JP2024005115A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle in which a shock caused by backlash elimination is suppressed upon acceleration operation of an electric motor travel.

SOLUTION: When reacceleration operation from during travelling using an electric motor with a relatively low load of drive power of a vehicle 10 is performed, rotation speed control of the electric motor MG for setting differential rotation ΔN_WSC of a start clutch WSC as a target differential rotation ΔNT is retarded until an instruction input torque to the start clutch WSC passes through a backlash elimination area R_GP of the start clutch WSC. Because the rotation speed control of the electric motor MG is retarded until the instruction input torque to the electric motor MG passes through the backlash elimination area R_GP of the start clutch WSC, a backlash elimination shock caused by the rotation speed control of the electric motor MG for controlling the differential rotation ΔN_WSC of the start clutch WSC after starting engine initiation is suppressed.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a vehicle control device that suppresses rattling shock in a gear mechanism when an engine is started by a re-acceleration operation performed while the vehicle is running on a light-load electric motor.

An engine, an electric motor, a first clutch that connects and disconnects a power transmission path between the engine and the electric motor, and a driving wheel can be directly connected mechanically to the engine and the electric motor. a second clutch; and a gear mechanism provided between the second clutch and the drive wheel, and drives only the electric motor for running when the first clutch is released and the second clutch is engaged. When the engine is started by controlling the first clutch toward engagement while the electric motor is running as a power source, the vehicle is controlled to slip the second clutch by controlling the rotational speed of the electric motor. A device is known. For example, the drive device for a hybrid vehicle described in Patent Document 1 is one such example.

In a vehicle configured as described above, when starting the engine while the electric motor is running, first the engagement oil pressure of the second clutch is lowered, and the torque of the second clutch is reduced to around the input torque determined from the required drive torque. Then, it is possible to increase the output of the electric motor and perform rotation speed control to maintain the differential rotation of the second clutch, thereby increasing the input rotation speed of the second clutch by a predetermined value and causing the second clutch to slip. . In such a vehicle, in order to start the engine, the first clutch is slipped to increase the engine rotation, and while the vehicle is driven by the electric motor via the second clutch in the slip state, the differential rotation of the second clutch is increased. Since the input rotation speed of the second clutch is increased by a predetermined value by controlling the rotation speed of the electric motor to maintain the rotation speed of the motor, the influence of pulling in the vehicle drive torque when increasing the engine rotation via the first clutch is suppressed.

Patent No. 5884894

By the way, in connection with a re-acceleration operation in which the accelerator is depressed during light-load electric motor driving, including a driven state, the gear mechanism in the power transmission path from the second clutch to the drive wheels is controlled to reduce play, or the play is reduced. If the engine start command is issued before the pre-control looseness reduction is completed, the input torque to the gear mechanism will suddenly change when the second clutch begins to slip due to the motor rotation speed control, causing a problem in which the looseness reduction shock will become large. Ta.

For example, in a case where the variation in the torque of the second clutch is larger than the command torque to the second clutch, if the rotation speed control of the electric motor tries to cause the second clutch to slip, the rotation speed control of the electric motor will The second clutch will not start slipping unless a torque larger than the torque of the second clutch is output. For this reason, there is a problem in that the torque of the electric motor increases due to the rotational speed control of the electric motor, and the increased amount accelerates the progress of the backlash reduction control, resulting in a large backlash reduction shock.

The present invention has been made against the background of the above-mentioned circumstances, and its purpose is to provide a control device for a vehicle in which the shock due to rattling of a gear mechanism is suppressed during an acceleration operation while the vehicle is running on an electric motor. There is a particular thing.

The gist of the present invention is as follows: (a) an engine, an electric motor, a first clutch that connects and disconnects a power transmission path between the engine and the electric motor, and a connection between the engine, the electric motor, and drive wheels; A second clutch that can be directly connected mechanically, and a gear mechanism that is provided between the second clutch and a drive wheel, and that is capable of disengaging the first clutch and disengaging the second clutch. When the engine is started by controlling the first clutch toward engagement during electric motor driving in which the electric motor is used as the only driving force source for driving in the engaged state, the differential rotation of the second clutch is (b) controlling the rotation speed of the electric motor to maintain the rotation speed of the second clutch and increasing the input rotation of the second clutch by a predetermined value, thereby causing the second clutch to slip; (c) has a torque characteristic in which the torque rises after passing through a play reduction area for reducing play in the gear mechanism, and (c) when a re-acceleration operation is performed while the electric motor is running, the The purpose of the present invention is to operate the rotation speed control of the electric motor after a command input torque, which is a torque command value of the electric motor, passes through the backlash reduction region.

