a reduction stage preceding the final reduction stage. Therefore, compared to the output shaft gear 60, it transmits less torque and experiences less eccentric force due to deviations in gear tooth shape, vibration, etc. Consequently, compared to the case where the angle of the output shaft gear 60 is detected, the degradation of sensor accuracy can be suppressed. Furthermore, as... Figure 1 As shown, the actuator 40 is equipped with a current sensor 67 for detecting the current of the motor 50 and a temperature sensor 69 for detecting the temperature.

[0058] The vehicle control unit 80 includes an actuator control unit (hereinafter referred to as "act-ECU") 81 and an MG control unit (hereinafter referred to as "MG-ECU") 82. Both act-ECU 81 and MG-ECU 82 are constructed primarily of microcomputers, and internally include components such as a CPU, ROM, RAM, I / O, and busbars connecting these structures (not shown). The processing within the ECU can be software processing performed by the CPU executing programs pre-stored in a physical storage device such as ROM (i.e., a readable, non-temporary tangible storage medium), or hardware processing performed by dedicated electronic circuitry.

[0059] The vehicle control unit 80 can acquire detection values ​​from the gear position sensor 37, position sensor 68, temperature sensor 69, tilt angle sensor 87, and steering angle sensor 88, and utilize these detection values ​​for various controls. Furthermore, the oil temperature (hereinafter referred to as "TM oil temperature") of the transmission 7 connected to the stop mechanism 20 can also be used in the energization control of the coil 504. The transmission 7 can also be a transmission drive axle, etc. Additionally, the vehicle control unit 80 is configured to send or receive various information with the brake ECU 85.

[0060] The gear position sensor 37 is a sensor located outside the actuator 40 and near the parking control lever 33, which determines whether the gear is shifted from P (Park) or NotP (Not in Park) to the other. Additionally, the position sensor 68 is located inside the actuator 40 and can continuously detect the rotation of the rotating body.

[0061] The act-ECU81 includes an actuator drive control unit 811 as a functional block, which controls the power supply to the motor 50 based on the driver's request for gear position, signals from the brake switch, and vehicle speed, thereby controlling the operation of the parking control lever 33.

[0062] The MG-ECU82 includes an MG drive control unit 821, which serves as the main motor drive control unit, and a stall determination unit 822, among other functional blocks. The MG drive control unit 821 controls the drive of the main motor 70 by controlling the on / off operation of the switching elements constituting the inverter 71. The stall determination unit 822 determines the stall of the actuator 40 based on the detection value θsns of the position sensor 68.

[0063] In this embodiment, the act-ECU 81 and MG-ECU 82 are provided separately, but they can also be configured as a single ECU. Alternatively, the act-ECU 81 and actuator 40 can be provided as an integral unit. Furthermore, in cases where, for example, the stall determination unit 822 is provided on the act-ECU 81 side, the various determination processes described later can be performed by either the act-ECU 81 or the MG-ECU 82.

[0064] As described above, the parking lock is released by driving motor 50. Figure 6 As shown, when the vehicle 100 is stopped in a tilted state, a load L corresponding to the vehicle weight W and the tilt angle θi is applied in the longitudinal direction of the vehicle 100 (refer to equation (1)). Figure 7 As shown, the load L corresponding to the vehicle weight W and tilt angle θi is applied to the surface pressure generation point Ps where the parking control lever 33 meshes with the parking gear 35.

[0065] L=W×sinθi ··· (1)

[0066] Therefore, when disengaging the parking control lever 33 from the parking gear 35, if the vehicle 100 is tilted, a larger amount of torque is required compared to when it is on a flat road. Hereinafter, the protrusion 331 that disengages the parking control lever 33 from the parking gear 35 will be appropriately referred to as "P gear release".

[0067] Figure 8 In this context, the horizontal axis is set as the rotation angle of the actuator 40, and the vertical axis is set as the torque of the actuator 40. For example... Figure 8 As shown, when disengaging the P gear under the applied engagement surface pressure, in addition to the torque of the stopping mechanism 20 (shown by the solid line), the torque of the engagement surface pressure component (shown by the dashed line) is also required. Therefore, if the torque output by the actuator 40 is relatively small, as shown by the single-dotted line, the output torque Tact of the actuator 40 alone may not be sufficient to disengage the P gear. Furthermore, supplying the engagement surface pressure component torque by the actuator 40 would result in a larger actuator 40.

