JP2019151256A - Control device for hybrid vehicle - Google Patents

Abstract

To appropriately shorten backlash elimination time of a differential mechanism while reducing shock resulting from fastening of a clutch, when a change takes place from a deceleration state to an acceleration state.SOLUTION: A control device for a hybrid vehicle comprises: a power source including an engine 1 and a motor 2; an AT3 coupled via a second clutch 12 so as to transmittable drive force; a differential mechanism 4 including power transmission actuating units 13, 14; and a VCM 20 that controls torque of a motor 2 in order to execute backlash elimination control such that the power transmission actuating units 13, 14 are shifted from a deceleration contact state to an acceleration contact state after fastening of the second clutch 12 when a change takes place from a deceleration state to an acceleration state. Particularly, this VCM 20 controls torque of the motor 2 such that, when the backlash elimination control is started, the respective relative angle velocities of the power transmission actuating units 13, 14 are equal to a predetermined speed larger than 0.SELECTED DRAWING: Figure 10

Description

  The present invention relates to a control device for a hybrid vehicle capable of switching a traveling mode by controlling engagement and disengagement of a clutch provided between a power source and wheels.

  Conventionally, a power source including an engine and a motor, a transmission connected to the power source via an interruptable clutch so as to be able to transmit a driving force, and the transmission and the wheel are disposed. There is known a hybrid vehicle having a differential gear mechanism, and a control device that outputs a rotational speed and a torque command signal to an engine and a motor, respectively, and controls the engaged state of a clutch. This hybrid vehicle is configured to be able to switch between an electric travel mode that travels with the power of a motor and a hybrid travel mode that travels with the power of an engine and a motor.

  Also, in such a hybrid vehicle, the course of stopping the engine and releasing the clutch when the accelerator pedal is stepped back and the vehicle speed is equal to or lower than the predetermined vehicle speed, that is, the steady driving or the slow deceleration driving without so-called acceleration request by the driver. Running (inertial running). In this coasting traveling, the power source (engine) is physically separated from the wheels, so that the stopped engine is not rotated, energy loss due to engine drag can be avoided, and fuel efficiency can be improved. .

  On the other hand, when the driving torque of the vehicle is switched from negative to positive by the driver depressing the accelerator pedal during coasting, the differential gear, final gear, etc., which are the operating parts of the power transmission system due to the clutch engaging operation There is a possibility that a shock accompanying the engagement of the clutch may occur due to a gear rattling phenomenon caused by backlash (backlash). In order to suppress such a shock, for example, in the drive torque control device for a hybrid vehicle disclosed in Patent Document 1, when the vehicle drive torque is switched from negative to positive by a driver's depressing operation on an accelerator pedal, a gear rattling determination unit is provided. During the switching of the driving state determined in step S1, the motor torque value is increased and corrected so that the engine torque is maintained at a constant backlash torque and the difference between the target engine torque and the required engine torque is complemented.

Japanese Patent No. 5360032

  In the hybrid vehicle as described above, when the clutch is engaged according to the driver's acceleration request, the engine torque and the clutch engagement force are made to substantially coincide with each other. ) It is necessary to converge the rotation speed. The clutch engagement force is proportional to the friction coefficient of the friction material, and the friction coefficient changes with temperature. However, the temperature of the friction material of the clutch is unstable due to the usage environment, etc. In particular, since the temperature change of the dry multi-plate clutch is more significant than that of the wet multi-plate clutch, the friction coefficient of the friction material should be adjusted. Is not easy.

  Based on this, by extending the half-clutch state, the engine speed and the input shaft speed can be converged to the same speed without the need to adjust the friction coefficient of the friction material. Smooth clutch engagement operation with less engagement shock is possible. However, after the driver depresses the accelerator pedal, if there is a long half-clutch period in addition to the engine restart (cranking) period, it is perceived between the driver's acceleration request time and the vehicle acceleration operation time. There is a possible time difference and the driver may feel uncomfortable. Therefore, it can be said that there is a trade-off between the improvement of the operation response of the vehicle and the reduction of shock caused by clutch engagement.

  By the way, at the time of decelerating traveling or coasting traveling, the differential gear mechanism is in a contact state where the wheel side gear contacts the transmission side gear (decelerating contact state). Power is transmitted to the side gear. In the contact state for deceleration, the wheel side gear and the transmission side gear correspond to the main driving side operating portion and the driven side operating portion, respectively, and power from the wheel side is transmitted to the transmission side gear via the wheel side gear. On the other hand, during acceleration traveling, the transmission side gear is in contact with the wheel side gear (acceleration contact state), whereby power is transmitted from the transmission side gear to the wheel side gear. In the accelerating contact state, the transmission side gear and the wheel side gear correspond to the main driving side operating portion and the driven side operating portion, respectively, and the power from the power source side is transmitted to the wheel side gear via the transmission side gear. The relative angle difference from the contact state for deceleration to the contact state for acceleration in each gear of such a differential gear mechanism can be regarded as a backlash regarding the state displacement.

  In the technique described in Patent Document 1 described above, the gear backlash torque smaller than the required torque is maintained as the engine output torque during switching of the drive state, in other words, during the displacement period from the deceleration contact state to the acceleration contact state. By doing so, gear backlashing time (time required for displacement from the deceleration contact state to the acceleration contact state) is shortened while improving the accuracy of the gear backlash torque. However, the technique described in Patent Document 1 may cause a shock due to the resonance of the drive shaft if the resonance component of the drive shaft included in the backlash torque of the motor is large during the backlash control. During coasting, if the clutch is engaged after the engine is restarted in response to the driver's acceleration request, the initial explosion torque of the engine is amplified by the torque converter and transmitted to the wheels. There is also a risk of shock perceived by. For this reason, the technique described in Patent Document 1 is not sufficient to appropriately shorten the backlash time while reducing the shock associated with clutch engagement.

  The present invention has been made in order to solve the above-described problems of the prior art. When the hybrid vehicle changes from the deceleration state to the acceleration state, the clutch provided between the power source and the transmission is provided. It is an object of the present invention to provide a control device for a hybrid vehicle that can appropriately reduce the backlash time of the differential gear mechanism while reducing the shock associated with the fastening.

