JP5012215B2 - Control device for shift switching mechanism - Google Patents

Description

  The present invention relates to control of a shift switching mechanism of an automatic transmission provided with a parking lock mechanism, and more particularly to a technique for reducing rattling noise generated in a parking lock mechanism.

  Conventionally, an automatic transmission mounted on a vehicle is provided with a parking lock mechanism that restricts rotation of the output shaft of the automatic transmission when the shift position is switched to the parking position. The parking lock mechanism includes a parking lock gear that is provided on the output shaft side and has a plurality of teeth, and a parking lock pole that has a protrusion that can match the teeth. When the shift position is switched to the parking position, the projecting shape is matched with the tooth portion, so that the rotation at the output shaft is limited.

  Further, when a gear mechanism is provided in a vehicle as a power transmission member, for example, a rattling noise may be generated due to a collision of a meshing portion of the gear mechanism due to torque fluctuation of the internal combustion engine.

  For example, Japanese Patent Laying-Open No. 2005-318721 (Patent Document 1) discloses a technique for reducing rattling noise even when the torque of an electric motor is controlled to be substantially zero under a predetermined condition. Thus, a hybrid vehicle drive device capable of suppressing the generation of noise due to the occurrence of an impact by the meshing mechanism is disclosed. This drive device is a drive device for a hybrid vehicle including a power transmission member coupled to wheels, an engine and an electric motor coupled in parallel to the power transmission member, and a meshing mechanism coupled to the power transmission member. The drive device has a motor rotation angle detection means for sequentially detecting the rotation angle of the motor, and when the torque of the motor is controlled to be substantially zero, abnormal noise is generated in the meshing mechanism due to fluctuations in the engine torque. If it is determined that an abnormal sound is generated by the abnormal sound generation determination means and the abnormal sound generation determination means that sequentially determines based on the transition of the rotation angle detected by the electric motor rotation angle detection means, The first torque control means for gradually increasing the torque of the motor, and in response to the increase in the motor torque by the first torque control means, whether or not the abnormal noise has disappeared is sequentially determined based on the transition of the rotation angle And an abnormal noise disappearance determining means. The first torque control means increases the torque of the electric motor until it is determined by the abnormal noise disappearance determining means that the abnormal noise has disappeared. On the other hand, when it is determined that the abnormal noise has disappeared, Maintain absolute value.

  According to the drive device disclosed in the above-described publication, it is possible to generate a motor torque at a level that is estimated to be that abnormal noise in the meshing mechanism is suppressed based on the transition of the rotation angle of the motor. Therefore, it is possible to reduce abnormal noise in the meshing mechanism without providing a dedicated torque sensor for detecting fluctuations in engine torque. In particular, since the amount of torque increase for noise reduction is determined based on the actual transition of the motor rotation angle, appropriate torque can be accommodated in response to variations in engine rotation, dimensional variations in parts, and deterioration over time. By using the increased amount, it is possible to reliably reduce abnormal noise. Moreover, deterioration of fuel consumption can be prevented without applying excessive torque unnecessarily.

As a shift switching mechanism, a shift position switching device that switches the shift position of an automatic transmission using an actuator (for example, an electric motor) in accordance with the operation of a shift lever by a driver is known.
JP 2005-318721 A

  When the rattling noise in the parking lock mechanism is reduced by the drive device disclosed in the above-mentioned publication, it is conceivable to output the torque of the electric motor as the drive source when the parking lock mechanism is activated. However, if the pressing force of the meshing portion is increased by the torque of the electric motor that is the drive source, the load applied to the parking lock mechanism increases. For this reason, it is necessary to accurately control the torque of a motor with a large output serving as a drive source.

  Further, the drive device disclosed in the above-mentioned publication is applied only to a vehicle having a rotary electric machine and an internal combustion engine as drive sources, such as a hybrid vehicle. For example, only the internal combustion engine is used as the drive source. In the vehicle, it is impossible to prevent the rattling noise generated in the parking lock mechanism when the torque changes such as when the internal combustion engine is started or stopped.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for a shift switching mechanism that prevents the occurrence of rattling noise in a parking lock mechanism.

  A control device for a shift switching mechanism according to a first aspect of the invention is a control device for a shift switching mechanism that switches a shift position of a transmission mounted on a vehicle by the rotational force of an actuator based on an electrical signal corresponding to the state of an operation member. It is. The transmission is provided with a parking lock mechanism that restricts rotation of a shaft connected to the drive wheels using a gear mechanism. The parking lock mechanism is a mechanism that switches between limiting and releasing the rotation of the shaft by the rotational force of the actuator. This control device is based on means for controlling the actuator so that the rotation of the shaft is limited by the parking lock mechanism in response to the shift lever moving to a position corresponding to the parking position, and on the basis of the state of the vehicle. Determining means for determining whether or not the generation condition of the rattling sound is satisfied in the parking lock mechanism, and control means for controlling the actuator so that generation of the rattling sound is suppressed when the generation condition is satisfied Including.

  According to the first invention, when a condition for generating a rattling sound (for example, a parking position and a condition that the internal combustion engine is started, stopped, or idle) is satisfied in the parking lock mechanism, The actuator is controlled so that the generation of sound is suppressed (for example, the restriction of the shaft is released or the restriction force of the shaft is increased). Since the occurrence of rattling noise is suppressed, the uncomfortable feeling felt by the driver can be reduced. Further, by suppressing the generation of rattling noise by the actuator of the shift switching device, it is possible to prevent the parking lock mechanism from being loaded more than necessary as compared with the rotating electrical machine that is the driving source of the vehicle. it can. In addition, by using an actuator used for switching the shift position, the operation state of the parking lock mechanism can be controlled with high accuracy, so that the occurrence of rattling noise can be suppressed with high accuracy. Therefore, it is possible to provide a control device for the shift switching mechanism that prevents the occurrence of rattling noise in the parking lock mechanism.

  In the control device for the shift switching mechanism according to the second invention, in addition to the configuration of the first invention, an internal combustion engine is mounted on the vehicle. The generation condition is a condition that the shift position of the transmission is a parking position, and the state of the internal combustion engine is any one of start, stop, and idle.

  According to the second invention, when the shift position is the parking position, the parking lock mechanism restricts the rotation of the shaft. Further, when the internal combustion engine is started, stopped, or idle, rotational fluctuation may occur in the output shaft of the internal combustion engine. For this reason, rotation fluctuations may also occur in the transmission, and at this time, there is a high possibility that rattling noise will be generated in the parking lock mechanism. Therefore, when the generation condition (for example, the parking position and the internal combustion engine is started, stopped, or idle) is satisfied, the actuator is controlled so that the generation of rattling noise is suppressed. By controlling, generation | occurrence | production of a rattling sound can be suppressed reliably.

  In the control device for the shift switching mechanism according to the third invention, in addition to the configuration of the first or second invention, the control means includes means for controlling the actuator so that the restriction on the rotation of the shaft is released. Including.

  According to the third invention, the control means controls the actuator so that the restriction on the rotation of the shaft in the parking lock mechanism is released. Thereby, the collision between the tooth parts in the gear mechanism of the parking lock mechanism can be avoided. Therefore, generation of rattling noise can be suppressed.

