JP2012111448A - Driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a driver from feeling an uncomfortable feeling caused by backlash reducing torque without using electronic controlled brake device, during switching of an operation mode while the backlash reducing torque is applied.SOLUTION: When driving torque (creep torque) in a direction opposite to the backlash reducing torque is applied according to switching to other operation mode while backlash reducing torque is applied in a parking mode (P→R shift or P→D shift), or when the backlash reducing torque is reduced to zero (P→N shift), parking locking by a parking lock device 46 is maintained until the backlash reducing torque becomes zero, so that the backlash reducing torque during the parking mode is transmitted to front wheels 42L, 42R and the driver is unlikely to feel an uncomfortable feeling.

Description

  The present invention relates to a vehicle drive device, and in particular, when the operation mode is switched by an operation mode selection device such as a shift lever in the case of rattling to prevent rattling noise when starting the engine, etc. The present invention relates to a technique for preventing the driver from feeling uncomfortable due to the driving torque.

  (a) an electric motor capable of transmitting driving torque to the wheel, and (b) a plurality of operation modes having different driving states, including a parking mode in which the parking lock device prevents the rotation of the driving system on the wheel side from the electric motor. There is known a vehicle drive device that includes an operation mode selection device that can selectively select a backlash, and (c) a backlash filling means that applies a backlash drive torque to the drive system by the electric motor. The vehicle hybrid drive device described in Patent Document 1 is an example, and in order to suppress the occurrence of rattling noise caused by gear backlash when the engine is started in the parking mode, an electric motor is used for pre-filling. The drive torque is applied to the drive system. Japanese Patent Laid-Open No. 2004-26883 discloses a method for preventing a rattling noise from being generated when the vehicle is started when a forward mode in which the vehicle can travel forward by an accelerator operation or a reverse mode in which the vehicle can travel backward is selected as the operation mode. In addition, it has been proposed to pre-fill with an electric motor.

JP 2007-55460 A JP 2007-153110 A

  However, in such a vehicle drive device, when the driving torque for backlashing is applied by the backlashing means in the parking mode, the driving mode selection device switches from the parking mode to another driving mode. When the driving torque in the direction opposite to the backlash driving torque (for backlashing or creeping) is applied by the electric motor, or when the driving torque is set to 0, the backlash driving torque is 0. If the prevention of rotation of the drive system by the parking lock device is released before the vehicle becomes, the backlash driving torque may be transmitted to the wheels, causing the driver to feel uncomfortable. For example, when switching from parking mode to reverse mode or neutral mode while driving torque is applied for loosening in the forward direction, driving force in the forward direction is temporarily generated regardless of switching to reverse mode or neutral mode. If the parking mode is switched from the forward mode to the forward mode with the driving torque for backlash loosening applied, the driving force in the backward direction is temporarily generated regardless of the switching to the forward mode. there is a possibility. When switching from the parking mode to another driving mode, since the brake operation is usually performed, there is little possibility that the vehicle actually starts to move, but an uncomfortable feeling is caused by the generation of a driving force that is not intended by the driver. In order to prevent this, it is conceivable to fix the vehicle using an electronically controlled brake device or the like. However, since the vehicle is used in addition to normal braking operation, the frequency of use increases and durability is increased. As well as becoming a problem, there may be another sense of incongruity due to a delay in the response of the hydraulic pressure.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to provide an electronically controlled brake device when the operation mode is switched in a state where a driving torque for loosening is applied. It is to prevent the driver from feeling uncomfortable due to the driving torque for loosening without using it.

  In order to achieve such an object, the first invention includes (a) an electric motor capable of transmitting drive torque to a wheel, and (b) a parking lock device that prevents rotation of the drive system on the wheel side of the electric motor by a parking lock device. An operation mode selection device that can selectively select a plurality of operation modes having different drive states including the mode, and (c) a backlash filling means that applies a drive torque for backlash to the drive system by the electric motor; (D) In the parking mode, the driving mode selection device switches the parking mode to another driving mode in a state where the driving torque for backlashing is applied by the backlashing means in the parking mode. In the case where the driving torque in the opposite direction to the driving torque for loosening is applied by the electric motor, or the driving torque is set to 0 In addition, the drive system is prevented from rotating by the parking lock device until the backlash driving torque becomes zero.

  The second invention is the vehicle drive device according to the first invention, wherein (a) the parking lock device can release rotation prevention of the drive system at an arbitrary timing by electric control, and (b) And a lock release control means for releasing rotation prevention of the drive system by the parking lock device when the drive torque of the parking lock becomes zero.

  The third invention includes (a) an electric motor that can transmit driving torque to the wheels, (b) an operation mode selection device that can selectively select a plurality of operation modes with different driving states, and (c) A vehicular drive device having a backlashing means for applying drive torque to the drive system by the electric motor, wherein (d) the driving mode is applied in a state where the backlash driving means is applied by the backlashing means. When the operation mode is switched by the selection device, when the driving torque in the direction opposite to the driving torque for backlashing is applied by the electric motor, the driving torque for backlashing is reduced at the first change rate. Then, the driving torque is increased in the opposite direction at a second change rate smaller than the first change rate.

  A fourth aspect of the invention is the vehicle drive device according to the third aspect of the invention. (A) The operation mode selection device can select a parking mode in which the drive system is prevented from rotating on the wheel side of the electric motor by a parking lock device. (B) In the parking mode, when the driving torque for backlashing is applied by the backlashing means, the driving mode selection device switches from the parking mode to another driving mode, so that the backlashing is performed. When the drive torque in the opposite direction to the drive torque for the motor is applied by the electric motor, the drive lock for the drive system by the parking lock device is released and the backlash drive torque is transmitted to the wheels before it is transmitted. The first change rate is determined so that the driving torque for loosening is reduced to zero.

  In the vehicle drive device according to the first aspect of the present invention, in the parking mode, when the driving torque for backlashing is applied by the backlashing means, the operation mode is switched to another operation mode, so that the driving torque for backlashing is opposite. When the driving torque in the direction is applied by the electric motor, or when the driving torque is set to 0, the parking lock device prevents rotation of the driving system until the backlash driving torque is reduced to 0. The driving torque for backlashing in the parking mode is transmitted to the wheels, and there is no fear that the driver will feel uncomfortable. Further, since it is not necessary to fix the vehicle with an electronically controlled brake device or the like, there is no possibility that the durability of the vehicle becomes a problem or that another sense of incongruity is caused by a delay in response of the hydraulic pressure.

  The second invention is a case where the parking lock device can release the rotation prevention of the drive system at an arbitrary timing by electric control. When the driving torque for loosening becomes zero, the parking lock device prevents the rotation of the drive system from rotating. Since the driving torque for loosening can be gradually changed by rate control, the operation mode can be switched smoothly so as not to generate rattling noise. That is, when the rotation prevention of the drive system by the parking lock device is immediately released along with the switching of the operation mode, it is necessary to reduce the drive torque for backlashing to 0 at a stroke before that. There is a possibility that rattling noise is generated by reverse rotation due to the recovery of deformation.