According to the vehicle control device of the present invention, when a re-acceleration operation is performed while the electric motor is running, the rotation speed control of the electric motor is activated after the command input torque passes through the backlash reduction region. I am made to do so. In this way, the rotation speed control of the electric motor is delayed until the command input torque passes through the backlash reduction region, so that a backlash reduction shock caused by the rotation speed control of the electric motor at the start of engine start control is suppressed. Ru.

1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and a diagram illustrating main parts of a control function and a control system for various controls in the vehicle. FIG. 2 is a diagram illustrating play in a gear mechanism in a power transmission path from a starting clutch to a drive wheel of the vehicle in FIG. 1; FIG. 3 is a diagram showing the torque characteristics of the starting clutch shown in FIG. 2 and explaining the rise of the transmission torque of the starting clutch. It is a flowchart explaining the main part of control operation of an electronic control device. 5 is a time chart illustrating a main part of the control operation of the electronic control device.

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

In FIG. 1, a vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG, which function as a power source. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

In the engine 12, the engine torque Te, which is the output torque of the engine 12, is controlled by controlling the engine control device 50 by an electronic control device 90, which will be described later.

The electric motor MG is a rotating electric machine having a function as a motor and a function as a generator, and is a so-called motor generator. The electric motor MG is connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10 . In the electric motor MG, the inverter 52 is controlled by an electronic control device 90, which will be described later, so that the MG torque Tm, which is the torque of the electric motor MG, is controlled. For example, in the case of positive rotation, which is the rotation direction of the engine 12, the MG torque Tm is a power running torque when the positive torque is on the acceleration side, and is a regenerative torque when the MG torque Tm is a negative torque on the deceleration side.

The power transmission device 16 includes an engagement/disengagement clutch K0, a starting clutch WSC, an automatic transmission 20, a reduction gear mechanism 22, a differential gear 24, etc. in a case 18, which is a non-rotating member attached to the vehicle body. The engagement/disengagement clutch K0 is a clutch provided between the engine 12 and the electric motor MG in the power transmission path between the engine 12 and the drive wheels 14. The starting clutch WSC is a clutch provided between the engine 12 and electric motor MG and the driving wheels 14, particularly the automatic transmission 20, in a power transmission path between the engine 12 and the driving wheels 14. As shown in FIG. 2, a gear mechanism HG, such as an automatic transmission 20 and a differential gear 24, that forms a backlash GT is provided in the power transmission path between the starting clutch WSC and the drive wheels 14.

The power transmission device 16 includes a pair of drive shafts 28 connected to a differential gear 24 and the like. The power transmission device 16 includes, within the case 18, an engine connection shaft 30 that connects the engine 12 and the disconnection clutch K0, a motor connection shaft 32 that connects the disconnection clutch K0 and the starting clutch WSC, and the like. The power transmission device 16 also includes, within the case 18, a mechanical oil pump 34 that is a mechanical oil pump, a transmission member 36 that connects the motor connection shaft 32 and the mechanical oil pump 34, and the like.

The engagement/disengagement clutch K0 is, for example, a wet or dry friction engagement device constituted by a multi-disc or single-disc clutch pressed by an actuator. The engagement/disengagement clutch K0 can be fully engaged, slipped, or released by changing the K0 torque Tk0, which is the torque capacity of the engagement/disengagement clutch K0, by the K0 oil pressure PRk0 supplied from the hydraulic control circuit 56 provided in the vehicle 10. The operating state, that is, the control state, is switched.

When the engagement/disengagement clutch K0 is in the engaged state, the engine 12 and the electric motor MG are coupled to enable power transmission. When the engagement/disengagement clutch K0 is in a released state, power transmission between the engine 12 and the electric motor MG is interrupted. The disconnection clutch K0 functions as a first clutch that connects and disconnects the engine 12 from the electric motor MG, that is, connects and disconnects the engine 12 from the electric motor MG.