  In the control device for the shift switching mechanism according to the fourth invention, in addition to the configuration of the third invention, in addition to the generation condition, the control means may limit the rotation of the shaft when the side brake is in an operating state. Means for controlling the actuator to be released.

  According to the fourth invention, the control means, in addition to the establishment of a rattling sound generation condition (for example, a parking position and a condition that the internal combustion engine is started, stopped, or idle), When the side brake is in the activated state, the actuator is controlled so that the restriction on the rotation of the shaft is released. As a result, when the restriction of the rotation of the shaft by the parking lock mechanism is released when the generation of the rattling noise is suppressed, the position of the vehicle is restricted by the side brake. Movement is suppressed.

  In the control device for the shift switching mechanism according to the fifth aspect of the invention, in addition to the configuration of the third or fourth aspect of the invention, in addition to the generation condition, the control means predetermines the slope of the road surface on which the vehicle is stopped. Means for controlling the actuator so that the restriction on the rotation of the shaft is lifted if it is below the specified gradient.

  According to the fifth invention, the control means, in addition to the establishment of a rattling sound generation condition (for example, a parking position and a condition that the internal combustion engine is started, stopped, or idle), If the slope of the road surface is equal to or less than a predetermined slope, the actuator is controlled so that the restriction on the rotation of the shaft is released. As a result, even when the restriction on the rotation of the shaft by the parking lock mechanism is released when the generation of rattling noise is suppressed, the movement of the vehicle unintended by the driver due to the large road surface gradient is suppressed. The

  In addition to the configuration of any one of the first to fifth inventions, the control device for the shift switching mechanism according to the sixth aspect of the invention includes the control for suppressing the generation of rattling noise by the control means, and the position of the vehicle. It further includes position limiting means for controlling the vehicle to be limited.

  According to the sixth aspect of the invention, in addition to the control for suppressing the occurrence of rattling noise by the control means, the rotation of the shaft by the parking lock mechanism is restricted by controlling the vehicle so that the position of the vehicle is restricted. Even if it is a case where it cancels | releases, the position of a vehicle can be restrict | limited. Thereby, the movement of the vehicle not intended by the driver is suppressed.

  In the control device for the shift switching mechanism according to the seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the vehicle is equipped with a braking device. The position limiting means further includes means for controlling the braking device such that the braking force is increased.

  According to the seventh aspect of the invention, in addition to the control that suppresses the generation of rattling noise by the control means, the braking device is controlled so that the braking force is increased, thereby limiting the rotation of the shaft by the parking lock mechanism. Even if the vehicle is released, the position of the vehicle can be limited by the braking device. Thereby, the movement of the vehicle not intended by the driver is suppressed.

  In the control device for the shift switching mechanism according to the eighth invention, in addition to the configuration of the sixth or seventh invention, the vehicle is a hybrid vehicle having a rotating electrical machine and an internal combustion engine as drive sources. The position limiting means further includes means for controlling the rotating electrical machine so that the braking force of the vehicle is increased.

  According to the eighth aspect of the invention, in addition to the control that suppresses the generation of rattling noise by the control means, the rotating electric machine is controlled so that the braking force is generated, thereby limiting the rotation of the shaft by the parking lock mechanism. Even if it is canceled, the position of the vehicle can be limited by the rotating electric machine. Thereby, the movement of the vehicle not intended by the driver is suppressed.

  In the control device for the shift switching mechanism according to the ninth invention, in addition to the configuration of any one of the first to eighth inventions, the parking lock mechanism is provided on the shaft and has a tooth portion along the rotation direction. A lock gear, a protrusion that matches the tooth, and a parking lock pole that is supported by the housing of the transmission, and according to the rotation of the actuator, the protrusion of the parking lock pole matches the tooth, Limiting means for limiting the rotation of the shaft.

  According to the ninth aspect of the invention, when the condition for generating the rattling sound is satisfied, the teeth of the parking lock gear and the protrusions of the parking lock pole are separated by the actuator, so that the contact between the teeth and the protrusion is avoided. Generation of rattling noise can be suppressed.

  In the control device for the shift switching mechanism according to the tenth invention, in addition to the configuration of either the first or second invention, the control means controls the actuator so that the limiting force for the rotation of the shaft is increased. Including means.

  According to the tenth invention, the control means controls the actuator so that the limiting force of the rotation of the shaft in the parking lock mechanism is increased. Thereby, in the gear mechanism of the parking lock mechanism, the pressing force between the tooth portions increases and the friction force increases, so that the tooth portions can be caused to collide gently. Therefore, generation of rattling noise can be suppressed.

  In the control device for the shift switching mechanism according to the eleventh aspect of the invention, in addition to the configuration of the tenth aspect of the invention, the parking lock mechanism includes a parking lock gear provided on the shaft and having a tooth portion along the rotation direction, and a tooth The parking lock pole that is supported by the transmission housing and the protrusion of the parking lock pole matches the tooth according to the rotation of the actuator to limit the rotation of the shaft. Limiting means. The control means includes means for controlling the actuator so that the pressing force of the protrusions against the teeth is increased.

  According to the eleventh aspect of the present invention, when the condition for generating the rattling sound is satisfied, the pressing force between the teeth of the parking lock gear and the protrusions of the parking lock pole is increased by the actuator, so that the frictional force increases. The tooth part and the protrusion part can be caused to collide gently. Therefore, generation of rattling noise can be suppressed.

  In the control device for the shift switching mechanism according to the twelfth aspect of the invention, in addition to the configuration of the tenth or eleventh aspect of the invention, the control means rotates the shaft when the side brake is in an inoperative state in addition to the generation conditions. Means for controlling the actuator such that the limiting force increases.

  According to the twelfth invention, the control means, in addition to the establishment of a rattling sound generation condition (for example, a parking position and a condition that the internal combustion engine is started, stopped or idle) When the side brake is in an inoperative state, the actuator is controlled so that the limiting force for the rotation of the shaft is increased. As a result, the limiting force in the parking lock mechanism is increased, so that the braking force can be expressed in the vehicle while suppressing the generation of rattling noise. Therefore, since the position of the vehicle is limited, the movement of the vehicle not intended by the driver is suppressed.

  In the control device for the shift switching mechanism according to the thirteenth aspect of the invention, in addition to the configuration of any of the tenth to twelfth aspects of the invention, in addition to the generation conditions, the control means may have a slope of the road surface on which the vehicle is stopped. Means are included for controlling the actuator such that the limiting force of rotation of the shaft increases when greater than a predetermined gradient.

