JP2011231855A - Drive apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive apparatus that can suppress a shock generated by the clogging of play.SOLUTION: The drive apparatus is mounted to a vehicle, and includes an engagement device, a torque applicator, and an applying torque decision device. The engagement device has the play in the rotational direction of an electromagnetic dog clutch mechanism, a cam lock mechanism or the like. The torque applicator outputs torque so as to suppress the shock at the clogging of the play. The applying torque decision device decides torque output by the torque applicator on the basis of the speed of the clogging of the play.

Description

  The present invention relates to a drive device including an engagement mechanism having a backlash in a rotation direction.

  Conventionally, in addition to an internal combustion engine (engine), a hybrid vehicle including a rotating electric machine (motor generator) that functions as an electric motor or a generator is known. For example, Patent Document 1 discloses a hybrid having a continuously variable transmission mode that continuously changes the rotational speed ratio between the engine rotational speed and the rotational speed of the drive shaft, and a fixed speed ratio mode that fixes the rotational speed ratio. A vehicle is disclosed. In addition, the hybrid vehicle includes a brake as a lock mechanism for fixing (locking) the first rotating electrical machine in order to switch the above-described shift mode. In this hybrid vehicle, in order to suppress an impact when stopping the rotation speed of the first rotating electrical machine by the brake, the brake is turned on after the rotation speed of the first rotating electrical machine is brought close to 0, and further the brake is turned on. At this time, the torque output by the second rotating electrical machine is obtained based on the change rate of the rotational speed and the inertia. In addition, Patent Document 2 discloses a technique related to the present invention.

JP 09-156387 A JP 2009-132191 A

  In general, as a mechanism for realizing locking of a rotating element, there is a rotation synchronization type engaging device such as an electromagnetic dog clutch mechanism or a cam lock mechanism. In this type of engagement device, a backlash (that is, a gap) is formed in the rotation direction of the engagement element connected to the rotation element, and a shock is generated when the backlash is filled. However, Patent Document 1 does not disclose any method for suppressing a shock that occurs when the above-described backlash is filled.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a drive device capable of suppressing a shock caused by looseness.

  In one aspect of the present invention, the drive device includes an engagement device having a backlash in a rotation direction, a torque applying unit that outputs a torque so as to suppress a shock when the backlash is clogged, and the backlash. Applied torque determining means for determining based on the speed at which the jam occurs.

  Said drive device is mounted in a vehicle and is provided with an engaging device, a torque provision means, and a provision torque determination means. The engagement device is an engagement mechanism having a backlash in the rotation direction, such as an electromagnetic dog clutch mechanism or a cam lock mechanism. The torque applying means outputs torque so as to suppress a shock when the play is clogged. The torque applying means outputs a torque to be output for purposes other than the purpose of suppressing the shock, for example, when there is a torque to be output based on the required driving force or the state of charge of the battery. . The applied torque determining means determines the torque output from the torque applying means based on the speed at which the play is clogged. The “backlash clogging speed” refers to a rotation speed at which the two engagement elements forming the backlash rotate in the backlash clogging direction. In general, there is a correlation between the speed at which backlash is clogged and the magnitude of shock when backlash is clogged. Therefore, the drive device can suppress the shock at the time of backlash by outputting the torque for suppressing the shock when the backlash is jammed based on the speed at which the backlash is jammed.

  In one aspect of the above drive device, the torque applying means is connected to the drive shaft, and outputs the torque when it is determined that the backlash is completed. Generally, a shock at the time of backlashing occurs immediately after completion of backlash. Therefore, the drive device outputs the torque to the drive shaft when it is determined that the backlash has been completed, so that it can reliably compensate for the backlash shock, and the accuracy of suppressing the backlash shock can be reduced. Can be improved.

  In another aspect of the above drive device, the torque applying means is based on a relative phase change between the first engagement element and the second engagement element that form the play in the engagement device. It is determined that the backlash is completed. For example, the drive device determines whether the relative phase change amount between the first engagement element and the second engagement element at the time of backlash, that is, whether the backlash has reached a predetermined specified value or not. It is possible to determine whether clogging has been completed. As described above, the drive device can determine the completion of the backlash based on the relative phase change between the first engagement element and the second engagement element.

  In another aspect of the above drive device, the torque applying means is based on a change in relative rotational speed between the first engagement element and the second engagement element that form the play in the engagement device. , It is determined that the backlash is completed. The relative rotational speed changes before and after the clogging is completed. Therefore, the driving device can appropriately determine the completion of the clogging based on the change in the relative rotational speed between the first engagement element and the second engagement element.

An example of the schematic block diagram of the hybrid vehicle which concerns on each embodiment of this invention is shown. It is an example of the schematic block diagram of a hybrid drive device. It is a schematic diagram which illustrates one cross-sectional structure of a locking mechanism. FIG. 4 is a schematic view illustrating a cross-sectional configuration of the lock mechanism viewed in the direction of arrow A in FIG. 3. It is an operation alignment chart which illustrates one operation state of a hybrid drive device. It is typical sectional drawing explaining the process in which a sun gear changes state from a releasing state to a locked state by the locking effect | action of a locking mechanism. It is an example of the graph which shows the relationship between the backlash relative rotation speed and shock compensation torque, and the relationship between the backlash relative rotation speed and acceleration change. It is an example of the time chart which shows the process outline | summary of this embodiment. It is an example of the time chart which shows the process outline | summary of this embodiment. It is an example of the flowchart which shows the process sequence of this embodiment. It is a figure which shows the other structural example which can apply this invention. It is a figure which shows the other structural example which can apply this invention.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Constitution]
First, an example of the configuration of a hybrid vehicle 1 to which the hybrid vehicle control device according to the present invention is applied will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a hybrid vehicle 1. The hybrid vehicle 1 includes an ECU 100, a PCU (Power Control Unit) 11, a battery 12, an accelerator opening sensor 13, a vehicle speed sensor 14, an eco switch 15, and a hybrid drive device 10.

  The ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an A / D (Analog to Digital) converter, an input / output interface, and the like. It is an electronic control unit for controlling. The ECU 100 executes control described later according to a control program stored in the ROM. The ECU 100 functions as applied torque determining means in the present invention. Note that the physical, mechanical, and electrical configurations of the control means according to the present invention are not limited to this. For example, the control means includes a plurality of computers such as a plurality of ECUs, various processing units, various controllers, or a microcomputer device. It may be a system or the like.