  In order to achieve the above object, the present invention is a control device for a hybrid vehicle, wherein a power source including an engine and a motor is connected to the power source so as to be able to transmit a driving force via a clutch. A transmission, a first power transmission operation unit including at least one gear provided on the transmission side, and at least one gear provided on the wheel side meshing with the first power transmission operation unit A differential gear mechanism provided with a second power transmission operating unit between the transmission and the wheel; and after the clutch in the released state is engaged when the hybrid vehicle changes from the deceleration state to the acceleration state, From the first contact state of the first and second power transmission operating parts such that power is transmitted to the first power transmission operating part via the second power transmission operating part, The first and second power transmission operating parts are shifted to the second contact state so that power is transmitted from the power source side to the second power transmission operating part via the first power transmission operating part. A control device configured to control the torque of the motor in order to perform backlash control for closing backlash of a gear existing between the first power transmission operation portion and the second power transmission operation portion; The control device is configured to control the torque of the motor so that the relative angular velocity of the first power transmission operation unit with respect to the second power transmission operation unit becomes a predetermined speed greater than 0 at the start of the backlash control. It is characterized by that.

  In the present invention configured as above, the first and second differential gear mechanisms are engaged after the clutch provided between the power source and the transmission is engaged when the vehicle changes from the deceleration state to the acceleration state. The motor torque is adjusted so that the power transmission actuating portion shifts from the first contact state on the deceleration side (contact state for deceleration) to the second contact state on the acceleration side (contact state for acceleration). 2 Controls the backlash of the power transmission operation unit. Thereby, when the vehicle changes from the decelerating state to the accelerating state, it is possible to appropriately reduce the backlash time of the differential gear mechanism while reducing the shock accompanying the engagement of the clutch. In particular, in the present invention, since the backlash control is started in a state where the relative angular velocities of the first and second power transmission operating portions are set to a predetermined speed greater than 0, the backlash reduction time is effectively shortened. In addition, even if the backlash control is shifted, it is possible to appropriately suppress the occurrence of negative acceleration.

  In another aspect, in order to achieve the above object, the present invention is a control device for a hybrid vehicle, which transmits a driving force via a clutch between a power source including an engine and a motor and the power source. A transmission coupled in a possible manner, a first power transmission operation part including at least one gear provided on the transmission side, and at least one provided on the wheel side meshing with the first power transmission operation part A differential gear mechanism including a second power transmission operation unit including the above gears between the transmission and the wheels, and a clutch in a released state is engaged when the hybrid vehicle changes from a deceleration state to an acceleration state. The first of the first and second power transmission actuating parts is such that power is transmitted from the wheel side to the first power transmission actuating part via the second power transmission actuating part. The touch state is shifted to the second contact state of the first and second power transmission operation units so that power is transmitted from the power source side to the second power transmission operation unit via the first power transmission operation unit. As described above, the motor torque is controlled on the basis of the control profile obtained in advance in order to perform the backlash control for closing the backlash of the gear existing between the first power transmission operation portion and the second power transmission operation portion. The control profile is configured to use the initial state to be set at the start of the backlash control and the end state to be set at the end of the backlash control as a constraint condition. , Characterized in advance.

  Even in the present invention configured as above, the first and second differential gear mechanisms are engaged after the clutch provided between the power source and the transmission is engaged when the vehicle changes from the deceleration state to the acceleration state. The backlash control of the first and second power transmission operation units is performed by adjusting the torque of the motor so that the power transmission operation unit is shifted from the first contact state on the deceleration side to the second contact state on the acceleration side. In particular, in the present invention, backlash control is performed based on a control profile obtained in advance using a predetermined initial state and terminal state as constraint conditions. Thereby, when the vehicle changes from the decelerating state to the accelerating state, it is possible to appropriately reduce the backlash time of the differential gear mechanism while reducing the shock accompanying the engagement of the clutch.

In the present invention, preferably, the initial state used for obtaining the control profile is (1) the first and second power transmission operating portions are in the first contact state, and (2) the second power transmission. The control profile is obtained based on the terminal state control using the initial state and the terminal state as a constraint condition, including the state in which the relative angular velocity of the first power transmission operating unit with respect to the operating unit is a predetermined speed greater than zero.
In the present invention configured as described above, in the final state control for the control profile, a state in which the relative angular velocity of the first and second power transmission operation units is a predetermined velocity greater than 0 is applied as an initial state. As a result, the backlashing time can be shortened effectively, and even if the backlash control is shifted, it is possible to appropriately suppress the occurrence of negative acceleration. In addition, the initial state related to the termination state control can be appropriately stabilized.

In the present invention, it is preferable that the terminal state used for obtaining the control profile is (1) the first and second power transmission operation parts are in the second contact state, and (2) the first power transmission operation part. The control profile is in the terminal state with the initial state and the terminal state as a constraint condition, and the relative angular velocity between the power source and the second power transmission operating unit is zero, and (3) the torque of the power source is zero. Required based on control.
According to the present invention configured as described above, the fact that the relative angular velocity is 0 and the torque of the power source is 0 is applied as the terminal state in the terminal state control. It is possible to effectively suppress the impact (shock) when the backlash is clogged, in other words, the first power transmission operation unit colliding with the second power transmission operation unit vigorously.

In the present invention, preferably, the control profile is obtained based on the backlashing time which is the time for performing backlash control, the required energy of the motor in backlash control, and the robustness of backlash control.
According to the present invention configured as described above, a control profile that takes into account shortening the backlashing time, reducing the required energy, and ensuring the robustness of the control is applied to the backlashing control. can do.

In the present invention, it is preferable that the minimum time is applied to the control profile among the backlashing times that ensure robustness while reducing the required energy.
According to the present invention configured as described above, it is possible to appropriately realize shortening the backlashing time, reducing the required energy, and ensuring the robustness of the control.

In the present invention, preferably, the control device is configured to temporarily engage the clutch and set the first and second power transmission operation portions to the first contact state before the backlash control.
According to the present invention configured as described above, the initial states of the first and second power transmission operation units can be easily set to the first contact state before the backlash control.

In the present invention, preferably, the control device is configured to control the motor in order to suppress vibration generated due to torsion of the drive shaft of the hybrid vehicle after the backlash control.
According to the present invention configured as described above, the vehicle can be accelerated without vibration after the backlash control.

  According to the hybrid vehicle control device of the present invention, when the vehicle changes from the decelerating state to the accelerating state, the differential gear is reduced while reducing the shock associated with the engagement of the clutch provided between the power source and the transmission. The backlash time of the mechanism can be shortened appropriately.