  According to the thirteenth invention, the control means, in addition to the establishment of a rattling sound generation condition (for example, a parking position and a condition that the internal combustion engine is started, stopped or idle) If the slope of the road surface on which the vehicle is stopped is greater than a predetermined slope, the actuator is controlled so that the limiting force for rotating the shaft is increased. As a result, the limiting force in the parking lock mechanism is increased, so that the braking force can be expressed in the vehicle while suppressing the generation of rattling noise. Therefore, even when the road surface has a large gradient, the position of the vehicle is limited, and thus the movement of the vehicle not intended by the driver is suppressed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
FIG. 1 shows a configuration of a shift control system 10 including a control device for a shift switching mechanism according to the present embodiment. Shift control system 10 according to the present embodiment is used for switching the shift position of a vehicle. The shift control system 10 includes a P switch 20, a shift switch 26, a vehicle power switch 28, a vehicle control device (hereinafter referred to as “EFI-ECU (Electronic Control Unit)”) 30, and a parking control device ( (Hereinafter referred to as “SBW (Shift By Wire) -ECU”) 40, actuator 42, encoder 46, shift switching mechanism 48, display unit 50, meter 52, drive mechanism 60, and engine speed sensor. 70, a side brake switch 80, and a gradient sensor 90. The shift control system 10 functions as a shift-by-wire system that switches the shift position by electrical control. Specifically, the shift switching mechanism 48 is driven by the actuator 42 to switch the shift position. The control device for the shift switching mechanism according to the present embodiment is realized by SBW-ECU 40.

  The vehicle power switch 28 is a switch for switching on / off of the vehicle power. The vehicle power switch 28 is not particularly limited, and is, for example, an ignition switch. An instruction received from a user such as a driver by the vehicle power switch 28 is transmitted to the EFI-ECU 30. For example, when the vehicle power switch 28 is turned on, power is supplied from an auxiliary battery (not shown), and the shift control system 10 is activated.

  The P switch 20 is a switch for switching the shift position between a parking position (hereinafter referred to as “P position”) and a position other than parking (hereinafter referred to as “non-P position”). Includes an indicator 22 for indicating to the driver, and an input unit 24 for receiving an instruction from the driver. The driver inputs an instruction to put the shift position into the P position through the input unit 24. The input unit 24 may be a momentary switch. A P command signal indicating an instruction from the driver received by the input unit 24 is transmitted to the SBW-ECU 40. In addition, the shift position may be switched from the non-P position to the P position by means other than the P switch 20 described above.

  The SBW-ECU 40 controls the operation of the actuator 42 that drives the shift switching mechanism 48 in order to switch the shift position between the P position and the non-P position, and presents the current shift position state to the indicator 22. When the driver depresses the input unit 24 when the shift position is the non-P position, the SBW-ECU 40 switches the shift position to the P position and presents the indicator 22 that the current shift position is the P position.

  The actuator 42 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and receives the actuator control signal from the SBW-ECU 40 to drive the shift switching mechanism 48. The encoder 46 rotates integrally with the actuator 42 and detects the rotation state of the SR motor. The encoder 46 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The SBW-ECU 40 obtains a signal output from the encoder 46, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The shift switch 26 switches the shift position to a position such as a drive (D) position, a reverse (R) position, a neutral (N) position, a brake (B) position, or the P position when it is in the P position. It is a switch for canceling. A shift signal indicating an instruction from the driver received by the shift switch 26 is transmitted to the SBW-ECU 40. The SBW-ECU 40 performs control to switch the shift position in the drive mechanism 60 through the EFI-ECU 30 based on a shift signal indicating an instruction from the driver, and presents the current shift position state to the meter 52. The drive mechanism 60 is composed of a continuously variable transmission mechanism, but may be composed of a stepped transmission mechanism.

  The EFI-ECU 30 comprehensively manages the operation of the shift control system 10. Display unit 50 displays instructions, warnings, and the like for the driver issued by EFI-ECU 30 or SBW-ECU 40. The meter 52 presents the state of the vehicle equipment, the state of the shift position, and the like.

  The engine speed sensor 70 detects the speed of an internal combustion engine (hereinafter referred to as an engine) mounted on the vehicle. The engine speed sensor 70 transmits a signal indicating the detected engine speed to the EFI-ECU 30. The engine speed sensor 70 may transmit a signal indicating the detected engine speed to the SBW-ECU 40.

  The side brake switch 80 detects an operating state and a non-operating state of a side brake (not shown). For example, when the side brake is operated by the driver, the side brake switch 80 indicates the operating state of the side brake to the EFI-ECU 30 when the operation amount exceeds the predetermined operation amount. Send a signal. Further, the side brake switch 80 transmits a signal indicating the non-operating state of the side brake to the EFI-ECU 30 when the operating amount of the side brake is lower than a predetermined operating amount, or the operating state of the side brake The transmission of the signal indicating is stopped. Note that the side brake switch 80 may transmit a signal indicating the operating state or the non-operating state to the SBW-ECU 40.

  The gradient sensor 90 detects the gradient of the road surface on which the vehicle is stopped or traveling. The gradient sensor 90 transmits a signal indicating the detected road surface gradient to the EFI-ECU 30. The method for detecting the gradient is not particularly limited. For example, the gradient of the road surface may be detected using a G sensor or the like. The gradient sensor 90 may transmit a signal indicating the detected road surface gradient to the SBW-ECU 40.

  FIG. 2 shows the configuration of the shift switching mechanism 48. Hereinafter, the shift position means a P position and a non-P position, and will be described as not including the R, N, and D positions in the non-P position, but may include the R, N, and D positions. . That is, in this embodiment, a description will be given of a two-position configuration of a P position and a non-P position, but a four-position configuration of a P position and a non-P position that includes R, N, and D positions. May be.

  The shift switching mechanism 48 is fixed to the shaft 102 rotated by the actuator 42, the detent plate 100 rotating with the rotation of the shaft 102, the rod 104 operating with the rotation of the detent plate 100, and the output shaft (not shown) of the transmission 154. A parking lock gear 108, a parking lock pole 106 for locking the parking lock gear 108, a detent spring 110 and a roller 112 for limiting the rotation of the detent plate 100 and fixing the shift position. The detent plate 100 is driven by the actuator 42 to switch the shift position. The encoder 46 functions as a counting unit that acquires a count value corresponding to the rotation amount of the actuator 42.

  FIG. 2 shows a state when the shift position is a non-P position. In this state, since the parking lock pole 106 does not lock the parking lock gear 108, the rotation of the drive shaft of the vehicle is not restricted. When the shaft 42 is rotated clockwise by the actuator 42 from this state, the rod 104 is pushed in the direction of arrow A shown in FIG. 2 via the detent plate 100, and a tapered parking lot provided at the tip of the rod 104. The lock cam 210 pushes up the parking lock pole 106 in the direction of arrow B shown in FIG. As the detent plate 100 rotates, one of the two valleys provided at the top of the detent plate 100, that is, the roller 112 of the detent spring 110 at the non-P position position 120, climbs over the mountain 122 and passes through the other valley. That is, the process moves to the P position position 124. The roller 112 is provided on the detent spring 110 so as to be rotatable in its axial direction. When the detent plate 100 rotates until the roller 112 reaches the P position position 124, the parking lock pole 106 is pushed up to a position where the protrusion 208 of the parking lock pole 106 is fitted between the teeth of the parking lock gear 108. Thereby, the rotation of the drive shaft of the vehicle is mechanically limited, and the shift position is switched to the P position.

