WO2010128561A1

WO2010128561A1 - Parking controller for vehicle

Info

Publication number: WO2010128561A1
Application number: PCT/JP2009/058711
Authority: WO
Inventors: 弘記上野; 圭介関谷; 啓之舘野
Original assignee: トヨタ自動車株式会社
Priority date: 2009-05-08
Filing date: 2009-05-08
Publication date: 2010-11-11

Abstract

Provided is a parking controller for a vehicle wherein decrease in the durability of a wheel brake unit can be limited by making a parking lock device for locking rotation of wheels perform parking lock surely. When the intention of an operator to park is detected, a foot brake pedal (92) is not stepped, and the rotary position θ_PG of a parking gear (64) for a parking lock pole (66) deviates from a predetermined range of rotary position Wθ_PG, a parking lock control means (152) performs brake coordination control for braking rotation of wheels (40) by a brake unit (110) with a predetermined wheel brake force F1_WH in conjunction with parking lock, and thereby parking lock is performed surely. Furthermore, decrease in durability of the brake unit (110) can be limited because a judgment is made on whether brake coordination control with a predetermined wheel brake force F1_WH is required or not depending on the rotary position θ_PG of the parking gear (64).

Description

Vehicle parking control device

The present invention relates to a control device that performs parking lock when a vehicle is parked, and relates to a technique for improving the certainty of the parking lock.

A parking operation device that has a shift lever that is an operating body operated by a driver and generates a parking command signal in response to the shift lever being operated to a preset parking position, and the parking command signal 2. Description of the Related Art A vehicle is known that includes a parking lock device that meshes a meshing member with a parking gear by an actuator that operates according to the above, thereby locking the rotation of an output shaft of an automatic transmission that is a power transmission mechanism. This is a vehicle equipped with a so-called shift-by-wire vehicle parking control device. In such a vehicle, since mechanical cooperation between the automatic transmission and the parking operation device is not necessary, the arrangement position of the parking operation device is free, so that the operability is further improved. The position can be selected, and the design and design in the passenger compartment can be improved. For example, the vehicle parking control device described in Patent Document 1 is an example of the shift-by-wire vehicle parking control device.

According to the vehicle parking control device of Patent Document 1, when a parking command signal is generated due to an erroneous operation or the like while the vehicle is running, the vehicle speed is automatically set between the upper limit determination value VSP2 and the lower limit determination value VSP1. The brake is actuated to suppress the occurrence of a large shock caused by the parking lock of the parking lock device.

JP 2001-153225 A

However, in the parking lock device in the conventional parking control device for a vehicle by the shift-by-wire method (SBW method) described in Patent Document 1, the driver performs an operation using the parking operation device. There is a certain response time until the actuator that operates according to the parking command signal based on it is brought into a locked state that locks the rotation of the output shaft of the power transmission mechanism. In other words, in a vehicle in which the parking lock device is mechanically linked to the parking operation device, the response time to some extent can be said to be extremely short or substantially zero, but in a parking lock device in a shift-by-wire vehicle parking control device, There is an opportunity that the vehicle can move for some reason and the parking gear can rotate within a certain response time. Therefore, for example, when the driver operates the shift lever to the parking position in a vehicle parked on a road with a slope, the vehicle has already started moving at the stage where the parking lock device is locked by the actuator. There is a possibility that the parking gear starts to rotate and the parking lock device is difficult to be locked. Such a problem is not yet known.

Here, in order to solve the above-mentioned problem, although it is unknown, for example, from the time when the parking command signal is generated until the parking lock device completes the rotation lock of the output shaft, It has been considered that the rotation of the wheel is braked by the provided wheel braking device (brake device). However, there is an upper limit on the number of times of braking of the wheel braking device, and if the wheel braking device performs the braking operation of the wheel uniformly each time the shift lever is operated to the parking position, the wheel braking device Durability may be reduced.

An object of the present invention is to improve the certainty of causing the parking lock device that locks the rotation of the output shaft of the power transmission mechanism by the actuator that operates according to the control signal to lock the rotation of the output shaft. An object of the present invention is to provide a vehicle parking control device that can suppress a decrease in durability.

To achieve the above object, the gist of the invention according to claim 1 is that (a) a parking intention detection device for detecting a driver's parking intention and an actuator that operates in accordance with a control signal, the meshing member is used as a parking gear. In a vehicle including a parking lock device that meshes and locks the rotation of the output shaft of the power transmission mechanism and a wheel braking device that brakes the rotation of the wheel, the actuator is operated when the parking intention is detected. (B) The parking intention is detected, and the rotational position of the parking gear relative to the meshing member is determined from a predetermined rotational position range. If it is off, the brake coordination that brakes the rotation of the wheel by the wheel braking device with a predetermined wheel braking force. (C) if the parking intention is detected and the rotational position of the parking gear with respect to the meshing member is within the predetermined rotational position range, the predetermined wheel control is performed. The brake cooperative control is executed with a braking force lower than the power or the wheel braking device is released.

Further, the gist of the invention according to claim 2 is that the brake cooperative control is performed with the predetermined wheel braking force when the gradient of the road surface on which the vehicle is located is larger than a predetermined road surface gradient determination value. It is characterized by performing.

The gist of the invention according to claim 3 is that: (a) a first rotation speed sensor capable of detecting a rotation position and a rotation speed of the parking gear is provided; and (b) the parking of the engagement member. The rotational position of the gear is detected by the first rotational speed sensor.

According to a fourth aspect of the present invention, (a) an electric motor that rotates in a one-to-one relationship with the parking gear is connected to a power transmission path, and (b) the electric motor is a rotational position of the electric motor. And a second rotational speed sensor for detecting the rotational speed, and (c) a rotational position of the parking gear with respect to the meshing member is detected by the second rotational speed sensor.

The gist of the invention according to claim 5 is that: (a) a first rotational speed sensor capable of detecting the rotational position and rotational speed of the parking gear is provided; and (b) a one-to-one relationship with the parking gear. And (c) the motor includes a second rotational speed sensor that detects a rotational position and a rotational speed of the motor, and (d) the parking gear for the meshing member. Is detected by the first rotation speed sensor and the second rotation speed sensor.

Further, the gist of the invention according to claim 6 is that when a predetermined determination time elapses in a state where the vehicle speed is equal to or lower than a predetermined vehicle speed determination value after the execution of the brake cooperative control is started. The brake cooperative control is terminated.

The gist of the invention according to claim 7 is that when the vehicle speed is larger than the predetermined vehicle speed determination value, the brake cooperative control is executed with the predetermined wheel braking force. To do.

Further, the gist of the invention according to claim 8 is characterized in that the predetermined wheel braking force is increased as the gradient of the road surface on which the vehicle is located is increased.

According to the vehicle parking control device of the invention of claim 1, the vehicle parking control device locks the rotation of the output shaft by operating the actuator when the parking intention is detected. Further, (a) when the parking intention is detected and the rotational position of the parking gear with respect to the meshing member is out of a predetermined rotational position range, the predetermined wheel braking force is used. (B) The parking intention is detected, and the rotation position of the parking gear with respect to the meshing member is within the predetermined rotation position range. If this is the case, the brake cooperative control is executed with a braking force lower than the predetermined wheel braking force or the wheel braking device is released. Therefore, it is determined whether or not the parking gear is in a rotational position that is difficult to mesh with the meshing member, that is, a rotational angle, based on whether or not it is within the predetermined rotational position range. Or the braking force of the wheel braking device in the brake cooperative control is adjusted to brake the wheel, that is, the parking gear that rotates in conjunction with the wheel, so that the meshing member meshes with the parking gear. Even if the vehicle tries to move, the parking gear does not rotate fast, and it is possible to improve the certainty that the parking lock device locks the output shaft. Moreover, compared with the case where the said brake cooperation control is performed uniformly when the said parking intention is detected, the durability fall of the said wheel braking device can be suppressed.

According to the vehicular parking control apparatus of the invention according to claim 2, the vehicular parking control apparatus is configured such that the road surface on which the vehicle is located is greater than a predetermined road surface gradient determination value. Since the brake cooperative control is executed with a predetermined wheel braking force, the ease of movement of the vehicle is determined, and the brake cooperative control needs to be executed with the predetermined wheel braking force. Therefore, the deterioration of the durability of the wheel braking device can be further suppressed as compared with the invention according to claim 1.

According to the vehicle parking control apparatus of the invention of claim 3, (a) a first rotational speed sensor capable of detecting the rotational position and rotational speed of the parking gear is provided, and (b) the meshing member. Since the rotation position of the parking gear with respect to is detected by the first rotation speed sensor, the rotation speed of the member that rotates integrally with the parking gear can be detected by the first rotation speed sensor. For example, if the parking gear is arranged so as to rotate integrally with the output shaft, the rotation speed of the output shaft is detected by detecting the rotation speed of the output shaft with the first rotation speed sensor. The corresponding vehicle speed can be detected by the first rotational speed sensor.

According to the vehicle parking control apparatus of the invention of claim 4, (a) an electric motor that rotates in a one-to-one relationship with the parking gear is connected to a power transmission path, and (b) the electric motor is an electric motor. And (c) the rotation position of the parking gear with respect to the meshing member is detected by the second rotation speed sensor, so that the motor transmits power. For example, in a hybrid vehicle, an electric vehicle, or the like connected to a route, the present invention can be applied by using a resolver provided in the electric motor as the second rotation speed sensor.

According to the vehicle parking control apparatus of the invention according to claim 5, (a) a first rotational speed sensor capable of detecting the rotational position and rotational speed of the parking gear is provided, and (b) a pair with the parking gear. An electric motor that rotates in one relationship is coupled to the power transmission path; (c) the electric motor includes a second rotational speed sensor that detects a rotational position and a rotational speed of the electric motor; Since the rotation position of the parking gear is detected by the first rotation speed sensor and the second rotation speed sensor, for example, in the hybrid vehicle or the electric vehicle, the first rotation speed sensor and the second rotation speed sensor If one fails, the other can be used as a backup.

