Vehicle control device

Abstract

A vehicle control device (80) controls a vehicle drive system (90) provided with a main motor (70) as a drive source of a vehicle (100), a parking lock mechanism (30), and an actuator (40). The vehicle control device (80) is provided with: an actuator drive control section (811) that controls driving of the actuator (40); a main motor drive control section (821) that controls driving of the main motor (70); and a gear position determination section (822) that determines whether a gear position is a parking gear. When the parking lock is released, in a case where the parking gear is not released within a parking gear release determination time that is variable depending on a working environment, the main motor drive control section (821) performs engagement surface pressure reduction control of driving the main motor (70) to reduce an engagement surface pressure of the parking gear (35) and the parking control lever (33).

Description

[0001] Related applications

[0002] This application is made based on patent application No. 2021-076451, 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] In Patent Document 1, the determination of whether to disengage from Park (P) is based on the electrical signal output by the gear position sensor. If not disengaged, the release torque is output to the parking lock mechanism by controlling the electric motor MG, which serves as the drive source. Here, if the time for determining whether to disengage from Park from the start of actuator operation is relatively long, the responsiveness deteriorates. On the other hand, if the time for determining whether to disengage from Park is relatively short, there is a concern that the actuator may be mistakenly judged as having insufficient torque if the actuator's responsiveness is poor. The object 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 for controlling the drive of the actuator; a main motor drive control unit for controlling the drive of the main motor; and a gear determination unit for determining whether the gear is parking gear.

[0011] When releasing the parking lock, if the parking position is not released within the parking lock release determination time, which varies depending on the working environment, the main motor drive control unit performs engagement surface pressure reduction control by driving the main motor to reduce the engagement surface pressure between the parking gear and the parking control lever. This allows the parking lock to be released appropriately. Attached Figure Description

[0012] 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:

[0013] Figure 1 This is a simplified structural diagram illustrating one embodiment of a vehicle drive system;

[0014] Figure 2 This is a perspective view illustrating a stop switching mechanism and a parking locking mechanism according to one embodiment;

[0015] Figure 3 This is a cross-sectional view showing an actuator according to one embodiment;

[0016] Figure 4 yes Figure 3 The view in the VI direction;

[0017] Figure 5 yes Figure 3 The view in the V direction;

[0018] Figure 6 It is an explanatory diagram illustrating the tilted state of the vehicle;

[0019] Figure 7 This is a schematic diagram illustrating the engagement surface pressure of the parking locking mechanism;

[0020] Figure 8 This is an explanatory diagram illustrating the torque required to disengage the P gear;

[0021] Figure 9 This is an explanatory diagram illustrating the output torque of an actuator according to one embodiment;

[0022] Figure 10 This is a flowchart illustrating the actuator control process of one embodiment;

[0023] Figure 11 This is a flowchart illustrating the MG control process of one embodiment;

[0024] Figure 12 This is a timing diagram illustrating the P-file release control process of one embodiment;

[0025] Figure 13This is an explanatory diagram illustrating the setting of the P gear release determination time based on the tilt angle and vehicle weight in one embodiment.

[0026] Figure 14 This is an explanatory diagram illustrating the setting of the P-position release determination time based on the input voltage and actuator temperature in one embodiment. Detailed Implementation

[0027] 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.

[0028] (One implementation method)

[0029] One implementation method is in Figures 1 to 14 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".

[0030] 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.

[0031] 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).

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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".

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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 retaining part 455 of the gear cover 45.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] The MG-ECU82 includes an MG drive control unit 821 and a gear position determination unit 822 as functional blocks. The MG drive control unit 821 controls the drive of the main motor 70 by controlling the on / off operation of the switching elements constituting the inverter 71. The gear position determination unit 822 determines whether it is in P gear based on the detection value of the gear position sensor 37.

[0060] 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 gear position 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.

[0061] 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.

[0062] L=W×sinθi ··· (1)

[0063] 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".

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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".

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] In S204, the gear position determination unit 822 determines whether the P gear has been disengaged based on the detection value of the gear position sensor 37. If it is determined that the P gear has been disengaged (S204: Yes), it moves to S212. If it is determined that the P gear has not been disengaged (S204: No), it moves to S205.