  In the shift control system 10 according to the present embodiment, the SBW-ECU 40 is operated by the detent spring in order to reduce the load on the components of the shift switching mechanism such as the detent plate 100, the detent spring 110, and the shaft 102 when switching the shift position. The amount of rotation of the actuator 42 is controlled so as to reduce the impact when the 110 roller 112 falls over the mountain 122.

  In each valley of the detent plate 100, a surface located on the side away from the mountain 122 is called a wall. That is, the wall exists at a position where the roller 112 of the detent spring 110 collides with the roller 112 when the roller 112 of the detent spring 110 climbs over the mountain 122 and falls into the valley without performing the following control by the SBW-ECU 40. The wall at the P position 124 is called a P wall 162, and the wall at the non-P position 120 is called a non-P wall 160.

  In the present embodiment, the parking lock mechanism 200 is described as being provided inside the transmission 104. However, the parking lock mechanism 200 is provided on any shaft between the drive wheels and the transmission 154. Also good. In the present embodiment, transmission 154 is described as an automatic transmission, but is not limited to an automatic transmission.

  As shown in FIG. 3, the parking lock mechanism 200 includes a parking lock gear 108 and a parking lock pole 106. In this embodiment, parking lock gear 108 may be provided on the output shaft of transmission 154 or may be provided on the shaft of a gear meshed with the output shaft. The parking lock gear 108 has a disk shape and is provided with a plurality of tooth portions 204 along the rotation direction of the shaft 212.

  The parking lock pole 106 is supported by the casing of the transmission 154 so that one end thereof is rotatable. A protrusion 208 that matches the tooth portion 204 of the parking lock gear 108 is provided at the center of the parking lock pole 106. A parking lock cam 210 is provided at the other end of the parking lock pole 106 so as to contact the parking lock pole 106. The parking lock cam 210 has, for example, a conical shape, and when the parking lock cam 210 moves from the back side to the near side in FIG. 2, the other end of the parking lock pole 106 follows a conical inclined portion. And rotate in the direction of the arrow in FIG. The parking lock cam 210 moves from the back side to the near side in FIG. 3 in response to the shift lever 114 moving to a position corresponding to the parking position. At this time, the parking lock pole cam 210 may be driven by a mechanism that mechanically interlocks with the shift lever 114 or may be driven by an electric motor. When the protrusion 208 of the parking lock pole 106 moves to a predetermined position that matches the tooth portion 204 of the parking lock gear 108 by driving the parking lock cam 210, the rotation of the parking lock gear 108 is limited. As described above, the parking lock mechanism 200 is operated to limit the rotation of the drive wheels.

  In a vehicle having such a configuration, when the parking lock mechanism 200 is stopped and the parking lock mechanism 200 is operating, a rattling sound may be generated depending on the state of the engine. This is caused by fluctuations in the rotation speed of the output shaft of the transmission 154 when fluctuations occur in the engine speed when the engine is started, stopped, and idle. Therefore, a rattling sound is generated when the teeth of the parking lock gear 108 provided on the shaft of the parking lock mechanism 200 collide with the projection 208 of the parking lock pole 106.

  Therefore, according to the present invention, when the SBW-ECU 40 determines that the condition for generating the rattling sound is satisfied in the parking lock mechanism 200 based on the state of the vehicle, the actuator is controlled so that the generation of the rattling noise is suppressed. It is characterized in that it is controlled.

  Specifically, the SBW-ECU 40 controls the actuator so that the restriction on the rotation of the shaft is released when a condition for generating a rattling sound is satisfied. That is, the parking lock pole cam 210 is moved by driving the actuator so that the projection 208 of the parking lock pole 106 is separated from the tooth portion 204 of the parking lock gear 108.

  The “condition for generating rattling noise” is a condition that the shift position is the parking position and the engine is in any one of start, stop, and idle.

  FIG. 4 shows a functional block diagram of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment. The SBW-ECU 40 includes an input interface (hereinafter referred to as input I / F) 300, an arithmetic processing unit 400, a storage unit 500, and an output interface (hereinafter referred to as output I / F) 600.

  The input I / F 300 includes a P switch signal from the input unit 24 of the P switch 20, a shift signal from the shift switch 26, an engine speed signal transmitted via the EFI-ECU 30, and an encoder from the encoder 46. And a detection signal.

  Arithmetic processing unit 400 includes a shift position determination unit 402, an engine state determination unit 404, and an actuator control unit 406.

  Shift position determination unit 402 determines whether or not the shift position is a parking position. Based on the P switch signal from the input 24 of the P switch 20 and the shift signal from the shift switch 26, the shift position determination unit 402 determines whether the selected shift position is a parking position. Note that the shift position determination unit 402 may turn on a parking determination flag when determining that the shift position is a parking position, for example.

  The engine state determination unit 404 determines whether or not a condition regarding the engine state is satisfied. Specifically, the engine state determination unit 404 determines whether the engine state is one of start, stop, and idle. For example, the engine state determination unit 404 determines whether the engine state is one of start, stop, and idle based on the engine speed received via the input I / F 300.

  The engine state determination unit 404 may determine that the engine is in a starting state, for example, by increasing the engine speed from a substantially zero state. The engine state determination unit 404 may determine that the engine is stopped by determining that the engine speed is a rotation speed at which the engine rotation cannot be performed independently. Further, the engine state determination unit 404 may determine that the engine is idle when the accelerator is off and the engine speed is equal to or higher than a predetermined speed. Note that the engine condition determination unit 404 may turn on the engine condition determination flag when determining that the condition regarding the engine condition is satisfied.

  When it is determined that the shift position is the parking position and the condition regarding the engine state is satisfied, the actuator control unit 406 generates an actuator control signal so as to release the parking lock, and outputs the output I / F 600. Via the actuator 42. The actuator control unit 406 may control the actuator 42 so as to release the parking lock when the parking determination flag is on and the engine condition determination flag is on.

  In the present embodiment, shift position determination unit 402, engine state determination unit 404, and actuator control unit 406 all execute a program stored in storage unit 500 by CPU that is arithmetic processing unit 400. Although the description will be made assuming that it functions as software, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  Various information, programs, threshold values, maps, and the like are stored in the storage unit 500, and data is read or stored from the arithmetic processing unit 400 as necessary.

  Hereinafter, a control structure of a program executed by SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment will be described with reference to FIG.

  In step (hereinafter, step is described as S) 100, SBW-ECU 40 determines whether or not the shift position is a parking position. If the shift position is the parking position (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, SBW-ECU 40 determines whether a condition is satisfied for the state of the engine. If the condition for the engine state is satisfied (YES in S102), the process proceeds to S104. If not (NO in S102), the process returns to S100.

  In S104, SBW-ECU 40 transmits a parking lock release command to actuator 42. At this time, the actuator 42 rotates the detent plate 100 based on the control signal from the SBW-ECU 40 so that the position of the roller 112 moves from the P position position 124 to the non-P position position 120.

  The operation of the SBW-ECU that is the control device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the driver moves the shift lever to a position corresponding to the parking position and the shift position is the parking position (YES in S100), the roller 112 is at the P position 124 and the parking lock pole The position of the projection 208 of 106 is a position that matches the tooth of the parking lock gear 108. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, it is determined that the condition about the engine state has been established, for example, when the engine idling state continues or when the driver turns off the IG switch and the engine speed falls below the self-sustaining speed. Then (YES in S102), parking lock mechanism 200 is released (S104).