  According to a third aspect of the present invention, when the driving mode is switched in a state where the driving torque for backlashing is applied by the backlashing means, the driving torque in the direction opposite to the driving torque for backlashing is applied by the electric motor. In order to increase the driving torque in the opposite direction at a second change rate smaller than the first change rate after reducing the backlash drive torque to 0 with a relatively large first change rate, The drive torque for backlash before the request for switching the operation mode is quickly reduced, and it is possible to suppress the driver from feeling uncomfortable due to the drive torque and to drive while suppressing the generation of rattling noise. The direction of torque is changed smoothly. For example, when the parking mode is switched to the forward mode or the reverse mode, the prevention of rotation of the drive system by the parking lock device is released, and the driving torque for backlashing before the driving mode switching request is transmitted to the wheels, causing a sense of incongruity. Is suppressed. Further, it is possible to prevent the driver from feeling uncomfortable due to the drive torque for backlashing (torque in the opposite direction) acting before the switching request in response to the switching request between the forward mode and the reverse mode. .

  The fourth invention is a case where a parking mode in which rotation of the drive system is prevented on the wheel side of the electric motor by the parking lock device can be selected. In the parking mode, a driving torque for backlashing is applied by the backlashing means. When the driving torque in the direction opposite to the backlash driving torque is applied by the electric motor, the rotation prevention of the driving system by the parking lock device is released and the backlash is reduced. Since the first change rate is determined so that the backlash driving torque is reduced to 0 before the backpacking driving torque is transmitted to the wheels, the backlash driving torque in the parking mode is It is prevented that the driver feels uncomfortable by being transmitted to the wheel. In other words, there is a delay time due to the inertia of each part until the rotation prevention of the driving system by the parking lock device is released and the driving torque for the backlashing is transmitted to the wheels. The torque is reduced to zero.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating an example of a vehicle hybrid drive device to which the present invention is preferably applied. It is the figure which illustrated the signal input into the electronic controller for controlling the hybrid drive device for vehicles of FIG. 1, and the signal output from the electronic controller. FIG. 2 is a diagram illustrating an example of an operation mode selection device capable of switching a plurality of types of operation modes by manual operation in the vehicle hybrid drive device of FIG. 1. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 2 was equipped. It is a figure explaining several types of driving modes of the hybrid drive device for vehicles of FIG. FIG. 5 is a diagram for explaining torque control of the first motor generator and the second motor generator executed by the engine start / stop control means of FIG. 4 when starting or stopping the engine in the parking mode. FIG. 5 is a diagram for explaining torque control of the first motor generator and the second motor generator executed by the engine start / stop control means of FIG. 4 when starting or stopping the engine in the forward mode. FIG. 5 is a diagram for explaining torque control of the first motor generator and the second motor generator that is executed by the engine start / stop control means of FIG. 4 when starting or stopping the engine in the reverse mode. 6 is a flowchart specifically explaining signal processing executed by the operation mode switching means of FIG. 4 when switching from the parking mode to another operation mode. FIG. 9 is a time chart showing changes of each part when the operation mode switching control is performed according to the flowchart of FIG. 9, (a) is a P → R shift at the time of engine start backlash and (b) is a P at time of engine stop backlash. → D is a diagram showing D shift. FIG. 5 is a diagram illustrating another embodiment of the present invention, (a) is a diagram showing a shift pattern of a shift lever that is an operation mode selection device, and (b) is an electromagnet disposed on a parking lock pole of a parking lock device. It is a figure explaining a case. It is a figure explaining another Example of this invention, and is a flowchart corresponding to FIG. 12 is a time chart showing changes of each part when the operation mode switching control is performed according to the flowchart of FIG. 12, (a) is a P → R shift at the time of engine start backlash, and (b) is an R at time of engine start backlash. → D is a diagram showing D shift.

  The present invention includes (a) an engine that rotationally drives a wheel, (b) a first electric motor coupled to the engine, and (c) a second electric motor that can transmit a driving torque to the wheel even when the engine is stopped. And the second electric motor is used as the electric motor described in the claims. The first electric motor is used when cranking when starting the engine or when forcibly reducing the rotational speed when stopping the engine. As the first electric motor and the second electric motor, an electric motor that is rotationally driven under power running control is used, but a motor generator that can also be used as a generator is preferably employed.

  The operation modes that can be selected by the operation mode selection device include, for example, a forward mode that travels forward according to an accelerator operation, and a reverse travel that travels backward according to an accelerator operation, in addition to a parking mode that prevents rotation of the drive system by a parking lock device. Mode and neutral mode to cut off power transmission. In addition, a manual mode in which the gear stage of the stepped transmission can be manually switched, a sequential mode, a brake mode in which the braking force of the power source brake can be changed, and the like may be provided. As an operation mode selection device, a shift lever is widely used, but it is also possible to select it with a push button switch or the like.

  The backlash filling means for applying backlash drive torque by the second electric motor is configured to play back in the forward rotation direction to prevent rattling noise when starting the engine, for example. In order to prevent rattling noise when the engine rotation is forcibly reduced by the first electric motor when stopped, it may be loosely packed in the reverse rotation direction. The first invention is a case where the parking mode is switched to another driving mode, but the third invention may be a case where, for example, the forward mode is switched to the reverse mode, or the reverse mode is switched to the forward mode. The backlashing means may be used not only when the engine is started or when the engine is stopped, but also when backlashing is performed in order to prevent rattling noise at the start, and the creep torque can also be regarded as the driving torque for backlashing. .

  In the first aspect of the invention, the case where the driving torque in the direction opposite to the backlash driving torque is applied by the electric motor by switching from the parking mode to another driving mode is, for example, correct for starting the engine in the parking mode. This is a case where, when a driving torque for backlash in the rotational direction is applied, the mode is switched to the reverse mode and a creep torque in the reverse direction (reverse rotation direction) or a driving torque for backlash is applied. When driving torque for reverse rotation direction is applied when stopping engine rotation in the parking mode, it is switched to the forward mode and the creep torque or backlash for the forward direction (forward rotation direction) is switched. The present invention is also applied when driving torque is applied. The present invention can also be applied to the case where the drive torque is set to 0 in the reverse mode and the forward mode, or the case where the drive torque is set to 0 by switching from the parking mode to the neutral mode.

  The third aspect of the present invention is a case where a driving torque in the direction opposite to the driving torque for backlashing is applied by the electric motor by switching the driving mode, and for backlashing in the forward rotation direction in order to start the engine in the parking mode. When driving torque is applied, when switching to reverse mode and applying creep torque in the reverse direction (reverse rotation direction) or driving torque for backlashing, reverse when stopping engine rotation in parking mode When the drive torque for backlashing in the rotational direction is applied, when switching to the forward mode and applying the creep torque in the forward direction (forward rotation direction) or the driving torque for backlashing, it moves forward in the forward mode. When drive torque (including creep torque) for backlashing in the direction (forward rotation direction) is applied, switch to reverse mode When applying creep torque in the reverse direction (reverse rotation direction) or driving torque for backlashing, driving torque (including creep torque) for backlashing in the reverse direction (reverse rotation direction) is applied in the reverse mode. In the case of switching to the forward mode, a creep torque in the forward direction (forward rotation direction) or a driving torque for loosening is applied.