According to the vehicle parking control apparatus of the invention according to claim 6, a predetermined determination time has elapsed in a state in which the vehicle speed is equal to or less than a predetermined vehicle speed determination value after the execution of the brake cooperative control is started. In this case, since the brake cooperative control is finished, the end time of the brake cooperative control can be easily determined by measuring the vehicle speed and the passage of time, and it is possible to suppress unnecessary braking of the wheels.

According to the vehicle parking control apparatus of the invention according to claim 7, when the vehicle speed is larger than the predetermined vehicle speed determination value, the brake cooperative control is executed with the predetermined wheel braking force. Compared with the case where the brake cooperative control is started without being based on the vehicle speed, the necessity of executing the brake cooperative control is more appropriately determined, and the deterioration of the durability of the wheel braking device can be suppressed.

According to the vehicle parking control device of the invention according to claim 8, the predetermined wheel braking force is increased as the gradient of the road surface on which the vehicle is located is increased. Therefore, the braking force is unnecessarily large. Execution of brake cooperative control is suppressed, and a decrease in durability of the wheel braking device can be suppressed.

Preferably, the vehicle parking control device executes the brake cooperative control until the parking lock device is locked by the actuator, and performs the brake cooperative control when the parking lock device is locked. finish.

Also preferably, the wheel braking device brakes rotation of the wheel by friction between a rotating body that rotates together with the wheel and a friction material provided on a non-rotating member.

It is a skeleton diagram explaining a power transmission mechanism included in a vehicle to which the present invention is applied. FIG. 2 is a collinear diagram that can represent the relative relationship between the rotational speeds of the rotary elements on a straight line in the power transmission mechanism of FIG. 1. FIG. 2 is a block diagram illustrating an electrical control system for input / output signals and the like of an electronic control unit provided in the vehicle for controlling the power transmission mechanism of FIG. 1 and the like. In the power transmission mechanism of FIG. 1, it is a figure which shows an example of the shift operation apparatus as a switching apparatus which switches several types of shift ranges by human operation. FIG. 2 is a diagram illustrating a configuration of a parking lock device that mechanically blocks rotation of drive wheels in the power transmission mechanism of FIG. 1. FIG. 4 is a functional block diagram for explaining a main part of a control function provided in the electronic control device of FIG. 3, for explaining a schematic configuration of a braking device operated by the electronic control device. In the parking lock device of FIG. 5, it is a figure for demonstrating the level of certainty with which a parking lock pole meshes with a parking gear. In the brake cooperative control executed by the parking lock control means included in the electronic control device of FIG. 6, the road surface gradient and the wheel control when the wheel braking force is changed according to the road surface gradient (road surface gradient) on which the vehicle is located. It is the figure which illustrated the relationship with motive power. It is a flowchart for demonstrating the principal part of the control action of the electronic controller of FIG. 10 is a flowchart for explaining a main part of a control operation executed by the electronic control device of FIG. 6 in parallel with the flowchart of FIG. 9, that is, a control operation for executing brake cooperative control. FIG. 11 is a flowchart for explaining a main part of another control operation corresponding to FIG. 10, and is an excerpt of a changed part of the flowchart in which a part of FIG. 10 is changed. FIG. 11 is a flowchart corresponding to FIG. 10 for explaining a main part of another control operation different from FIGS. 10 and 11, and is a first of two diagrams showing a flowchart obtained by changing a part of FIG. 10. FIG. FIG. 12 is a flowchart corresponding to FIG. 10 for explaining a main part of another control operation different from FIGS. 10 and 11, and is a second of all two diagrams showing a flowchart obtained by changing a part of FIG. 10. FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 illustrates a case where the vehicle 6 to which the present invention is applied may be a normal engine vehicle or a hybrid vehicle, but the case where the vehicle 6 is a hybrid vehicle will be described below as an example. In FIG. 1, a power transmission mechanism 10 includes an input rotation member disposed on a first axis RC1 in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotation member attached to a vehicle body. An input shaft 14, a differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the differential unit 11 And a first counter gear 19 integrally connected to the transmission member 18, and disposed on a second axis RC2 parallel to the first axis RC1. The second counter gear 20 that forms a counter gear pair with the first counter gear 19 and the second counter gear 20 are integrally connected as an output rotating member of the power transmission mechanism 10. And an output shaft 22 which is counter shaft. Furthermore, the power transmission mechanism 10 includes a chain 23 that is wound around the outer periphery of the first counter gear 19 and the second counter gear 20 and transmits a driving force between the first counter gear 19 and the second counter gear 20. The first counter gear 19 and the second counter gear 20 rotate in a one-to-one correspondence relationship with the chain 23 being wound around. The power transmission mechanism 10 is preferably used for, for example, an FF (front engine / front drive) type vehicle that is placed horizontally in the vehicle 6, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). Differential drive gear in which power from an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, for example, is connected as a driving force source for driving connected to the output shaft 22 integrally on the second axis RC2. 32 and a differential gear device (final reduction gear) 36 having a differential ring gear 34 meshing therewith, a pair of axles 37 and the like are sequentially transmitted to left and right drive wheels 38 (see FIG. 6).

The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 serving as a traveling motor coupled so as to rotate integrally with the transmission member 18. The first electric motor M1 and the second electric motor M2 of this embodiment are so-called motor generators that have not only a motor function but also a power generation function. The first electric motor M1 and the second electric motor M2 have rotational speeds of the electric motors M1 and M2. When generating reaction torque that works in the direction of decreasing the absolute value, it functions as a generator.

The power distribution mechanism 16 is mainly composed of a single pinion type differential planetary gear device 24 having a predetermined gear ratio ρ0. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. In the power distribution mechanism 16 configured in this way, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, can be rotated relative to each other. Thus, the differential action is operable, that is, the differential state where the differential action works is set, so that the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the output of the distributed engine 8 is distributed. Are stored with electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) functions as an electric differential device. Thus, for example, the differential section 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. Thus, by controlling the operating state of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power, the differential state of the power distribution mechanism 16, That is, the differential state between the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled. Moreover, the power transmission from the engine 8 to the drive wheel 38 is interrupted by the first electric motor M1 being in a free rotation state.

The power transmission mechanism 10 includes a vehicle speed sensor 84, a first motor rotation speed sensor 85, and a second motor rotation speed sensor 86 in order to detect the rotation speed and the like of each part constituting the power transmission path. As shown in FIG. 1, the vehicle speed sensor 84 is provided on the output shaft 22 and detects the rotational speed N _OUT of the output shaft 22 (hereinafter referred to as “output shaft rotational speed N _OUT ”), thereby outputting the output. A vehicle speed V corresponding to the shaft rotational speed N _OUT is detected. The first motor rotation speed sensor 85 is a rotation speed sensor such as a resolver provided in the first motor M1, and the rotation speed N _{M1 of} the first motor _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”). Is detected. The second motor rotation speed sensor 86 is a rotation speed sensor such as a resolver provided in the second motor M2, and the rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed N _M2 ”). Is detected. The vehicle speed sensor 84, the first electric motor rotational speed sensor 85, and the second electric motor rotational speed sensor 86 are all not only the rotational speeds N _OUT , N _M1 and N _{M2 of} the detection target member, but also the non-rotating of the case 12 or the like. It is a sensor that can also detect the absolute rotational position (rotation angle, phase) and rotational direction with reference to the member, and outputs a signal representing the rotational speed and a signal representing the rotational position and rotational direction to the electronic control unit 80. . As shown in FIG. 1, since the parking gear 64 rotates integrally with the output shaft 22, the vehicle speed sensor 84 can also detect the rotational position and the rotational speed of the parking gear 64. Corresponds to the rotation speed sensor. Further, the second electric motor M2 connected to the power transmission path between the engine 8 and the drive wheel 38 has the chain 23 wound around the first counter gear 19 and the second counter gear 20, so that the parking gear 64, the second motor rotation speed sensor 86 can detect the rotation position and rotation speed of the parking gear 64, and corresponds to the second rotation speed sensor of the present invention. To do.

FIG. 2 is a collinear diagram that can represent the relative relationship between the rotational speeds of the rotating elements in the power transmission mechanism 10 on a straight line. The collinear diagram of FIG. 2 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ0 of the differential planetary gear unit 24 and a vertical axis indicating the relative rotational speed. The horizontal line X1 is the rotational speed. indicates zero, it indicates the rotational speed N _E of the engine 8 horizontal line X2 is linked to the rotational speed of "1.0" that is, the input shaft 14.

In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. More specifically, when the distance between the sun gear and the carrier corresponds to “1” in the relationship between the vertical axes of the nomograph, the distance between the carrier and the ring gear corresponds to the gear ratio ρ of the planetary gear unit. It is said. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0.

If expressed using the collinear diagram of FIG. 2 described above, the power transmission mechanism 10 of the present embodiment is the power distribution mechanism 16 (differential portion 11), and the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second rotating element RE2. It is connected to the electric motor M <b> 2 and is configured to transmit the rotation of the input shaft 14 to the drive wheel 38 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, when the rotational speed of the differential section ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is substantially constant by being constrained by the vehicle speed V, the engine rotational speed _NE is controlled. Thus, when the rotational speed of the differential carrier CA0 indicated by the intersection of the straight line L0 and the vertical line Y2 is increased or decreased, the rotation of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1. The speed, that is, the rotational speed of the first electric motor M1 is increased or decreased. When the vehicle 6 is moved backward, for example, the first electric motor M1 is brought into a free rotation state and the second electric motor M2 is rotationally driven in the negative direction.

FIG. 3 is a block diagram illustrating an electrical control system such as an input / output signal of an electronic control unit 80 provided in the vehicle 6 for controlling the power transmission mechanism 10 and the like. The electronic control device 80 also functions as a vehicle parking control device that locks the rotation of the output shaft 22 when the vehicle is parked, and switches the shift position (shift range) by electric control or locks the rotation of the output shaft 22. A so-called shift-by-wire system is employed.