It is a figure which shows the powertrain model of the hybrid vehicle by embodiment of this invention. (A) is explanatory drawing of the contact state for deceleration, (b) is the principal part enlarged view. (A) is explanatory drawing of a transient state, (b) is the principal part enlarged view. (A) is explanatory drawing of the contact state for acceleration, (b) is the principal part enlarged view. It is a control block diagram which shows the control system of the power train by embodiment of this invention. It is a functional block diagram in the backlash control step according to the embodiment of the present invention. It is a functional block diagram which shows the power plant command value calculating mechanism by embodiment of this invention. It is a time chart of each element by the embodiment of the present invention. It is a flowchart which shows the control processing procedure by embodiment of this invention. It is explanatory drawing of the control profile by embodiment of this invention. It is explanatory drawing of the evaluation function of the termination | terminus state control by embodiment of this invention. It is explanatory drawing of the bounce suppression control by embodiment of this invention.

  Hereinafter, a hybrid vehicle control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  First, an outline of a powertrain PT of a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIG.

  As shown in FIG. 1, the power train PT of this hybrid vehicle includes an in-line four-cylinder reciprocating engine 1 as a first power source and a motor generator (second power source disposed at a downstream position of the engine 1). (Hereinafter abbreviated as “motor”) 2, an automatic transmission (hereinafter abbreviated as “AT”) 3 disposed at a position downstream of the motor 2, and a driving force to a pair of left and right wheels 5. And a differential gear mechanism (hereinafter abbreviated as “differential mechanism”) 4 and the like.

  The output shaft of the engine 1 and the rotating shaft of the motor 2 are connected coaxially by a shaft 6 via a first clutch 11 that can be connected and disconnected. The first clutch 11 is configured by a dry multi-plate clutch capable of changing the transmission torque capacity by controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure continuously or stepwise by a motor (not shown). The upstream end portion of the first clutch 11 is connected to the output shaft of the engine 1 via the shaft portion 6a, and the downstream end portion of the first clutch 11 is connected to the rotating shaft of the motor 2 via the shaft portion 6b. It is connected to the upstream end.

  The rotating shaft of the motor 2 and the rotating shaft of the AT 3 are coaxially connected by a shaft 7 via a second clutch 12 that can be intermittently connected. Similar to the first clutch 11, the second clutch 12 is a dry multi-plate clutch capable of changing the transmission torque capacity by controlling the clutch hydraulic fluid flow rate and the clutch hydraulic pressure continuously or stepwise by a motor (not shown). It is configured. The upstream end portion of the second clutch 12 is connected to the downstream end portion of the rotating shaft of the motor 2 via the shaft portion 7a, and the downstream end portion of the second clutch 12 is connected to the AT3 via the shaft portion 7b. It is connected to the rotating shaft. An upstream flywheel having a predetermined weight is disposed on the shaft portion 7a, and a downstream flywheel is disposed on the shaft portion 7b (both not shown). The second clutch 12 only needs to be able to intermittently transmit the driving force between the motor 2 and the AT 3 and may be formed inside the AT 3.

  As shown in FIG. 1, the differential mechanism 4 receives a driving force via the output shaft 8 of the AT 3, and drives the driving force to the driving shaft 9 (drive shaft) corresponding to the left and right wheels 5 according to the steering state. The distribution rate can be changed. The shaft 6, the shaft 7, the output shaft 8, and the drive shaft 9 are all formed to be torsionally deformable. In particular, the drive shaft 9 has characteristics that can be modeled using a spring mass model.

  Next, as shown in FIG. 2, the differential mechanism 4 includes a plurality of power transmission operation units 13 and 14 including a differential gear, a final gear, a pinion, and the like. The power transmission operation unit 13 (corresponding to the first power transmission operation unit) is provided on the AT3 side, and the power transmission operation unit 14 (corresponding to the second power transmission operation unit) is provided on the wheel 5 side. It is configured to be able to mesh with the transmission operation unit 13. The power transmission operation units 13 and 14 are driven by a main drive side operation unit that drives adjacent operation units through meshing of the respective gears according to the traveling state of the vehicle, and the meshing of the respective gears from the main drive side operating unit. These functions can be switched to the driven side actuating unit driven via the.

  Specifically, during deceleration traveling or coasting traveling, the rotational speed of the wheels 5 (angular speed of the drive shaft 9) is faster than the angular speed of the power source, for example, the motor 2, and therefore power transmission on the downstream side (wheel 5 side). The actuating part 14 functions as a main driving side actuating part, and the upstream (AT3 side) power transmission actuating part 13 driven from the main driving side actuating part functions as a driven side actuating part. Even in the case of the power transmission operating unit 13 as the driven side operating unit driven by the downstream power transmission operating unit 14, the main drive that transmits the driving force to the operating unit upstream of the operating unit. It functions as a side actuating part.

  On the other hand, as shown in FIG. 4, during acceleration traveling, since the angular speed of the power source is faster than the rotational speed of the wheels 5, the upstream power transmission operating unit 13 functions as the main driving side operating unit. The power transmission operating unit 14 on the downstream side driven from the unit performs the function of the driven side operating unit.

  In this specification, the state where the power transmission operating unit 14 positioned on the downstream side is the main driving side operating unit and the power transmission operating unit 13 positioned on the upstream side is the driven side operating unit, that is, the power from the downstream operating unit. Is defined as the deceleration contact state (FIG. 2). In this deceleration contact state, the surface on the rotational direction side of the gear of the power transmission operation unit 14 abuts on the surface of the power transmission operation unit 13 opposite to the rotational direction. Further, a state (FIG. 4) in which the power transmission operation unit 13 positioned on the upstream side is a main driving side operation unit and the power transmission operation unit 14 positioned on the downstream side is a driven side operation unit is defined as an acceleration contact state. In this accelerating contact state, the surface on the rotation direction side of the gear of the power transmission operation unit 13 abuts on the surface of the power transmission operation unit 14 opposite to the rotation direction.

  In addition, a predetermined gap (also referred to as backlash or backlash) is formed between the power transmission operation unit 13 and the power transmission operation unit 14. As shown in FIG. 3, immediately after the driving state of the vehicle is operated from the deceleration traveling to the acceleration traveling, the upstream power transmission operation unit 13 changes the function from the function of the driven operation unit to the function of the main operation unit. In the middle, the gear of the power transmission operation unit 13 is in a transient state separated from the gear of the adjacent power transmission operation unit 14 by a predetermined distance. As a whole structure, the power of the upstream operating unit is transmitted to the downstream operating unit from the contact state for deceleration where the power of the downstream operating unit is transmitted to the upstream operating unit. A relative angle difference Δθ for displacement over the acceleration contact state is formed. The relative angle difference Δθ of the present embodiment is set in advance to a relatively large value of about 4 °, for example. The relative angle difference Δθ for displacement from the acceleration contact state to the deceleration contact state is the same as the relative angle difference Δθ for displacement from the deceleration contact state to the acceleration contact state.