[0076] In S205, the gear selection unit 822 determines whether the count value C is below the selection threshold Cth corresponding to the P gear release selection time Xth. The P gear release selection time Xth will be described later. If the count value C is determined to be below the selection threshold Cth (S205: Yes), the process moves to S206 and increments the count value C. If the count value C is determined to be greater than the selection threshold Cth (S205: No), the process moves to S207.

[0077] In S207, 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 a value that can reduce the pressure on the meshing surface, for example, a value that can start the motor 50. Alternatively, the initial torque value Ts can be set to a learning value. If it is determined that the MG torque Tmg has not reached the initial torque value Ts (S207: No), the process moves to S208, and the MG torque command value Tmg is set. * Set the initial torque value to Ts. If it is determined that the MG torque Tmg has reached the initial torque value Ts (S207: Yes), move to S209.

[0078] In S209, 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 set to the maximum torque in the engagement surface pressure reduction control 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 (S209: No), the process moves to S210, and the MG torque command value Tmg is set to... * Increase the gradual variable ΔT. If it is determined that the MG torque Tmg has reached the upper limit torque value Tu (S209: Yes), move to S211 and set the MG torque command value Tmg. * Set it to the upper limit torque value Tu.

[0079] In step S212, where the system determines that the P gear has been disengaged (S204: Yes), 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 the system determines that the MG torque Tmg is greater than the driving torque Td (S212: No), i.e., it determines that the output surface pressure reduces the torque, the system moves to step S213 to reduce the MG torque Tmg. If the system determines that the MG torque Tmg is below the driving torque Td (S212: Yes), the system moves to step S214. 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.

[0080] In S214, the gear selection unit 822 determines whether the shift to notP gear is complete. If it is determined that the shift to notP gear is not complete (S214: No), the current state is maintained. If it is determined that the shift to notP gear is complete (S214: Yes), the process moves to S215 to complete the surface pressure reduction control when P gear is released.

[0081] based on Figure 12 The timing diagram is used to illustrate the P-position control release process. Figure 12In this diagram, the horizontal axis is set as the common time axis, and starting from the top, it displays the shift indicator, MG torque command value Tmg*, MG torque Tmg, target value θ* of position sensor 68, detection value θsns of position sensor 68, and gear position sensor. The value of position sensor 68 is appropriately recorded as the corresponding gear. Furthermore, in the P gear release process, the driving torque Td is assumed to be 0 for explanation.

[0082] 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.

[0083] 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 P gear disengagement position θy.

[0084] At time x12, after the P gear release judgment time Xth elapsed from the start of gear shift, 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.

[0085] At time x13, when the stall of actuator 40 is eliminated, the detection value θsns of position sensor 68 reaches the P-gear release position θy, and the gear sensor switches from P-gear to notP-gear, the MG torque command value Tmg is set. * Reduce. Additionally, if the stall of actuator 40 is not eliminated, as shown by the dashed line, reduce the MG torque command value Tmg. * Increase to the maximum torque value Tu.

[0086] At the moment the gear shift is complete (x14), the MG torque command value Tmg is set. * Set it to 0. 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.

[0087] Alternatively, the initial torque value Ts can be set to 0, and the MG torque Tmg can be gradually increased starting from the stop state of the main motor 70. Alternatively, the initial torque value Ts can be set to the upper limit torque value Tu, and the upper limit torque value Tu can be output starting from time x12.

[0088] The responsiveness of the actuator 40 varies depending on the operating environment, such as the temperature of the actuator 40 and the tilt state of the vehicle 100. Therefore, in this embodiment, the P-gear release determination time Xth is set to be variable according to the operating environment.

[0089] like Figure 13 As shown, when the vehicle's tilt angle θi is large and its weight W is high, the pressure on the engagement surface may be greater. Therefore, the greater the vehicle weight W, the longer the P-gear disengagement determination time Xth becomes. The vehicle weight W is a value set between the vehicle's weight and its total weight, but it can also be learned from sensors that can detect passengers, acceleration sensors, etc. Furthermore, the greater the tilt angle θi, the longer the P-gear disengagement determination time Xth becomes.

[0090] exist Figure 13 The diagram shows three graphs corresponding to the vehicle weight W, but the number of graphs can be two or four or more. Alternatively, the P-gear release decision time Xth can be set based on the tilt angle θi, independent of the vehicle weight W. Furthermore, functions can be used instead of graph calculations to set the P-gear release decision time Xth. Figure 14 The same applies.