  The parking lock device arbitrarily performs a parking lock for preventing rotation of the drive system and a lock release for releasing the parking lock by rotating the parking lock pole at an arbitrary timing by a drive actuator such as an electric motor. Although it is configured so that it can be performed electrically, the second invention may be configured so that at least unlocking can be performed arbitrarily. For example, the parking lock is mechanically locked by operating the operation mode selection device such as a shift lever, while the electromagnet can maintain the meshing state (parking lock state) between the parking lock pole and the parking gear, and the electromagnet is de-energized. May be unlocked. In carrying out the first and third inventions, the parking mode may be mechanically locked and unlocked by operating an operation mode selection device such as a shift lever.

  The first change rate of the third aspect of the invention is set to a large change rate that instantaneously decreases to 0 so that the driving torque for backlashing before switching the operation mode does not act until after the request for switching the operation mode. However, for example, when the operation mode is switched between the forward mode and the reverse mode, the change in the drive torque is transmitted to the wheels as it is, so that a sudden change in the drive torque may cause a shock or a sense of incongruity. The drive torque may be changed at a rate of change greater than at least the second rate of change. Even in that case, the response delay until the direction of the drive torque changes is shortened, and the uncomfortable feeling is reduced. Even when the first aspect of the invention is implemented, the change rate until the drive torque for loosening is reduced to 0 is made larger than the change rate when the drive torque is increased in the opposite direction thereafter, and the time required for switching the operation mode Can be shortened.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram for explaining a vehicle hybrid drive apparatus 10 to which the present invention is preferably applied. The vehicle hybrid drive apparatus 10 includes an engine 16 that is an internal combustion engine that generates power by burning fuel, a first motor generator MG1 and a second motor generator MG2 that can be used as an electric motor and a generator, respectively, A pinion type planetary gear unit 18 is provided on the same axis. The engine 16 is mechanically connected to the input shaft 24 via the damper 22 without any fluid transmission such as a torque converter. First motor generator MG1 corresponds to a first electric motor, and second motor generator MG2 corresponds to a second electric motor. In the present embodiment, the vehicle hybrid drive device 10 is a vehicle drive device, and the second motor generator MG2 corresponds to the electric motor described in the claims.

  In this embodiment, the planetary gear unit 18 functions as a power split mechanism that splits the power of the engine 16 into an output sprocket 26 that is an output member and a first motor generator MG1. That is, the input shaft 24 is integrally connected to the carrier C1 of the planetary gear unit 18, while the output sprocket 26 is integrally connected to the ring gear R1, and the first motor generator MG1 is connected to the sun gear S1. When the carrier C1 is rotationally driven by the engine 16 with a predetermined torque, a torque corresponding to the reaction torque (braking torque) of the first motor generator MG1 connected to the sun gear S1. Thus, the ring gear R1 and the output sprocket 26 are driven to rotate. The output sprocket 26 is also integrally connected with the rotor of the second motor generator MG2, and is also driven to rotate by the second motor generator MG2.

  The output sprocket 26 is mechanically connected to the countershaft 30 via a chain 28, and the torque transmitted to the countershaft 30 is further reduced by a large gear 32 and a small gear 34 provided integrally. It is transmitted to the left and right front wheels 42R, 42L via the device 36, the differential gear device 38, and a pair of axles 40R, 40L. A parking gear 44 is provided integrally with the large gear 32 of the reduction gear 36, and its rotation is blocked or allowed by a parking lock device 46. The parking lock device 46 includes a parking lock pole (not shown) that mechanically meshes with the parking gear 44. The parking lock pole 46 is driven by a drive actuator 48 (see FIG. 4) such as an electric motor, thereby It is electrically switched between a parking lock state that engages with the gear 44 and prevents rotation, and a lock release state that releases the engagement with the parking gear 44 and allows rotation. In FIG. 1, a steering device that changes the steering angle of the front wheels 42R and 42L is omitted.

  FIG. 2 illustrates a signal input to the electronic control device 100 that is a control device for controlling the vehicle hybrid drive device 10 of the present embodiment and a signal output from the electronic control device 100. The electronic control device 100 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, vehicle control such as hybrid drive control related to the engine 16, the first motor generator MG1, and the second motor generator MG2 is executed.

As shown in FIG. 2, various information is supplied to the electronic control unit 100 from various sensors, switches, and the like. A signal indicating the engine water temperature TEMP _W output from the engine water temperature sensor, engine rotation A signal representing the rotational speed (engine rotational speed) Ne of the engine 16 output from the speed sensor, a signal representing the vehicle speed V (corresponding to the output rotational speed N _OUT of the output sprocket 26, etc.) output from the vehicle speed sensor, a foot brake switch A signal indicating the foot brake operation output from the accelerator, a signal indicating the accelerator operation amount (opening) Acc which is the operation amount of the accelerator pedal output from the accelerator operation amount sensor, and the electronic throttle valve output from the throttle valve opening sensor Signal indicating the opening (throttle valve opening) θ _TH of the vehicle, vehicle longitudinal acceleration G output from the vehicle acceleration sensor , A signal representing the wheel speed of each wheel output from the wheel speed sensor (that is, each wheel obtained by adding a rear wheel (not shown) to the front wheels 42L, 42R), a first motor generator MG1 output from the MG1 rotation speed sensor , A signal representing the rotational speed (MG1 rotational speed) NMG1, a signal representing the rotational speed (NMG2 rotational speed) NMG2 of the second motor generator MG2 output from the MG2 rotational speed sensor, and the power storage device 62 output from the SOC sensor. A signal indicating the remaining amount (charged state) SOC, a signal indicating the operation position (lever position) P _OPE of the shift lever 52 output from the lever position sensor 56, and a P switch operated by the driver when selecting the parking mode A signal indicating ON operation 54 is supplied.

From the electronic control device 100, a drive signal for controlling the throttle valve opening θ _TH of the electronic throttle valve to control the engine output, a fuel supply amount signal for controlling the fuel supply amount by the fuel injection device, and an ignition device In addition to outputting an ignition signal for instructing the ignition timing of the engine 16, MG command signals for instructing the operation of the first motor generator MG1 and the second motor generator MG2, the operating state of the parking lock device 46 (parking lock and unlocking) , Etc., are outputted. The first motor generator MG1 and the second motor generator MG2 are subjected to power running control or regenerative control (also referred to as power generation control) via the inverter 60. Power running control means using a motor generator as an electric motor, and regenerative control means using it as a generator.