  By the way, in the powertrain PT of the hybrid vehicle, when the electric travel mode (hereinafter referred to as “EV mode”) executed at the time of low load / low speed operation is requested, the first clutch 11 is released and the second clutch is released. 12 is fastened. When the motor 2 is driven in this state, the rotation output of the motor 2 is transmitted to the AT3 side. The AT 3 shifts the transmitted rotational output to the selected gear and outputs it from the output shaft 8 of the AT 3. The driving force from the output shaft 8 of the AT 3 reaches the left and right wheels 5 via the differential mechanism 4 and travel in the EV mode is executed.

  On the other hand, when a hybrid travel mode (hereinafter referred to as “HV mode”) executed during high load / high speed operation is requested, the first and second clutches 11 and 12 are both engaged. In this state, the rotational output of the engine 1 or both the rotational output of the engine 1 and the rotational output of the motor 2 are transmitted to the AT 3 side. The AT 3 shifts the transmitted rotational output to the selected gear and outputs it from the output shaft 8 of the AT 3. The driving force from the output shaft 8 reaches the left and right wheels 5 via the differential mechanism 4 and the driving shaft 9, and travel in the HV mode is executed. Note that the travel mode switching timing in the EV mode and the HV mode is determined based on a map in which a vehicle speed and a load are set in advance as parameters.

  Further, the powertrain PT stops the engine 1 by the fuel cut control and releases the first and second clutches 11 and 12 when the driver releases the acceleration, that is, when the driver depresses the accelerator pedal. The coasting travel (inertial travel) performed is executed. Thus, the engine 1 is stopped, and the operating portion of the differential mechanism 4 is in a deceleration contact state in which the power of the downstream operating portion is transmitted to the upstream operating portion. Thus, since the stopped engine 1 is physically separated from the wheel 5, energy loss due to dragging of the engine 1 is avoided, and fuel efficiency is increased.

  Next, the VCM 20 will be described with reference to FIG. As shown in FIG. 5, the power train PT is integrated and controlled by a VCM (Vehicle Control Module) 20 (control device) as an integrated controller.

  The VCM 20 responds to the target rotational speed and target torque of the motor 2 to the PCM 21 that outputs a command signal for the target rotational speed and target torque to the engine 1 and the inverter 15 that controls the amount of electricity supplied to the motor 2. TMCM 22 that outputs command signals and TCM 23 that outputs operation command signals to the motors of the first and second clutches 11 and 12 are electrically connected, and control commands are periodically output to these control modules. is doing.

  The VCM 20 also includes an engine speed sensor 31, a motor speed sensor 32, a motor torque sensor 33, a speed sensor 34 that detects the traveling speed of the vehicle, and an accelerator that detects the amount of depression of an accelerator pedal (not shown). A sensor 35, a power storage sensor 36 for detecting a power storage state of the battery 16 that supplies electricity to the inverter 15, a brake sensor (not shown), and the like are electrically connected to each other, and respective detection signals are periodically output from these sensors. You are typing. As a result, the VCM 20 causes the PCM 21 to achieve the target rotational speed and target torque of the engine 1 so as to realize the traveling state (driving state) requested by the driver according to the detected throttle valve opening, vehicle speed, and the like. , And command the target rotational speed and target torque of AT3 to TMCM22.

  Further, the VCM 20 includes an initial state setting function, an engine speed increasing function, a second clutch engaging function, a backlash control function executed when shifting from coasting traveling or slow deceleration traveling to acceleration traveling, A suppression control function and a vibration suppression control function are provided. It should be noted that during detection of an on-operation by the accelerator sensor 35 during coasting traveling, when a so-called accelerator pedal depression operation is detected by the driver, the first clutch 11 is engaged and the engine 1 is restarted simultaneously with the acceleration request being detected by the driver. Is running.

First, the initial state setting function will be described. In the initial state setting step related to the initial state setting function, the VCM 20 temporarily and momentarily engages the second clutch 12 before executing the backlash control step, thereby allowing the power transmission operation unit 13 of the differential mechanism 4 to 14 is set as a contact state for deceleration as an initial state. Thereby, the power transmission operation parts 13 and 14 can be initialized to a constant state at any time with high accuracy. In this initial state setting step, the rotational speed N _IS axis 7 is that the execution condition is higher than the rotational speed N _e of the engine 1.

Next, the engine speed increasing function will be described. VCM20, in the engine speed increase step according to the engine speed increasing function, the predetermined rotational speed difference speed N _e of the engine 1 produces the longitudinal advance clutch before the rotational speed N _IS and the clutch engagement of the shaft portion 7a N _d The engine 1 is driven at maximum torque until the sum of The difference between the rotational speed N _DS rotational speed N _IS and the shaft portion 7b of the sum exceeds and shaft portion 7a of the speed N _e of the engine 1 and the rotational speed N _m of the rotational speed N _IS and the motor 2 of the shaft portion 7a When the value exceeds a predetermined first determination value, the VCM 20 executes the second clutch engagement function. The second clutch 12 is engaged with the maximum capacity of the motor without passing through a half-clutch period that is a sliding operation for matching the rotation speeds of the upstream clutch plate and the downstream clutch plate.

Next, the backlash control function will be described. Here, an outline of the backlash control function will be described. VCM20 is less than the second determination value difference between the rotational speed N _DS rotational speed N _IS and the shaft portion 7b of the rotational speed N _DS the shaft portion 7a to increase the predetermined axis portion 7b (<first judgment value) When it becomes, the backlash control step related to the backlash control function is executed. In the backlash control step, the VCM 20 includes the power transmission operation unit 13 of the differential mechanism 4 during the transition from the deceleration contact state to the acceleration contact state when transitioning from coasting traveling or slow deceleration traveling to acceleration traveling. The motor 2 is controlled so that the relative angular velocity ω of 14 converges. That is, the VCM 20 has a gear that exists between the power transmission operation unit 13 and the power transmission operation unit 14 during the transition period in order to cause the power transmission operation units 13 and 14 to transition from the deceleration contact state to the acceleration contact state. The torque of the motor 2 is controlled so as to reduce the backlash.