The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. As a result, drive control such as hybrid drive control for the motors M1 and M2 provided in the engine 8 and the power transmission mechanism 10 and shift range switching control of the power transmission mechanism 10 using a shift-by-wire system are executed.

The electronic control unit 80 includes, for example, a position signal corresponding to the shift position P _SH from the shift position sensor for detecting the operation position (shift position) P _SH of the shift lever 44, and the power transmission mechanism 10 operated by the user. A P switch signal indicating a switch operation in the P switch 48 for switching the shift range between the parking range (P range) and a non-P range other than the parking range. A P position signal indicating the parking lock operating state in the parking lock device 50 for switching the range between the P range and the non-P range, the vehicle power on state (vehicle power ON) and the off state (operated by the user) Vehicle power switch 82 for switching between vehicle power off) Power switch signal representative of the switch operation, a vehicle speed signal representing a vehicle speed V corresponding to the output shaft speed N _OUT of the power transmission mechanism 10 from the vehicle speed sensor 84, the first electric motor speed N _M1 of the first electric motor speed sensor 85 signal representative of the signal representative of the second electric motor rotation speed N _M2 of the second electric motor rotation speed sensor 86, a brake operation signal indicative of a foot brake operation B _ON foot brake base which dull 92 is depressed from the brake switch 90 , Each supplied.

Further, from the electronic control unit 80, for example, an engine output control command signal for controlling the engine output, a hybrid motor control command signal for commanding the operation of the electric motor in the power transmission mechanism 10, and a shift range for switching the power transmission mechanism 10 are switched. A shift range switching control command signal, a shift range display signal for displaying the shift range switching state in the power transmission mechanism 10 by operating the indicator (display device) 94, and a parking lock display signal for displaying the parking lock state; A P switching control command signal or the like for commanding the operation of the parking lock device 50 is output.

Specifically, the electronic control unit 80 includes a power control computer (hereinafter referred to as “PM-ECU”) 100, a hybrid control computer (hereinafter referred to as “HV-ECU”) 102, a parking control computer (hereinafter referred to as “PM-ECU”). (Hereinafter referred to as “P-ECU”) 104.

PM-ECU 100 switches between vehicle power ON and vehicle power OFF based on, for example, a power switch signal from vehicle power switch 82 operated by the user. For example, when the PM-ECU 100 detects an input of a power switch signal when the vehicle power is off, the PM-ECU 100 turns on a vehicle power on by turning on a relay (not shown) for switching between the vehicle power on and the vehicle power off. Further, when the PM-ECU 100 detects that the vehicle speed V is lower than the predetermined vehicle speed V ′ and the input of the power switch signal when the vehicle power is on, the PM-ECU 100 turns off the relay and turns off the vehicle power. When the P-lock state signal input from the P-ECU 104 when the vehicle power is turned off is a signal indicating that the parking lock in the parking lock device 50 is being released, the PM-ECU 100 Is operated to output a signal for setting the shift range to the P range to the P-ECU 104 (this operation is referred to as “auto P operation”).

For example, the HV-ECU 102 comprehensively controls the operation of the power transmission mechanism 10. For example, when the HV-ECU 102 detects an input of a brake operation signal indicating the foot brake operation B _ON when the PM-ECU 100 switches from the vehicle power supply OFF to the vehicle power supply ON, the hybrid system for enabling vehicle travel , And a hybrid motor control command related to vehicle travel is output to the power transmission mechanism 10 to control vehicle travel. Further, HV-ECU 102 includes a shift range and outputs a shift range switching control command based on the position signal corresponding to the shift position P _SH from the shift position sensor for detecting an operation position of the shift lever 44 to the power transmission mechanism 10 Switch. Further, HV-ECU 102 outputs to P-ECU 104 a P switching signal for switching the shift range of power transmission mechanism 10 between the P range and the non-P range based on the P switch signal from P switch 48. Further, the HV-ECU 102 outputs a display signal for displaying the state of the shift range to the indicator 94. The indicator 94 displays the shift range state based on the display signal output from the HV-ECU 102. In this embodiment, the vehicle power ON means that the hybrid system is activated to enable the vehicle to travel as described above, and that the vehicle cannot travel (such as an electric motor). Even in a state in which hybrid motor control cannot be performed, it is sufficient that at least the shift range switching control of the power transmission mechanism 10 can be performed.

Whether the P-ECU 104 activates the parking lock by controlling the driving of the parking lock device 50 in order to switch the shift range between the P range and the non-P range based on the P switching signal from the HV-ECU 102, for example. Or let it be released. Further, the P-ECU 104 determines whether the shift range of the power transmission mechanism 10 is the P range or the non-P range based on the P position signal indicating the parking lock operating state from the parking lock device 50, and The determination result is output to PM-ECU 100 as a P-lock state signal.

In addition, when the P-ECU 104 controls the driving of the parking lock device 50 to activate the parking lock, and simultaneously brakes the rotation of the wheel 40 by the braking device 110, the P-ECU 104 causes the brake hydraulic control circuit 118 to On the other hand, the brake device is instructed to supply the brake oil pressure to the caliper 114, or if the wheel 40 has been braked by the brake device 110 until just before, the brake device is instructed to maintain the residual pressure of the brake oil pressure to some extent. 110 is caused to brake the rotation of the wheel 40.

FIG. 4 is a diagram illustrating an example of a shift operation device 42 as a switching device that switches a plurality of types of shift ranges by an artificial operation in the power transmission mechanism 10. The shift operating device 42 is for example disposed near the driver's seat, automatically returns operator i.e. solving the original position the operating force of the momentary to be operated to a plurality of shift positions P _SH to (initial position) A shift lever 44 is provided as an automatic return type operator. Further, the shift operation device 42 according to the present embodiment is provided with a P switch 48 as a momentary type operation element for locking the parking with the shift range of the power transmission mechanism 10 as a parking range (P range). It is provided as a switch.

As shown in FIG. 4, the shift lever 44 has three shift positions P _SH arranged in the front-rear direction or the up-down direction, that is, the vertical direction of the vehicle 6. (D position), and M position (M position) and B position (B position) arranged in parallel with each other are operated. Then, the shift operation device 42 detects the shift position P _SH by the shift position sensor that it has, and outputs a position signal corresponding to the shift position P _SH to the HV-ECU 102. The shift lever 44 can be operated in the vertical direction between the R position, the N position, and the D position, and can be operated in the vertical direction between the M position and the B position. And the B position can be operated in the lateral direction of the vehicle 6 perpendicular to the longitudinal direction.

The P switch 48 is, for example, a momentary push button switch, and outputs a P switch signal to the HV-ECU 102 every time the user performs a push operation. For example, when the P switch 48 is pressed when the shift range of the power transmission mechanism 10 is in the non-P range, a predetermined P range switching condition such that the foot brake pedal 92 is stepped on and the vehicle 6 is stopped is satisfied. If it is satisfied, the shift range is set to the P range by the P-ECU 104 based on the P switching signal from the HV-ECU 102. The P range is a parking range in which the power transmission path in the power transmission mechanism 10 is interrupted and the parking lock is executed in which the rotation of the drive wheel 38 is mechanically blocked (locked) by the parking lock device 50. .

The M position of the shift operation device 42 is the initial position (home position) of the shift lever 44, and even if the shift operation is performed to a shift position P _SH (R, N, D, B position) other than the M position, the driver If the shift lever 44 is released, that is, if the external force acting on the shift lever 44 is eliminated, the shift lever 44 returns to the M position by a mechanical mechanism such as a spring. When the shift operating device 42 is shifted to each shift position P _SH , the HV-ECU 102 switches to a shift range corresponding to the shift position P _SH after the shift operation based on the shift position P _SH (position signal). In addition, the current shift position _PSH, that is, the state of the shift range of the power transmission mechanism 10 is displayed on the indicator 94.

Explaining each shift range, the R range selected when the shift lever 44 is shifted to the R position is a reverse travel range in which the driving force for moving the vehicle 6 backward is transmitted to the drive wheels 38. Further, the neutral range (N range) selected by shifting the shift lever 44 to the N position is a neutral range for setting the neutral state in which the power transmission path in the power transmission mechanism 10 is interrupted. The D range selected when the shift lever 44 is shifted to the D position is a forward travel range in which a driving force for moving the vehicle 6 forward is transmitted to the drive wheels 38. For example, the HV-ECU 102 determines a predetermined shift position P _SH (specifically, the R position, the N position, or the D position) for releasing the movement prevention (parking lock) of the vehicle 6 when the shift range is the P range. ), A P switching signal for releasing the parking lock is output to the P-ECU 104. The P-ECU 104 outputs a P switching control command signal for releasing the parking lock to the parking lock device 50 based on the P switching signal from the HV-ECU 102 to release the parking lock. Then, the HV-ECU 102 switches to a shift range corresponding to the shift position P _SH after the shift operation.

The B range selected by shifting the shift lever 44 to the B position causes the engine brake effect to be exerted in the D range by, for example, generating a regenerative torque in the second electric motor M2, thereby rotating the drive wheels 38. A deceleration forward travel range (engine brake range) for decelerating. Accordingly, the HV-ECU 102 invalidates the shift operation even if the shift lever 44 is shifted to the B position when the current shift range is a shift range other than the D range, and shifts to the B position only when the shift lever 44 is in the D range. The shift operation is enabled. For example, even if the driver performs a shift operation to the B position in the P range, the shift range is continued as the P range.

In the shift operating device 42 of the present embodiment, since the external force acting on the shift lever 44 is returned to the M position when no longer, that simply by visually checking the shift position P _SH of the shift lever 44 to recognize the shift range in the selected I can't. For this reason, an indicator 94 is provided at a position that is easy for the driver to see, and is displayed on the indicator 94 even when the selected shift range is the P range.

The power transmission mechanism 10 (vehicle 6) of this embodiment employs a so-called shift-by-wire, and a shift position _PSH is detected by a shift position sensor provided in the shift operation device 42. Then, the HV-ECU 102 determines each shift position P based on a position signal indicating the shift position P _SH from the shift position sensor, for example, based on a change in output voltage from the shift position sensor as the position signal. Recognize _SH .