[0091] In addition, such as Figure 14 As shown, in this embodiment, the P-position release determination time Xth is set according to the responsiveness of the actuator 40. Specifically, the smaller the input voltage V, the longer the P-position release determination time Xth. Conversely, the higher the actuator temperature tmp, the shorter the P-position release determination time Xth. In this embodiment, the detection value of the temperature sensor 69 is set as the actuator temperature tmp, but the TM oil temperature can also be used instead.

[0092] 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.

[0093] The vehicle control unit 80 includes an actuator drive control unit 811 for controlling the drive of the actuator, an MG drive control unit 821 for controlling the drive of the main motor 70, and a gear determination unit 822 for determining whether the gear is parking gear.

[0094] When the parking lock is released, if the parking gear is not released within the P gear release determination time Xth, which varies depending on the working environment, the MG drive control unit 821 performs engagement surface pressure reduction control to drive the main motor 70 to reduce the engagement surface pressure between the parking gear 35 and the parking control lever 33.

[0095] This allows for miniaturization of the actuator 40 while reliably releasing the P gear. Furthermore, even when using a sensor such as the gear position sensor 37 that cannot detect the precise position of the actuator 40 within the P gear range for gear selection, by making the P gear release determination time Xth variable according to the operating environment, appropriate control of reducing the engagement surface pressure can be initiated. Additionally, improved responsiveness reduces heat generation in the motor 50 and the ICs involved in driving it.

[0096] The P-gear release determination time Xth is variable based on at least one of the vehicle 100's tilt angle θi and the vehicle 100's weight. The greater the engagement surface pressure, the greater the possibility of reduced responsiveness. Therefore, by making the P-gear release determination time Xth variable based on at least one of the tilt angle θi and vehicle weight W, it is possible to appropriately determine whether the main motor 70 in the engagement surface pressure reduction control needs to be driven.

[0097] The P-position release decision time Xth is variable based on the actuator temperature tmp and the input voltage V of actuator 40. By setting the P-position release decision time Xth using parameters that contribute to the responsiveness of actuator 40, the engagement surface pressure reduction control can be appropriately initiated.

[0098] In the implementation, the MG drive control unit 821 corresponds to the "main motor drive control unit", and the P gear release determination time Xth corresponds to the "parking gear release determination time".

[0099] (Other implementation methods)

[0100] In the above embodiment, the P-gear release determination time Xth is set based on the vehicle weight W, the vehicle 100 tilt angle θi, the input voltage V, and the actuator temperature tmp. In other embodiments, at least a portion of the vehicle weight W, vehicle 100 tilt angle θi, input voltage V, and actuator temperature tmp may not be used to set the P-gear release determination time. Furthermore, parameters related to the operating environment other than the vehicle weight W, vehicle 100 tilt angle θi, input voltage V, and actuator temperature tmp may be used to set the P-gear release determination time.

[0101] In the above embodiment, the gear position determination unit determines whether the gear is park based on the detection value of the gear position sensor. In other embodiments, the gear position determination unit may use a sensor other than the gear position sensor to determine whether it is park.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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: An actuator drive control unit controls the drive of the actuator; A main motor drive control unit that controls the drive of the main motor; and The gear selection unit determines whether the gear is park. When the parking lock is released, if the parking gear is not released within a parking gear release determination time that varies depending on the actuator and the working environment of the vehicle, the main motor drive control unit performs engagement surface pressure reduction control to drive the main motor to reduce the engagement surface pressure between the parking gear and the parking control lever.

2. The vehicle control device according to claim 1, characterized in that, The timing for determining when to release the parking gear can vary depending on the vehicle's tilt angle.

3. The vehicle control device according to claim 1 or 2, characterized in that, The time for determining when to release the parking gear can vary depending on the weight of the vehicle.

4. The vehicle control device according to claim 1 or 2, characterized in that, The time for determining when to release the parking gear can vary depending on the temperature of the actuator.

5. The vehicle control device according to claim 1 or 2, characterized in that, The time for determining when to release the parking gear is variable depending on the input voltage of the actuator.

6. The vehicle control device according to claim 1 or 2, characterized in that, When the actuator generates the engagement surface pressure, it cannot independently release the parking lock under operating conditions where the output torque is reduced.

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