FIG. 3 shows a plurality of predetermined driving modes in the vehicle hybrid drive device 10, that is, a parking mode (P), a reverse mode (R), a neutral mode (N), a forward mode (D), and a manual operation in the forward mode. It is a figure which shows the operation mode selection apparatus 50 which can switch the sequential mode (S) which enables a gear shift by manual operation by a driver | operator. The operation mode selection device 50 is disposed near the driver's seat, for example, and is a momentary type operation member operated to a plurality of lever positions _POPE , that is, automatically returns to the original position (initial position) M when the operation force is released. A shift lever 52 as an operation member of an automatic return type that returns to the position and a lever position sensor 56 (see FIG. 2) are provided. Further, the operation mode selection device 50 of the present embodiment includes a momentary P switch 54 for selecting the parking mode as the operation mode as another switch in the vicinity of the shift lever 52.

As shown in FIG. 3, the shift lever 52 has three lever positions P _OPE arranged in the front-rear direction or the vertical direction of the vehicle, that is, the vertical direction, R position (R operation position), N position (N operation position), D The position (D operation position) and the M position (M operation position) and the S position (S operation position) arranged in parallel to the position (D operation position) are respectively operated. A lever position signal corresponding to _OPE is output to the electronic control unit 100. The shift lever 52 can be operated in the vertical direction between the R position, the N position and the D position, and can be operated in the vertical direction between the M position and the S position. And the M position can be operated in the lateral direction of the vehicle perpendicular to the longitudinal direction.

The R position is a position for selecting a reverse mode in which the second motor generator MG2 can travel backward according to the accelerator operation amount Acc. In the reverse mode, even when the accelerator operation amount Acc = 0, the second motor generator MG2 applies a predetermined creep torque Trcreep in the reverse direction. The N position is a position for selecting a neutral mode in which both the first motor generator MG1 and the second motor generator MG2 are free (torque = 0) and power transmission is interrupted. The D position is a position for selecting a forward mode in which the second motor generator MG2 or the like can travel forward according to the accelerator operation amount Acc. In the forward mode, the engine 16 and first motor generator MG1 without engine rotational speed Ne is restricted is controlled with respect to the vehicle speed V, the speed ratio of the engine rotational speed Ne with respect to the output speed N _OUT γ0 (= Ne / N _OUT ) is infinitely variable and an automatic transmission mode that is allowed without limitation is executed, and a predetermined creep torque Tfcreep is applied in the forward direction by the second motor generator MG2 even when the accelerator operation amount Acc = 0. The S position is a position for selecting a sequential mode in which a plurality of shift ranges having different minimum gear ratios γ0, that is, engine lower limit rotation speeds, can be switched by manual operation such as an up / down switch (not shown) in the forward mode. In the sequential mode, the driving force source brake can be changed by a manual operation. When the remaining power storage SOC is a predetermined value or less, the regenerative torque of the second motor generator MG2 may be controlled.

  The P switch 54 is, for example, a momentary push button switch, and outputs a P switch signal to the electronic control device 100 each time a push operation is performed by a user such as a driver. For example, if the P switch 54 is pressed when the driving mode is other than the parking mode, the electronic control device 100 sets the driving mode to the parking mode if a predetermined condition such as the vehicle is substantially stopped is satisfied. . In the parking mode, basically, the first motor generator MG1 and the second motor generator MG2 are both free (torque = 0) to cut off the power transmission as in the neutral mode, and the front wheel 42L is blocked by the parking lock device 46. , 42R is a mode in which a parking lock that mechanically prevents the rotation of 42R is executed. Even in this parking mode, the engine 16 is started, for example, when the remaining power SOC is lowered, and the charging mode shown in FIG. 5 is executed.

The M position is the initial position (home position) of the shift lever 52, and even if the driver is operated to a lever position P _OPE (R, N, D, S operation position) other than the M position, the driver can If the operation lever is released, that is, if the operating force on the shift lever 52 is released, the shift lever 52 returns to the M position by a mechanical mechanism such as a spring. When the shift lever 52 is operated to each lever position R, N, D, S, the operation mode corresponding to the lever position P _OPE based on the lever position signal corresponding to the lever position P _OPE by the electronic control unit 100. Can be switched to. If the shift lever 52 is operated to the R position, the N position, or the D position in the parking mode, if the predetermined condition such as the brake on state B _ON is satisfied, the parking The lock device 46 is operated to release the parking lock, and the operation mode is switched to the operation mode corresponding to the lever position P _OPE in which the seat flavor 52 is operated.

  As shown in FIG. 4, the electronic control unit 100 functionally includes hybrid control means 110, engine start / stop control means 112, and operation mode switching means 120. The hybrid control means 110 performs driving by switching the driving force source according to the driving state such as the vehicle speed V and the accelerator operation amount Acc, and performs charging control. The forward mode in which the shift lever 52 is operated to the D position. Then, as shown in FIG. 5, the motor travel mode, the hybrid travel mode (series parallel), the engine travel mode, and the deceleration braking mode are switched according to the driving state. In the reverse mode in which the shift lever 52 is operated to the R position, the motor travel mode, the hybrid travel mode (series), and the deceleration braking mode are switched according to the driving state. Further, in the parking mode in which the P switch 54 is turned on, the engine 16 is operated, for example, when the remaining power SOC is lowered, and the charging mode in which the first motor generator MG1 is regeneratively controlled to charge the power storage device 62 is executed. .

  The engine start / stop control means 112 starts the engine 16 when an engine start request is received from the hybrid control means 110, and stops the engine 16 when an engine stop request is received. Reaction force receiving means 114 is provided for preventing the fluctuation of the driving force due to the reaction force at the time of stopping. FIG. 6 is a time chart when an engine start request and an engine stop request are made in the parking mode. When the engine start request is shown in (a), the engine 16 is cranked by the first motor generator MG1 (time t2 to t3). During that time, fuel injection control and ignition control are performed to start the engine 16, while the torque of the second motor generator MG2 (MG2 torque) is changed with a torque pattern corresponding to the torque pattern of the first motor generator MG1. Receiving reaction force due to the rotational resistance. The second motor generator MG2 also applies backlash torque Tgata1 in the forward rotation direction to prevent rattling noise due to gear backlash when the engine is started. . The backlash torque Tgata1 is smoothly increased (time t1 to t2) at a predetermined change rate so that no shock or rattling noise is generated, and is smoothly decreased (time t3 to t3) after the engine is started. t4). The torque control of the second motor generator MG2 is performed by the reaction force receiving means 114, and the portion to which the backlash torque Tgata1 is added functions as backlash filling means. The backlash filling torque Tgata1 corresponds to the driving torque for backlash filling.

  At the time of the engine stop request shown in FIG. 6B, after the operation of the engine 16 is stopped by stopping the fuel supply or the like, torque in the reverse rotation direction is applied by the regeneration control of the first motor generator MG1 (time t2 to t2). t3) While forcibly reducing the engine rotational speed Ne, the MG2 torque of the second motor generator MG2 is changed with a torque pattern corresponding to the torque pattern of the first motor generator MG1, and the reaction force due to the inertia of the engine 16 or the like. Take it. The second motor generator MG2 is also configured to apply rattling torque Tgata2 in the reverse rotation direction to prevent rattling noise from being generated due to a change in the rotational speed of the engine 16. . The backlash torque Tgata2 is smoothly increased (time t1 to t2) at a predetermined change rate so as not to generate a shock or rattling noise, and is smoothly decreased (time t3) after the engine rotation is stopped. To t4). The torque control of the second motor generator MG2 is performed by the reaction force receiving means 114, and the portion to which the backlash torque Tgata2 is added functions as backlash filling means. The backlash filling torque Tgata2 corresponds to the driving torque for backlash filling.