The control state of the starting clutch WSC, such as fully engaged, slipping, and disengaging, is switched by the engagement hydraulic pressure Pwsc supplied from the hydraulic control circuit 56. The starting clutch WSC is caused to slip in order to suppress shocks due to torque fluctuations associated with starting and stopping of the engine 12, and when the input rotation speed Ni of the automatic transmission 20 is lower than the rotation speed Ne at which the engine 12 can rotate at low vehicle speeds. The starting clutch WSC is, for example, a wet multi-disc hydraulic clutch, and functions as a second clutch.

As shown in the two-dimensional coordinates of the vertical axis representing the transmission torque T _WSC (Nm) of the starting clutch WSC (Nm) and the horizontal axis representing time (sec) in FIG. ), the torque is initially increased relatively slowly at _the first torque increase rate in order to reduce the play in the gear mechanisms such as the automatic transmission 20 and the differential gear 24. (at time t4), the torque characteristic is such that the torque increases linearly at a predetermined second increase rate that is larger than the first torque increase rate as a result of the backlash GT being eliminated. On the vertical axis, there is a backlash reduction region _RGP as a torque range corresponding to the backlash reduction section _TGP from time t1 to time t4. As described later, the static WSC command torque T _WSCB corresponding to the required drive torque calculated based on the accelerator opening degree θacc is smoothed to reduce the longitudinal acceleration of the vehicle _. Torque control of starting clutch WSC is performed using.

The automatic transmission 20 is a known planetary gear type automatic transmission that includes, for example, one or more sets of planetary gears (not shown) and an engagement device CB. The engagement device CB is shown as a representative of a plurality of clutches and brakes, each of which has its own torque capacity CB torque Tcb due to the regulated hydraulic pressure PRcb supplied from the hydraulic control circuit 56. By being changed, control states such as full engagement, slip, and release can be selectively switched.

The automatic transmission 20 changes gears according to the driver's accelerator operation, vehicle speed V, etc. by selectively switching the combination of operations of the engagement device CB by an electronic control device 90 (described later). Can be switched. The AT input rotational speed Ni is the rotational speed of the transmission input shaft 38 and is the input rotational speed of the automatic transmission 20. The AT input rotation speed Ni is also the rotation speed of the output side member of the starting clutch WSC. The AT output rotational speed No is the rotational speed of the transmission output gear 26, and is the output rotational speed of the automatic transmission 20.

Hydraulic oil OIL discharged by the mechanical oil pump 34 connected to the electric motor connection shaft 32 via the transmission member 36 and the electric oil pump 58 driven by the pump motor 60 is supplied to the hydraulic control circuit 56 . The hydraulic control circuit 56 supplies K0 hydraulic pressure PRk0, WSC hydraulic pressure PRwsc, CB hydraulic pressure PRcb, etc., which are each regulated based on the hydraulic oil OIL discharged by at least one of the mechanical oil pump 34 and the electric oil pump 58. The hydraulic oil OIL is also used, for example, to lubricate various parts of the power transmission device 16.

Vehicle 10 includes a wheel brake device 62. The wheel brake device 62 includes a brake master cylinder and a cylinder actuator (not shown) that generate brake oil pressure. Each wheel of vehicle 10, including drive wheels 14, is equipped with a wheel brake 64. The wheel brake device 62 is a brake device that applies a wheel braking torque TBw, which is a braking torque TB by the wheel brake 64, to the wheels in accordance with a command from an electronic control device 90, which will be described later. In the wheel brake device 62, under normal conditions, master cylinder hydraulic pressure generated from the brake master cylinder and having a magnitude corresponding to the brake operation amount Bra is supplied to the wheel cylinders as brake hydraulic pressure. In the wheel brake device 62, in order to generate wheel braking torque TBw during each control such as ABS control, brake hydraulic pressure having a magnitude corresponding to the wheel braking torque TBw required for each control is supplied to the wheel cylinder.

The vehicle 10 further includes an electronic control device 90 as a controller including a control device for the vehicle 10. The electronic control device 90 is configured to include, for example, a so-called microcomputer, and executes various controls of the vehicle 10 by performing signal processing according to a pre-stored program. The electronic control device 90 is configured to include computers for engine control, electric motor control, hydraulic control, etc., as necessary.