  The hybrid drive device 10 drives the hybrid vehicle 1 by supplying driving torque as driving force to the left axle SFL (corresponding to the left front wheel FL) and the right axle SFR (corresponding to the right front wheel FR), which are the axles of the hybrid vehicle 1. Drive unit. The detailed configuration of the hybrid drive device 10 will be described later.

  The PCU 11 includes an inverter (not shown), and is a control unit that controls power input / output between the battery 12 and each motor generator described later, or power input / output between the motor generators not via the battery 12. is there. Specifically, the PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies it to each motor generator, and converts the AC power generated by each motor generator into DC power and supplies it to the battery 12. To do. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 12 is a battery unit that has a configuration in which a plurality of unit battery cells are connected in series and functions as a power supply source related to power for powering each motor generator.

  The accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening “Ta” as an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 14 is a sensor that detects the vehicle speed “V” of the hybrid vehicle 1. The vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  Here, the detailed configuration of the hybrid drive apparatus 10 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram of the hybrid drive device 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof is omitted as appropriate.

  In FIG. 2, the hybrid drive device 10 is abbreviated as an engine 200, a power split mechanism 300, a motor generator MG1 (hereinafter abbreviated as “motor MG1” as appropriate), and a motor generator MG2 (hereinafter abbreviated as “motor MG2” as appropriate). ), An input shaft 400, a lock mechanism 500, an MG2 reduction mechanism 600, and a speed reduction mechanism 700.

  The engine 200 is an inline four-cylinder gasoline engine that functions as a main power source of the hybrid vehicle 1. The engine 200 is a known gasoline engine, and a detailed configuration thereof is omitted here. However, the engine torque “Te” as the output power of the engine 200 is input to the hybrid drive device 10 via a crankshaft (not shown). The shaft 400 is connected.

  The motor MG1 is a motor generator having a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy.

  The motor MG2 is a motor generator having a larger physique than the motor MG1, and has a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy, similar to the motor MG1. The motor MG2 is an example of the “torque applying means” in the present invention.

  The motor MG1 and the motor MG2 function as a synchronous motor generator, and include, for example, a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field.

  The power split mechanism 300 is disposed between the sun gear S1 provided at the center, the ring gear R1 provided concentrically on the outer periphery of the sun gear S1, and the sun gear S1 and the ring gear R1. A plurality of pinion gears (not shown) that revolve while rotating, and a carrier C1 that supports the rotation shaft of each pinion gear.

  Here, the sun gear S1 is coupled to the rotor of the motor MG1 so as to share the rotation axis thereof, and the rotation speed is equivalent to the rotation speed of the motor MG1 (hereinafter referred to as “MG1 rotation speed Nmg1”). It is. The ring gear R1 is connected to a ring gear R2 (described later) of the speed reduction mechanism 700 and the MG2 reduction mechanism 600, and the rotational speed thereof is referred to as the rotational speed of the drive shaft OUT (hereinafter referred to as “output rotational speed Nout”). Is equivalent to Further, the carrier C1 is connected to an input shaft 400 connected to the crankshaft of the engine 200, and the rotational speed thereof is equivalent to the rotational speed of the engine 200 (hereinafter referred to as “engine rotational speed Ne”). is there.

  The MG2 reduction mechanism 600 is a planetary gear mechanism similar to the power split mechanism 300. The MG2 reduction mechanism 600 is disposed between the sun gear S2 provided at the center, the ring gear R2 provided concentrically on the outer periphery of the sun gear S2, and the sun gear S2 and the ring gear R2. A plurality of pinion gears (not shown) that revolve while rotating, and a carrier C2 that supports the rotation shaft of each pinion gear. Sun gear S2 is connected to the rotor of motor MG2.

  Here, the ring gear R2 of the MG2 reduction mechanism 600 is connected to the ring gear R1 of the power split mechanism 300 as described above, and exhibits an unambiguous rotational state with respect to the axle. The carrier C2 is fixed so as not to rotate by a fixing element. Therefore, the motor MG2 fixed to the sun gear S2 which is the remaining one rotation element has a form in which the rotation of the drive shaft OUT is decelerated according to the reduction ratio determined according to the gear ratio of each gear constituting the MG2 reduction mechanism 600. Communicated in Thus, MG2 reduction mechanism 600 functions as a reduction gear mechanism. The composite planetary gear mechanism defined by the MG2 reduction mechanism 600 and the power split mechanism 300 is a differential mechanism with two degrees of rotation. Therefore, the rotational speed of motor MG2 (hereinafter referred to as “MG2 rotational speed Nmg2”) is uniquely determined according to vehicle speed V.

  The speed reduction mechanism 700 is a gear mechanism that includes a drive shaft OUT that exhibits a rotational state that is unambiguous with the axle, a reduction gear (reference number omitted) connected to the drive shaft OUT, and a differential (reference number omitted). The rotational speed of each axle is transmitted to the drive shaft OUT while being decelerated by the reduction mechanism 700 according to a predetermined gear ratio. As described above, the ring gear R1 and the ring gear R2 are connected to the drive shaft OUT, and each ring gear has a structure that is uniquely rotated with the vehicle speed V.

  Unlike motor MG1 and engine 200, motor MG2 can apply an output torque (hereinafter referred to as “MG2 torque Tmg2”) to drive shaft OUT. Therefore, the motor MG2 can assist the travel of the hybrid vehicle 1 by applying torque to the drive shaft OUT, or can perform power regeneration by inputting the torque from the drive shaft OUT. The MG2 torque Tmg2 is controlled by the ECU 100 via the PCU 11 together with the input / output torque of the motor MG1 (hereinafter referred to as “MG1 torque Tmg1”).

  The hybrid drive device 10 is provided with a rotation sensor such as a resolver in a portion corresponding to the illustrated broken line frames A1 and A2. These rotation sensors are in a state of being electrically connected to the ECU 100, and the detected rotation speed is sent to the ECU 100 at a constant or indefinite period. Supplementally, the rotation speed of the part corresponding to the illustrated broken line frame A1 is MG2 rotation speed Nmg2, and the rotation speed of the part corresponding to the illustrated broken line frame A2 is MG1 rotation speed Nmg1.