More specifically, as shown in FIG. 6, the backlash control step can be represented by a functional block diagram including a power plant command value calculation mechanism P, a power plant model M, a disturbance observer R, and the like. The power plant model M is a control target model in which the wheels 5 and the drive shaft 9 are excluded from the power plant PT such as the engine 1, the motor 2, the AT 3, and the differential mechanism 4. The disturbance observer R is an observer mechanism that can estimate the estimated engine torque eTe, the estimated angular velocity eω _IS of the shaft portion 7a, the estimated shaft twist angle θ _{DS of} the shaft portion 7b, and the like based on predetermined observation values.

As shown in FIG. 7, the power plant command value calculation mechanism P includes an open loop system control including a target relative angle difference setting means P1, a target relative angular velocity setting means P2, and a target torque setting means P3, and an engine. state feedback for calculating the estimated angular velocity relative velocity (rate of transition from the decelerating contact to acceleration contact state) of (rotational speed) N _e and the shaft portion 7a of the estimated angular velocity eω power transmission actuating portions 13 and 14 based on the _iS It consists of system control, and finally calculates the sum of the engine target torque _Te ^* and the motor target torque _Tm ^* .

  The target relative angle difference setting means P1 stores a relative angle difference profile as a control characteristic map in advance. This relative angle difference profile basically indicates that the relative angle difference between the power transmission operating parts 13 and 14 of the differential mechanism 4 changes from the deceleration-side lower limit corresponding to the deceleration contact state to the acceleration contact state in a predetermined period. It is set to converge to the corresponding acceleration side upper limit. For example, the relative angle difference Δθ between the deceleration side lower limit and the acceleration side upper limit is 4 ° set in advance. The target relative angular velocity setting means P2 calculates the target relative angular velocity by differentiating the relative angle difference profile as described above, and the target torque setting means P3 calculates the angular acceleration by differentiating the target relative angular velocity. . This angular acceleration corresponds to the torque of the power source, that is, the combined torque of the engine 1 and the motor 2.

  According to such a backlash control step, the power transmission operation parts 13 and 14 of the differential mechanism 4 collide during the transition period from the deceleration contact state (see FIG. 2) to the acceleration contact state (see FIG. 3). The relative angular velocity ω at the time can be reduced, and the second clutch 12 is quickly engaged without causing a shock due to the collision of the power transmission operation parts 13 and 14.

  Next, the bound suppression control function will be described. In the bounce suppression control step related to the bounce suppression control function, the VCM 20 has a power transmission operation unit when the contact state of the power transmission operation units 13 and 14 shifts from the deceleration contact state to the acceleration contact state by backlash control. The bounce operation caused by the impact of the power transmission operation parts 13 and 14 caused by the relative angular velocity ω of 13 and 14 being greater than 0 (specifically, the power transmission operation part 13 collides with the power transmission operation part 14 vigorously). Thus, positive predetermined torque is generated from the motor 2 at the end timing of the backlash control so as to suppress the operation in which the power transmission operation unit 13 rebounds from the power transmission operation unit 14.

Next, the vibration suppression control function will be described. After the bounce suppression control step, the VCM 20 accelerates the vehicle while suppressing vibrations caused by torsion of the shaft portion 7a and the drive shaft 9 in the vibration suppression control step related to the vibration suppression control function. VCM20, in this damping control step, angle twist estimated axis for the shaft portion 7b with a disturbance observer R was the observation point and the speed N _e of the torque T _m and the engine 1 of the motor 2 E.theta _DS and the driving shaft 9 The estimated torsion torque T _S is estimated, and control commands for the engine 1 and the motor 2 are set in consideration of these estimated shaft torsional reaction torques eT _DS and eT _s .

Next, the outline of the control processing procedure of the VCM 20 will be described with reference to the time chart of FIG. The time chart of FIG. 8 shows the accelerator stepping operation, the control phase, the clutch engagement torque, the engine speed N _e , and the relative angle difference Δθ between the power transmission operation units 13 and 14 in order from the first stage.

  First, when an acceleration request is issued from the driver during coasting (time t0), the VCM 20 restarts the stopped engine 1 and starts the first phase. In the first phase, the VCM 20 performs the cranking of the engine 1 using the motor 2 after engaging the first clutch 11 with the maximum torque.

Then, the VCM 20 executes initial state setting control (initial state setting step) which is the second phase. Specifically, the VCM 20 sets the power transmission operation parts 13 and 14 of the differential mechanism 4 to the decelerating contact state by temporarily and instantaneously engaging the released second clutch 12 at time t1. . Thereafter, the VCM 20 feedback-controls the engine speed N _e so that the rotation speeds before and after the second clutch 12 are matched while suppressing vibrations, and the engine speed N _e is the motor speed N _m and the rotation of the shaft portion 7a. the number (time t2) when a match with the sum of N _iS, the second clutch 12 to engagement operation at the maximum torque. In this case, since there is a relative angle difference between the power transmission operation parts 13 and 14 of the differential mechanism 4, even if the second clutch 12 is engaged without going through the half-clutch state, the clutch engagement shock is suppressed. .

  Then, after time t2, the VCM 20 performs the backlash control (backlash control step) that is the third phase. In the VCM 20, the relative angular velocity between the main driving side operating unit and the driven side operating unit is set in advance during a period in which the power transmission operating units 13 and 14 of the differential mechanism 4 shift from the decelerating contact state to the accelerating contact state. Calculation based on the control profile is made to converge. As shown by the relative angle difference Δθ (backlash / backlash) in FIG. 8, the power transmission operation units 13 and 14 transition from the deceleration contact state to the acceleration contact state early and smoothly from time t2 to time t3. Therefore, the occurrence of shock accompanying the state displacement is suppressed. Thereafter, the VCM 20 executes the vibration damping control as the fourth phase at time t3 when the power transmission operation units 13 and 14 of the differential mechanism 4 have completed the transition from the deceleration contact state to the acceleration contact state. FIG. 8 illustrates a time chart when the bounce suppression control is not executed after the backlash control.

  Next, the control processing procedure of the VCM 20 will be described more specifically with reference to the flowchart of FIG.