  That is, since the position of the roller 112 is moved from the P position position 124 to the non-P position position 122 by driving the actuator 42, the position of the projection 208 of the parking lock pole 106 is a position separated from the tooth of the parking lock gear 108. It becomes. At this time, even if the rotational fluctuation of the output shaft of the transmission 154 occurs due to the rotational fluctuation of the engine, the collision between the protrusion 208 of the parking lock pole 106 and the tooth of the parking lock gear 108 is avoided. For this reason, generation of rattling noise is avoided.

  In the present embodiment, when the shift position is the parking position and the condition regarding the engine state is satisfied, the restriction on the rotation of the parking lock gear 108 by the parking lock pole 106 in the parking lock mechanism 200 is released (hereinafter referred to as the parking lock gear 108). The actuator 42 is controlled so that the parking lock mechanism 200 is simply released). In addition to the above conditions, the parking lock mechanism 200 is released when the side brake is in an operating state. The actuator 42 may be controlled.

  Specifically, as a functional block constituting the SBW-ECU 40, a side brake operation determining unit (not shown) may be further included in addition to the functional blocks shown in FIG.

  The side brake operation determination unit determines whether the side brake is in an operating state or a non-operating state based on a side brake signal received via the input I / F 300. The side brake operation determination unit may turn on the side brake determination flag when the side brake is in an operating state, and turn off the side brake determination flag when the side brake is in an inactive state.

  The actuator control unit 406 determines that the shift position is the parking position and, in addition to satisfying the condition about the engine state, releases the parking lock mechanism 200 when the side brake is in an operating state. The actuator 42 is controlled. In addition to the parking determination flag and the engine condition determination flag, the actuator control unit 406 may control the actuator 42 to release the parking lock mechanism 200 when the side brake determination flag is on.

  Hereinafter, a control structure of a program for controlling actuator 42 according to the state of the side brake, executed by SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment, will be described with reference to FIG.

  In the flowchart shown in FIG. 6, the same steps as those in the flowchart shown in FIG. 5 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  When it is determined that the shift position is the parking position (YES in S100), in S200, SBW-ECU 40 determines whether or not the side brake is on. If the side brake is on (YES in S200), the process proceeds to S102. If not (NO in S200), the process returns to S100.

  An operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the flowchart as described above will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, when the side brake is in an inoperative state (NO in S200), parking lock mechanism 200 is not released regardless of the state of the engine. On the other hand, if the side brake is in the operating state (YES in S200), the engine state has been satisfied, or the engine speed has fallen below the self-supporting speed, and the conditions for the engine state have been satisfied. Is determined (YES in S102), the parking lock mechanism 200 is released (S104). For this reason, generation of rattling noise is avoided.

  Furthermore, in the present embodiment, instead of the condition regarding the operation state of the side brake, if the condition that the slope of the road surface on which the vehicle is stopped is equal to or less than a predetermined slope is established, the parking lock mechanism 200 is The actuator 42 may be controlled so as to be released.

  Specifically, the functional block constituting the SBW-ECU 40 may further include a gradient determination unit instead of the above-described side brake operation determination unit.

  The gradient determination unit determines whether or not the gradient of the road surface on which the vehicle is stopped is equal to or less than a predetermined gradient based on the gradient signal received via the input I / F 300. The gradient determination unit turns on the gradient determination flag when the road surface gradient is larger than a predetermined gradient, and turns off the gradient determination flag when the road surface gradient is equal to or lower than the predetermined gradient. Also good. The “predetermined gradient” is not particularly limited as long as the vehicle does not start moving due to its own weight, and is adapted by, for example, experiments.

  The actuator control unit 406 determines that the shift position is the parking position, and in addition to satisfying the condition regarding the state of the engine, if the road surface gradient is equal to or less than a predetermined gradient, the parking lock mechanism 200 is determined. The actuator 42 is controlled so as to release. The actuator control unit 406 controls the actuator 42 so as to release the parking lock mechanism 200 when the parking determination flag and the engine condition determination flag are on and when the gradient determination flag is off. May be.

  Hereinafter, with reference to FIG. 7, a control structure of a program for controlling actuator 42 according to the road surface gradient, executed by SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment, will be described.

  In the flowchart shown in FIG. 7, the same steps as those in the flowchart shown in FIG. 5 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  If it is determined that the shift position is the parking position (YES in S100), in S250, SBW-ECU 40 determines whether the road gradient is equal to or less than a predetermined gradient. If the road surface slope is equal to or lower than a predetermined slope (YES in S250), the process proceeds to S102. If not (NO in S250), the process returns to S100.

  An operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the flowchart as described above will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, when the slope of the road surface is larger than a predetermined slope (NO in S250), parking lock mechanism 200 is not released regardless of the state of the engine. On the other hand, if the slope of the road surface is equal to or less than a predetermined slope (YES in S250), the engine idle state continues, the engine speed falls below the self-sustaining speed, etc. If it is determined that the condition is satisfied (YES in S102), parking lock mechanism 200 is released (S104). For this reason, generation of rattling noise is avoided.

  In addition to the conditions regarding the shift position and the state of the engine, the actuator 42 may be controlled so that the parking lock mechanism 200 is released when the condition regarding the operating state of the side brake and the condition regarding the gradient are satisfied. Good.

  In addition, the side brake operation determination unit and the gradient determination unit described above will be described as functioning as software realized by the CPU that is the arithmetic processing unit 400 executing a program stored in the storage unit 500. It may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  As described above, according to the control device for the shift switching mechanism according to the present embodiment, when the conditions regarding the shift position and the state of the engine are satisfied, the actuator is controlled so as to release the shaft restriction. At this time, since the tooth portion of the parking lock gear and the protrusion portion of the parking lock pole are separated by the rotation of the actuator, the contact between the tooth portion and the protruding portion is avoided, and the generation of the rattling sound can be suppressed. Thereby, the uncomfortable feeling that the driver feels can be reduced. In addition, it is possible to prevent the parking lock mechanism from being loaded more than necessary as compared with a rotating electrical machine serving as a vehicle drive source. Further, for example, by controlling the amount of rotation of the actuator based on the amount of rotation from the encoder, the operation state of the parking lock mechanism can be controlled with high accuracy. it can. Therefore, it is possible to provide a control device for the shift switching mechanism that prevents the occurrence of rattling noise in the parking lock mechanism.

  Furthermore, in addition to the establishment of the conditions for the shift position and the state of the engine, the parking lock mechanism 200 is released when the condition for the operation state of the side brake and / or the condition for the gradient is established. Along with the suppression of the occurrence, the position of the vehicle is limited by the side brake, so that the movement of the vehicle not intended by the driver is suppressed.