  In the power split mechanism 300, the engine torque Te supplied from the engine 200 to the input shaft 400 under the above-described configuration is transferred to the sun gear S1 and the ring gear R1 by the carrier C1 at a predetermined ratio, specifically, between the gears. Distribute at a ratio according to the gear ratio. In other words, the power split mechanism 300 can split the power of the engine 200 into two systems. At this time, when the gear ratio “P” as the number of teeth of the sun gear S1 with respect to the number of teeth of the ring gear R1 is defined, the torque “acting on the sun gear S1 when the engine torque Te is applied to the carrier C1 from the engine 200. “Tes” is expressed by the following equation (1), and torque appearing on the drive shaft OUT (hereinafter referred to as “engine direct torque Tor”) is expressed by the following equation (2).

Tes = −Te × P / (1 + P) (1)
Ter = Te × 1 / (1 + P) (2)
The lock mechanism 500 is an electromagnetic cam type engagement device configured to be able to selectively switch the state of the sun gear S1 between a non-rotatable locked state and a rotatable disengaged state. It is an example of “apparatus”.

  Here, a detailed configuration of the lock mechanism 500 will be described with reference to FIG. FIG. 3 is a schematic cross-sectional view illustrating a cross-sectional configuration of the lock mechanism 500. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 3, the lock mechanism 500 includes a cam 510, a clutch plate 520, an actuator 530, a return spring 540, and a cam ball 550.

  The cam 510 is connected to the sun gear shaft 310 and can rotate integrally with the sun gear shaft 310, and is a substantially disc-shaped engagement member as an example of the “first engagement element” according to the present invention that makes a pair with the clutch plate 520. It is. The cam 510 is not necessarily directly connected to the sun gear 310, and may be indirectly connected to the sun gear 310 through various connecting members.

  The clutch plate 520 is a disk-shaped engaging member that is made of a magnetic metal material and is disposed to face the cam 510 and makes a pair with the cam 510. Clutch plate 520 is an example of the “second engagement element” according to the present invention.

  The actuator 530 includes a suction part 531, an electromagnet 532, and a friction part 533. The suction part 531 is a housing of the actuator 530 that is made of a magnetic metal material and can accommodate the electromagnet 532. The suction part 531 is fixed to the case CS fixed substantially integrally with the outer member of the hybrid drive device 10.

  The electromagnet 532 is a magnet capable of generating a magnetic force in an excitation state in which a predetermined excitation current (hereinafter referred to as “clutch engagement current Ir”) is supplied from a drive unit (not shown) that receives power supply from the battery 12. It is. The magnetic force generated from the electromagnet 532 in the excited state attracts the clutch plate 520 described above through the attracting part 531 made of a magnetic metal material. That is, an electromagnetic force as a driving force is applied to the clutch plate 520 in a direction in which the clutch plate 520 is attracted. Note that this drive unit is electrically connected to the ECU 100, and the excitation operation of the electromagnet 532 is controlled by the ECU 100 to the upper level.

  The friction portion 533 is a friction function body formed on the surface of the suction portion 531 facing the clutch plate 520, and the friction portion 533 has a friction function so that the movement of the object in contact state can be more greatly inhibited as compared with the case where it is not formed. The coefficient is set.

  The return spring 540 is an elastic body having one fixed end fixed to the clutch plate 520 and the other fixed end fixed to the cam 510, and biases the clutch plate 520 toward the cam 510. Therefore, the clutch plate 520 is normally referred to as a non-contact position (hereinafter referred to as “non-contact position Pn”) that is opposed to the suction portion 531 with a predetermined facing gap GAP under the bias of the return spring 540. ).

  Cam ball 550 is a spherical object sandwiched between cam 510 and clutch plate 520. In the lock mechanism 500, the MG1 torque Tmg1 transmitted to the cam 510 via the sun gear S1 and the sun gear shaft 310 is transmitted to the clutch plate 520 using the cam ball 550 as a transmission element.

  Here, the configuration of the lock mechanism 500 will be described more specifically with reference to FIG. 4 is a schematic cross-sectional view of the locking mechanism 500 viewed in the direction of arrow A in FIG. In the figure, the same reference numerals are given to the same portions as those in FIG. 3, and the description thereof is omitted as appropriate.

  In FIG. 4, the opposing surfaces of each of the cam 510 and the clutch plate 520 are formed such that the thickness in the extending direction of the sun gear shaft 310 decreases in the direction toward the center. Is usually sandwiched near the center where the opposing space between the two is the widest. For this reason, when the clutch plate 520 is in the non-contact position Pn, the cam 510 and the clutch plate 520 rotate substantially integrally in a direction equal to the rotation direction of the motor MG1 using the cam ball 550 as a torque transmission element. Therefore, when the clutch plate 520 is in the non-contact position Pn, the rotation of the motor MG1 is not inhibited at least substantially. In FIG. 4, the lower side in the figure is defined as the forward rotation direction of the motor MG1, but the motor MG1 is not only in the forward rotation direction but also in the negative rotation direction (not shown) that is opposite to the forward rotation direction. Similarly, it can be rotated.

[Control method]
Below, the control method which ECU100 performs is demonstrated concretely.

(Basic control in each speed change mode)
The hybrid vehicle 1 can select a fixed gear ratio mode and a continuously variable transmission mode as an example of the speed change mode according to the present invention in accordance with the state of the sun gear S1 of the power split mechanism 300 to be locked. Hereinafter, basic control in each shift mode will be described.

  FIG. 5 is an operation alignment chart illustrating one operation state of the hybrid drive device 10. Specifically, FIG. 5A shows an operation alignment chart in the case of the continuously variable transmission mode. FIG. 5B shows an operation alignment chart in the case of the fixed gear ratio mode. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 5A, the vertical axis represents the rotation speed, and the horizontal axis represents the motor MG1 (uniquely sun gear S1), engine 200 (uniquely carrier C1), and motor MG2 (uniquely) in order from the left. Drive axis OUT).

  Here, the power split mechanism 300 is a planetary gear mechanism having two degrees of freedom including a plurality of rotational elements having a differential relationship with each other, and the rotational speed of two elements of the sun gear S1, the carrier C1, and the ring gear R1. Inevitably, the rotational speed of the remaining one rotation element is inevitably determined. That is, on the operation collinear diagram, the operation state of each rotating element is represented by one operation collinear line corresponding to one operation state of the hybrid drive device 10 on a one-to-one basis.

  In FIG. 5A, it is assumed that the operating point of the motor MG2 that is uniquely related to the vehicle speed V and the output rotational speed Nout is the operating point “m1”. In this case, if the operating point of the motor MG1 is the operating point “g1”, the operating point of the engine 200 connected to the carrier C1 which is the remaining rotating element is the operating point “e1”. At this time, if the ECU 100 changes the operating point of the motor MG1 to the operating point “g2” and the operating point “g3” while maintaining the output rotation speed Nout, the operating point of the engine 200 is the operating point “e2”. And the operating point changes to “e3”.