The electronic control device 90 includes various sensors installed in the vehicle 10 (for example, an engine rotation speed sensor 70, an MG rotation speed sensor 72, an input rotation speed sensor 74, an output rotation speed sensor 76, an accelerator opening sensor 78, and a throttle valve). Various signals based on detected values by opening sensor 80, brake sensor 82, battery sensor 84, oil temperature sensor 86, etc. (for example, engine rotation speed Ne (rpm), which is the rotation speed of the engine 12, rotation speed of the electric motor MG The MG rotation speed Nm (rpm), which is also the rotation speed of the input side member of the starting clutch WSC, the AT input rotation speed Ni (rpm), the AT output rotation speed No (rpm) corresponding to the vehicle speed V, and the driver's acceleration operation. Accelerator opening θacc (%), which is the amount of accelerator operation by the driver, representing the magnitude of the operation, throttle valve opening θth (%), which is the opening of the electronic throttle valve, and brake pedal for operating the wheel brake 64. The brake on signal Bon, which is a signal indicating the state of operation by a person, the brake operation amount Bra, the battery temperature THbat of the battery 54, the battery charging/discharging current Ibat (I), the battery voltage Vbat (V), the hydraulic control circuit 56 The hydraulic oil temperature THoil (° C.), which is the temperature of the hydraulic oil OIL, is supplied, respectively.

The electronic control device 90 sends various command signals (for example, engine 12, an MG control command signal Sm to control the electric motor MG, a CB hydraulic control command signal Scb to control the engagement device CB, and a CB hydraulic control command signal Scb to control the engagement/disengagement clutch K0. K0 hydraulic control command signal Sk0, WSC hydraulic control command signal Swsc for controlling starting clutch WSC, electric oil pump control command signal Seop for controlling electric oil pump 58, brake control for controlling wheel braking torque TBw. (command signal Sbra, etc.) are output respectively.

In order to realize various controls in the vehicle 10, the electronic control device 90 functionally controls a power source control means, that is, a power source control section 92, a clutch control means, that is, a clutch control section 94, and a brake control means, that is, a brake control section 96. We are preparing for

The power source control unit 92 includes a function of controlling the operation of the engine 12 and a function of controlling the operation of the electric motor MG, and uses these control functions to execute hybrid drive control etc. by the engine 12 and the electric motor MG. .

The power source control unit 92 calculates the amount of drive required by the driver for the vehicle 10, for example, by applying the accelerator opening θacc and the vehicle speed V to the required amount of drive map. The required drive amount map is a relationship for determining the required drive amount that has been determined and stored experimentally or by design in advance. The required drive amount is, for example, the required drive torque Trdem [Nm] at the drive wheels 14. The power source control unit 92 takes into account transmission loss, auxiliary equipment load, gear ratio γat of the automatic transmission 20, etc., and generates an engine control command signal Se that controls the engine 12 so as to realize the required driving power Prdem. It outputs an MG control command signal Sm that controls the electric motor MG.

If the required drive torque Trdem can be covered only by the output of the electric motor MG, the power source control unit 92 sets the drive mode for driving the vehicle 10 to a BEV drive mode in which only the electric motor MG is used as a power source. On the other hand, if the required drive torque Trdem cannot be met without using at least the output of the engine 12, the power source control unit 92 changes the drive mode for driving the vehicle 10 to at least one mode in which the engagement/disengagement clutch K0 is engaged. The HEV drive mode is set in which the engine 12 is used as a power source. The HEV drive mode is a hybrid drive mode that allows hybrid driving (=HEV driving).

For example, the power source control unit 92 determines whether there is an engine start request based on, for example, that the required drive torque Trdem has increased beyond the range that can be covered only by the output of the electric motor MG during the BEV drive mode. Determine whether or not.

When the power source control unit 92 determines that there is an engine start request, it controls the engine 12 and the electric motor MG to execute start control of the engine 12. For example, the power source control section 92 outputs the MG control command signal Sm for the electric motor MG to output the cranking torque Tcr in accordance with the switching of the engagement/disengagement clutch K0 to the engaged state by the clutch control section 94. Further, the power source control unit 92 outputs an engine control command signal Se for starting fuel supply, engine ignition, etc. in conjunction with cranking of the engine 12.