In addition, in order to prevent erroneous operation and erroneous recognition (judgment), if a shift operation is performed to each shift position P _SH , the shift range corresponding to the shift position P _SH after the shift operation is not immediately switched. A predetermined range confirmation time (shift operation confirmation time) is preset for each shift position _PSH or each shift range. For example, the HV-ECU 102 determines the shift operation when the dwell time, which is the time during which the shift lever 44 remains at the shift position P _SH after the shift operation, exceeds the predetermined range determination time, and after the shift operation It switched to a shift range corresponding to the shift position P _SH. The case where the range is switched from the P range to the N range will be described as an example. When the shift range is the P range and the shift operation is performed from the M position to the N position, the HV-ECU 102 sets the N position of the shift shift lever 44. When the dwell time at is equal to or longer than the neutral range determination time, which is the predetermined range determination time for determining the shift operation to the N position, the shift position P _SH after the shift operation is the N position. Is determined (determined), and the shift range of the power transmission mechanism 10 is switched from the P range to the N range.

FIG. 5 is a diagram illustrating the configuration of the parking lock device 50 that mechanically blocks the rotation of the drive wheels 38. In FIG. 5, the parking lock device 50 includes a P lock mechanism 52, a P lock drive motor 54, an encoder 56, and the like, and prevents the vehicle 6 from moving based on a control signal from the electronic control device 80.

The P lock drive motor 54 is an electric actuator that is configured by a switched reluctance motor (SR motor) and operates according to a command (control signal) from the P-ECU 104. That is, the P lock drive motor 54 receives the control signal from the P-ECU 104 and drives the P lock mechanism 52 by the shift-by-wire system.

The encoder 56 is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The encoder 56 rotates integrally with the P-lock drive motor 54, detects the rotation status of the SR motor, and indicates the rotation status. That is, a pulse signal for obtaining a count value (encoder count) corresponding to the movement amount (rotation amount) of the P lock drive motor 54 is supplied to the P-ECU 104. The P-ECU 104 obtains a signal supplied from the encoder 56, grasps the rotation status of the SR motor, and controls energization for driving the SR motor.

The P lock mechanism 52 is interlocked with a shaft 58 that is rotated by a P lock drive motor 54, a detent plate 60 that rotates as the shaft 58 rotates, a rod 62 that operates as the detent plate 60 rotates, and a drive wheel 38. Parking gear 64 that rotates, parking lock pawl 66 that is a meshing member that meshes with parking gear 64 to prevent parking gear 64 from rotating, and detent spring that restricts the rotation of detent plate 60 and fixes the shift position. 68 and rollers 70 are provided. The parking gear 64 is not limited in the place where the driving wheel 38 is locked if the parking gear 64 is locked, but in the present embodiment, as shown in FIG. The output shaft 22 of the mechanism 10 is fixed integrally.

The detent plate 60 is operatively connected to the drive shaft of the P-lock drive motor 54 via the shaft 58, and is driven by the P-lock drive motor 54 together with the rod 62, the detent spring 68, the roller 70, etc. to the P range. It functions as a parking lock positioning member for switching between a corresponding parking lock position and a non-parking lock position corresponding to each shift range other than the P range.

FIG. 5 shows a state when the vehicle is in the non-parking lock position. In this state, the parking lock pole 66 corresponding to the meshing member of the present invention does not lock the parking gear 64, so that the rotation of the drive wheel 38 is not hindered by the P lock mechanism 52. From this state, when the shaft 58 is rotated in the direction of the arrow C shown in FIG. 5 by the P lock drive motor 54, the rod 62 is pushed in the direction of the arrow A shown in FIG. The parking lock pole 66 is pushed up in the direction of arrow B shown in FIG. 5 by the taper member 72 provided at the tip. As the detent plate 60 rotates, one of the two valleys provided at the top of the detent plate 60, that is, the roller 70 of the detent spring 68 in the non-parking lock position, climbs over the mountain 74 and the other valley, That is, it moves to the parking lock position. The roller 70 is provided on the detent spring 68 so as to be rotatable about its axis. When the detent plate 60 rotates until the roller 70 reaches the parking lock position, the parking lock pole 66 is pushed up to a position where it engages with the parking gear 64. As a result, the rotation of the drive wheel 38 that rotates in conjunction with the parking gear 64 is mechanically blocked, and the shift range is switched to the P range. Thus, the parking lock device 50 functions as a parking lock device that locks the rotation of the output shaft 22 of the power transmission mechanism 10 by engaging the parking lock pole 66 with the parking gear 64 by the P lock drive motor 54.

FIG. 6 is a functional block diagram illustrating a main part of the control function provided in the electronic control device 80, and is a diagram for explaining a schematic configuration of the braking device 110 corresponding to the wheel braking device of the present invention. . The braking device (wheel braking device) 110 is provided for each of the four wheels 40 including the drive wheels 38 and brakes the rotation of the wheels 40. In FIG. 6, the braking device 110 provided on the driving wheel 38 that is the front wheel is illustrated, but the braking device 110 provided on the non-driving wheel that is the rear wheel is not illustrated.

6 includes a so-called disc brake well known as a foot brake which is a service brake. The braking device 110 includes a disc-like disk (rotor, rotor) 112 that is arranged perpendicular to the axle 37 and parallel to the wheel 40 and rotates with the wheel 40, and a vehicle connected to the vehicle body as a non-rotating member. 6 and a pair of calipers 114 including hydraulic cylinders that are fixed to the components constituting the suspension 6 to clamp the disk 112 from both disk surface sides, and disposed between the piston end of the hydraulic cylinder and the disk surface of the disk 112. Brake pads (friction material) 116. The brake hydraulic control circuit 118 includes a hydraulic pump and an accumulator that generates an original pressure of the brake hydraulic pressure for, for example, ABS control or VSC control, and applies brake hydraulic pressure to the hydraulic cylinder of the caliper 114 according to a command from the electronic control unit 80. It supplies and controls the pressure of the supplied brake hydraulic pressure. The braking device 110 brakes the rotation of the wheel 40 by friction between the disc 112 that rotates integrally with the wheel 40 and the brake pad 116 indirectly provided on the non-rotating member when the vehicle 6 is braked. The braking force due to friction between the disk 112 and the brake pad 116 is increased or decreased according to the hydraulic pressure supplied from the brake hydraulic control circuit 118. Specifically, the braking force is The larger the hydraulic pressure from the brake hydraulic control circuit 118, the larger the hydraulic pressure.

In FIG. 6, the electronic control unit 80 includes a hybrid control unit 140, a parking intention determination unit 142, a slope determination unit 144, a brake determination unit 146, a parking gear rotation position determination unit 148, a parking lock control unit 152, and a control end determination. Means 154 are provided. In FIG. 6, the electronic control unit 80 may further include a control start vehicle speed determining means 156, which will be described later. Therefore, in FIG. 6, the control start vehicle speed determining means 156 is also described in advance.

In FIG. 6, the hybrid control means 140 operates the engine 8 in an efficient operating range, while optimizing the reaction force due to the distribution of the driving force between the engine 8 and the second electric motor M2 and the power generation of the first electric motor M1. Thus, the gear ratio γ0 as an electric continuously variable transmission of the differential section 11 is controlled. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle 6 is calculated from the accelerator opening (accelerator operation amount) Acc which is the operation amount of the accelerator pedal as the driver's output request amount and the vehicle speed V, The required total target output is calculated from the target output of the vehicle 6 and the required charging value, and the target engine is considered in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, and the like so as to obtain the total target output. calculating the output, to control the amount of power generated by the first electric motor M1 controls the engine 8 so that the target engine output is engine speed N _E and engine torque T _E obtained.

In other words, the hybrid control means 140 both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 For example, the target output (total target output, request) is set so that the engine 8 is operated along the well-known optimal fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 that is experimentally obtained and stored in advance. It determines the target value of the speed ratio γ0 of the differential portion 11 so that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary to meet the driving force), the target value is obtained Thus, the speed ratio γ0 is controlled steplessly within the changeable range of the speed change.

At this time, since the hybrid control means 140 supplies the electric energy generated by the first electric motor M1 to the power storage device 124 and the second electric motor M2 through the inverter 122, the main part of the power of the engine 8 is mechanically the first counter. Although it is transmitted to the gear 19, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1, and is converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 122, The second electric motor M2 is driven and transmitted from the second electric motor M2 to the first counter gear 19. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. The power storage device 124 is an electric energy source capable of supplying power to the first motor M1 and the second motor M2 and receiving power from each of the motors M1 and M2. It is charged by driving. The power storage device 124 is, for example, a battery such as a lead storage battery or a capacitor.

The hybrid control means 140, regardless of the stopping or during traveling of the vehicle 6, owing to the electric CVT function of the power transmission mechanism 10, for example, the engine rotational speed N _E by controlling the first electric motor speed N _M1 Maintaining a substantially constant value or controlling the rotation to an arbitrary rotation speed. That is, the hybrid control means 140 can transmit power to the input shaft 14 from the first electric motor M1 operatively connected to the input shaft 14 (that is, the output shaft of the engine 8) via the differential planetary gear device 24. By making it function as a drive device, the engine 8 is driven to rotate by the first electric motor M1. For example, when the engine speed _NE is increased while the vehicle is traveling, the hybrid controller 140 rotates the first motor while maintaining the output shaft speed N _OUT restricted by the vehicle speed V (drive wheel 38) substantially constant. The speed N _M1 is increased.