  That is, in this case, the ECU 100 causes the engine 200 to operate at a desired operating point by causing the motor MG1 to function as a rotational speed control mechanism. The speed change mode corresponding to this state is the continuously variable speed change mode. In the continuously variable transmission mode, the operating point of the engine 200 (hereinafter referred to as “engine operating point”) is basically the engine operating point at which the fuel consumption rate of the engine 200 is minimized (hereinafter referred to as “optimum fuel consumption operating point”). Is called). Note that the engine operating point in this case means one operating condition of the engine 200 defined by a combination of the engine rotational speed Ne and the engine torque Te.

  Here, in the continuously variable transmission mode, the MG1 rotation speed Nmg1 needs to be variable. Therefore, when selecting the continuously variable transmission mode, the ECU 100 controls the lock mechanism 500 so that the sun gear S1 is in the unlocked state.

  In addition, in order to supply the engine direct torque Ter to the drive shaft OUT, the ECU 100 has the same magnitude as the torque Tes appearing on the sun gear shaft 310 that is the rotation shaft of the sun gear S1 according to the engine torque Te and the sign is inverted. A reaction torque (that is, a negative torque) is supplied from the motor MG1 to the sun gear shaft 310. In this case, at the operating point in the positive rotation region such as the operating point g1 or the operating point g2, the motor MG1 enters a power regeneration state (ie, a power generation state) with a positive rotating negative torque. As described above, in the continuously variable transmission mode, the ECU 100 causes the motor MG1 to function as a reaction force element, thereby supplying a part of the engine torque Te to the drive shaft OUT and the engine torque Te distributed to the sun gear shaft 310. Power regeneration (power generation) is performed at a part of the plant. When the torque required for the drive shaft OUT is insufficient in the engine direct torque Tor, the ECU 100 uses the regenerative power or appropriately takes out power from the battery 12 and appropriately takes the power from the motor MG2 to the drive shaft OUT. MG2 torque Tmg2 is supplied as assist torque.

  On the other hand, for example, when driving at a high speed and a light load, for example, in an operating condition where the engine rotational speed Ne is low for a high output rotational speed Nout, the motor MG1 is an operating point in a negative rotational region such as the operating point g3. . Since the motor MG1 outputs a negative torque as a reaction torque of the engine torque Te, in this case, the motor MG1 enters a state of negative rotation negative torque and enters a power running state. That is, in this case, the MG1 torque Tmg1 that is the input / output torque of the motor MG1 is transmitted to the drive shaft OUT as the drive torque of the hybrid vehicle 1. On the other hand, the ECU 100 controls the engine 200, the motor MG1, and the motor MG2 cooperatively so that the sum of the engine direct torque Ter and the MG2 torque Tmg2 matches the torque required by the driver. Therefore, when the motor MG1 falls into the power running state in this way, the motor MG2 is in a negative torque state because it absorbs excessive torque with respect to the required torque supplied to the drive shaft OUT. In this case, the motor MG2 enters a state of positive rotation and negative torque and enters a power regeneration state. In such a state, an inefficient electric path called so-called power circulation occurs in which the driving force from the motor MG1 is used for power regeneration in the motor MG2 and the motor MG1 is driven by this regenerative power. It will be. In the state where the power circulation occurs, the system efficiency of the hybrid drive device 10 decreases.

  Therefore, the ECU 100 controls the sun gear S1 to the locked state by the lock mechanism 500 in an operation region that is determined in advance such that such power circulation can occur. This is shown in FIG. When the sun gear S1 shifts to the locked state by the lock mechanism 500, the operating point of the motor MG1 is fixed to the illustrated operating point “g4” corresponding to the rotation speed zero.

  In this case, the remaining engine rotation speed Ne is uniquely fixed by the output rotation speed Nout and the zero rotation, and the operation point becomes the illustrated operation point “e4”. That is, when the sun gear S1 is locked, the engine rotational speed Ne is uniquely determined by the vehicle speed V and the unambiguous MG2 rotational speed Nmg2. That is, in this case, the gear ratio is constant. The transmission mode corresponding to this state is the fixed transmission ratio mode.

  In the fixed gear ratio mode, the ECU 100 substitutes the reaction torque of the engine torque Te that should be borne by the motor MG1 by the physical engagement force of the lock mechanism 500. That is, in this case, the ECU 100 stops the motor MG1 because it is not necessary to control the motor MG1 in either the power regeneration state or the power running state. Therefore, basically, there is no need to operate the motor MG2, and the motor MG2 is in an idling state. Eventually, in the fixed gear ratio mode, the drive torque that appears on the drive shaft OUT is only the direct torque Ter that is divided on the drive shaft OUT side by the power split mechanism 300 out of the engine torque Te. Only the power transmission is performed, and the transmission efficiency is improved.

  In the fixed gear ratio mode, the ECU 100 does not necessarily stop the motor MG2. For example, the hybrid vehicle 1 is provided with various electric auxiliary devices, and appropriate electric power is required to drive the electric auxiliary devices. The motor MG2 may perform small-scale power regeneration in order to supply the battery 12 with power corresponding to the driving power. In this case, ECU 100 controls engine torque Te so that the directly achieved amount of engine torque Te is surplus with respect to the torque required to drive hybrid vehicle 1, and regenerates the surplus torque with motor MG2. In addition, when the driving torque is insufficient with only the engine direct torque Tor, the ECU 100 power-drives the motor MG2 and assists the driving torque with the MG2 torque Tmg2 as appropriate.

(Lock control)
The ECU 100 controls the clutch engagement current Ir to selectively switch the state of the sun gear S1 between the locked state and the released (unlocked) state using the sun gear S1 as a locked element. Specifically, the ECU 100 shifts the state of the sun gear S1 to the locked state by increasing the clutch engagement current Ir, and shifts the state of the sun gear S1 to the released state by decreasing the clutch engagement current Ir. Let Note that the sun gear S1 is connected to the motor MG1 as described above, and when the sun gear S1 is in a locked state, the motor MG1 is also in a locked state where it cannot rotate. Therefore, hereinafter, the fact that the sun gear S1 is in the locked state is appropriately expressed as “the motor MG1 is in the locked state”.