[0068] Figure 9In this diagram, the horizontal axis is set to the input voltage V of actuator 40, and the vertical axis is set to the output torque Tact of actuator 40. Furthermore, the torque required to disengage P gear on a flat road is set to Tp_f, and the torque required to disengage P gear under the maximum envisioned incline is set to Tp_max. The output torque Tact of actuator 40 decreases at high temperatures and low voltages. Therefore, depending on the vehicle's incline, temperature conditions, and input voltage V, there are areas where disengaging P gear cannot be achieved solely by the torque of motor 50.

[0069] Therefore, in this embodiment, the main motor 70 is driven as needed when disengaging from P gear to generate torque that eliminates the torque component of the engagement surface pressure. This allows for the reduction of the engagement surface pressure component caused by vehicle weight through the MG torque Tmg. Therefore, compared to disengaging from P gear solely using the motor 50, the torque required for the motor 50 can be reduced, enabling the motor 50 to be miniaturized. Furthermore, the power consumption and thermal load of the drive circuit (not shown) involved in driving the motor 50 can be reduced.

[0070] In this embodiment, the drive of motor 50 and main motor 70 is controlled based on the detection value θsns of position sensor 68. Figure 10 The actuator control process is illustrated using a flowchart. This process is executed by the actuator drive control unit 811 at a predetermined cycle when the gear is in P position. Hereinafter, the "step" in steps S101, etc., will be omitted and simply referred to as "S".

[0071] In S101, the actuator drive control unit 811 determines whether the motor 50 is being driven. If it is determined that the motor 50 is being driven (S101: Yes), the process moves to S104. If it is determined that the motor 50 is not being driven (S101: No), the process moves to S102.

[0072] In S102, the actuator drive control unit 811 determines whether a notP switching indication exists. Here, the determination is based on the switching indication from the MG-ECU 82, but it can also be performed internally based on a shift signal, etc. If it is determined that a notP switching indication does not exist (S102: No), the processing in S103 is skipped. If it is determined that a notP switching indication exists (S102: Yes), the process proceeds to S103.

[0073] In S103, the actuator drive control unit 811 sets a target value θ that enables switching from P gear to notP gear. * So that the detected value θsns of the position sensor 68 becomes the target value θ * The motor 50 is driven in this manner.

[0074] In S104, when it is determined that the motor 50 is in operation (S101: Yes), the actuator drive control unit 811 determines whether the detection value θsns of the position sensor 68 has reached the target value θ. * The detection value θsns was determined to have not reached the target value θ. * If (S104: No) the motor 50 drive control continues. If it is determined that the detected value θsns has reached the target value θ... * If the condition is S104 (Yes), proceed to S105, determine that the switch to the notP position is complete, and stop the motor 50. Additionally, the act-ECU81 sends a message indicating that the switch is complete to the MG-ECU82.

[0075] based on Figure 11 The flowchart illustrates the MG control process. This process is executed by the MG-ECU82 at a predetermined cycle when the gear is in P position.

[0076] In S201, MG-ECU82 determines whether a notP handover request exists. If no notP handover request exists (S201: No), the processing after S202 is skipped. If a notP handover request exists (S201: Yes), the process proceeds to S202.

[0077] In S202, MG-ECU82 determines whether motor 50 (referred to as "act" in the diagram) is being driven. If it determines that motor 50 is not being driven (S202: No), it proceeds to S203 and sends a notP switching instruction to act-ECU81. If it determines that motor 50 is being driven (S202: Yes), it proceeds to S204.

[0078] In S204, the stall determination unit 822 determines whether the detection value θsns of the position sensor 68 has stalled. Here, if the maximum value of the detection value θsns has not been updated, it is determined that the detection value θsns has stalled. If it is determined that the detection value θsns has not stalled (S204: No), it moves to S211. If it is determined that the detection value θsns has stalled (S204: Yes), it moves to S205.