<Second Embodiment>
The control device for the shift switching mechanism according to the second embodiment will be described below. The control device for the shift switching mechanism according to the present embodiment further includes a brake control unit as a functional block of SBW-ECU 40, as compared with the configuration of the control device for the shift switching mechanism according to the first embodiment described above. The control structure of the program executed by the point and SBW-ECU 40 is different. The other configuration is the same as the configuration of the control device for the shift switching mechanism according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The present embodiment is further characterized in that the vehicle is controlled so that the position of the vehicle is limited, in addition to the control in which the generation of rattling noise is suppressed by the SBW-ECU 40.

  Specifically, the SBW-ECU 40 includes a brake control unit (not shown) in addition to the functional blocks shown in FIG. The brake control unit generates and outputs a brake control signal so that the parking lock mechanism 200 is released by the actuator control unit 406 and the braking force of a braking device (not shown) mounted on the vehicle increases. It transmits to a braking device via I / F600 and brake ECU (not shown). The brake control unit controls the braking device via the brake ECU so that the braking force increases when it is determined that the shift position is the parking position and a condition about the engine state is satisfied. You may do it. In the braking device, various solenoid valves are operated to increase the hydraulic pressure in the hydraulic circuit, thereby increasing the force (braking force) that limits the rotation of the wheels.

  Hereinafter, the control structure of the program for increasing the braking force in addition to the actuator control executed by the SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment will be described with reference to FIG.

  In the flowchart shown in FIG. 8, the same steps as those in the flowchart shown in FIG. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  After the release command for the parking lock mechanism 200 is transmitted (S100), in S300, the SBW-ECU 40 transmits a command for increasing the braking force by the braking device to the brake ECU.

  The operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, if it is determined that the condition about the engine state is satisfied (eg, YES in S102), such as when the engine idle state continues or the engine speed falls below the self-sustaining speed, the parking lock The mechanism 200 is released (S104). For this reason, generation of rattling noise is avoided.

  Furthermore, since the braking force of the vehicle expressed by the braking device is increased by the braking force increase command, the position of the vehicle is limited by the increased braking force. Therefore, even if the road surface has a gradient, the movement of the vehicle not intended by the driver is restricted.

  In the present embodiment, it has been described that the position of the vehicle is limited by increasing the braking force by the braking device. However, in the hybrid vehicle, instead of increasing the braking force by the braking device, the rotation that is the drive source The position of the vehicle may be limited by increasing the braking force by the electric machine.

  Specifically, as a functional block constituting the SBW-ECU 40, a rotating electrical machine control unit (not shown) may be included instead of the above-described brake control unit. The rotating electrical machine control unit generates a motor control signal so that the parking control mechanism 200 is released by the actuator control unit 406 and the braking force of the vehicle by the rotating electrical machine (not shown) mounted on the vehicle is increased. And transmitted to the rotating electrical machine via the output I / F 600 and the HV-ECU. The rotating electrical machine controller determines that the rotating electrical machine is routed via the HV-ECU so that the braking force increases when it is determined that the shift position is the parking position and the condition regarding the engine state is satisfied. You may make it control. In a rotating electrical machine, the braking force is increased by generating torque so as to prevent rotation of the output shaft.

  The control structure of the program for increasing the braking force in addition to the actuator control, executed by the SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment, will be described below with reference to FIG.

  In the flowchart shown in FIG. 9, the same steps as those in the flowchart shown in FIG. 5 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  After the release command for parking lock mechanism 200 is transmitted (S100), in S350, SBW-ECU 40 transmits a braking force increase command by the rotating electrical machine to HV-ECU.

  The operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, if it is determined that the condition about the engine state is satisfied (eg, YES in S102), such as when the engine idle state continues or the engine speed falls below the self-sustaining speed, the parking lock The mechanism 200 is released (S104). For this reason, generation of rattling noise is avoided.

  Further, since the braking force of the vehicle expressed by the rotating electrical machine is increased by the braking force increase command, the position of the vehicle is limited by the increased braking force. Therefore, even if the road surface has a gradient, the movement of the vehicle not intended by the driver is restricted.

  In the present embodiment, the brake control unit and the MG torque control unit both function as software realized by the CPU that is the arithmetic processing unit 400 executing the program stored in the storage unit 500. However, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  As described above, according to the control device for the shift switching mechanism according to the present embodiment, in addition to the control described above in the first embodiment, in addition to the control for suppressing the generation of rattling noise. A parking lock mechanism by controlling the vehicle so that the position of the vehicle is restricted by controlling the braking device so that the braking force is increased, or controlling the rotating electrical machine so that the braking force is expressed. Even when the limitation on the rotation of the shaft due to is released, the position of the vehicle can be limited. Thereby, the movement of the vehicle not intended by the driver is suppressed.

<Third Embodiment>
Hereinafter, the control device for the shift switching mechanism according to the third embodiment will be described. The control device for the shift switching mechanism according to the present embodiment is executed by the configuration of the actuator control unit 406 and the SBW-ECU 40 as compared with the configuration of the control device for the shift switching mechanism according to the first embodiment described above. The program control structure differs. The other configuration is the same as the configuration of the control device for the shift switching mechanism according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The present embodiment is characterized in that the SBW-ECU 40 controls the actuator 42 so that the rotation limiting force of the shaft 212 is increased. Specifically, when it is determined that the shift position is the parking position, and the condition for the engine state is satisfied, the actuator control unit 406 determines the parking lock gear 108 (that is, the shaft 212) in the parking lock mechanism 200. The actuator control signal is generated so as to increase the limiting force on the rotation of) and transmitted via the output I / F 600.

  More specifically, the actuator control unit 406 controls the actuator 42 so that the detent plate 100 rotates so that the roller 112 moves to the P wall 162 side. As a result, the parking lock cam 210 moves so as to increase the pressing force of the protrusion 208 of the parking lock pole 106 against the teeth of the parking lock gear 108. Therefore, the frictional force generated between the protrusion 208 and the parking lock gear 108 increases, and thus the limiting force for the rotation of the parking lock gear 108 (that is, the shaft 212) increases.

  It should be noted that the actuator control unit 406 indicates that the actuator 42 is configured such that when the parking determination flag is on and the engine condition determination flag is on, the limiting force on the rotation of the parking lock gear 108 in the parking lock mechanism 200 increases. May be controlled.

  Hereinafter, a control structure of a program executed by SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment will be described with reference to FIG.

  In the flowchart shown in FIG. 10, the same steps as those in the flowchart shown in FIG. 5 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  In S400, SBW-ECU 40 transmits a command to push parking lock pole 106 to actuator 42. At this time, the actuator 42 rotates the detent plate 100 so as to move to a position where the roller 112 contacts the position of the P wall 162 based on the pushing command from the SBW-ECU 40. Note that the SBW-ECU 40 may control the roller 112 to move to the position of the P wall 162 based on the rotation amount of the actuator 42 detected from the encoder 46, for example. In this way, it is possible to control the pressing force from the parking lock pole 106 to the parking lock gear 108 with high accuracy.