  Here, with reference to FIG. 6, the locking action of the sun gear S1 by the locking mechanism 500 will be described. FIG. 6 is a schematic cross-sectional view illustrating a process in which the sun gear S1 transitions from the released state to the locked state by the locking action of the locking mechanism 500. In the figure, the same reference numerals are given to the same portions as those in FIG. 3 or FIG. 4, and the description thereof is omitted as appropriate.

  FIG. 6A shows a state similar to that of FIG. 4, and the facing space GAP is interposed between the clutch plate 520 and the friction portion 533. In this case, the clutch plate 520 can rotate without being affected by the deterring force by the friction portion 533. For this reason, the cam 510 and the clutch plate 520 can rotate substantially integrally by the action of the cam ball 550. Here, the cam 510 is connected to the rotor of the motor MG 1 via the sun gear shaft 310, and this rotor is connected to the sun gear S 1 via the sun gear shaft 310. Accordingly, in the hybrid drive device 10, the cam 510 can be handled as a rotating element that rotates integrally with the sun gear S1. That is, in the state shown in FIG. 6A, the sun gear S1 can also rotate without being restricted by the clutch plate 520.

  FIG. 6B shows a state where the clutch engagement current Ir is supplied to the electromagnet 532 of the actuator 530 by a predetermined reference value (hereinafter referred to as “reference value Irth”). The reference value Irth is determined with reference to a predetermined map or the like based on the engine torque Te, for example, and is stored in the memory of the ECU 100. When the clutch engagement current Ir is supplied to the electromagnet 532, the electromagnetic force generated from the electromagnet 532 based on the clutch engagement current Ir reaches the clutch plate 520 via the attraction portion 531. Then, the clutch plate 520 overcomes the urging force of the return spring 540 and contacts the non-contact position Pn shown in FIG. 6A and the contact position shown in FIG. 6B (hereinafter referred to as “contact position Pt”). It is adsorbed by the suction part 531. As a result, the opposing space GAP disappears. Further, along with the supply of the electromagnet by excitation, the friction part 533 exhibits a frictional force against the clutch plate 520, and the operation of the clutch plate 520 in the positive or negative rotation direction is hindered. That is, in this state, the operation of the clutch plate 520 is hindered by the electromagnet 532 and the friction portion 533, and is stationary with respect to the actuator 530, that is, the case CS.

  On the other hand, in the state where the clutch plate 520 is attracted to the suction portion 531, a backlash GT along the rotational direction is formed between the cam ball 550 and the clutch plate 520 instead of the disappeared facing space GAP. . Therefore, when the cam 510 is affected by the rotation of the motor MG1 and rotates in the positive rotation direction or the negative rotation direction, only the cam 510 and the cam ball 550 move in the rotation direction. Here, the description will be continued assuming that these move in the forward rotation direction. Here, the newly formed play GT has a reverse tapered shape in cross section as described above, and is gradually packed as the cam ball 550 advances in the rotation direction.

  Then, the ECU 100 changes the state of the lock mechanism 500 to a state where the backlash GT has finally disappeared (hereinafter referred to as a “backlash completion state”). In the backlash completion state, the cam 510, the cam ball 550, and the clutch plate 520 come into contact with each other again.

  FIG. 6C is a diagram illustrating a backlash completion state. When the cam 510 is about to rotate in the forward rotation direction in the state where the backlash is completed, the cam ball 550 has a pressing force that further presses the clutch plate 520 in the direction of the actuator 530 due to the action of the opposite tapered surface. appear. As a result, as long as positive torque in the positive rotation direction is applied to the cam 510, the contact state of the three parties does not change even when the ECU 100 stops exciting the electromagnet 532. In this case, the cam 510 is in a so-called self-locking state by the pressing force and the frictional force applied from the friction portion 533.

  In this self-locking state, the cam 510 is also stationary or fixed with respect to the case CS, similarly to the clutch plate 520. As a result, the sun gear S1 that rotates integrally with the cam 510 is also fixed to the case CS. This state is a locked state. In the locked state, the rotational speed of the sun gear S1, that is, the MG1 rotational speed Nmg1 is zero.

  Here, the lock mechanism 500 has the above-described self-locking action, but this kind of self-locking action is provided by adjusting the shape of each of the opposing surfaces of the cam 510 and the clutch plate 520. It can also be set as a structure. In this case, when excitation to the electromagnet 532 is stopped, the clutch plate 520 returns to the original non-contact position Pn by the action of the return spring 540.

  Hereinafter, the above-described processing or control for filling backlash GT is referred to as “backlash filling”. In addition, after the transition to the state in which the clutch plate 520 is attracted to the suction portion 531, the relative phase change amount between the cam 510 and the clutch plate 520 changed due to backlash, that is, the relative rotation angle changed due to backlash. Is referred to as “backlash clogging amount Lg”. The relative rotational speed between the cam 510 and the clutch plate 520 is referred to as “relative rotational speed Nc”.

(Shock reduction control)
Next, control for reducing the shock associated with looseness (hereinafter referred to as “shock reduction control”) will be described. Schematically, when the ECU 100 determines that the backlash filling has been completed, the ECU 100 is caused by the backlash filling based on the relative rotation speed Nc immediately before the backlash completion (hereinafter referred to as “backlash relative rotation speed Nck”). Torque for compensating the shock (hereinafter referred to as “shock compensation torque Cts”) is calculated. Then, ECU 100 corrects MG2 torque Tmg2 based on shock compensation torque Cts. Thereby, ECU100 reduces the shock which generate | occur | produces at the time of backlash filling completion.

  Hereinafter, this will be specifically described for each process.

1. First, a process for detecting completion of backlash filling will be described. The ECU 100 detects the backlash completion based on two determination criteria described below.

  First, ECU 100 determines whether or not the backlash has been completed based on a relative phase change between cam 510 and clutch plate 520. Specifically, the ECU 100 estimates the backlash clogging amount Lg during backlashing, and when the backlash clogging amount Lg reaches a predetermined reference value (hereinafter referred to as “reference value Lgttag”). Then, it is determined that the lock mechanism 500 is in a state where the backlash filling is completed. The above-described reference value Lgtag is the backlash amount Lg corresponding to the backlash completion, and is specifically determined in advance based on experiments or the like. Further, the ECU 100 estimates the backlash amount Lg based on the detected value of the rotation speed sensor corresponding to the broken line frame A2 in FIG.