Further, the hybrid control means 140 controls the opening and closing of the electronic throttle valve 130 provided in the intake pipe 128 of the engine 8 by the throttle actuator 126 for throttle control, and the fuel injection by the fuel injection device 132 for fuel injection control. A command for controlling the amount and injection timing and controlling the ignition timing by the ignition device 134 such as an igniter for controlling the ignition timing is output to the engine output control device 136 alone or in combination to generate a necessary engine output. Thus, engine output control means for executing output control of the engine 8 is functionally provided. For example, the hybrid controller 140 basically drives the throttle actuator 126 based on the accelerator opening Acc from a previously stored relationship (not shown), and the opening θ of the electronic throttle valve 130 increases as the accelerator opening Acc increases. Execute throttle control to increase _TH . The engine output control device 136 controls the opening and closing of the electronic throttle valve 130 by the throttle actuator 126 for throttle control in accordance with a command from the hybrid control means 140, and the fuel injection by the fuel injection device 132 for fuel injection control. The engine torque control is executed by controlling the ignition timing by the ignition device 134 such as an igniter for controlling the ignition timing.

In addition, the hybrid control means 140 drives the second electric motor M2 with electric power from the power storage device 124 in a state where the operation of the engine 8 is stopped, and uses only the second electric motor M2 as a driving power source for traveling ( EV traveling) can be executed. For example, the EV traveling by the hybrid control means 140 is a comparison of a relatively low output torque T _OUT region, that is, a low engine torque _TE region, or a vehicle speed V, which is generally considered to have a low engine efficiency compared to a high torque region. It is executed at a low vehicle speed range, that is, a low load range.

During this EV traveling, the hybrid control means 140 causes the first electric motor M1 to idle so as to improve the fuel efficiency by suppressing dragging of the engine 8 that has stopped driving, and thereby driving the power. maintaining the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the transmission mechanism 10 (differential action). That is, the hybrid control means 140 does not simply stop the operation of the engine 8 during EV traveling, but also stops the rotation of the engine 8. Further, the hybrid control means 140 stops the operation of the engine 8 in order to improve fuel efficiency when a predetermined engine stop condition is satisfied, such as when the vehicle 6 is stopped for a predetermined time or more.

Moreover, the hybrid control means 140 functionally includes an engine start control means for starting the engine 8 while the vehicle is stopped or during EV traveling. For example, the hybrid control means 140, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e., by function of the first electric motor M1 as a starter, complete explosion of the engine rotational speed N _E _'together pulled above the predetermined rotational speed N _E' given rotation speed N _E capable of supplying fuel by the fuel injection device 132 at least at autonomously rotate eg idle or rotational speed of the engine rotational speed N _E (injection) The ignition device 134 is ignited to start the engine 8.

Further, the hybrid control means 140 uses the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 124 by the electric path described above during the engine running using the engine 8 as a driving force source. , And driving the second electric motor M2 to apply torque to the drive wheels 38, so-called torque assist for assisting the power of the engine 8 is possible. That is, the drive wheel 38 may be driven only by the output of the engine 8, may be driven by adding the output of the second electric motor M2 to the output of the engine 8, or only the output of the second electric motor M2. It may be driven by.

Further, the hybrid control means 140 causes the first electric motor M1 to rotate freely, i.e., idle, with no load, whereby the power transmission mechanism 10 cannot transmit torque, that is, the power transmission path in the power transmission mechanism 10 is interrupted. It is possible to set the second electric motor M2 in a no-load state so that no output from the power transmission mechanism 10 is generated. That is, the hybrid control unit 140 can place the power transmission mechanism 10 in the neutral state by setting the electric motors M1 and M2 to a no-load state.

Further, the hybrid control means 140 uses the kinetic energy of the vehicle 6 when the vehicle is decelerated or braked with the accelerator off, that is, the reverse driving force transmitted from the driving wheel 38 to the second electric motor M2 side, and thereby the first electric motor M1 and the first electric motor M1. 2 Acts as a regenerative brake control means for performing so-called regenerative braking in which the electric motor M2 is rotated to operate as a generator and the electric energy, that is, the electric current generated by the electric motors M1 and M2 is charged to the power storage device 124 via the inverter 122. To do.

The parking intention determination unit 142 determines whether or not the driver's intention to park has been detected, in other words, whether or not a shift range switching operation from a shift range other than the P range to the P range has been performed. Specifically, the parking intention determination unit 142 determines that the driver is in the case where the P range switching condition is satisfied and the P switch 48 is pressed, that is, when the switching operation to the P range is performed by the P switch 48. It is determined that no parking intention has been detected. In this case, the P switch 48 corresponds to a parking intention detection device that detects the driver's intention to park. In addition, the parking intention determination unit 142 determines whether the driver intends to park the vehicle when the switching operation to the P range in the auto P operation is performed, that is, when the switching operation to the P range is performed by the vehicle power switch 82. Is detected. In this case, the vehicle power switch 82 corresponds to the parking intention detection device.

The slope judgment means 144 judges whether or not the slope (road slope) θ _{SL of the} road surface on which the vehicle 6 is located is larger than a predetermined road slope judgment value θ1 _SL . At this time, the slope determination means 144 compares the absolute value of the road surface gradient θ _SL with the road surface gradient determination value θ1 _SL . The road surface gradient θ _SL is an angle formed by the road surface with respect to a horizontal plane, and examples of the unit include degrees and radians. The road surface gradient θ _SL may be detected by, for example, a gradient detection sensor that can directly detect the road surface gradient θ _SL , or the power transmission mechanism 10 is in the neutral state and all the wheels 40 are not braked. If there is, a change in the vehicle speed V may be detected by a wheel speed sensor or a vehicle speed sensor 84 provided on each wheel 40 and may be calculated based on the change. The road surface gradient judgment value θ1 _SL is experimentally obtained, for example, as the minimum road surface gradient θ _SL at which the vehicle 6 moves with its own weight when the power transmission mechanism 10 is in the neutral state and all the wheels 40 are not braked. Therefore, the minimum road surface gradient θ _SL is set.

In addition to the road surface gradient θ _SL , the slope determination unit 144 determines whether the road surface on which the vehicle 6 is located is inclined in a direction in which the vehicle 6 is moved forward or in a direction in which the vehicle 6 is moved backward. The inclination direction of the road surface may also be detected by the gradient detection sensor, or may be detected from the rotation direction of the wheel 40 or the output shaft 22 by a wheel speed sensor or a vehicle speed sensor 84 provided on each wheel 40. .

The brake determination means 146 determines whether or not the foot brake pedal 92 is depressed. For example, the determination is made based on a brake operation signal indicating foot brake operation B _ON from the brake switch 90.

Parking gear rotational position determining means 148 determines whether or not the rotational position theta _PG is predetermined rotational position range Wθ the _PG of the parking gear 64 with respect to the parking lock pole 66. At this time, the parking gear rotational position determining means 148, as the rotational position theta _PG of the parking gear 64 to the determination, for example, the parking gear 64 at the time of switching operation to the P range by the P switch 48 or the vehicle power supply switch 82 rotational position theta _PG, or to adopt a rotational position theta _PG release at the parking gear 64 of the foot brake base Dar 92 if the foot brake base Dar 92 is released after the switching operation to the P range. Wherein the rotational position theta _PG of the parking gear 64, in other words, it means the rotational angle or phase of the parking gear 64, as is the unit, for example, time, etc. radians and the like. Further, as a reference for the rotational position _θPG , a fixing member such as the case 12 may be used instead of the parking lock pole 66.

This way the parking gear rotational position determining means 148 for the determination with respect to the rotational position theta _PG of the parking gear 64 with respect to the parking lock pawl 66, the parking lock pole 66 when the parking lock is performed meshes with the parking gear 64 certainty, because different depending on the rotational position theta _PG of the parking gear 64. FIG. 7 is a diagram for explaining the certainty with which the parking lock pole 66 meshes with the parking gear 64.

For example, it is assumed that when the vehicle 6 is stopped on a slope and parking lock is executed, the parking gear 64 rotates in the direction of the arrow AP in FIG. 7 until the parking lock pole 66 is engaged with the parking gear 64. To do. Then, it indicates to mesh with the teeth 67 of the parking lock pole 66 when a non-parking lock position, the parking gear 64 by a two-dot chain line RP2 if and 7 in the rotational position theta _PG indicated by the solid line RP1 of FIG. 7 The case of the rotational position _θPG is compared with each other.

As shown in FIG. 7, when the parking gear 64 is in the rotational position theta _PG indicated by the solid line RP1, the particular point P3 on the gear teeth 75 are meshing valley 76 and the parking lock pole 66 of the parking gear 64 teeth The parking lock pawl 66 can be engaged with the parking gear 64 by rotating about the second axial center RC2 to the point P1 indicating the position where the 67 faces each other. On the other hand, when in the rotational position theta _PG the parking gear 64 is indicated by the two-dot chain line RP2, if rotated about the second axis RC2 certain point P2 on the gear teeth 75 until the point P1 The parking lock pole 66 can be engaged with the parking gear 64. Comparing these in Figure 7, towards the case where the parking gear 64 when a non-parking lock position is in the rotational position theta _PG indicated by the solid line RP1 is than in the rotational position theta _PG indicated by the two-dot chain line RP2 It can be seen that the parking lock pole 66 cannot mesh with the parking gear 64 unless it is rotated at a larger angle. Further, in the vehicle 6 of the present embodiment, the P lock mechanism 52 is driven by the shift-by-wire system. Therefore, compared to a vehicle that does not employ the shift-by-wire system, the P range by the P switch 48 or the vehicle power switch 82 is used. A certain response time is required until the P-lock mechanism 52 is switched from the non-parking lock position to the parking lock position after the switching operation is performed. Therefore, when the vehicle 6 is stopped on the slope, the rotation speed of the parking gear 64 is adjusted so that the foot brake is applied within the response time from the switching operation to the P range until the P lock mechanism 52 switches to the parking lock position. since accelerate base release of Dar 92 at the same time, towards the case where the parking gear 64 is in the rotational position theta _PG indicated by the solid line RP1 is than in the rotational position theta _PG indicated by the two-dot chain line RP2, the point from point P3 Since the rotation angle reaching P1 is larger than the rotation angle reaching from point P2 to point P1, the rotation speed of parking gear 64 when reaching point P1 increases. The parking lock pole 66 becomes harder to engage with the parking gear 64 as the rotational speed of the parking gear 64 when engaging with the parking gear 64 becomes larger, and even if it can engage with the parking gear 64, it is repelled. The possibility of disengagement increases. Thus, in FIG. 7, when the parking gear 64 is rotated in the direction of the arrow AP, the parking lock pawl 66 is certainty that meshes with the parking gear 64, when the parking gear 64 is in the rotational position theta _PG indicated by the solid line RP1 it is believed to be lower than in the rotational position theta _PG indicated by the two-dot chain line RP2. Therefore, the rotational position range Wshita _PG used in the determination of the parking gear rotational position determining means 148, the same number and the gear teeth 75 on the rotation axis (RC2) around the parking gear 64 provided at equal intervals of an angle Yes. Further, the rotational position range Wshita _PG, for example, without braking the wheel 40 braking device 110 when the vehicle 6 is stopped at a slope, the parking lock pawl 66 meshes with the parking gear 64 when the parking lock execution a range of rotational positions theta _PG of the parking gear 64 that certainty can be sufficiently secured, is set experimentally. In other words, the rotational position range Wshita _PG is without braking by the brake device 110 to the wheel 40 to the parked vehicle 6 is the slope, the rotational position theta _PG when the parking lock is in its rotational position range Wshita _PG If there is, it is set as a range of the rotational position θ _PG where the vehicle speed V is estimated not to exceed the mechanical ratchet vehicle speed determined by flipping the parking lock pole 66 to which the parking gear 64 is engaged. That is, the parking gear rotational position determining means 148, by determining whether the rotational position theta _PG of the parking gear 64 with respect to the parking lock pawl 66 is in the predetermined rotational position range Wθ the _PG, the parking lock It can be said that sometimes it is estimated whether the vehicle speed V does not exceed the ratchet vehicle speed.