  The operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, if it is determined that the condition about the engine state is satisfied (eg, YES in S102), such as when the engine idle state continues or the engine speed falls below the self-sustaining speed, the parking lock In mechanism 200, the limiting force for rotation of parking lock gear 108 is increased (S400). That is, since the roller 112 is moved to the position of the P wall 162 by driving the actuator 42, the pressing force of the protrusion 208 against the teeth of the parking lock gear 108 increases. Therefore, the frictional force generated between the projection 208 and the tooth portion of the parking lock gear 108 increases. At this time, even if the rotation fluctuation of the output shaft of the transmission 154 occurs due to the fluctuation of the engine rotation, the relative speed of the protrusion 208 of the parking lock pole 106 and the tooth of the parking lock gear 108 is reduced due to the friction force generated between them. It will be a moderate collision. For this reason, generation of rattling noise is avoided or the magnitude of rattling noise that occurs is reduced.

  As described above, according to the control device for the shift switching mechanism according to the present embodiment, by controlling the actuator so that the limiting force of the rotation of the shaft in the parking lock mechanism increases, in the gear mechanism of the parking lock mechanism, Since the pressing force between the tooth parts increases and the frictional force increases, the tooth parts can be caused to collide gently. Therefore, generation of rattling noise can be suppressed.

<Fourth embodiment>
Hereinafter, a control device for a shift switching mechanism according to a fourth embodiment will be described. The control device for the shift switching mechanism according to the present embodiment constitutes the configuration of the actuator control unit 406 and the SBW-ECU 40 as compared to the configuration of the control device for the shift switching mechanism according to the first embodiment described above. The point which further contains a side brake operation determination part as a functional block, and the control structure of the program run by SBW-ECU40 differ. The other configuration is the same as the configuration of the control device for the shift switching mechanism according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The present embodiment is characterized in that the release control of the parking lock mechanism 200 and the control for increasing the rotation limiting force on the parking lock gear 108 are selected and executed according to the operating state of the side brake. Specifically, a side brake operation determination unit is further included as a functional block constituting SBW-ECU 40. Since the side brake operation determination unit is the same as the side brake operation determination unit described in the first embodiment, detailed description thereof will not be repeated.

  In the present embodiment, the actuator control unit 406 determines that the shift position is the parking position, and in addition to satisfying the condition for the engine state, the parking lock is performed when the side brake is in the operating state. The actuator 42 is controlled so as to release the mechanism 200.

  Further, the actuator control unit 406 determines that the shift position is the parking position, and if the condition regarding the engine state is satisfied and the side brake is in an inoperative state, the parking lock mechanism 200 is determined. , The actuator 42 is controlled so that the limiting force on the rotation of the parking lock gear 108 increases.

  Hereinafter, with reference to FIG. 11, a control structure of a program executed by SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment will be described.

  In the flowchart shown in FIG. 11, the same steps as those in the flowchart shown in FIG. 5 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  If the condition is satisfied for the engine state (YES in S102), in S450, SBW-ECU 40 determines whether or not the side brake is on. If the side brake is on (YES in S450), the process proceeds to S452. If not (NO in S450), the process proceeds to S454.

  In S452, SBW-ECU 40 transmits a parking lock mechanism 200 release command to actuator 42. At this time, the actuator 42 rotates the detent plate 100 based on the control signal from the SBW-ECU 40 so that the position of the roller 112 moves from the P position position 124 to the non-P position position 120.

  In S454, SBW-ECU 40 transmits a command to push parking lock pole 106 to actuator 42. At this time, the actuator 42 rotates the detent plate 100 so as to move to a position where the roller 112 contacts the position of the P wall 162 based on the pushing command from the SBW-ECU 40.

  The operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, if it is determined that the condition for the engine state is satisfied, for example, because the engine is in an idle state or the engine speed is lower than the self-supporting speed (YES in S102), the side brake is applied. It is determined whether or not is in an activated state or inactivated state (S450).

  If the side brake is in an operating state (YES in S450), parking lock mechanism 200 is released (S452). That is, since the position of the roller 112 is moved from the P position position 124 to the non-P position position 122 by driving the actuator 42, the position of the projection 208 of the parking lock pole 106 is a position separated from the tooth of the parking lock gear 108. It becomes. At this time, even if the rotational fluctuation of the output shaft of the transmission 154 occurs due to the rotational fluctuation of the engine, the collision between the protrusion 208 of the parking lock pole 106 and the tooth of the parking lock gear 108 is avoided. For this reason, generation of rattling noise is avoided.

  On the other hand, when the side brake is in an inoperative state (NO in S450), the limiting force for rotation of parking lock gear 108 is increased in parking lock mechanism 200 (S454). That is, since the roller 112 is moved to the position of the P wall 162 by driving the actuator 42, the pressing force of the protrusion 208 against the teeth of the parking lock gear 108 increases. Therefore, the frictional force generated between the projection 208 and the tooth portion of the parking lock gear 108 increases. At this time, even if the rotation fluctuation of the output shaft of the transmission 154 occurs due to the fluctuation of the engine rotation, the relative speed of the protrusion 208 of the parking lock pole 106 and the tooth of the parking lock gear 108 is reduced due to the friction force generated between them. It will be a moderate collision. For this reason, generation of rattling noise is avoided or the magnitude of rattling noise that occurs is reduced.

  Furthermore, in the present embodiment, instead of the condition regarding the operation state of the side brake, if the condition that the slope of the road surface on which the vehicle is stopped is equal to or less than a predetermined slope is established, the parking lock mechanism 200 is The actuator 42 is controlled so as to be released, and if the road surface gradient is larger than a predetermined gradient, the actuator 42 is controlled so that the limiting force for the rotation of the parking lock gear 108 is increased in the parking lock mechanism 200. May be.

  Specifically, a functional block diagram constituting the SBW-ECU 40 may further include a gradient determination unit instead of the side brake operation determination unit. Since the gradient determination unit is the same as the gradient determination unit described in the first embodiment, detailed description thereof will not be repeated.

  In the present embodiment, the actuator control unit 406 determines that the shift position is the parking position, the engine condition is satisfied, and the road gradient is equal to or less than a predetermined gradient. If there is, the actuator 42 is controlled to release the parking lock mechanism 200.

  Further, the actuator control unit 406 determines that the shift position is the parking position, and, in addition to satisfying the condition about the engine state, the road surface gradient is greater than a predetermined gradient, In the parking lock mechanism 200, the actuator 42 is controlled so that the limiting force on the rotation of the parking lock gear 108 increases.

  Hereinafter, with reference to FIG. 12, a control structure of a program executed by SBW-ECU 40 of the control device for the shift switching mechanism according to the present embodiment will be described.

  In the flowchart shown in FIG. 12, the same steps as those in the flowchart shown in FIG. 11 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  When the condition about the engine state is satisfied (YES in S102), in S500, SBW-ECU 40 determines whether or not the road surface gradient is equal to or lower than a predetermined gradient. If the road surface gradient is equal to or smaller than a predetermined gradient (YES in S500), the process proceeds to S452. If not (NO in S500), the process proceeds to S454.

  The operation of SBW-ECU 40 that is the control device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, it is assumed that the vehicle is stopped while the engine is starting (idle). If the shift position is the parking position (YES in S100), the position of roller 112 is P position position 124, and the position of protrusion 208 of parking lock pole 106 matches the tooth of parking lock gear 108. Position. At this time, the rotation of the parking lock gear 108 (that is, the shaft 212) is limited by the projection 208 of the parking lock pole 106, and the parking lock mechanism 200 is activated.