  This will be supplementarily described. In general, the backlash amount Lg corresponding to the backlash completion is a fixed value determined based on a physical configuration that can be specified in advance based on a prior experiment or the like. Therefore, the ECU 10 can determine whether or not the backlash has been completed by determining whether or not the backlash amount Lg reaches a reference value Lgtag that is determined in advance based on experiments or the like.

  In addition to this, the ECU 100 determines whether or not the backlash filling has been completed based on a change in the relative rotational speed Nc (hereinafter referred to as “relative rotational speed change dNc”).

  Specifically, the ECU 100 calculates the relative rotational speed Nc based on the detected value of the rotational speed sensor corresponding to the broken line frame A2 in FIG. 2, and calculates the relative rotational speed Nc and the previously calculated relative rotational speed Nc. The absolute value of the difference is calculated as a relative rotational speed change dNc.

  When the relative rotational speed change dNc becomes equal to or greater than a predetermined reference value (hereinafter referred to as “reference value dNcth”), the ECU 100 determines that the backlashing has been completed regardless of the backlash amount Lg. Here, the reference value dNcth is a reference value for determining whether or not the relative rotational speed change dNc resulting from the backlash completion has occurred, and is specifically determined in advance based on experiments or the like. That is, when the relative rotational speed change dNc is equal to or greater than the reference value dNcth, the ECU 100 determines that the relative rotational speed Nc has rapidly converged due to the completion of backlash and determines that backlash has been completed.

  In this way, the ECU 100 can determine whether or not the backlash has been completely completed by determining the backlash completion based on the relative rotation speed change dNc in addition to the backlash amount Lg.

  This will be supplementarily described. In general, the relative phase between the cam 510 and the clutch plate 520 may change, for example, at a stage where the clutch plate 520 before being loosely packed is attracted to the suction portion 531. Therefore, in this case, there is a possibility that the backlash filling is completed when the backlash amount Lg is less than the reference value dNcth. Considering the above, the ECU 100 can determine whether or not the backlash has been completely completed by determining the backlash completion based on the relative rotation speed change dNc in addition to the backlash amount Lg.

2. Calculation of Shock Compensation Torque Next, a method for calculating the shock compensation torque Cts to be added to the command value of the MG2 torque Tmg2 after detecting the completion of backlash filling will be described.

  First, the ECU 100 calculates the backlash relative rotation speed Nck when the backlash filling is completed. Specifically, when the ECU 100 detects the backlash completion by determining that the backlash amount Lg has reached the reference value Lgttag, the ECU 100 detects when the backlash amount Lg has determined that the backlash amount Lg has reached the reference value Lgttag. The rotational speed Nc is set to the loose relative rotation speed Nck. That is, in this case, the ECU 100 sets the last detected relative rotational speed Nc among the detected relative rotational speeds Nc to the backlash relative rotational speed Nck.

  Further, when the ECU 100 detects the backlash completion by determining that the relative rotational speed change dNc is equal to or greater than the reference value dNcth, the ECU 100 detects the relative detected immediately before determining that the relative rotational speed change dNc is equal to or greater than the reference value dNcth. The rotational speed Nc is set to the loose relative rotation speed Nck. That is, in this case, the ECU 100 sets the relative rotational speed Nc corresponding to the pre-change among the relative rotational speeds Nc used to calculate the relative rotational speed change dNc that is equal to or greater than the reference value dNcth to the loose relative rotational speed Nck. Set.

  Then, the ECU 100 calculates the shock compensation torque Cts with reference to a predetermined map or the like based on the calculated backlash relative rotational speed Nck. This will be described in detail with reference to FIG.

  FIG. 7A is an example of a map showing a relationship between the backlash relative rotation speed Nck and the shock compensation torque Cts. The map of FIG. 7A is created in advance based on experiments or the like and stored in the memory of the ECU 100 or the like.

  As shown in FIG. 7A, the ECU 100 sets the shock compensation torque Cts to be larger as the backlash relative rotational speed Nck is larger. That is, the ECU 100 determines that the shock associated with the backlash completion is greater as the backlash relative rotation speed Nck is larger, and increases the shock compensation torque Cts. This will be supplementarily described with reference to FIG.

  FIG. 7B is a plot of the relationship between the backlash relative rotation speed Nck and the change in vehicle acceleration (hereinafter referred to as “acceleration change dA”) due to the backlash completion based on the measurement result of the actual machine. FIG.

  As shown in the measurement result of FIG. 7B, each plot falls within the range of a rectangular frame Q1 whose long side extends in the diagonally upward direction to the right. In other words, there is a positive correlation between the loose rotation relative rotational speed Nck and the acceleration change dA. In other words, there is a tendency for the acceleration change dA to increase as the backlash relative rotation speed Nck increases.

  Considering the above, the ECU 100 refers to the map shown in FIG. 7A and determines the shock compensation torque Cts based on the backlash relative rotational speed Nck. Thus, the ECU 100 can appropriately suppress the acceleration change dA by the shock compensation torque Cts and suppress the shock.

(Time chart)
Next, an outline of the shock reduction control process according to this embodiment will be described with reference to FIG. FIG. 8 is an example of a time chart showing an outline of processing for shock reduction control. FIG. 8 shows, in order from the top, the relative rotational speed Nc, the MG2 torque Tmg2, and “output torque To” indicating the output torque to the drive shaft OUT. In FIG. 8, graphs “A1” to “A3” indicate temporal changes of respective elements when the shock reduction control according to the present embodiment is executed. In addition, the graph “B1” shows the time change of the output torque To according to the comparative example when the shock reduction control according to the present embodiment is not executed.

  First, at time “t1”, the clutch plate 520 is attracted to the suction portion 531 based on the application of the clutch engagement current Ir. After time t1, ECU 100 adjusts MG1 rotation speed Nmg1 to perform backlashing. Then, the ECU 100 determines whether the backlash amount Lg reaches the reference value Lgtag or whether the relative rotational speed change dNc is equal to or greater than the reference value dNcth.

  Then, at time “t2” after time t1, the ECU 100 determines that the backlash amount Lg has reached the reference value Lgtag or the relative rotational speed change dNc has become equal to or greater than the reference value dNcth, and backlashing has been completed. (See graph A1). Therefore, in this case, the ECU 100 specifies the backlash relative rotation speed Nck and calculates the shock compensation torque Cts based on the backlash relative rotation speed Nck with reference to a predetermined map such as FIG. Then, after time t2, ECU 100 corrects MG2 torque Tmg2 by adding shock compensation torque Cts to the command value of MG2 torque Tmg2 (see graph A2). Note that the time width for correcting the command value of the MG2 torque Tmg2 by the shock compensation torque Cts is set in advance based on experiments or the like, for example, to the time width in which the acceleration change dA due to the completion of backlash occurs. As a result, after the time t2, the output torque To slightly fluctuates due to the shock caused by the backlash clogging completion, and then quickly converges to the value before the time t2 again (see graph A3).