[0079] In S205, the stall determination unit 822 determines whether the detected value θsns is below the implementation determination threshold θth. The implementation determination threshold θth is set, for example, based on the P-gear release position θy of the gear position sensor 37 when switching from P-gear to notP-gear. If it is determined that the detected value θsns is greater than the implementation determination threshold θth (S205: No), the process moves to S211. If the detected value θsns is greater than the implementation determination threshold θth, the probability of stalling due to factors other than the engagement surface pressure (such as mechanical locking) or being in normal stop control is high; therefore, the engagement surface pressure reduction process based on MG torque is not performed. If it is determined that the detected value θsns is below the implementation determination threshold θth (S205: Yes), the process moves to S206.

[0080] In S206, the stall determination unit 822 determines whether the stall count value C1 is below the stall determination threshold Cth1 corresponding to the stall determination time Xth1. If it is determined that the stall count value C1 is below the stall determination threshold Cth1 (S206: Yes), it moves to S207 and increments the stall count value C1. If it is determined that the stall count value C1 is greater than the stall determination threshold Cth1 (S206: Yes), it moves to S208.

[0081] In S208, the MG drive control unit 821 determines whether the MG torque Tmg has reached the upper limit torque value Tu. The upper limit torque value Tu is the maximum torque in the engagement surface pressure reduction control, and is set to a value that can reduce the engagement surface pressure so that the actuator 40 can operate reliably. If it is determined that the MG torque Tmg has not reached the upper limit torque value Tu (S208: No), the process moves to S209, and the MG torque command value Tmg is set to... * Increase the gradual variable ΔT. In this embodiment, increasing the MG torque Tmg by the gradual variable ΔT each time corresponds to "increasing the torque at a set rate of increase". If it is determined that the MG torque Tmg has reached the upper limit torque value Tu (S208: Yes), proceed to S210 and increase the MG torque command value Tmg. * Set it to the upper limit torque value Tu.

[0082] In S211, the MG drive control unit 821 determines whether the MG torque Tmg is below the driving torque Td. If the set driving torque is 0, then Td is set to 0. If it is determined that the MG torque Tmg is greater than the driving torque Td (S211: No), that is, when the torque is reduced due to the positive output surface pressure, the process moves to S214 to reduce the MG torque Tmg. If it is determined that the MG torque Tmg is below the driving torque Td (S211: Yes), the process moves to S213. Furthermore, if the driving torque Td is not 0 and the MG torque Tmg is less than the driving torque Td, the MG torque Tmg is controlled through further processing.

[0083] In S213, MG-ECU82 determines whether the switch to notP gear is complete. If the switch to notP gear is not complete (S213: No), the current state is maintained. If the switch to notP gear is complete (S213: Yes), the process moves to S214 to complete the surface pressure reduction control when P gear is released.

[0084] based on Figure 12 The timing diagram is used to illustrate the P-position control release process. Figure 12 In the middle section, the horizontal axis is set as the common time axis, and the shift indicator and MG torque command value Tmg are displayed starting from the top. * The values ​​are: MG torque Tmg, target value θ* of position sensor 68, and detected value θsns of position sensor 68. The value of position sensor 68 is appropriately recorded as the corresponding gear. Furthermore, in the P gear disengagement process, the driving torque Td is assumed to be 0 for explanation. The timing diagrams for the embodiments described later are also the same.

[0085] At time x10, when the shift indicator changes from P to notP, the drive of motor 50 begins. Without generating engagement surface pressure, as shown by the dashed line, motor 50 does not stop; the P gear is disengaged by the torque of motor 50.

[0086] When the engagement surface pressure is generated such that the P gear cannot be disengaged by the torque of the motor 50, at time x11, the detection value θsns of the position sensor 68 stops at a position where the detection value θsns is smaller than the decision threshold θth.

[0087] At time x12, which is reached after a pause determination time Xth1 from time x11, it is determined that a pause has occurred in actuator 40, and the MG torque command value Tmg is set. * Set the initial torque value Ts and drive the main motor 70. Additionally, set the MG torque command value Tmg. * Gradually increases. The MG torque Tmg follows the MG torque command value Tmg with a delay. * The changes are omitted, with details regarding delayed following omitted.