  Such engine start control and engine stop control are performed not only in the parking mode but also in the forward mode and the reverse mode. FIGS. 7A and 7B are time charts for engine start control and engine stop control when the vehicle is in a forward stop mode and the vehicle is substantially stopped (accelerator operation amount Acc = 0). The torque control of the first motor generator MG1 and the second motor generator MG2 is performed in the same manner as in the time, but in the forward mode, a predetermined forward creep torque Tfcreep is generated by the second motor generator MG2. Torque control of motor generator MG2 is performed based on the forward creep torque Tfcreep. Further, when the engine stop request is made in (b), the backlashing torque Tgata2 is applied in the forward rotation direction so as to play back in the forward rotation direction (forward direction).

  (A) and (b) in FIG. 8 are time charts for engine start control and engine stop control when the vehicle is in a substantially stopped state (accelerator operation amount Acc = 0) in the reverse mode. The torque control of the first motor generator MG1 and the second motor generator MG2 is performed in the same manner as in the time, but in the reverse mode, a predetermined reverse creep torque Trcreep is generated by the second motor generator MG2. Torque control of motor generator MG2 is performed based on the reverse creep torque Trcreep. Further, at the time of the engine start request in (a), the backlashing torque Tgata1 is applied in the reverse rotation direction so as to play back in the reverse rotation direction (reverse direction).

  Returning to FIG. 4, the operation mode switching means 120 switches to the operation mode selected by the operation mode selection device 50, that is, the shift lever 52 or the P switch 54. The request mode determination means 122, the P lock control means 124, And a drive torque control means 126 is functionally provided. FIG. 9 is a flowchart for explaining signal processing when switching from the parking mode to another driving mode. Steps S2, S8, and S13 correspond to the request mode determination unit 122, and steps S3, S6, S9, S12, S14, S17 corresponds to the P lock control means 124, and steps S4, S7, S10, S15, and S18 correspond to the drive torque control means 126. The P lock control means 124 also executes parking lock control for preventing the rotation of the parking gear 44 by the parking lock device 46 at the time of request for switching to the parking mode. Steps S3, S6, S9, S12, S14, and S17 for releasing the function function as a lock release control means.

  In step S1 of FIG. 9, it is determined whether or not the current operation mode is the parking mode. If the current operation mode is the parking mode, step S2 and subsequent steps are executed. In step S2, it is determined whether or not the reverse mode is requested, that is, whether or not the lever position sensor 56 has detected that the shift lever 52 has been operated to the R position. If the reverse mode is requested, step S3 is performed. Do the following: In step S3, the parking lock state by the parking lock device 46 is maintained regardless of the request for switching to the reverse mode, and in step S4, the MG2 torque of the second motor generator MG2 is gradually changed to the negative side at a predetermined change rate. This is based on the assumption that a request for switching to the reverse mode is made during the engine start control in the parking mode. In FIG. 6 (a), the engine 16 by the first motor generator MG1 is used. If the request for switching to the reverse mode is made in the process of increasing the backlash torque Tgata1 before cranking of the engine is started (before time t2), the engine start control is stopped and the second motor The MG2 torque of the generator MG2 is gradually changed to the negative side in step S4. FIG. 10A shows a case where a request for switching to the reverse mode is made during the engine start control. The time t1 is the engine start request time, the time t2 is the request time for switching to the reverse mode. Therefore, the MG2 torque increased at a predetermined change rate is decreased at a predetermined change rate in response to the request for switching to the reverse mode.

  In the next step S5, it is determined whether or not the MG2 torque has become 0 or less. If MG2 torque ≦ 0, step S6 is executed, but if MG2 torque> 0, until MG2 torque ≦ 0. Step S3 and subsequent steps are repeated. That is, if the engine start control is not performed at the time of request for switching from the parking mode to the reverse mode and the MG2 torque is originally 0 or less, the determination in step S5 is YES (affirmative) and step S6 and subsequent steps are immediately executed. However, when a request for switching to the reverse mode is made during the engine start control as shown in FIG. 10 (a), when the MG2 torque gradually decreases to zero, steps S6 and after are executed.

  In step S6, the parking lock by the parking lock device 46 is released, and in step S7, the MG2 torque is further gradually changed to the negative side until the MG2 torque becomes the reverse creep torque Trcreep. A time t3 in FIG. 10A is a time when MG2 torque ≦ 0, and the parking lock by the parking lock device 46 is released at this stage. The time t4 is the time when the MG2 torque reaches the reverse creep torque Trcreep, and thus a series of operation mode switching control is completed. In FIG. 10, the P lock on means the parking lock state, and the P lock off means the lock release state where the parking lock is released.

  As described above, even when a request for switching from the parking mode to the reverse mode is made during the engine start control, the parking lock is released after the MG2 torque becomes 0. The parking lock is released with the stuffing torque Tgata1 remaining, and the forward driving torque (backlash stuffing torque Tgata1) is transmitted to the front wheels 42L and 42R regardless of the request for switching to the reverse mode, causing the driver to feel uncomfortable. Is prevented.

  If the determination in step S2 is NO (No), that is, if the request for switching to the reverse mode is not made, step S8 is executed to determine whether or not the neutral mode is requested. Specifically, it is determined whether or not the lever position sensor 56 has detected that the shift lever 52 has been operated to the N position. When the neutral mode is requested, step S9 and subsequent steps are executed. In step S9, the parking lock state by the parking lock device 46 is maintained regardless of the request for switching to the neutral mode, and in step S10, the MG2 torque of the second motor generator MG2 is gradually changed to 0 at a predetermined change rate. . This is based on the assumption that a request for switching to the reverse mode is made while the engine start control or engine stop control is being performed in the parking mode. In (a) and (b) of FIG. Before the first motor generator MG1 starts the cranking control of the engine 16 or the stop control of the engine rotational speed Ne (before the time t2), a request for switching to the reverse mode is made in the process of increasing the backlash torque Tgata1 or Tgata2. If it has been done, the engine start control and engine stop control are stopped, and the MG2 torque of the second motor generator MG2 is gradually changed toward 0 in step S10.

  In the next step S11, it is determined whether or not the MG2 torque has become zero. If MG2 torque = 0, step S12 is executed. If MG2 torque ≠ 0, step S9 is performed until MG2 torque = 0. Repeat the following. That is, when the engine start control and the engine stop control are not performed at the time of request for switching from the parking mode to the neutral mode and the MG2 torque is originally 0, the determination in step S11 is YES and step S12 is immediately executed. However, if a request for switching to the neutral mode is made during the engine start control, step S12 is executed when the MG2 torque gradually decreases to zero as in FIG. If a request for switching to the neutral mode is made during the engine stop control, step S12 is executed when the MG2 torque gradually increases to zero as in FIG. 10B. In step S12, the parking lock by the parking lock device 46 is released as in step S6.