  On the other hand, in the comparative example in which the shock reduction control is not executed, the output torque To varies after time t2 when the backlash reduction is completed (see graph B1). Therefore, in this case, an acceleration change dA occurs and a shock occurs. In contrast, in the present embodiment, the ECU 100 compensates for the change in the output torque To caused by the completion of the backlash with the MG2 torque Tmg2, thereby suppressing the occurrence of the acceleration change dA and suppressing the occurrence of the shock. it can.

  Next, with reference to FIG. 9, the supplementary explanation will be given for the shock reduction control according to the present embodiment. FIG. 9 is an example of a time chart showing an outline of processing related to shock reduction control. FIG. 9 shows the MG1 rotation speed Nmg1 and the shock compensation torque Cts. In FIG. 9, a graph “C2” indicates a time change of the shock compensation torque Cts based on the shock reduction control according to the present embodiment (hereinafter referred to as “shock reduction control after completion of backlash filling”), and a graph “D1” Is the shock compensation torque Cts when the control to reduce the shock generated before the motor MG1 is locked, that is, before the backlash completion (hereinafter referred to as “shock reduction control before the backlash completion”) is executed. Shows time change. Here, “time t11” corresponds to the time at which the backlash execution starts, and “time t12” corresponds to the time at which backlash completion has been completed.

  As shown in FIG. 9, in the shock reduction control before completion of backlash filling, the ECU 100 starts adjusting the MG1 rotation speed Nmg1 in order to place the motor MG1 in the locked state until the time t2 when the motor MG1 enters the locked state. A predetermined shock compensation torque Cts is added to the MG2 torque Tmg2. Thereby, ECU100 suppresses generation | occurrence | production of the shock until completion of backlash clogging. On the other hand, the ECU 100 cannot suppress the occurrence of shock due to the completion of backlash filling in the shock reduction control before completion of backlash filling.

  In contrast, in this embodiment, in addition to or instead of this, the ECU 100 executes shock reduction control after completion of backlashing, and outputs the shock compensation torque Cts to the MG2 torque Tmg2 from time t12. Thereby, ECU100 can suppress the shock which generate | occur | produces after time t12 resulting from backlash completion.

(Processing flow)
Next, an example of the processing procedure of this embodiment will be described. FIG. 10 is an example of a flowchart illustrating a processing procedure according to the shock reduction control of the present embodiment. ECU 100 repeatedly executes the process of the flowchart shown in FIG. 10 according to a predetermined cycle.

  First, the ECU 100 executes rotation synchronization control (step S100). Here, “rotation synchronization control” refers to control for synchronizing rotation between the suction portion 531 and the cam 510. Specifically, ECU 100 performs feedback control so that MG1 rotation speed Nmg1 is equal to or lower than a predetermined target rotation speed.

  Then, ECU 100 determines whether or not the rotation synchronization control has ended (step S101). Specifically, ECU 100 determines whether or not MG1 rotation speed Nmg1 has become equal to or lower than a predetermined target rotation speed. When the ECU 100 determines that the rotation synchronization control has been completed (step S101; Yes), the ECU 100 performs the processing after step S102. On the other hand, when the ECU 100 determines that the rotation synchronization control has not ended (step S101; No), the ECU 100 continues the rotation synchronization control.

  Next, the ECU 100 applies the clutch engagement current Ir (step S102). Specifically, ECU 100 increases clutch engagement current Ir to reference value Irth. As a result, electromagnetic force acts on the clutch plate 520, and the clutch plate 520 starts to stroke in the direction of the suction portion 531.

  Then, ECU 100 determines whether or not clutch plate 520 is in contact with friction portion 533 formed in suction portion 531 (step S103). If the ECU 100 determines that the clutch plate 520 is in contact with the friction portion 533 formed on the suction portion 531 (step S103; Yes), the ECU 100 executes processing subsequent to step S104. On the other hand, when the ECU 100 determines that the clutch plate 520 is not in contact with the friction portion 533 (step S103; No), the ECU 100 continues to apply the clutch engagement current Ir and strokes the clutch plate 520 in the direction of the suction portion 531. Let

  Next, the ECU 100 performs backlashing (step S104). Specifically, the ECU 100 adjusts the MG1 torque Tmg1 and rotates the motor MG1 to perform backlashing.

  Then, the ECU 100 determines whether or not the backlash amount Lg is equal to or larger than the reference value Lgtag (step S105). As a result, the ECU 100 determines whether or not the backlash has been completed. If the ECU 100 determines that the backlash amount Lg has become equal to or greater than the reference value Lgtag (step S105; Yes), the ECU 100 determines that backlash has been completed, and executes the processing from step S107 onward.

  On the other hand, when the backlash amount Lg is less than the reference value Lgtag (step S105; No), the ECU 100 further determines whether or not the relative rotational speed change dNc is equal to or greater than the reference value dNcth (step S106). Thereby, the ECU 100 reliably detects the timing of the backlash completion. If the ECU 100 determines that the relative rotational speed change dNc is equal to or greater than the reference value dNcth (step S106; Yes), the ECU 100 determines that the backlash has been completed, and executes the processing after step S107. On the other hand, when the ECU 100 determines that the relative rotational speed change dNc is less than the reference value dNcth (step S106; No), the ECU 100 determines that the backlashing is not completed, and subsequently performs backlashing at step S104.

  Next, the process after step S107 is demonstrated. The ECU 100 determines that the backlash amount Lg is equal to or greater than the reference value Lgtag (step S105; Yes), or determines that the relative rotational speed change dNc is equal to or greater than the reference value dNcth (step S106; Yes). The absolute value of the MG1 torque Tmg1 is reduced (step S107). At this time, ECU 100 sets the decreasing speed for decreasing the absolute value of MG1 torque Tmg1 to a relatively high speed value. That is, ECU 100 determines that torque shock does not become apparent even when MG1 torque Tmg1 is reduced relatively rapidly in the state where the backlash has already been completed.