While the vehicle 10 is running, the power source control unit 92 calculates a driving force target value corresponding to the required driving force of the vehicle 10 calculated based on the accelerator opening θacc and the vehicle speed V from a predetermined relationship. . When the electric motor is running, the power source control unit 92 performs smoothing processing on the static driving force target value PMGB corresponding to the driving force target value and the static driving force target value _PMGB in order to alleviate the longitudinal G of the vehicle. Calculate the dynamic driving force target value _PMGD . The power source control unit 92 also uses a static command WSC input torque T _WSCINB converted from the static driving force target value P _MGB and a dynamic driving force target value as a command value for controlling the output torque Tm of the electric motor MG. Calculate the dynamic command WSC input torque T _WSCIND converted from the value P _MGD . During electric motor driving, a torque T corresponding to a dynamic command WSC input torque _TWSCIND is input from the electric motor MG to the starting clutch WSC. The dynamic command WSC input torque T _WSCIND is the substantial command input torque of the electric motor MG.

Clutch control unit 94 uses static driving force target value P _MGB to static command WSC input torque T _WSCINB as a command value for controlling transmission torque T _WSC so as to prevent slippage of starting clutch WSC as much as possible. A static WSC command torque T _WSCB which is slightly larger than the dynamic command WSC input torque T WSCD is calculated, and a dynamic WSC command torque T _WSCD which is slightly larger than the dynamic command WSC input torque T _WSCD is calculated. The dynamic WSC command torque T _WSCD results in a smoothed static WSC command torque T _WSCB . The dynamic WSC command torque T _WSCD is a command value of the transmission torque of the starting clutch WSC, and is different from the dynamic command WSC input torque T _WSCIND that controls the torque input from the electric motor MG to the starting clutch WSC.

When the power source control unit 92 determines that there is an engine start request while the vehicle 10 is running on a BEV, the following engine start control is executed. First, the clutch control unit 94 lowers the engagement hydraulic pressure Pwsc of the starting clutch WSC, and when the transmission torque TWSC of the starting clutch _WSC decreases to the output torque Tm from the electric motor MG, the dynamic WSC command torque _TWSCD is reduced. , the transmission torque of the starting clutch WSC (actual transmission torque obtained from the engagement hydraulic pressure P _WSC ) T _WSC plus the negative margin value α is exceeded, the power source control unit 92 controls the electric motor MG. rotation speed control is executed. This rotation speed control is controlled by controlling the rotation speed difference ΔN _WSC ( adjust the output of the electric motor MG (feedback control) so that the rotation speed (rpm) is maintained at the target differential rotation ΔNT calculated based on the input torque (output torque Tm) of the starting clutch WSC from a pre-stored relationship; The rotation speed Nm of the electric motor MG is set to be higher than the input rotation speed Nin of the automatic transmission 20. In this state, the clutch control unit 94 directs the disengaged clutch K0 from the disengaged state to the engaged state so that K0 torque Tk0 for transmitting the cranking torque Tcr to the engine 12 is obtained when the engine is requested to start. outputs a K0 hydraulic control command signal Sk0 for controlling the hydraulic pressure. As a result, the cranking torque Tcr of the electric motor MG is transmitted to the engine 12 via the engagement/disengagement clutch K0, and the engine rotational speed Ne is increased.

Here, when the engine start request is issued, the accelerator opening degree θacc is zero or small, and the driving torque To of the vehicle 10 is negative because the electric motor driving is driven driving or light load driving. or less than a value close to zero, backlash GT is formed in the gear mechanism HG. In such a case, the dynamic command WSC input torque T _WSCIND , which is the command torque for the electric motor MG, falls within the preset backlash reduction region R _GP as shown in FIG. On the condition that the static command WSC input torque T _WSCINB is outside the backlash reduction region R _GP , the power source control unit 92 performs the following when the dynamic command WSC input torque T _WSCIND is within the backlash reduction region R _GP . Execution of the rotation speed control of the electric motor MG is delayed until it is outside the backlash reduction region R _GP , that is, from time t2 to time t4.