[0088] At time x13, when the stall of actuator 40 is eliminated and the maximum value of the detection value θsns of position sensor 68 is updated, the MG torque command value Tmg is started. * The reduction, at the moment the gear shift is completed (x14), will reduce the MG torque command value Tmg. * Set it to 0. Additionally, if the stall of motor 50 is not eliminated, set the MG torque command value Tmg as shown by the dashed line. * Increase to the maximum torque value Tu. Figure 12 In the example, the timing of the gear shift completion is related to the MG torque command value Tmg. * The timing of reaching 0 is roughly simultaneous, but the MG torque command value Tmg * It can also become 0 before the gear shift is completed.

[0089] In this embodiment, when engagement surface pressure is generated on the parking lock mechanism 30 due to vehicle tilting or other reasons, the start of engagement surface pressure reduction control by the main motor 70 is determined based on the detection value θsns of the position sensor 68 provided on the actuator 40 side. This allows for rapid detection of actuator 40 stalling, shortens the time until the main motor 70 initiates surface pressure reduction control, and improves responsiveness. Furthermore, it suppresses heat generation in the motor 50 and other components involved in driving the motor 50 caused by stalling.

[0090] As explained above, the vehicle control device 80 controls the vehicle drive system 90, which includes a main motor 70 (serving as the drive source of the vehicle 100), a parking lock mechanism 30, and an actuator 40. The parking lock mechanism 30 has a parking gear 35 connected to the axle 95 and a parking control lever 33 capable of meshing with the parking gear 35. The axle 95 is locked by the meshing of the parking gear 35 and the parking control lever 33. The actuator 40 can drive the parking control lever 33. In this embodiment, the actuator 40 exists in an environment where the parking lock cannot be released when pressure is generated on the meshing surface.

[0091] The vehicle control unit 80 includes an actuator drive control unit 811 that controls the drive of the actuator 40 and an MG drive control unit 821 that controls the drive of the main motor 70. When the parking lock cannot be released by the actuator 40 due to the engagement surface pressure between the parking gear 35 and the parking control lever 33, the MG drive control unit 821 performs engagement surface pressure reduction control. This engagement surface pressure reduction control reduces the engagement surface pressure by controlling the drive of the main motor 70 to increase the torque at a set rate. This allows for miniaturization of the actuator 40 while reliably releasing the P gear.

[0092] In the control of reduced engagement surface pressure, the MG drive control unit 821 increases the torque of the main motor 70 within a range from the initial torque value Ts to the upper limit torque value Tu. This prevents the torque of the main motor 70 from becoming excessive and suppresses the ejection of the vehicle 100.

[0093] (Second Implementation)

[0094] The second embodiment is in Figures 13-15As shown in the diagram. In this embodiment, the MG control processing differs from that in the embodiments described above; therefore, the explanation will focus on this point. Based on Figure 13 The flowchart below illustrates the MG control process of this embodiment. The processes in S261 to S267 are... Figure 11 The processing of S201 to S207 is the same.

[0095] In S268, after a negative judgment is made via S266, the MG drive control unit 821 determines whether the MG torque Tmg has reached the initial torque value Ts. The initial torque value Ts is set to reduce the pressure on the meshing surface, for example, to a value that allows the motor 50 to start. Alternatively, the initial torque value Ts can be set as a learning value. If it is determined that the MG torque Tmg has not reached the initial torque value Ts (S268: No), the process moves to S269. If it is determined that the MG torque Tmg has reached the initial torque value Ts (S268: Yes), the process moves to S271.

[0096] In S269, the MG drive control unit 821 sends the MG torque command value Tmg * The initial torque value Ts is set. In S270, the vehicle control unit 80 sends a command indicating an increase in braking load to the brake ECU 85. The processing in S271 to S277 is similar to... Figure 11 The processing of S208 to S214 is the same.

[0097] Figure 14 This diagram conceptually illustrates the setting range of the initial torque value Ts and the upper limit torque value Tu. When the engagement position of the protrusion 331 of the parking control lever 33 moves within the tooth clearance range and remains within the tooth clearance range, no surface pressure is generated. However, when the protrusion 331 abuts against the parking gear 35 due to tilting of the vehicle 100, a meshing surface pressure corresponding to the vehicle weight component is generated (see reference). Figure 8 ).