  First, in S1, the VCM 20 reads information such as detection values of various sensors 31 to 36 and various maps, and proceeds to S2. In S2, the VCM 20 determines whether or not there is an acceleration request from the driver during the coasting run. As a result of the determination in S2, if there is an acceleration request from the driver during the coasting, the VCM 20 restarts the engine 1 because the engine 1 is stopped (S3). In S <b> 3, the VCM 20 performs the cranking of the engine 1 using the motor 2 after engaging the first clutch 11 with the maximum torque. On the other hand, if the result of the determination in S2 is that there is no acceleration request from the driver during the coasting, the VCM 20 returns.

In S4, the VCM 20 executes initial state setting control. The VCM 20 sets the power transmission operation parts 13 and 14 of the differential mechanism 4 to the decelerating contact state by temporarily and instantaneously engaging the released second clutch 12. After the initial state setting control of S4, VCM 20 increases the rotational speed N _e of the engine 1 (S5), the process proceeds to S6.

In S6, VCM 20 determines whether the engine speed N _e is greater than the sum of the rotational speed N _IS motor rotation speed N _m and the shaft portion 7a. Result of the determination in S6, if the engine speed N _e is greater than the sum of the rotational speed N _IS motor rotation speed N _m and the shaft portion 7a, VCM 20, the process proceeds to S7, the second clutch 12 while suppressing the vibration to match the rotational speeds of the front and rear, to perform the state feedback speed control for the engine speed N _e. On the other hand, as a result of the determination in S6, if the engine speed N _e is equal to or less than the sum of the motor speed N _m and the speed N _IS of the shaft portion 7a, the VCM 20 returns to S5 and increases the engine speed N _e. Continue.

In S8, VCM 20 determines whether the engine speed N _e coincides with the sum of the rotational speed N _IS and the predetermined rotational speed difference to produce back and forth previously clutch before clutch engagement N _d of the shaft portion 7a. Result of the determination in S8, if the engine speed N _e coincides with the sum of the rotational speed N _IS motor rotation speed N _m and the shaft portion 7a, VCM 20, the process proceeds to S9, engaging the second clutch 12 at the maximum torque Manipulate. On the other hand, the result of the determination in S8, if the engine speed N _e does not match the sum of the rotational speed N _IS motor rotation speed N _m and the shaft portion 7a, VCM 20 is continued state feedback speed control to return to step S7 To do.

  In S10, the VCM 20 executes backlash control. Specifically, first, the VCM 20 measures the state (initial state) of the power transmission operation units 13 and 14 of the differential mechanism 4 at the start of S10, for example, the relative angular velocity of the power transmission operation units 13 and 14. In addition, the VCM 20 is used to close the backlash existing between the power transmission operation units 13 and 14 of the differential mechanism 4, that is, the period during which the power transmission operation units 13 and 14 shift from the deceleration contact state to the acceleration contact state. In order to converge the relative angular velocity between them, a control profile obtained in advance is read from a predetermined memory. Based on the measured initial state and the read control profile, the VCM 20 converges the backlash existing between the power transmission operation units 13 and 14, that is, converges the relative angular velocities of the power transmission operation units 13 and 14. Thus, the torque of the motor 2 is controlled. In this case, the VCM 20 obtains the target torque of the power source from the control profile, estimates the engine torque from the target torque, and outputs the difference between the target torque and the engine torque from the motor 2.

  Here, with reference to FIG.10 and FIG.11, the control profile used in the backlash control by embodiment of this invention is demonstrated concretely.

  FIG. 10 shows an example of a control profile according to an embodiment of the present invention. From the top, the relative angle difference (backlash / backlash) between the power transmission operation units 13 and 14 of the differential mechanism 4 and the power transmission operation unit 13 are shown. , 14 and the angular acceleration (corresponding to the torque of the power source, that is, the combined torque of the engine 1 and the motor 2). In the relative angle difference, “lower limit (deceleration side)” corresponds to the contact state for deceleration, and “upper limit (acceleration side)” corresponds to the contact state for acceleration. The control profile shown in FIG. 10 is specified to start the backlash control at time t11 and end the backlash control at time t12. The time from time t11 to time t12 corresponds to the backlashing time. For example, the backlashing time is about 0.1 seconds.

  Specifically, the control profile uses the initial state that should be set at the start of the backlash control and the end state that should be set at the end of the backlash control as constraints, and based on the end state control in advance. It is required. This terminal state control is feedforward control that shifts the system state from an initial state to a desired terminal state in a finite step. Further, the termination state control is optimal control with the initial state and termination state defined, and generally, the optimization target is often to minimize the input energy. In the present embodiment, the optimization target is to minimize the energy of the motor 2 after setting the initial state to the state at the start of the backlash control and the end state to the state at the end of the backlash control. Basically, the termination state control requires a huge matrix operation, so that a large amount of calculation resources are required, and real-time operation with a mass production controller is difficult. Therefore, in the present embodiment, an optimal control profile based on the end state control is generated off-line, and this control profile is stored in advance in a predetermined memory in the vehicle, and is stored in the memory while the vehicle is running. The control profile is read out and feedforward control is performed.

  As shown in FIG. 10, first, the initial state regarding the control profile (in other words, the condition applied at time t11) is (1) that the power transmission operation parts 13 and 14 are in the deceleration contact state, that is, the power transmission operation part. 13 and 14 have a backlash of 0 (see arrow A11), and (2) the relative angular velocity of the power transmission operation unit 14 with respect to the power transmission operation unit 14 is a predetermined speed greater than 0 (see arrow A12). , Defined by. Here, when the feedforward control is performed based on the control profile generated off-line as described above, it is necessary to set the initial state based on the control target, and in particular, it is necessary to stabilize the initial state. Therefore, in the present embodiment, the relative angular speed of the power transmission operation units 13 and 14 is set to a predetermined speed in the previous stage of backlash control (specifically, the stage for setting the engine speed to a predetermined speed). I did it. In addition, in the present embodiment, in order to shorten the backlash filling time as much as possible and to prevent negative acceleration from occurring even if the backlash control is shifted, The initial value of angular velocity (relative angular velocity at the start of backlash control) is set to a value larger than 0 (positive value). From such a viewpoint, an actual predetermined speed applied to the relative angular velocity is determined as an initial state.

  At the time t11, the above initial state is applied. In the control profile after the time t11, first, the relative acceleration is substantially constant, and the angular acceleration is substantially zero. Thereafter, in the control profile, the relative acceleration is reduced (see arrow A13), the angular acceleration is a negative value (see arrow A14), and in other words, the torque of the power source is a negative value. By doing so, the relative angular velocity of the power transmission operation parts 13 and 14 is appropriately reduced, and the power transmission operation parts 13 and 14 are gradually shifted to the contact state for acceleration. However, it is not limited to defining the control profile so that the angular acceleration is substantially zero in the initial state, and is not limited to defining the control profile so that the relative acceleration is substantially constant after the initial state.