The brake control unit 96 operates, for example, the driver's accelerator operation (for example, accelerator opening θacc (%), reduction rate of accelerator opening θacc), vehicle speed V (km/h), slope of a downhill road, and wheel brake 64. The required braking torque TBdem is set based on the driver's brake operation (for example, the brake operation amount Bra, the speed of increase of the brake operation amount Bra), etc. The brake control unit 96 outputs a command to the power source control unit 92 to execute regeneration control by the electric motor MG so that regenerative torque for realizing the necessary regenerative braking torque TBr is obtained. The brake control unit 96 outputs a brake control command signal Sbra to the wheel brake device 62 for operating the wheel brake 64 so that the necessary wheel braking torque TBw is obtained.

FIG. 4 is a flowchart illustrating the main part of the control operation of the clutch control unit 94 of the electronic control device 90, that is, the control when it is determined that the engine is to be started due to an acceleration operation while the electric motor is running. In step S1 in FIG. 4 (hereinafter, steps will be omitted), it is determined whether or not engine start control triggered by an engine start request by accelerator operation is being executed. If the determination in S1 is negative, the motor is running under a light load with accelerator operation that does not involve starting the engine. Returned to the beginning of the cycle. In the time chart of FIG. 5, time t0 indicates the time when accelerator operation is started while the vehicle is running on the electric motor. Time t1 in FIG. 5 indicates the time when the dynamic driving force target value shifts from negative to positive, and from time t1 to time t4, the command torque (dynamic WSC command torque T _WSCD ) to the electric motor MG is small. It shows.

If the determination in S1 is affirmative, it is determined in S2 whether an engine start command has not been issued in the previous control cycle and this is the first engine start command. If the determination in S2 is affirmative, this means that the engine start command has been issued for the first time, so in S3 it is determined whether the dynamic command WSC input torque T _WSCIND is within the backlash reduction region R _GP . . If the determination in S3 is negative, the process is repeatedly returned to the beginning of the next control cycle and is put on standby.

If the determination in S3 is affirmative, it is determined in S4 whether the static command WSC input torque _TWSCINB is outside the backlash reduction region _RGP . If the determination at S4 is negative, the control cycle is repeatedly returned to the beginning and is kept on standby. However, if the determination in S4 is affirmative, a delay request for controlling the rotational speed of the electric motor MG is turned on in S5. As a result, the rotational speed control of the electric motor MG is delayed, so that the occurrence of a backlash shock due to the rotational speed control of the electric motor MG during driving with a small accelerator opening θ is suppressed. Time t2 in FIG. 5 shows this state. Note that at time t3 in FIG. 5, the dynamic WSC command torque T _WSCD exceeds the value obtained by adding the margin value α to the estimated torque T _WSC calculated based on the engagement hydraulic pressure P _WSC of the starting clutch WSC (T _WSCD >T _WSC +α), rotation speed control of the electric motor MG is permitted.

In the above state, in the next and subsequent control cycles, since the determination in S2 is negative, it is determined in S7 whether or not the dynamic command WSC input torque T _WSCIND is outside the backlash reduction region R _GP . If the determination at S7 is negative, the process is repeated to return to the beginning of the control cycle. However, if the determination in S6 is affirmed, the dynamic command WSC input torque _TWSCIND has moved outside the stroke back region _RSB , so in S8, the delay request for the rotation speed control of the electric motor MG is turned OFF. After that, the process returns to the beginning of the next control cycle.

At time t5 in FIG. 5, the electric motor MG and the clutch K0 start to raise the engine speed, and at time t6, the dynamic command WSC input torque _TWSCIND reaches the static command WSC input torque _TWSCINB , and at the time t7. This time indicates the time when the engagement of the starting clutch WSC is completed and the engine starting control ends. From time t4 to time t7 in FIG. 5, the rotation speed Nm of the electric motor MG exceeds the input rotation speed Ni of the automatic transmission 20 due to the slippage of the starting clutch WSC.