[0098] Therefore, the main motor 70 is driven to reduce the meshing surface pressure caused by vehicle weight. The initial torque value Ts is set to be above 0 and the surface pressure is set to be 0. In addition, the upper limit torque value Tu is set such that the difference between the vehicle weight component and the MG torque Tmg, i.e., the remaining vehicle weight component, is within a range that allows the P gear to be disengaged by the motor 50, or in a manner that is above the above.

[0099] Here, when the MG torque Tmg is greater than the vehicle weight, it will generate propulsion force in the vehicle 100. Therefore, in this embodiment, braking force is increased in a way that prevents the vehicle 100 from unexpectedly starting due to the drive of the main motor 70 under P gear disengagement control.

[0100] based on Figure 15The timing diagram illustrates the P-gear control release process. The processing from time x20 to time x21 is related to... Figure 12 The processing for times x10 to x11 is the same. At time x22, after the stagnation determination time Xth1, the MG torque command value Tmg is... * Set the initial torque value Ts, drive the main motor 70, and increase the braking load. After time x22, set the MG torque command value Tmg. * Gradually increasing. Processing after time x23 and... Figure 12 The processing after time x13 is the same, so the explanation is omitted. Additionally, in Figure 15 Even though the braking load continues to increase, it can return to the pre-increase load after switching to, for example, notP gear.

[0101] In this embodiment, the initial torque value Ts is an intermediate value between 0 and the upper limit torque value Tu. When the engagement surface pressure reduction control is initiated, the MG drive control unit 821 causes the torque of the main motor 70 to increase abruptly from 0 to the initial torque value Ts. Then, within the range up to the upper limit torque value Tu, the torque of the main motor 70 increases at a set rate. This prevents the vehicle 100 from ejecting due to excessive torque from the main motor 70, shortens the time required to disengage the P gear, and thus improves responsiveness. Furthermore, it suppresses heat generation in the motor 50 and the ICs involved in driving the motor 50.

[0102] When the main motor 70 is driven using engagement surface pressure reduction control, the braking load is increased compared to the case where engagement surface pressure reduction control is not performed. This prevents unexpected vehicle start-up. Furthermore, it achieves the same effect as the embodiment described above.

[0103] (Third Implementation)

[0104] based on Figure 16 The third embodiment will now be described. In this embodiment, the rate of increase of the MG torque Tmg is set to be variable based on the actuator temperature tmp and the input voltage V. For example... Figure 16 As shown by the dashed line, the higher the actuator temperature tmp, the smaller the torque increase rate LR corresponding to the response margin. Conversely, as shown by the dotted line, the lower the actuator temperature tmp, the smaller the increase rate corresponding to the heating margin. In this embodiment, using graphical calculations represented by the solid line, the torque increase rate of the main motor is set based on the input voltage V and the actuator temperature tmp, and the gradual variable ΔT is set according to the torque increase rate of the main motor.

[0105] exist Figure 16The diagram shows three graphs corresponding to the input voltage V, but the number of graphs can be two or four or more. The torque increase rate of the main motor can also be set based on the actuator temperature tmp, independent of the input voltage V. Alternatively, functions or the like can be used to set the motor torque increase rate instead of graphical calculations. The fourth embodiment is similar.

[0106] In this embodiment, the rate of increase of the MG torque Tmg is variable based on the actuator temperature tmp. In this embodiment, the detected value of the temperature sensor 69 is set to the actuator temperature tmp, but the TM oil temperature can also be used instead. Furthermore, the rate of increase of the MG torque Tmg is variable based on the input voltage V. Therefore, the MG torque Tmg can be controlled with good precision. Additionally, it achieves the same effects as the embodiment described above.