  Next, the terminal state related to the control profile (in other words, the condition applied at time t12) is (1) that the power transmission operation units 13 and 14 are in the acceleration contact state, that is, the backlash of the power transmission operation units 13 and 14 is 0. (See arrow A15), (2) the relative angular velocity of the power transmission actuating units 13 and 14 is zero (see arrow A16), and (3) the angular acceleration is zero (see arrow A17). That is, it is defined by the fact that the torque of the power source is zero. By doing so, an impact (shock) when the backlash of the power transmission operating parts 13 and 14 is clogged, in other words, the power transmission operating part 13 is prevented from colliding with the power transmission operating part 14 vigorously. .

  Next, with reference to FIG. 11, the evaluation function of the terminal state control for creating the control profile will be described. In FIG. 11, a graph G1 shows the relationship between the backlashing time (horizontal axis) and the robustness (vertical axis), and the graph G2 shows the backlashing time (horizontal axis) and the required energy of the motor 2 (vertical axis). Shows the relationship.

  First, in the terminal state control, there are an infinite number of solutions that satisfy the terminal state. Therefore, in this embodiment, the input energy (specifically, the energy of the motor 2) is minimized in the solution that satisfies the terminal state. Thus, the termination state control is performed. On the other hand, what the system wants to optimize is to select a solution that minimizes the backlash time among the solutions that satisfy the terminal state. However, terminal state control can only handle fixed matrix orders. As described above, in this embodiment, the relationship between time, required energy, and robustness is evaluated in advance (see FIG. 11), and the target backlash filling time is determined.

  That is, priority is given to minimizing the backlashing time, but it is difficult to determine the control profile only from the backlashing time. Therefore, in this embodiment, the target backlashing time is determined (for example, 0.1 second). ), The control profile is obtained by applying the minimum energy of the motor 2 as a condition. Specifically, for each of a plurality of set backlash times, a control profile is obtained from the minimum energy condition (see graph G2), and a relationship between backlash time and robustness is obtained (see graph G1). When the backlashing time is shortened, there is a backlashing time in which the robustness deteriorates rapidly. Therefore, the time T1 before this time is adopted as the backlashing time applied to the control profile. That is, the minimum time T1 in the backlashing time that ensures the robustness of the control while reducing the required energy of the motor 2 is applied as the backlashing time of the control profile.

  Returning to FIG. 9, in S <b> 11 after S <b> 10, the VCM 20 determines whether or not the power transmission operation units 13 and 14 of the differential mechanism 4 have completed the transition from the deceleration contact state to the acceleration contact state. As a result of the determination in S11, when the power transmission operation units 13 and 14 have completed the transition from the deceleration contact state to the acceleration contact state, the VCM 20 proceeds to S12 and performs a bounce operation due to the impact of the power transmission operation units 13 and 14. Bound suppression control for suppressing is executed. On the other hand, as a result of the determination in S11, when the power transmission operation units 13 and 14 have not completed the transition from the deceleration contact state to the acceleration contact state, the VCM 20 returns to S10 and continues the backlash control.

  Here, with reference to FIG. 12, the bound suppression control by embodiment of this invention is demonstrated concretely. FIG. 12 also shows the relative angle difference (backlash / backlash) of the power transmission operation units 13 and 14 of the differential mechanism 4, the relative angular velocity of the power transmission operation units 13 and 14, and the angle of the power transmission operation units 13 and 14 in order from the top. Acceleration. As shown in FIG. 12, the backlash control is performed from time t21 to time t22, and the bounce suppression control is performed after time t22. FIG. 12 does not show the relative angle difference, the relative angular velocity and the angular acceleration corresponding to the control profile as in FIG. 10, but the actual relative angle when the backlash control is performed using the control profile. An example of a difference, a relative angular velocity, and a change in angular acceleration is shown. Further, in FIG. 12, a solid line and a broken line graph are shown after time t22, but the solid line indicates a graph when the bounce suppression control according to the present embodiment is performed, and the broken line indicates the bounce suppression control. The graph of the case where there was not (comparative example) is shown.

  Even when the backlash control is performed using the control profile described above, due to variations (for example, engine torque response delay, clutch response delay, etc.), at the time of backlash completion (time t22), the power transmission operation unit of the differential mechanism 4 The relative angular velocities of 13 and 14 may be greater than 0 (see arrow A21). At this time, the power transmission operation unit 13 may collide with the power transmission operation unit 14 vigorously and an operation (bound operation) may occur in which the power transmission operation unit 13 rebounds from the power transmission operation unit 14.

  Therefore, in this embodiment, the VCM 20 generates a predetermined positive torque from the motor 2 at the end timing of the backlash control, typically at the moment when the backlash control is completed, in order to suppress such a bounding operation. Bound suppression control is performed (see arrow A22). Specifically, since the torque is almost zero at the end of the backlash control, the VCM 20 performs a control to raise a positive predetermined torque from the motor 2 at a stroke (stepwise) at the moment when the backlash control ends. .

  The vibration suppression control is performed after the backlash control, and the bounce suppression control performed between them corresponds to a control for adding an initial value compensation from the motor 2 when switching from the backlash control to the vibration suppression control. That is, the VCM 20 generates torque from the motor 2 by vibration suppression control in a state where the torque of the motor 2 is increased by a predetermined torque by the bound suppression control. The predetermined torque applied in the bounce suppression control is a torque that should be generated from the motor 2 in order to suppress the above-described bounce operation, and is obtained by performing a simulation or an experiment in advance. For example, a fixed value is applied to the predetermined torque.

  According to the bounce suppression control according to the above-described embodiment, the bounce operation of the power transmission operation units 13 and 14 after the backlash control can be appropriately suppressed as compared with the comparative example (see arrow A23). Specifically, according to the present embodiment, when the backlash filling is completed, a positive predetermined torque is generated from the motor 2, that is, by applying a positive torque to the power transmission operation unit 13, the power transmission operation unit 14. Thus, the rebound caused by the collision of the power transmission operation unit 13 with respect to the power transmission is suppressed, and the state in which the power transmission operation unit 13 is in contact with the power transmission operation unit 14 (contact state for acceleration) can be maintained as much as possible.