In FIG. 7, the level of certainty that the parking lock pole 66 meshes with the parking gear 64 is determined when the rotation direction of the parking gear 64 is in the direction of the arrow AP, assuming that the rotation direction of the parking gear 64 is opposite to the arrow AP. against it, reversed between the case where the parking gear 64 is in the rotational position theta _PG indicated when the two-dot chain line RP2 in the rotational position theta _PG indicated by the solid line RP1. Therefore, the parking gear rotation position determination means 148 determines the rotation position range Wθ _PG when the slope on which the vehicle 6 is located is a gradient that advances the vehicle 6, that is, the rotation position range Wθ 1 _PG for the advance gradient, and the vehicle 6. the rotational position range Wshita _PG when a gradient to _backward, i.e., stores and rotational position range Wshita2 _PG for reverse gradients in advance. Then, when the rotational position theta _PG of the parking gear 64 is prior to the determination whether or not in the rotary position range Wshita _PG, the slope is a slope of advancing the vehicle 6, the rotational position theta _PG while setting the rotational position range Wshita _PG for the determination of the rotational position range Wshita1 _PG for forward slope for, when the slope is a slope to reverse the vehicle 6, the rotational position range Wshita _PG setting the rotational position range Wshita2 _PG for reverse gradients. Note that the forward gradient rotational position range Wθ1 _PG and the reverse gradient rotational position range Wθ2 _PG are mutually centered (for example, through the rotational axis (RC2) when the parking gear 64 is viewed in plan). They are in a line-symmetric relationship with respect to the one-dot chain line LC1) in FIG.

When the parking intention determination unit 142 determines that the driver's intention to park is detected, the parking lock control unit 152 operates the P lock drive motor (actuator) 54 of the parking lock device 50 to operate the output shaft 22. The parking lock is executed in which the rotation of the drive wheel 38 is mechanically blocked (locked) by the parking lock device 50. In addition to the parking lock, the parking lock control means 152 determines that the driver's intention to park is detected by the parking intention determination means 142, and the road surface gradient θ _SL is determined in advance by the slope determination means 144. It is determined that the road surface gradient determination value θ1 _SL is larger than that, the brake determination means 146 determines that the foot brake pedal 92 is not depressed, and the parking gear rotation position determination means 148 determines the parking gear 64 for the parking lock pole 66. when the rotational position theta _PG of is determined to the deviates from a predetermined rotational position range Wshita _PG is a predetermined wheel braking force F1 _WH, to brake the rotation of the wheel 40 by the braking device 110 Execute brake coordination control. On the other hand, the parking lock control unit 152 determines that the driver's intention to park has been detected by the parking intention determination unit 142, and the road surface gradient θ _SL is determined by the slope determination unit 144 to the predetermined road surface gradient determination value θ1. Even if it is determined that it is greater than _SL , and the brake determination means 146 determines that the foot brake pedal 92 is not depressed, the parking gear rotation position determination means 148 causes the rotation position _{θPG to} be If it is determined that the predetermined rotational position range Wθ the _PG, to release the brake device 110 without executing the cooperative brake control. In this case, the parking lock control means 152 replaces with releasing the braking device 110 without executing the brake cooperative control, and a predetermined braking force F2 lower than the predetermined wheel braking force F1 _WH. _The brake cooperative control may be executed by _WH .

Here, the predetermined wheel braking force F1 _WH is a braking force that is low enough to avoid a decrease in durability of the braking device 110 even if the brake cooperative control is repeatedly executed, and the parking force is locked when the parking lock is performed. It is experimentally set to a braking force capable of suppressing acceleration of rotation of the parking gear 64 due to the road surface gradient θ _SL to some extent. For example, the wheel braking force F1 _WH, the if the braking device 110 before execution of the cooperative brake control is not brake the wheel 40, so that a predetermined ratio of the brake hydraulic pressure at the time of braking is continued as residual pressure In addition, it is predetermined before execution of the brake cooperative control. Further, the predetermined wheel braking force F1 _WH is a parameter set for the purpose of suppressing acceleration of rotation of the parking gear 64 at the time of parking lock. Therefore, preferably, as shown in FIG. The predetermined wheel braking force F1 _WH is increased as the gradient θ _SL (absolute value) of the road surface on which the vehicle 6 is located is increased. Further, how much the predetermined braking force F2 _WH is set to be lower than the predetermined wheel braking force F1 _WH depends on the execution of the brake cooperative control with the predetermined braking force _F2WH. It is set experimentally so as not to affect the durability of 110 as much as possible.

Regarding the end timing of the brake cooperative control, the parking lock control means 152 executes the brake cooperative control until the parking lock device 50 is locked by the P lock drive motor 54, and when the parking lock device 50 is locked. It is desirable to end the brake cooperative control. However, the valley 76 of the parking gear 64 and the meshing teeth 67 of the parking lock pole 66 are not necessarily in a state where they can be meshed with each other at the start of execution of the parking lock, and in the vehicle 6 of this embodiment, A sensor or the like for directly detecting whether or not the parking gear 64 and the parking lock pole 66 are engaged with each other is not provided. Therefore, when the parking lock control unit 152 starts the brake cooperative control, the control end determination unit 154 is in a state where the vehicle speed V is equal to or less than a predetermined vehicle speed determination value V1 after the execution of the brake cooperative control is started. It is determined whether or not a predetermined determination time TM1 has passed. Preferably, after the P position signal indicating that the shift range is switched to the P range is obtained from the parking lock device 50, that is, it is recognized that the shift range is switched to the P range based on the P position signal. After that, the above judgment is made. The parking lock control means 152 causes the control end determination means 154 to elapse the predetermined determination time TM1 in a state where the vehicle speed V is equal to or less than the predetermined vehicle speed determination value V1 after the execution of the brake cooperative control is started. If it is determined that the brake coordination has been performed, the brake cooperative control is terminated. The predetermined vehicle speed determination value V1 and determination time TM1 are experimentally set parameters for determining the necessity of continuing the brake cooperative control. For example, the vehicle speed determination value V1 is a vehicle speed V that is sufficiently lower than the ratchet vehicle speed and greater than zero, and the parking gear 64 can be prevented from rotating (locked) even when the braking device 110 is released on the slope and the vehicle 6 is accelerated. The vehicle speed V is set, and the determination time TM1 is set to about 1 second.

The parking lock control unit 152 executes the brake cooperative control based on the determinations of the parking intention determination unit 142, the slope determination unit 144, the brake determination unit 146, and the parking gear rotation position determination unit 148 described above. The brake cooperative control may be executed after the determination of the vehicle speed V is added to the determination. For example, in such a case, the electronic control unit 80 further includes a control start vehicle speed determination unit 156. The control start vehicle speed determination unit 156 determines whether the vehicle speed V is greater than the predetermined vehicle speed determination value V1. Judge whether or not. In this determination, the control start vehicle speed determination means 156 determines, for example, that the vehicle speed V at the time of switching operation to the P range by the P switch 48 or the vehicle power switch 82 or the foot brake pedal 92 after the switching operation to the P range. If released, the vehicle speed V when the foot brake pedal 92 is released is compared with the predetermined vehicle speed determination value V1. Then, the parking lock control means 152 determines that the driver's intention to park is detected by the parking intention determination means 142, and the slope determination means 144 determines that the road surface gradient θ _SL is based on the predetermined road surface gradient determination value θ1 _SL . is determined to be large, it is determined that the foot brake base Dar 92 by the brake determination section 146 is not depressed, defined rotational position theta _PG of the parking gear 64 with respect to the parking lock pawl 66 is the advance by the parking gear rotational position determining means 148 It was judged to be out of the rotational position range Wshita _PG, and, when the vehicle speed V by the control start vehicle speed determining means 156 is determined to greater than said vehicle speed determining value V1 predetermined said predetermined The brake cooperative control is executed with the wheel braking force F1 _WH . On the other hand, the parking lock control unit 152 determines that the driver's intention to park has been detected by the parking intention determination unit 142, and the road surface gradient θ _SL is determined by the slope determination unit 144 to the predetermined road surface gradient determination value θ1. Even if it is determined that it is greater than _SL , and the brake determination means 146 determines that the foot brake pedal 92 is not depressed, the parking gear rotation position determination means 148 causes the rotation position _{θPG to} be If it is determined that the predetermined rotational position range Wθ the _PG, or when the vehicle speed V is determined to the at most vehicle speed determining value V1 predetermined by the control start vehicle speed determining means 156, The braking device 110 is released without executing the brake cooperative control, or the brake cooperation is performed with the predetermined braking force F2 _WH. Execute adjustment control.

FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control unit 80, that is, the control operation for executing the parking lock. For example, the control operation is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds. Is done.

First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the parking intention determination unit 142, it is determined whether or not the driver's parking intention is detected. For example, it is determined that the driver's intention to park is detected when the P range switching condition is satisfied and the P switch 48 is pressed, or when the switching operation to the P range is performed in the auto P operation. The If the determination of SA1 is affirmative, that is, if the driver's intention to park is detected, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, the flowchart of FIG. 9 ends.

In SA2 corresponding to the parking lock control means 152, the parking lock is executed.

FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control unit 80, that is, a control operation for executing the brake cooperative control. For example, the control operation is repeated with a very short cycle time of about several milliseconds to several tens of milliseconds. Executed. For example, the flowchart of FIG. 9 and the flowchart of FIG. 10 are executed in parallel with each other.

In SB1 corresponding to the parking intention determination means 142, the same content as SA1 in FIG. 9 is determined. When the determination of SB1 is affirmed, that is, when the driver's intention to park is detected, the process proceeds to SB2. On the other hand, when the determination of SB1 is negative, the process proceeds to SB9.

In SB2 corresponding to the slope determining means 144, whether the vehicle 6 is greater than the slope theta _SL is the pre-road gradient determining value θ1 defined _SL to the road surface position is determined. If the determination in SB2 is affirmative, that is, if the road surface gradient θ _SL is greater than the predetermined road surface gradient determination value θ1 _SL , the process proceeds to SB3. On the other hand, if the determination at SB2 is negative, the operation proceeds to SB9.

In SB3 corresponding to the brake determination means 146, it is determined whether or not the foot brake pedal 92 is depressed. This is because if the foot brake pedal 92 is depressed, the brake device 110 brakes the wheel 40, and there is no need to execute the brake cooperative control. If the determination at SB3 is affirmative, that is, if the foot brake pedal 92 is depressed, the process proceeds to SB9. On the other hand, if the determination at SB3 is negative, the operation proceeds to SB4.

In SB4 corresponding to the parking gear rotational position determining means 148, when slope where the vehicle 6 is located, is the slope of advancing the vehicle 6, the rotational position range Wshita1 _PG for the forward slope as the rotational position range Wshita _PG Is set. On the other hand, the slope is in the case of gradient to reverse the vehicle 6, the rotational position range Wshita2 _PG for reverse gradients as the rotational position range Wshita _PG is set. After SB4, the process proceeds to SB5.

In SB5 corresponding to the parking gear rotational position determining means 148, the rotational position theta _PG of the parking gear 64 with respect to the parking lock pawl 66, whether the predetermined said rotational position range Wθ the _PG at the SB4 is To be judged. Rotational position theta _PG of the parking gear 64 with respect to the parking lock pawl 66, a vehicle speed sensor 84 may be detected by one of the second electric motor rotation speed sensor 86, but in this embodiment, and a vehicle speed sensor 84 It is detected by both the second motor rotation speed sensor 86. When one of the vehicle speed sensor 84 and the second motor rotation speed sensor 86 fails, the other functions as a backup. If the determination in SB5 is positive, i.e., when the rotational position theta _PG is in the rotational position range Wθ the _PG proceeds to SB9. On the other hand, if the determination at SB5 is negative, the operation proceeds to SB6.

In SB6 corresponding to the parking lock control means 152, execution of the brake cooperative control is started with the predetermined wheel braking force _F1WH . At this time, as shown in FIG. 8, the wheel braking force F1 _WH may be changed based on the gradient θ _SL of the road surface on which the vehicle 6 is located. In SB6, if the brake cooperative control has already been started, the execution is continued. After SB6, the process proceeds to SB7.

In SB7 corresponding to the control end determination means 154, after the execution of the brake cooperative control is started, the shift range is the P range, and the vehicle speed V is equal to or less than the predetermined vehicle speed determination value V1. It is determined whether or not a predetermined determination time TM1 has elapsed. In SB7, the fact that the shift range is the P range specifically means that the P position signal indicating that the shift range has been switched to the P range is obtained from the parking lock device 50. is there. When the determination of SB7 is affirmative, that is, the predetermined determination time TM1 has elapsed in a state where the shift range is the P range and the vehicle speed V is equal to or less than the predetermined vehicle speed determination value V1. In the case, the process proceeds to SB8. On the other hand, if the determination at SB7 is negative, the operation proceeds to SB6.

In SB8 corresponding to the parking lock control means 152, the brake cooperative control is terminated.

In SB9 corresponding to the parking lock control means 152, the brake cooperative control is not executed. For example, if the foot brake pedal 92 is not depressed, the braking device 110 is released.

In the flowchart of FIG. 10, the conditions for starting the brake cooperative control are determined in SB1, SB2, SB3, and SB5, but SB5 'in FIG. 11 may be added to FIG. Note that SB5 to SB9 in FIG. 11 are the same as those in FIG.

In FIG. 11, SB5 ′ corresponding to the control start vehicle speed determining means 156 is a step executed when the determination of SB5 in FIG. 10 is denied, and in the SB5 ′, the vehicle speed V is determined in advance. It is determined whether or not the vehicle speed determination value V1 is greater. If the determination at SB5 'is affirmative, that is, if the vehicle speed V is greater than the predetermined vehicle speed determination value V1, the process proceeds to SB6. On the other hand, if the determination at SB5 'is negative, the operation proceeds to SB9.

As described above, the parking lock control means 152 shown in FIG. 6 is lower than the predetermined wheel braking force F1 _WH instead of releasing the braking device 110 without executing the brake cooperative control. no problem even when executing the cooperative brake control in the predetermined braking force F2 _WH. 12 and 13 are flowcharts for explaining the main part of the control operation of the electronic control unit 80 in such a case. Note that the flowcharts of FIGS. 12 and 13 are obtained by adding SB 5 ′ of FIG. 11 and further adding SB 101 and SB 102 to FIG. 10. SB1 to SB9 and SB5 ′ in FIGS. 12 and 13 have the same contents as SB1 to SB9 and SB5 ′ in FIGS. 10 and 11 except for the following description. In FIGS. 12 and 13, differences from FIGS. 10 and 11 are mainly described.

In FIG. 13, when the determination of SB5 is denied, the process proceeds to SB5 ′, and when the determination of SB5 ′ is affirmed, the process proceeds to SB101. In SB101, the braking force for the wheel 40 in the brake cooperative control executed in SB6 is determined to be the predetermined wheel braking force F1 _WH . After SB101, the process proceeds to SB6.

When the determination of SB5 is affirmed, or when the determination of SB5 ′ is denied, the process proceeds to SB102. In the SB102 is the braking force to the wheels 40 in the cooperative brake control executed by SB6 is, the determined lower the predetermined braking force F2 _WH than a predetermined wheel braking force F1 _WH. After SB102, the process proceeds to SB6. SB101 and SB102 correspond to the parking lock control means 152.

In SB6 of FIG. 13, execution of the brake cooperative control is started with the braking force applied to the wheel 40 determined in SB101 or SB102. If the brake cooperative control has already been started, the execution is continued.

This embodiment has the following effects (A1) to (A8). (A1) According to the present embodiment, the parking lock control means 152 determines that the driver's intention to park has been detected by the parking intention determination means 142, and the foot brake pedal 92 has not been depressed by the brake determination means 146. It is determined, and, when it is determined that the rotational position theta _PG of the parking gear 64 with respect to the parking lock pawl 66 is disengaged from the rotational position range Wshita _PG said predetermined by the parking gear rotational position determining means 148, In conjunction with the parking lock, the brake cooperative control for braking the rotation of the wheel 40 by the braking device 110 is executed with a predetermined wheel braking force F1 _WH . On the other hand, the parking lock control means 152 determines that the driver's intention to park has been detected by the parking intention determination means 142 and the brake determination means 146 has determined that the foot brake pedal 92 has not been depressed. even if, when the rotational position theta _PG is determined to be in the predetermined rotational position range Wθ the _PG by the parking gear rotational position determining means 148 releases the braking device 110, or, wherein performing the cooperative brake control at a low predetermined braking force F2 _WH than the wheel braking force F1 _WH predetermined. Thus, the rotational position theta _PG is the predetermined rotational position range Wshita _PG in whether on the basis of the parking gear 64 is the parking lock pawl (engaging member) 66 and meshed hardly rotational position theta _PG whether judgment As a result, the brake cooperative control is executed as necessary, or the braking force of the braking device 110 in the brake cooperative control is adjusted, and the parking gear 64 that rotates in conjunction with the wheels 40 is braked. Even when the vehicle 6 tries to move when the parking lock pole 66 is engaged with the parking gear 64, the parking gear 64 does not rotate fast, and the certainty that the parking lock device 50 locks the rotation of the output shaft 22 is improved. Is possible. Moreover, compared with the case where the said brake cooperation control is performed uniformly when the said parking intention is detected, the durable fall of the braking device 110 can be suppressed.

(A2) Further, according to the present embodiment, the parking lock control means 152 determines the predetermined wheel control based on the judgments of the aforementioned parking intention judgment means 142, brake judgment means 146, and parking gear rotation position judgment means 148. is a should execute the cooperative brake control by the power F1 _WH, further, when the road surface gradient theta _SL is determined to the greater than a predetermined road gradient determining value .theta.1 _SL by slope determination unit 144, the Since the brake cooperative control is executed with a predetermined wheel braking force F1 _WH , the ease of movement of the vehicle 6 is determined from the road surface gradient θ _SL , and the predetermined wheel braking force F1 _{WH is determined.} Therefore, the necessity of executing the brake cooperative control is more appropriately determined, and the deterioration of the durability of the braking device 110 can be further suppressed.