[0107] (Fourth Implementation)

[0108] based on Figure 17 The fourth embodiment will now be explained. It is envisioned that a large tilt angle θi of the vehicle 100 results in high pressure on the meshing surfaces. Therefore, in this embodiment, the rate of increase of the MG torque Tmg is set to be variable based on the vehicle weight W and the tilt angle θi. Specifically, the larger the vehicle weight W, the greater the rate of increase of the MG torque Tmg. The vehicle weight W is set to a value between the vehicle weight and the total vehicle weight, but it can also be learned based on sensors capable of detecting passengers, acceleration sensors, etc. The fifth embodiment is similar. Furthermore, the larger the tilt angle θi, the greater the rate of increase of the MG torque Tmg.

[0109] In this embodiment, the rate of increase of the MG torque Tmg is variable based on at least one of the vehicle weight W and the vehicle tilt angle θi. Therefore, the MG torque Tmg can be controlled with good precision. Furthermore, it achieves the same effect as the embodiment described above.

[0110] (Fifth Implementation)

[0111] based on Figure 18 The fifth embodiment will now be explained. As described in the previous embodiments, the upper limit torque value Tu is set such that the difference between the vehicle weight component and the MG torque Tmg, i.e., the remaining vehicle weight component, is within a range that allows the P gear to be disengaged by the motor 50, or at least that is above the range described above. In this embodiment, the upper limit torque value Tu is set to be variable according to the tilt state of the vehicle 100.

[0112] Specifically, as shown by arrow A1, the load L corresponding to the vehicle weight W is calculated using the tilt angle θi of vehicle 100 through equation (1), and the upper limit torque value Tu is set accordingly.

[0113] As shown by arrow A2, the load L can also be calculated using equation (2) by using the tilt angle θi and the angle θc formed by the tilt extension direction shown by the double-dotted line and the vehicle body, and the upper limit torque value Tu can be set accordingly.

[0114] L=W×sinθi×cosθc··· (2)

[0115] As shown by arrow A3, the load L can also be calculated using the tilt angle θi and the steering angle θw of the wheel 98 through equation (3), and the upper limit torque value Tu can be set accordingly.

[0116] L=W×sinθi×cosθw··· (3)

[0117] As shown by arrow A4, the load L can also be calculated using equation (4) by using the tilt angle θi, the angle θc between the tilt extension direction and the vehicle body, and the steering angle θw of the wheel 98, and the upper limit torque value Tu can be set accordingly.

[0118] L=W×sinθi×cosθc×cosθw · ·· (4)

[0119] The tilt angle θi and the angle θc formed by the tilt extension direction and the vehicle body can be detected by the tilt angle sensor 87. The steering angle θw of the wheel 98 can be detected by the steering angle sensor 88.

[0120] In this embodiment, the upper limit torque value Tu is set based on at least one of the vehicle 100's tilt angle θi, the angle θc formed by the tilt extension direction and the vehicle 100, and the wheel 98's steering angle θw, as well as the vehicle weight W. This allows for precise control of the MG torque Tmg. Furthermore, it achieves the same effect as the embodiment described above.

[0121] (Other implementation methods)

[0122] In the third embodiment, the rate of increase of the main motor torque is set to be variable based on the actuator temperature and input voltage. In the fourth embodiment, the rate of increase of the main motor torque is set to be variable based on the vehicle weight and tilt angle. In other embodiments, the rate of increase can also be set to be variable by combining multiple parameters such as actuator temperature, input voltage, vehicle weight, and tilt angle. In addition, the rate of increase can also be set to be variable based on parameters other than actuator temperature, input voltage, vehicle weight, and tilt angle.

[0123] In the fifth embodiment, the upper limit torque value is set to be variable based on the vehicle's tilt angle, the angle formed between the tilt extension direction and the vehicle, and the wheel steering angle. In other embodiments, the upper limit torque value may also be set to be variable based on parameters other than the vehicle's tilt angle, the angle formed between the tilt extension direction and the vehicle, and the wheel steering angle. Furthermore, the increase rate of the main motor torque and the upper limit torque value may be set to be variable by combining the third to fifth embodiments.

[0124] In the above embodiment, the actuator has three reduction stages. In other embodiments, the number of reduction stages may be two or four or more. Furthermore, the motor drive only needs to be able to transmit power to the output shaft, and the structure of the mechanism for transmitting power from the motor to the output shaft can also be different.