As described above, according to the present embodiment, when a re-acceleration operation is performed while the vehicle 10 is running on a light-load electric motor with a relatively low driving force, the target differential rotation ΔN _WSC of the starting clutch WSC is set. The rotational speed control of the electric motor MG to achieve the differential rotation ΔNT is delayed until the command torque to the starting clutch WSC passes through the backlash reduction region _RGP of the starting clutch WSC. In this way, the rotational speed control of the electric motor MG is delayed until the command torque to the starting clutch WSC passes through the looseness reduction region _GP of the starting clutch WSC, so that the differential rotation ΔN _WSC of the starting clutch WSC is immediately after the start of engine starting. The rattling shock caused by the rotational speed control of the electric motor MG for controlling the motor MG is suppressed.

Further, according to this embodiment, the static command input torque (static WSC command torque) T _WSCB of the starting clutch WSC corresponding to the required drive torque calculated based on the accelerator opening degree θacc and the vehicle speed V is in the backlash reduction region R. When the static WSC command torque T _WSCB is outside _{the GP} and the dynamic WSC command torque T _WSCD after the smoothing process is within the backlash reduction region R _GP , the rotation speed control of the electric motor MG is delayed. As a result, when it is clear that the destination of the dynamic WSC command torque T _WSCD is on the increasing side of the command torque, the rotation speed control of the electric motor MG is delayed, so stable rattling shock prevention control can be achieved. It will be done.

Furthermore, according to this embodiment, when the command input torque of the starting clutch WSC, that is, the dynamic WSC command torque _TWSCD , deviates from the backlash reduction region _RGP , the rotation speed control of the electric motor MG is started. Rotational speed control does not accelerate the gear mechanism's looseness.

Further, according to this embodiment, when the dynamic WSC command torque T _WSCD becomes larger than the value obtained by adding a negative margin to the estimated (actual) torque T _WSCD obtained from the engagement hydraulic pressure P _WSCD of the starting clutch WSC, the electric motor Start of MG rotation speed control is permitted. As a result, the rotation speed control of the electric motor MG is started before the dynamic WSC command torque T _WSCD approaches the estimated (actual) torque T _WSC and before the dynamic WSC command torque T _WSCD deviates from the backlash reduction region _RGP . is definitely allowed.

The above-mentioned embodiment is merely one embodiment, and the present invention can be implemented with various changes and improvements based on the knowledge of those skilled in the art.

For example, in the above embodiment, the starting clutch WSC functions as the second clutch, but any of the engagement devices CB in the automatic transmission 20 may function as the second clutch. Moreover, when a torque converter with a lock-up clutch is used in place of the starting clutch WSC, the lock-up clutch may function as a second clutch.

10: Vehicle 12: Engine 14: Drive wheel 90: Electronic control device (control device)
K0: Disconnect clutch (first clutch)
WSC: Starting clutch (second clutch)
MG: Electric motor T _WSCB : Static WSC command torque (static second clutch command torque)
T _WSCD : Dynamic 2nd clutch command torque (dynamic 2nd clutch command torque)
T _WSCINB : Static command WSC input torque (static command second clutch input torque)
T _WSCIND : Dynamic command WSC input torque (dynamic command second clutch input torque)
R _GP : Backlash reduction area

Claims (3)

An engine, an electric motor, a first clutch that connects and disconnects a power transmission path between the engine and the electric motor, and a driving wheel can be directly connected mechanically to the engine and the electric motor. a second clutch; and a gear mechanism provided between the second clutch and the drive wheel, and drives only the electric motor for running when the first clutch is released and the second clutch is engaged. Controlling the rotational speed of the electric motor to maintain a differential rotation of the second clutch when starting the engine by controlling the first clutch toward engagement when the electric motor is running as a power source. A vehicle control device that causes the second clutch to slip by,
The second clutch has a torque characteristic that forms a play reduction area for reducing play in the gear mechanism,
If an acceleration operation is performed while the electric motor is running, the rotation speed control of the electric motor is activated after a command input torque to the electric motor passes through the backlash reduction region. Device. The static command second clutch input torque corresponding to the command input torque of the electric motor calculated based on the accelerator opening is outside the backlash reduction region, and the static command second clutch input torque is set to the acceleration of the vehicle. 2. The vehicle according to claim 1, wherein the rotational speed control of the electric motor is delayed when the dynamic command second clutch input torque that has been subjected to a smoothing process to alleviate the problem is within the play reduction range. Control device. The vehicle control device according to claim 1, wherein when the dynamic command second clutch input torque deviates from the backlash reduction range, rotation speed control of the electric motor is started.

Images