  Further, the ECU 100 executes the processes of steps S108 to S110 in parallel with the process of step S107. This will be specifically described. First, the ECU 100 calculates the backlash relative rotation speed Nck immediately before the backlash completion (step S108). Specifically, when the ECU 100 determines that the backlash amount Lg is equal to or greater than the reference value Lgtag (step S105; Yes), the ECU 100 sets the relative rotation speed Nc detected at the time of the determination as the backlash relative rotation speed Nck. . On the other hand, when the ECU 100 determines that the relative rotational speed change dNc is equal to or greater than the reference value dNcth (step S106; Yes), before the change, among the relative rotational speeds Nc used to calculate the relative rotational speed change dNc. The corresponding relative rotational speed Nc is set as the loose relative rotational speed Nck.

  Next, the ECU 100 calculates a shock compensation torque Cts based on the loose relative rotation speed Nck (step S109). For example, the ECU 100 refers to a map as shown in FIG. 7A and calculates the shock compensation torque Cts based on the loose relative rotation speed Nck.

  Then, ECU 100 adds shock compensation torque Cts to MG2 torque Tmg2 (step S110). Specifically, the ECU 100 sets the shock compensation torque Cts to the command value of the MG2 torque Tmg2 set based on the required driving force and the state of charge of the battery 12 for a predetermined period of time during which the acceleration change dA may occur. to add. By doing in this way, ECU100 can suppress generation | occurrence | production of the acceleration change dA resulting from backlash completion, and can prevent generation | occurrence | production of a shock.

[Other configuration examples]
The configuration to which the shock reduction control according to the present invention is applicable is not limited to the configuration shown in FIG. This will be described with reference to FIGS.

  FIG. 11 shows a configuration example of a vehicle 1a according to another configuration example. As shown in FIG. 11, the vehicle 1a includes a right front wheel FR, a left front wheel FL, a right rear wheel RR, a left rear wheel RL, axles SFR, SFL, SRR, SRL connected to these wheels, and a propeller. The shafts S1 and S2, the engine 200, a transaxle TA, and a 4WD coupling CP are provided.

  The transaxle TA is an example of the “engagement device” in the present invention, and the transmission and the differential gear are integrated and have a backlash in the rotation direction. The 4WD coupling CP is an example of the “engagement device” in the present invention, determines the torque distributed to the front wheels FR, FL and the rear wheels RR, RL, and has a backlash in the rotational direction. Propeller shaft S1 is connected to transaxle TA and 4WD coupling CP, and its rotational speed is detected by a rotational speed sensor corresponding to elliptical frame A3. Propeller shaft S2 is connected to 4WD coupling CP and differential gears corresponding to rear wheels RR and RL, and the rotational speed is detected by a rotational speed sensor corresponding to elliptical frame A4. The engine 200 serves as a driving force source for the vehicle 1a and is a power source capable of outputting the shock compensation torque Cts, and is an example of the “torque applying means” in the present invention.

  Here, the shock reduction control in the vehicle 1a will be described. The ECU 100 causes the engine 200 to output a shock compensation torque Cts immediately after completion of backlashing when the transaxle TA and the 4WD coupling CP are engaged.

  Specifically, when the engagement is performed at least one of the transaxle TA and the 4WD coupling CP, the ECU 100 detects whether or not the backlash at the time of the engagement is completed. For example, the ECU 100 detects the rotational speeds of the shafts respectively connected to the two engaging elements to be engaged by rotational speed sensors corresponding to the elliptical frame A3 and the elliptical frame A4, and loosens based on the relative rotational speeds. Detect completion timing.

  Then, the ECU 100 calculates the shock compensation torque Cts with reference to a map or the like corresponding to FIG. 7A based on the relative rotation speed immediately before the backlash completion. Then, ECU 100 adds shock compensation torque Cts to the torque command value of engine 200.

  Thus, even in the case of the configuration shown in FIG. 11, the ECU 100 can preferably suppress a shock due to the completion of backlash filling.

  FIG. 12 shows a vehicle 1b according to another configuration example. As shown in FIG. 12, the vehicle 1b is provided with an engine 200 that is a drive source of the vehicle 1b and a transaxle TA that has backlash in the rotation direction between the axles SFL and SFR corresponding to the front wheels FL and FR. ing. Further, the vehicle 1b is provided with a motor RrMG that transmits the shock compensation torque Cts to the axles SRL and SRR corresponding to the rear wheels RL and RR via a gear. That is, in the vehicle 1b, the transaxle TA corresponds to the “engagement device” in the present invention, and the motor RrMG corresponds to the “torque applying means” in the present invention.

  Here, the shock reduction control in the vehicle 1b will be described. First, the ECU 100 detects the rotational speeds of the shafts connected to the two engaging elements engaged in the transaxle TA based on various sensors, and detects the timing of completion of backlashing based on the relative rotational speeds. . Then, the ECU 100 calculates the shock compensation torque Cts with reference to a map or the like corresponding to FIG. 7A based on the relative rotation speed immediately before the backlash completion. Then, ECU 100 adds shock compensation torque Cts to the torque command value of motor RrMG.

  Thus, even in the case of the configuration shown in FIG. 12, ECU 100 can preferably suppress a shock due to the completion of backlash filling.

[Modification]
In the description of the backlash completion detection described above, the ECU 100 is based on a criterion for determining whether the relative rotational speed change dNc is equal to or greater than the reference value dNcth, in addition to a criterion for determining whether the backlash amount Lg reaches the reference value Lgttag. It was determined whether the backlashing was completed. Instead of this, the ECU 100 may determine whether or not the backlash has been completed based on only one of the above-described determination criteria.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 1a, 1b Vehicle 10 Hybrid drive device 100 ECU
200 Engine 300 Power split mechanism 400 Input shaft 500 Lock mechanism 600 MG2 reduction mechanism

Claims (4)

An engagement device having play in the rotational direction;
Torque applying means for outputting torque so as to suppress a shock when the play is clogged;
An applied torque determining means for determining the torque based on a speed at which the play is clogged;
A drive device comprising:   2. The drive device according to claim 1, wherein the torque application unit is connected to a drive shaft and outputs the torque when it is determined that the backlash is completed.   The said torque provision means judges that clogging of the said backlash was completed based on the change of the relative phase of the 1st engagement element and the 2nd engagement element which form the said backlash in the said engagement apparatus. Item 3. The driving device according to Item 2.   The torque applying means determines that the backlash is completed based on a change in relative rotational speed between the first engagement element and the second engagement element forming the play in the engagement device. The drive device according to claim 2 or 3.

Images