  In this way, even when a request for switching from the parking mode to the neutral mode is made during the engine start control or the engine stop control, the parking lock is released after the MG2 torque becomes 0. The parking lock is released with the backlash torque Tgata1 and Tgata2 remaining when starting the engine or stopping the engine rotation, and the drive torque in the forward or backward direction (backlash) regardless of the request for switching to the neutral mode. The stuffing torques Tgata1, Tgata2) are transmitted to the front wheels 42L, 42R to prevent the driver from feeling uncomfortable.

  If the determination in step S8 is NO, that is, if neither the reverse mode nor the neutral mode is requested, step S13 is executed to determine whether the forward mode (including the sequential mode) is requested. Specifically, it is determined whether or not the lever position sensor 56 detects that the shift lever 52 has been operated to the D position or the S position. If the forward mode is requested, step S14 and subsequent steps are executed. In step S14, the parking lock state by the parking lock device 46 is maintained regardless of the request for switching to the forward mode, and in step S15, the MG2 torque of the second motor generator MG2 is gradually changed to the positive side at a predetermined change rate. This is based on the assumption that a request for switching to the forward mode is made while the engine stop control is being performed in the parking mode. In FIG. 6 (b), the engine rotation speed by the first motor generator MG1 is assumed. If the Ne stop control is started (before the time t2) and a request for switching to the forward mode is made in the process of increasing the backlash torque Tgata2, the engine stop control is canceled, and the second The MG2 torque of motor generator MG2 is gradually changed to the positive side in step S15. FIG. 10B shows a case where a request for switching to the forward mode is made during engine stop control. The time t1 is the engine stop request time, the time t2 is the request time for switching to the forward mode, Therefore, the MG2 torque increased to the negative side at a predetermined change rate is gradually changed to the positive side at a predetermined change rate in response to a request for switching to the forward mode.

  In the next step S16, it is determined whether or not the MG2 torque has become equal to or greater than 0. If MG2 torque ≧ 0, step S17 and subsequent steps are executed, but if MG2 torque <0, MG2 torque ≧ 0 is satisfied. Step S14 and subsequent steps are repeated. That is, when the engine stop control is not performed at the time of switching request from the parking mode to the forward mode and the MG2 torque is originally 0 or more, the determination in step S16 is YES and step S17 and subsequent steps are immediately executed. When a request for switching to the forward mode is made in the middle of the engine stop control as shown in FIG. 10B, when the MG2 torque gradually changes to the positive side and becomes zero, step S17 and subsequent steps are executed.

  In step S17, the parking lock by the parking lock device 46 is released, and in step S18, the MG2 torque is further gradually changed to the positive side until the MG2 torque becomes the forward creep torque Tfcreep. The time t3 in FIG. 10 (b) is a time when MG2 torque ≧ 0, and the parking lock by the parking lock device 46 is released at this stage. The time t4 is the time when the MG2 torque reaches the forward creep torque Tfcreep, and thus a series of operation mode switching control is completed.

  As described above, even when a request for switching from the parking mode to the forward mode is made during the engine stop control, the parking lock is released after the MG2 torque becomes 0, so that the play when stopping the engine rotation is reduced. The parking lock is released with the stuffing torque Tgata2 remaining, and the driving torque in the backward direction (backlash stuffing torque Tgata2) is transmitted to the front wheels 42L and 42R regardless of the request for switching to the forward mode, causing the driver to feel uncomfortable. Is prevented.

  As described above, in the vehicle hybrid drive device 10 of the present embodiment, when the play mode torque Tgata1 or Tgata2 is applied in the parking mode and switched to another operation mode, the play back torques Tgata1 and Tgata2 When driving torque in the opposite direction (creep torque Tfcreep, Trcreep) is applied by the second motor generator MG2 (P → R shift at engine start or P → D shift at engine stop), or its backlash torque Tgata1 or Tgata2 Since the parking lock by the parking lock device 46 is maintained until the backlash torque Tgata1, Tgata2, that is, the MG2 torque becomes 0 when the engine is set to 0 (P → N shift at engine start or engine stop) Backlash torque Tgata1 or Tgata2 in parking mode Is transmitted to the front wheels 42L and 42R, and there is no fear of causing a sense of incongruity. Further, since it is not necessary to fix the vehicle with an electronically controlled brake device or the like, there is no possibility that the durability of the vehicle becomes a problem or that another sense of incongruity is caused by a delay in response of the hydraulic pressure.

  In this embodiment, the parking lock device 46 can release the parking lock at an arbitrary timing by electric control. When the MG2 torque (the backlash torque Tgata1, Tgata2) becomes 0, the parking lock by the parking lock device 46 is used. Is released so that the backlash torque Tgata1 or Tgata2 in the parking mode can be gradually changed to 0 by a predetermined change rate by rate control so as not to generate rattling noise. The operation mode can be switched smoothly. That is, when the parking lock by the parking lock device 46 is immediately released in accordance with the switching of the operation mode, it is necessary to reduce the backlash torque Tgata1 or Tgata2 to 0 at a stroke before that. There is a possibility that rattling noise is generated by reverse rotation due to recovery.

  Next, another embodiment of the present invention will be described. In the following embodiments, parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 11 (a) is a diagram showing another example of the operation mode selection device. In this operation mode selection device 130, the shift lever 132 is moved to the P position, R position, N position, D position, or according to a predetermined shift pattern. By operating to the S position, the five driving modes of the parking mode, the reverse mode, the neutral mode, the forward mode, and the sequential mode can be selected alternatively. This operation mode selection device 130 is also provided with a lever position sensor so that it is detected to which operation position the shift lever 132 is operated. The vertical direction, which is the vertical direction in the figure, is the longitudinal direction or the vertical direction of the vehicle. When the shift lever 132 is operated to the P position, which is one end in the vertical direction, the link shown in FIG. The parking lock device 140 shown in b) is mechanically operated, and the parking lock pawl 142 is engaged with the parking gear 44 to enter the parking lock state. An electromagnet 144 is attached to the parking lock pole 142. Even if the shift lever 132 is operated from the P position to another operation position such as the R position, the electromagnet 144 engages the parking lock pole 142 and the parking gear 44. The state (parking lock state) can be maintained, and the parking lock can be released at an arbitrary timing by releasing the excitation of the electromagnet 144 by electric control. A spring 146 that biases the parking lock pole 142 in a direction in which the meshing with the parking gear 44 is released is locked, and the parking lock is reliably released as the electromagnet 144 is de-energized.

  Also in this embodiment, it is possible to release the parking lock by the parking lock device 140 according to the flowchart of FIG. 9, and the same effect as the first embodiment can be obtained.