  Here, if it is determined that the condition about the engine state is satisfied, for example, because the engine idle state continues or the engine speed falls below the self-sustaining rotation speed (YES in S102), the road surface It is determined whether or not the gradient is equal to or less than a predetermined gradient (S500).

  If the road slope is equal to or lower than a predetermined slope (YES in S500), parking lock mechanism 200 is released (S452). For this reason, generation of rattling noise is avoided.

  On the other hand, if the slope of the road surface is larger than the predetermined slope (NO in S500), the limiting force for the rotation of parking lock gear 108 is increased in parking lock mechanism 200 (S454). For this reason, generation of rattling noise is avoided or the magnitude of rattling noise that occurs is reduced.

  In addition to the conditions regarding the shift position and the state of the engine, when the side brake is in an operating state and the gradient is equal to or less than a predetermined gradient, the parking lock mechanism 200 is released and the parking lock gear 108 rotates. The actuator 42 may be controlled so that the limiting force on the is increased.

  As described above, according to the control device for the shift switching mechanism according to the present embodiment, in addition to the establishment of the conditions for the shift position and the engine state, the conditions for the operating state of the side brake and / or the gradient are determined. By selecting and executing the control mode of the actuator 42 according to whether or not the condition is satisfied, it is possible to suppress the occurrence of rattling noise while limiting the position of the vehicle.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure showing composition of shift control system 10 concerning a 1st embodiment. It is a figure which shows the structure of the shift switching mechanism of FIG. It is a figure which shows the structure of a parking lock mechanism. It is a functional block diagram of SBW-ECU which is a control device of the shift switching mechanism according to the first embodiment. It is a flowchart (the 1) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 1st Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 1st Embodiment. It is a flowchart (the 3) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 1st Embodiment. It is a flowchart (the 1) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 2nd Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 2nd Embodiment. It is a flowchart which shows the control structure of the program performed with SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 3rd Embodiment. It is a flowchart (the 1) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 4th Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed by SBW-ECU which is a control apparatus of the shift switching mechanism which concerns on 4th Embodiment.

Explanation of symbols

  20 P switch, 22 indicator, 24 input section, 26 shift switch, 28 vehicle power switch, 30 EFI-ECU, 40 SBW-ECU, 42 actuator, 46 encoder, 48 shift switching mechanism, 50 display section, 52 meter, 60 drive Mechanism, 70 Engine speed sensor, 80 Side brake switch, 90 Gradient sensor, 100 Detent plate, 102 Shaft, 106 Parking lock pole, 108 Parking lock gear, 110 Detent spring, 112 Roller, 120 Non-P position position, 122 Mountain, 124 P position, 154 Transmission, 160 Non-P wall, 162 P wall, 200 Parking lock mechanism, 204 Teeth, 208 Protrusion, 210 Parking lock cam , 212 axis, 300 input I / F, 400 arithmetic processing unit, 402 shift position determination unit, 404 engine state determination unit, 406 actuator control unit, 500 storage unit, 600 output I / F.

Claims (10)

A control device of a shift switching mechanism that switches a shift position of a transmission mounted on a vehicle by a rotational force of an actuator based on an electric signal corresponding to a state of an operation member, the transmission being connected to drive wheels. A parking lock mechanism that restricts rotation of the shaft using a gear mechanism, and the parking lock mechanism is a mechanism that switches between limiting and releasing the rotation of the shaft by the rotational force of the actuator,
Means for controlling the actuator such that rotation of the shaft is limited by the parking lock mechanism in response to a shift lever moving to a position corresponding to a parking position;
Determining means for determining whether a condition for generating a rattling sound is established in the parking lock mechanism based on the state of the vehicle;
Control means for controlling the actuator so that the generation of the rattling noise is suppressed when the generation condition is satisfied,
In addition to the generation condition , the control means includes means for controlling the actuator so that the restriction on the rotation of the shaft is released when a parking brake is in an operating state. . A control device of a shift switching mechanism that switches a shift position of a transmission mounted on a vehicle by a rotational force of an actuator based on an electric signal corresponding to a state of an operation member, the transmission being connected to drive wheels. A parking lock mechanism that restricts rotation of the shaft using a gear mechanism, and the parking lock mechanism is a mechanism that switches between limiting and releasing the rotation of the shaft by the rotational force of the actuator,
Means for controlling the actuator such that rotation of the shaft is limited by the parking lock mechanism in response to a shift lever moving to a position corresponding to a parking position;
Determining means for determining whether a condition for generating a rattling sound is established in the parking lock mechanism based on the state of the vehicle;
Control means for controlling the actuator so that the generation of the rattling noise is suppressed when the generation condition is satisfied,
The control means controls the actuator so that the restriction on the rotation of the shaft is released when the slope of the road surface on which the vehicle is stopped is equal to or less than a predetermined slope in addition to the generation condition. A control device for a shift switching mechanism, including means for The vehicle is equipped with an internal combustion engine,
3. The condition according to claim 1, wherein the generation condition is a condition that a shift position of the transmission is a parking position, and a state of the internal combustion engine is one of a start state and an idle state. Control device for shift switching mechanism. The control device further includes position limiting means for controlling the vehicle so that the position of the vehicle is limited, in addition to control for suppressing generation of the rattling sound by the control means. The control apparatus of the shift switching mechanism in any one of 1-3 . The vehicle is equipped with a braking device,
The control device for a shift switching mechanism according to claim 4 , wherein the position limiting means further includes means for controlling the braking device such that a braking force increases. The vehicle is a hybrid vehicle having a rotating electrical machine and an internal combustion engine as drive sources,
The control device for a shift switching mechanism according to claim 4 or 5 , wherein the position limiting means further includes means for controlling the rotating electric machine so that a braking force of the vehicle is increased. The parking lock mechanism is
A parking lock gear provided on the shaft and having a tooth portion along the rotation direction;
A parking lock pole having a protrusion that matches the tooth portion, and supported by a housing of the transmission;
In response to rotation of the actuator, the projections of the parking lock pole by matching the teeth, and a limiting means for limiting the rotation of the shaft, according to any one of claims 1 to 6 Control device for shift switching mechanism. Wherein, in addition to the generation conditions, the parking brake is in a non-actuated state, including means for limiting force of the rotation of the shaft to control the actuator so as to increase, according to claim 1 Control device for shift switching mechanism. In addition to the generation condition, the control means controls the actuator so that a limiting force for rotation of the shaft increases when a slope of a road surface on which the vehicle is stopped is larger than a predetermined slope. The control device for a shift switching mechanism according to claim 2 , comprising means for The parking lock mechanism is
A parking lock gear provided on the shaft and having a tooth portion along the rotation direction;
A parking lock pole having a protrusion that matches the tooth portion, and supported by a housing of the transmission;
A limiting means for limiting the rotation of the shaft by matching the protrusion of the parking lock pole with the tooth according to the rotation of the actuator,
The control device for a shift switching mechanism according to claim 8 or 9 , wherein the control means includes means for controlling the actuator so that a pressing force of the protrusion against the tooth portion increases.

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