[0125] In the above embodiment, the motor is a brushed DC motor. In other embodiments, the motor may be a motor other than a brushed DC motor. Furthermore, in the above embodiment, there is a usage area where the parking lock cannot be released when the actuator generates engagement surface pressure. In other embodiments, there may not be a usage area where the parking lock cannot be released by the actuator. In such cases, the load on the actuator can be reduced by implementing engagement surface pressure reduction control based on the main motor.

[0126] In the above embodiment, two valleys are provided on the stop plate, which serves as the stop member. In other embodiments, the number of valleys is not limited to two, and may be three or more. Furthermore, the structure of the stop mechanism, parking lock mechanism, etc., may differ from the above embodiment. In the above embodiment, the parking lock state is maintained by the stop mechanism 20. In other embodiments, the parking lock state may be maintained by the self-locking mechanism of the actuator 40 itself, instead of the stop mechanism 20.

[0127] The control unit and method described in this disclosure can be implemented using a dedicated computer provided by means of a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit and method described in this disclosure can also be implemented using a dedicated computer provided by means of a processor configured using one or more dedicated hardware logic circuits. Alternatively, the control unit and method described in this disclosure can also be implemented using one or more dedicated computers configured by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. Furthermore, the computer program can also be stored as instructions to be executed by a computer in a computer-readable, non-transitory tangible storage medium. This disclosure is not limited to the above embodiments in any way and can be implemented in various forms without departing from its spirit.

[0128] This disclosure is described based on embodiments. However, this disclosure is not limited to these embodiments and structures. This disclosure also includes various modifications and equivalent variations. In addition, various combinations and schemes, and further combinations and forms that include only one element, or include more or fewer elements, also fall within the scope and spirit of this disclosure.

Claims

1. A vehicle control device for controlling a vehicle drive system, the vehicle drive system comprising: The main motor is the driving source of the vehicle; A parking locking mechanism includes a parking gear connected to an axle and a parking control lever capable of meshing with the parking gear. The parking locking mechanism locks the rotation of the axle by engaging the parking gear and the parking control lever. An actuator that can drive the parking control lever, The vehicle control device is characterized by having: Actuator drive control unit, which controls the drive of the actuator; and The main motor drive control unit controls the drive of the main motor. When the parking lock cannot be released by the actuator due to the engagement surface pressure between the parking gear and the parking control lever, the main motor drive control unit performs engagement surface pressure reduction control. This engagement surface pressure reduction control is a control that drives the main motor to reduce engagement surface pressure by increasing the torque at a set rate.

2. The vehicle control device according to claim 1, characterized in that, The main motor drive control unit increases the torque of the main motor within the range from the initial torque value to the upper limit torque value during the reduction control of the meshing surface pressure.

3. The vehicle control device according to claim 2, characterized in that, The initial torque value is an intermediate value between 0 and the upper limit torque value. When the host motor drive control unit begins to perform the engagement surface pressure reduction control, it causes the torque of the host motor to increase abruptly from 0 to the initial torque value, and then increases the torque of the host motor at the increasing rate within the range up to the upper limit torque value.

4. The vehicle control device according to claim 2, characterized in that, The upper limit torque value is set based on at least one of the vehicle's tilt angle, the angle between the tilt extension direction and the vehicle, and the wheel steering angle, as well as the vehicle weight.

5. The vehicle control device according to any one of claims 1 to 4, characterized in that, The rate of increase can vary depending on at least one of the vehicle weight and the vehicle's tilt angle.

6. The vehicle control device according to any one of claims 1 to 4, characterized in that, The rate of increase is variable depending on the temperature of the actuator.

7. The vehicle control device according to any one of claims 1 to 4, characterized in that, The rate of increase is variable depending on the input voltage of the actuator.

8. The vehicle control device according to any one of claims 1 to 4, characterized in that, When the main motor is driven by the reduced engagement surface pressure, the braking load is increased compared to the case where the reduced engagement surface pressure is not performed.

9. The vehicle control device according to any one of claims 1 to 4, characterized in that, There are usage environments where the actuator cannot release the parking lock when it generates the engagement surface pressure.

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