  FIG. 12 is a diagram showing another example of signal processing executed by the operation mode switching means 120, which is executed instead of the flowchart of FIG. 9, and in step R1, the operation mode is the parking mode or It is determined whether or not the vehicle is in the forward mode (including the sequential mode), and in the case of the parking mode or the forward mode, step R2 is executed. In step R2, it is determined based on a signal from the lever position sensor 56 whether or not a switch to the reverse mode or the neutral mode is requested. If a request to switch to the reverse or neutral mode is made, step R3 is executed. Execute. In step R3, it is determined whether or not the MG2 torque of the second motor generator MG2 is positive. If the MG2 torque is equal to or smaller than 0, the process ends. If the MG2 torque is greater than 0, step R4 and subsequent steps are executed.

  That is, when switching from the parking mode to the reverse mode or the neutral mode, if the MG2 torque is positive, the parking lock by the parking lock device 46 is released, so that a driving torque in the forward direction (forward direction) is generated. Since an uncomfortable feeling is generated, the shock and the uncomfortable feeling are suppressed by executing step R4 and subsequent steps. In the case of MG2 torque> 0, as shown in FIG. 6 (a), in order to start the engine 16, a switching request from the parking mode to the reverse mode or the neutral mode is made in the process of increasing the backlash torque Tgata1. This is the case. In this embodiment, the parking lock device 46 is configured to immediately release the parking lock in response to a request for switching from the parking mode to another operation mode. For example, the parking lock device 46 can be operated by operating the shift lever 132 in FIG. It is also possible to adopt a mechanical parking lock device that mechanically enters the parking lock state and releases the parking lock state, that is, the parking lock device 140 of FIG. 11 (b) that does not include the electromagnet 144. it can.

  In addition, when switching from the forward mode to the reverse mode or the neutral mode, if the MG2 torque is positive, the state in which the driving torque in the forward direction is generated may continuously cause the driver to feel uncomfortable. By executing this, the time required for the drive torque (MG2 torque) to change to 0 or the negative side is shortened, and the uncomfortable feeling is suppressed. At this time, the case of MG2 torque> 0 means that as shown in FIGS. 7 (a) and 7 (b), from the forward mode in the process of increasing the backlash torques Tgata1 and Tgata2 in order to start or stop the engine 16. This is a case where a request for switching to the reverse mode or the neutral mode is made.

  FIG. 13 (a) is a time chart showing changes in each part when a request for switching from the parking mode to the reverse mode is made in the process of raising the backlash torque Tgata1 in order to start the engine 16. Is an engine start request, time t2 is a request to switch to the reverse mode, and the parking lock of the parking lock device 46 is released in response to the request to switch to the reverse mode. However, until the parking lock is released and the backlash torque Tgata1 is transmitted to the front wheels 42L and 42R, there is a delay time due to the inertia of each part. Therefore, if the backlash torque Tgata1 is reduced to 0 during that time, A sense of incongruity caused by the backlashing torque Tgata1 can be prevented.

  In step R4, normal rate control (gradual change control shown in FIGS. 6 to 8) for increasing or decreasing the backlash torques Tgata1 and Tgata2 at a predetermined change rate is stopped, and MG2 of the second motor generator MG2 is stopped. Immediately set the torque command value to zero. The change rate of the command value at this time is the first change rate TR1, which is ∞ in this embodiment. Then, in the next step R5, it is determined whether or not the MG2 torque has actually become 0. When the MG2 torque becomes 0, step R6 is executed. When the reverse mode is requested, the second change rate TR2 is set to the second rate of change TR2. The MG2 torque of the motor generator MG2 is gradually changed to the negative side up to the reverse creep torque Trcreep. The time t3 in FIG. 13 (a) is the time when the MG2 torque reaches the reverse creep torque Trcreep. The second rate of change TR2 is smaller than the first rate of change TR1. The MG2 torque is changed so that no sound or the like is generated. When the neutral mode is requested, MG2 torque = 0 is maintained.

  As described above, when a request for switching from the parking mode or the forward mode to the reverse mode or the neutral mode is made, when the MG2 torque is positive, the command value of the MG2 torque is immediately set to 0. When the switch to the reverse mode or the neutral mode is requested, the driving lock in the forward direction is transmitted to the front wheels 42L and 42R due to the backlash torque Tgata1 by releasing the parking lock, causing the driver to feel uncomfortable. Is prevented. The first rate of change TR1 does not necessarily have to be ∞, so that the backlashing torque Tgata1 can be reduced to 0 before the parking lock is released and the backlashing torque Tgata1 is transmitted to the front wheels 42L and 42R. It may be determined. The one-dot chain line in the column of MG2 torque in FIG. 13 (a) shows the case where the backlash torque Tgata1 is reduced by normal rate control, and the backlash torque in the positive direction even when the parking lock by the parking lock device 46 is released. Tgata1 remains and a driving torque in the forward direction is generated.

  Further, when the command value of the MG2 torque is immediately set to 0 when switching from the forward mode to the reverse mode or the neutral mode is requested, the drive torque in the forward direction due to the backlash torque Tgata1 or Tgata2 quickly becomes 0. Regardless of the switching request to the mode or the neutral mode, the generation state of the driving torque in the forward direction due to the backlash torques Tgata1 and Tgata2 is prevented from causing the driver to feel uncomfortable. In this case, the first rate of change TR1 does not necessarily have to be ∞, and may be at least larger than the second rate of change TR2. In other words, since the drive torque in the forward direction is originally generated, the drive torque is set to 0, and when the switch to the reverse mode is requested, the drive torque in the reverse direction is generated. Even if it is delayed, it does not cause a great sense of incongruity to the driver, and if the MG2 torque is changed at a larger change rate than the conventional normal rate control (the one-dot chain line in FIG. 13 (a)), the mode switching time is shortened. This reduces the sense of incongruity.

  If the determination in step R1 is NO, that is, if the current operation mode is neither the parking mode nor the forward mode, step R7 is executed to determine whether the current operation mode is the reverse mode. In the reverse mode, step R8 is executed, and it is determined based on signals from the lever position sensor 56 and the P switch 54 whether or not switching to the parking mode, the forward mode, or the neutral mode is requested. When a request for switching to the parking mode, the forward mode, or the neutral mode is made, step R9 is executed. In step R9, it is determined whether or not the MG2 torque of the second motor generator MG2 is negative. If the MG2 torque is equal to or greater than 0, the process ends. If the MG2 torque is less than 0, the process from step R4 onward is executed. That is, if the MG2 torque is negative when switching to the parking mode, the forward mode, or the neutral mode, the state in which the driving torque in the reverse direction is generated may continuously cause the driver to feel uncomfortable. By executing this, the time required for the drive torque (MG2 torque) to change to 0 or the positive side is shortened, and the uncomfortable feeling is suppressed. The case of MG2 torque <0 at this time means the reverse mode in the process of increasing the backlash torques Tgata1 and Tgata2 to start or stop the engine 16 as shown in FIGS. 8 (a) and 8 (b). Is a request for switching from the parking mode, the forward mode, or the neutral mode.