  Returning to FIG. 9, in S13 after S12, the VCM 20 executes vibration suppression control. In S14, the VCM 20 determines whether or not the acceleration request by the driver has ended. As a result of the determination in S14, when the acceleration request by the driver is completed, the VCM 20 ends the vibration suppression control (S15) and returns. On the other hand, as a result of the determination in S14, when the acceleration request by the driver is not completed, the VCM 20 returns to S13 and continues the vibration suppression control.

  Next, the function and effect of the hybrid vehicle control device according to the embodiment of the present invention will be described.

  In this embodiment, when the vehicle changes from the deceleration state to the acceleration state, after the second clutch 12 in the disengaged state is engaged, the predetermined initial state and the end state are used as constraint conditions in advance by the end state control. On the basis of the control profile obtained in the above, the backlash control of the power transmission operation parts 13 and 14 of the differential mechanism 4 is performed. Thereby, when the vehicle changes from the decelerating state to the accelerating state, the backlash time of the differential mechanism 4 can be appropriately shortened while reducing the shock accompanying the engagement of the second clutch 12.

  In particular, in this embodiment, the backlash control is started in a state where the relative angular velocity of the power transmission operation units 13 and 14 is set to a predetermined velocity greater than zero. In other words, in the terminal state control for the control profile, a state where the relative angular velocity of the power transmission operation units 13 and 14 is a predetermined velocity larger than 0 is applied as an initial state. As a result, the backlashing time can be shortened effectively, and even if the backlash control is shifted, it is possible to appropriately suppress the occurrence of negative acceleration. In addition, the initial state related to the termination state control can be appropriately stabilized.

  In the present embodiment, the bounce suppression that generates positive predetermined torque from the motor 2 when the contact state of the power transmission operation units 13 and 14 shifts from the deceleration contact state to the acceleration contact state by the backlash control. Take control. Thereby, the bounce operation | movement by the impact of the power transmission action parts 13 and 14 resulting from the relative angular velocity of the power transmission action part 13 with respect to the power transmission action part 14 being larger than 0 can be suppressed appropriately.

  Further, in the present embodiment, since the torque is generated from the motor 2 by the vibration suppression control in a state where the torque of the motor 2 is increased by a predetermined torque by the bounce suppression control, the vibration suppression control after the bounce suppression control The effect of suppressing vibration caused by torsion of the drive shaft (drive shaft 9) or the like can be appropriately ensured.

1 Engine 2 Motor 3 Automatic transmission (AT)
4 Differential gear mechanism (Differential mechanism)
5 Wheel 9 Drive shaft
11 1st clutch 12 2nd clutch 13, 14 Power transmission operation part 20 VCM (control device)
PT powertrain

Claims (8)

A control device for a hybrid vehicle,
A power source comprising an engine and a motor;
A transmission connected to the power source via a clutch so as to be able to transmit a driving force;
A first power transmission operating portion including at least one gear provided on the transmission side; and a second power transmission engaging portion meshing with the first power transmission operating portion and including at least one gear provided on the wheel side. A differential gear mechanism comprising a power transmission operating unit between the transmission and the wheel;
When the hybrid vehicle changes from the decelerating state to the accelerating state, after the clutch in the disengaged state is engaged, from the wheel side to the first power transmission operating unit via the second power transmission operating unit. Power is transmitted from the first contact state of the first and second power transmission operating parts to which power is transmitted from the power source side to the second power transmission operating part via the first power transmission operating part. The gears that exist between the first power transmission operating unit and the second power transmission operating unit so as to shift to the second contact state of the first and second power transmission operating units to be transmitted. A control device configured to control torque of the motor to perform backlash control for backlash;
Have
The control device controls the torque of the motor so that a relative angular velocity of the first power transmission operation unit with respect to the second power transmission operation unit becomes a predetermined speed greater than 0 at the start of the backlash control. A hybrid vehicle control device configured as described above. A control device for a hybrid vehicle,
A power source comprising an engine and a motor;
A transmission connected to the power source via a clutch so as to be able to transmit a driving force;
A first power transmission operating portion including at least one gear provided on the transmission side; and a second power transmission engaging portion meshing with the first power transmission operating portion and including at least one gear provided on the wheel side. A differential gear mechanism comprising a power transmission operating unit between the transmission and the wheel;
When the hybrid vehicle changes from the decelerating state to the accelerating state, after the clutch in the disengaged state is engaged, from the wheel side to the first power transmission operating unit via the second power transmission operating unit. Power is transmitted from the first contact state of the first and second power transmission operating parts to which power is transmitted from the power source side to the second power transmission operating part via the first power transmission operating part. The gears that exist between the first power transmission operating unit and the second power transmission operating unit so as to shift to the second contact state of the first and second power transmission operating units to be transmitted. A control device configured to control the torque of the motor based on a control profile obtained in advance to perform backlash control for backlash;
Have
The control profile is obtained in advance using the initial state to be set at the start of the backlash control and the terminal state to be set at the end of the backlash control as constraint conditions. A control device for a hybrid vehicle. The initial state used for obtaining the control profile is (1) that the first and second power transmission operating parts are in the first contact state, and (2) the second power transmission operating part. The relative angular velocity of the first power transmission actuating part with respect to is in a state where the relative angular velocity is a predetermined velocity greater than 0,
The control device for a hybrid vehicle according to claim 2, wherein the control profile is obtained based on a terminal state control using the initial state and the terminal state as a constraint condition. The terminal state used for obtaining the control profile is (1) the first and second power transmission operating parts are in the second contact state, and (2) the first power transmission operating part and the A relative angular velocity with the second power transmission operation unit is zero; and (3) a torque of the power source is zero.
4. The control device for a hybrid vehicle according to claim 2, wherein the control profile is obtained based on end state control using the initial state and the end state as constraint conditions. 5.   The control profile is obtained based on a backlashing time which is a time for performing the backlash control, a required energy of the motor in the backlash control, and a robustness of the backlash control. The control apparatus of the hybrid vehicle as described in any one of 4.   The hybrid vehicle control device according to claim 5, wherein a minimum time is applied to the control profile in the backlashing time so as to ensure the robustness while reducing the required energy.   The control device is configured to temporarily engage the clutch and set the first and second power transmission operation units to the first contact state before the backlash control. The control apparatus of the hybrid vehicle as described in any one of thru | or 6.   8. The control device according to claim 1, wherein the control device is configured to control the motor to suppress vibration generated due to twisting of a drive shaft of the hybrid vehicle after the backlash control. The hybrid vehicle control device according to one item.

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