(A3) Further, according to this embodiment, the rotational position theta _PG of the parking gear 64 with respect to the parking lock pole 66, since it is detected by the vehicle speed sensor 84, a vehicle speed sensor 84 corresponds to the output shaft rotation speed N _OUT it is possible to detect the vehicle speed V, the can also be detected the rotational position theta _PG. Therefore, it is not necessary to provide a sensor only for the detection of the rotational position theta _PG.

(A4) Further, according to this embodiment, the rotational position theta _PG of the parking gear 64 with respect to the parking lock pole 66, since it is detected by the second electric motor rotation speed sensor 86, a hybrid such as a vehicle 6 in this embodiment in such a vehicle, an electric vehicle, without providing the sensor only for the detection of the rotational position theta _PG, the second electric motor rotation speed sensor 86 can be also used for the detection of the rotational position theta _PG.

(A5) Also, according to this embodiment, the rotational position theta _PG of the parking gear 64 with respect to the parking lock pole 66, since it is detected by both the vehicle speed sensor 84 and the second electric motor rotation speed sensor 86, the vehicle speed sensor 84 and when one of the second electric motor rotation speed sensor 86 fails the other is allowed to function as a backup can be reliably detect the rotational position theta _PG.

(A6) Also, according to this embodiment, the parking lock control means 152 causes the control end judgment means 154 to make the vehicle speed V equal to or lower than the predetermined vehicle speed judgment value V1 after the execution of the brake cooperative control. When it is determined that the predetermined determination time TM1 has elapsed in the state, the brake cooperative control is terminated. Therefore, by measuring the vehicle speed V and the passage of time, it is possible to easily determine the end time of the brake cooperative control, and it is possible to suppress unnecessary braking of the wheels 40 by the braking device 110.

(A7) Further, according to the present embodiment, the parking lock control means 152 determines whether the parking intent judgment means 142, the slope judgment means 144, the brake judgment means 146, and the parking gear rotation position judgment means 148 are in advance. When the brake cooperative control is to be executed with a predetermined wheel braking force F1 _WH , and when the vehicle speed V is determined to be greater than the predetermined vehicle speed determination value V1 by the control start vehicle speed determination means 156, The brake cooperative control may be executed with the predetermined wheel braking force F1 _WH . If so, compared with the case where the brake cooperative control is started without being based on the vehicle speed V, the necessity of executing the brake cooperative control is more appropriately determined, and the durability of the braking device 110 is determined. The decrease can be suppressed.

(A8) Also, according to the present embodiment, preferably, as shown in FIG. 8, the predetermined wheel braking force F1 _WH increases as the gradient θ _SL (absolute value) of the road surface on which the vehicle 6 is located increases. Is enlarged. If it does so, it will be suppressed that the said brake cooperation control is performed with an unnecessarily big braking force, and the durable fall of the braking device 110 can be suppressed.

As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

For example, in the brake cooperative control of the above-described embodiment, the rotation of the wheel 40 is braked by the braking device 110. In that case, all four wheels may be braked, or all of the four wheels may be braked. Only one wheel may be braked. Further, the wheel 40 to be braked in the brake cooperative control may or may not be the drive wheel 38.

In the above-described embodiment, the driver's intention to park is detected by pressing the P switch 48 or the vehicle power switch 82. However, the present invention is not limited to such switch operation. For example, a specific voice is recognized. Thus, the driver's intention to park may be detected. Accordingly, the parking intention detection device of the present invention is not limited to the P switch 48 or the vehicle power switch 82, and may be a voice recognition device such as a microphone.

In the above-described embodiment, the road surface gradient θ _SL and the vehicle speed V are determined as preconditions for executing the brake cooperative control according to the flowcharts of FIGS. 10 to 13. The brake coordination control may be executed after determining other parameters not shown in FIGS. 10 to 13.

Also, in FIG. 10 of the above-described embodiment, if SB2 is not provided and the determination of SB1 is affirmed, a flowchart of moving to SB3 can be considered.

Further, in FIGS. 12 and 13 of the above-described embodiment, if SB5 'is not provided and the determination of SB5 is denied, a flowchart of moving to SB101 can be considered.

In the above-described embodiment, the brake cooperative control is to brake the rotation of the wheel 40 by the braking device 110. At this time, it is not necessary to completely stop the rotation of the wheel 40. For example, when the wheel 40 is about to rotate, a rotation resistance may be given to the wheel 40.

In the above-described embodiment, the brake cooperative control can be executed regardless of whether the slope on which the vehicle 6 is located has a gradient that causes the vehicle 6 to move forward or a gradient that causes the vehicle 6 to move backward. It does not matter if it is not performed on a gradient.

In the above-described embodiment, the vehicle 6 includes the power distribution mechanism 16 as the differential mechanism and the first electric motor M1. However, for example, the vehicle 6 does not include the first electric motor M1 and the power distribution mechanism 16. Also, a so-called parallel hybrid vehicle in which the engine 8, the clutch, the second electric motor M2, the automatic transmission, and the drive wheels 38 are connected in series may be used. In addition, since the said clutch between the engine 8 and the 2nd electric motor M2 is provided as needed, the structure where the said parallel hybrid vehicle is not equipped with the clutch can also be considered.

Further, although the vehicle 6 of the present embodiment described above is a hybrid vehicle, it may be a normal engine vehicle that does not include an electric motor, or an electric vehicle that does not include an engine 8.

In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connection position of the second electric motor M2 is not limited thereto, and the power between the transmission member 18 and the drive wheels 38 is not limited thereto. It may be directly or indirectly connected to the transmission path via an engagement device or the like. For example, the second electric motor M2 may be directly connected to the output shaft 22 instead of the transmission member 18.

Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 has the electric gear ratio γ0 continuously changed from the minimum value γ0min to the maximum value γ0max. Although it functions as a step transmission, for example, the gear ratio γ0 of the differential section 11 may be changed stepwise by using a differential action instead of continuously.

In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. However, their connection relationship is not necessarily limited thereto.

In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 may be operatively connected via a gear, a belt, or the like, and may be disposed on a common shaft center. Absent.

In the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and are connected via a clutch between the engine 8 and the differential unit 11. May be.

In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are disposed concentrically with the input shaft 14, the first electric motor M1 is connected to the differential sun gear S0, and the second electric motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential unit sun gear S0 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is It may be connected to the transmission member 18.

In the above-described embodiment, the power distribution mechanism 16 is composed of one set of planetary gear devices (differential planetary gear device 24). However, the power distribution mechanism 16 may be composed of two or more planetary gear devices. The differential planetary gear device 24 is not limited to a single pinion type, and may be a double pinion type planetary gear device.

In the power transmission mechanism 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. The electric motor M1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch.

In the above-described embodiment, the differential unit 11 includes the first electric motor M1 and the second electric motor M2. However, the first electric motor M1 and the second electric motor M2 are separate from the differential unit 11 in the power transmission mechanism 10. May be provided.

In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

6: Vehicle 8: Engine 10: Power transmission mechanism 22: Output shaft 40: Wheel 48: P switch (parking intention detection device)
50: Parking lock device 54: P lock drive motor (actuator)
64: Parking gear 66: Parking lock pole (meshing member)
80: Electronic control device (vehicle parking control device)
82: Vehicle power switch (parking intention detection device)
84: Vehicle speed sensor (first rotational speed sensor)
86: Second motor rotation speed sensor (second rotation speed sensor)
110: Braking device (wheel braking device)
M2: Second electric motor (electric motor)

Claims

A parking intention detection device that detects the driver's intention to park, a parking lock device that locks the rotation of the output shaft of the power transmission mechanism by engaging the meshing member with the parking gear by an actuator that operates according to a control signal, and rotation of the wheels. In a vehicle provided with a wheel braking device for braking, a vehicle parking control device that locks rotation of the output shaft by operating the actuator when the parking intention is detected,
When the parking intention is detected and the rotation position of the parking gear with respect to the meshing member is out of a predetermined rotation position range, the wheel braking device uses the wheel braking device with the predetermined wheel braking force. Execute brake coordination control to brake the rotation of the wheels,
When the parking intention is detected and the rotation position of the parking gear with respect to the meshing member is within the predetermined rotation position range, the braking force is lower than the predetermined wheel braking force. A vehicle parking control device that executes brake cooperative control or releases the wheel braking device.
2. The vehicle according to claim 1, wherein the brake coordination control is executed with the predetermined wheel braking force when a gradient of a road surface on which the vehicle is located is larger than a predetermined road gradient determination value. Parking control device.
A first rotational speed sensor capable of detecting the rotational position and rotational speed of the parking gear is provided;
The vehicle parking control device according to claim 1, wherein a rotation position of the parking gear with respect to the meshing member is detected by the first rotation speed sensor.
An electric motor that rotates in a one-to-one relationship with the parking gear is connected to a power transmission path,
The electric motor includes a second rotational speed sensor that detects a rotational position and a rotational speed of the electric motor,
The vehicle parking control device according to claim 1 or 2, wherein a rotational position of the parking gear with respect to the meshing member is detected by the second rotational speed sensor.
A first rotational speed sensor capable of detecting the rotational position and rotational speed of the parking gear is provided;
An electric motor that rotates in a one-to-one relationship with the parking gear is connected to a power transmission path,
The electric motor includes a second rotational speed sensor that detects a rotational position and a rotational speed of the electric motor,
The vehicle parking control device according to claim 1 or 2, wherein a rotational position of the parking gear with respect to the meshing member is detected by the first rotational speed sensor and the second rotational speed sensor.
The brake cooperative control is terminated when a predetermined determination time elapses in a state where the vehicle speed is equal to or lower than a predetermined vehicle speed determination value after the execution of the brake cooperative control is started. The vehicle parking control device according to any one of 1 to 5.
The vehicle parking control device according to claim 6, wherein when the vehicle speed is greater than the predetermined vehicle speed determination value, the brake cooperative control is executed with the predetermined wheel braking force.
The vehicle parking control device according to any one of claims 1 to 7, wherein the predetermined wheel braking force is increased as a gradient of a road surface on which the vehicle is located is larger.