  FIG. 13 (b) is a time chart showing changes in each part when a request for switching from the reverse mode to the forward mode is made in the process of increasing the backlash torque Tgata1 in order to start the engine 16, and the time t1 Is an engine start request, and time t2 is a request to switch to forward mode.

  In step R4, the normal rate control of the backlash torque Tgata1 or Tgata2 is stopped, and the command value of the MG2 torque of the second motor generator MG2 is set to 0 at the first change rate TR1 (= ∞). Then, in the next step R5, it is determined whether or not the MG2 torque has actually become 0. When the MG2 torque = 0, step R6 is executed, and when the forward mode is requested, the second motor generator has the second change rate TR2. The MG2 torque of MG2 is gradually changed to the positive side to the forward creep torque Tfcreep. The time t3 in FIG. 13B is the time when the MG2 torque reaches the forward creep torque Tfcreep. The second rate of change TR2 is smaller than the first rate of change TR1, and the MG2 torque changes so as not to cause a shock or the like. Be made. Note that MG2 torque = 0 is maintained when the parking mode is requested and when the neutral mode is requested.

  As described above, when the command value of the MG2 torque is immediately set to 0 when switching from the reverse mode to the parking mode, the forward mode, or the neutral mode is requested, the reverse direction drive torque by the backlash torque Tgata1 or Tgata2 is quickly increased. Because of 0, the driving torque in the reverse direction continues due to the backlash torque Tgata1 and Tgata2 regardless of the request for switching to the parking mode, forward mode, or neutral mode, causing the driver to feel uncomfortable. Is prevented. However, when the parking lock device 46 is immediately put into the parking lock state in response to the request for switching to the parking mode, transmission of the drive torque is blocked at that stage, and the uncomfortable feeling is resolved.

  In this case, the first rate of change TR1 does not necessarily have to be ∞, and may be at least larger than the second rate of change TR2. That is, since the drive torque in the backward direction is originally generated, the drive torque is set to 0, and the drive torque in the forward direction is generated when the switch to the forward mode is requested. Even if it is delayed, it does not cause a great sense of incongruity to the driver, and if the MG2 torque is changed at a larger change rate than the conventional normal rate control (the one-dot chain line in FIG. 13 (b)), the mode switching time is shortened. This reduces the sense of incongruity. The two-dot chain line in FIG. 13 (b) shows the case where the first change rate TR1 of MG2 torque is set in the range of ∞> TR1> TR2 and suppresses rattling noise caused by reversing the sign of MG2 torque. However, it can quickly change from negative to positive.

  As described above, in this embodiment, when the operation mode is switched in a state where the rattling torques Tgata1 and Tgata2 are applied, the driving torque in the direction opposite to the rattling torques Tgata1 and Tgata2 is applied by the second motor generator MG2. If so, the determination in step R3 or R9 is YES (affirmed) and step R4 and subsequent steps are executed. Then, after reducing the backlash torques Tgata1 and Tgata2 to 0 at a relatively large first change rate TR1 (∞ in this embodiment), MG2 at a second change rate TR2 smaller than the first change rate TR1. In order to increase the torque in the opposite direction, it is possible to suppress the driver from feeling uncomfortable due to the backlashing torques Tgata1 and Tgata2 before the operation mode switching request, and to suppress the occurrence of rattling noise. The direction of torque is changed smoothly. For example, in response to a switching request between the forward mode and the reverse mode, the backlash torques Tgata1 and Tgata2 before the switching request are prevented from acting forever after the switching request and causing the driver to feel uncomfortable.

  Further, in this embodiment, when switching to the reverse mode in the parking mode where the backlash filling torque Tgata1 at the time of engine start is applied, the parking lock by the parking lock device 46 is released and the backlashing torque Tgata1 is changed to the front wheel 42L. Since the first change rate TR1 is determined so that the backlash torque Tgata1 is reduced to 0 before being transmitted to 42R, the backlash torque Tgata1 at the time of starting the engine regardless of the request for switching to the reverse mode. Is transmitted to the front wheels 42L and 42R to generate a driving force in the forward direction, thereby preventing the driver from feeling uncomfortable. That is, until the parking lock by the parking lock device 46 is released and the backlash torque Tgata1 is transmitted to the front wheels 42L and 42R, there is a delay time due to the inertia of each part. It is lowered to.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

  10: Vehicle hybrid drive device (vehicle drive device) 42L, 42R: Front wheels (wheels) 46, 140: Parking lock device 50, 130: Driving mode selection device 100: Electronic control device 114: Reaction force receiving means (backlash filling) Means) 120: Operation mode switching means 124: P lock control means (lock release control means) 126: Drive torque control means MG2: Second motor generator (electric motor) Tgata1, Tgata2: Backlash torque (drive torque for backlash) TR1: First rate of change TR2: Second rate of change

Claims (4)

An electric motor capable of transmitting drive torque to the wheels;
An operation mode selection device capable of selectively selecting a plurality of operation modes having different driving states, including a parking mode in which rotation of the drive system is prevented on the wheel side from the electric motor by a parking lock device;
A backlash filling means for applying a drive torque for backlash to the drive system by the electric motor;
In the vehicle drive device having
In the parking mode, when the driving torque for backlashing is applied by the backlashing means, the driving mode selection device switches from the parking mode to another driving mode so that the backlash driving torque is applied. When the drive torque in the opposite direction is applied by the electric motor, or when the drive torque is set to 0, rotation prevention of the drive system by the parking lock device is maintained until the drive torque for loosening is reduced to 0. A vehicular drive device, characterized in that: The parking lock device can release the rotation prevention of the drive system at an arbitrary timing by electric control,
2. The vehicle drive device according to claim 1, further comprising: a lock release control unit that releases rotation prevention of the drive system by the parking lock device when the backlash driving torque becomes zero. 3. An electric motor capable of transmitting drive torque to the wheels;
An operation mode selection device capable of alternatively selecting a plurality of operation modes having different driving states;
A backlash filling means for applying a drive torque for backlash to the drive system by the electric motor;
In the vehicle drive device having
When the driving mode is switched by the operation mode selection device in a state where the driving torque for backlashing is applied by the backlashing means, the driving torque in the direction opposite to the backlash driving torque is applied to the electric motor. When applying by a motor, the driving torque for loosening is reduced to 0 by the first rate of change, and then the driving torque is increased in the opposite direction at a second rate of change smaller than the first rate of change. The vehicle drive device characterized by the above-mentioned. The operation mode selection device is capable of selecting a parking mode that prevents rotation of the drive system on the wheel side of the electric motor by a parking lock device,
In the parking mode, when the driving torque for backlashing is applied by the backlashing means, the driving mode selection device switches from the parking mode to another driving mode so that the backlash driving torque is applied. When the drive torque in the opposite direction is applied by the electric motor, the backlash prevention of the drive system by the parking lock device is released and the backlash drive torque is transmitted to the wheels before the backlash drive torque is transmitted to the wheels. The vehicle drive device according to claim 3, wherein the first rate of change is determined such that the drive torque is reduced to zero.

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