JP2004056899A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain generation of shock at the time of switching between a driving state and a non-driving state. <P>SOLUTION: When the switching is conducted between the driving state and the non-driving state of a motor generator (S20), for example, when an accelerator opening reduces to its full-closed state in a prescribed time, an ECU temporarily drives the motor generator to a positive or negative (S40), and controls a prescribed controlled variable so as to restrain an influence of a backlash in a power transmission mechanism for output, thus restraining the generation of shock. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle control device, and more particularly to an improvement in a vehicle control device that can suppress a tapping sound and a shock generated when a power transmission direction between a driving force source and a driving wheel changes.
[0002]
[Prior art]
A vehicle having a driving force source such as an internal combustion engine (engine) can perform good traveling by transmitting the driving force generated by the driving force source to driving wheels via a power transmission device such as a transmission or a differential. it can. A power transmission device such as a transmission or a differential used for transmitting driving force is configured by a combination of a plurality of gears.
[0003]
In a mechanism using not only the power transmission device but also the meshing of the gears, it is necessary to provide a gap between the tooth surfaces, so-called backlash, in order to smoothly mesh the gears with each other.
[0004]
However, when trying to transmit the large driving force generated by the engine to the driving wheel side via the power transmission device, a sudden rotational force is transmitted to the gear which is the power transmission member of the power transmission device, and the meshing of the gears is smoothly performed. There is a problem that the backlash for performing the operation is rapidly blocked, and the tooth surfaces instantaneously collide with each other to generate a rattling sound or a shock (so-called shift shock). This problem occurs particularly when the vehicle shifts from a non-driving state in which the vehicle is stopped (gear neutral state) to a driving state in which the vehicle travels.
[0005]
To solve this problem, for example, Japanese Patent Application Laid-Open No. Hei 10-23607 discloses a hybrid vehicle that uses an engine drive and a motor drive as appropriate and selects and combines them, from a non-drive range (parking range or neutral range) while the vehicle is stopped. A technique has been disclosed in which torque of a motor is controlled at the time of switching to a drive range, whereby the rise of the transmitted torque is made slower, the backlash clogging speed is reduced, and shift shock is suppressed.
[0006]
[Problems to be solved by the invention]
However, the rattle and shock as described above are generated not only when the vehicle starts but also when the vehicle is running. For example, the driving state in which the accelerator is turned on and the driving force of the engine is transmitted to the driving wheel side to travel, that is, the front tooth surface of the gear connected to the engine side (when the rotation direction is the front side) is the driving wheel side. In the driven state in which the accelerator is turned off and the rotational force from the drive wheel side is transmitted to the engine side by coasting of the drive wheel from the state where the rear tooth surface (rear side in the rotation direction) of the gear connected to When the rear tooth flank of the gear connected to the engine side changes to a state pushed by the front tooth flank of the gear connected to the driving wheel side, in short, when the driving / driven state is switched, more specifically, during driving, the engine When the brake is used, when the vehicle is accelerated again from the engine brake state, when the drive transmission is temporarily stopped by the operation of the clutch, etc. Clogging phenomenon of Interview is generated, rattling noise and shock occurs.
[0007]
Therefore, an object of the present invention is to suppress rattling noise and shock when the driving state and the driven state are switched during traveling of the vehicle.
[0008]
[Means for Solving the Problems]
To achieve the above object, the present invention provides a vehicle control device for a vehicle that travels by transmitting at least a driving force to driving wheels via a power transmission device, wherein the first driving force source includes: Has a power transmission device to which the first drive power source transmits power, and a second drive power source, and when the power transmission direction between the first drive power source and the drive wheels changes, the second drive The power transmission apparatus further includes control means for performing control to generate a torque for reducing a backlash of the power transmission device by a power source.
[0009]
When the power transmission direction changes, the meshing parts, such as gears, included in the power transmission device change their tooth surfaces that come into contact with each other in the meshed state. The movement of the backlash at this time causes rattling noise and shock. Therefore, by applying a predetermined torque using the second driving force source, backlash caused by a change in the power transmission direction is reduced in advance, and rattling noise and shock due to the backlash are suppressed.
[0010]
In order to achieve the above object, according to the present invention, in the above-described configuration, the control means includes a driving state in which a driving force of the first driving force source is transmitted to driving wheels via a power transmission device. And controlling the second driving power source when the driving state is switched to the driven state in which the rotation of the driving wheels due to the coasting of the vehicle is transmitted to the first driving power source via the power transmission device.
[0011]
Here, the first driving force source is, for example, an engine. Further, the second driving power source may be a driving power source having the ability to drive the vehicle similarly to the first driving power source, or may be used for purposes other than running, for example, driving an auxiliary machine or the like. It may be a power source. The time when the driving state is switched to the driven state is, for example, the time when the vehicle shifts to the engine braking state or the time when the vehicle shifts from the engine braking state to the re-acceleration state.
[0012]
According to this configuration, it is possible to suppress the rattling noise and the shock at the time of switching between the driving state and the driven state, and it is possible to prevent a sense of discomfort during traveling.
[0013]
In order to achieve the above object, according to the present invention, in the above-mentioned configuration, the control means may include a first driving force from a neutral state in which power transmission between the first driving force source and the driving wheels is cut off. The second driving force source is controlled when the driving force of the power source is switched to the driving state transmitted to the driving wheels via the power transmission device.
[0014]
Further, in order to achieve the above object, according to the present invention, in the above-mentioned configuration, the control means changes the neutral state in which power transmission between the first driving force source and the driving wheels is cut off to the driven state. When switching, the second driving force source is controlled.
[0015]
According to this configuration, even when the vehicle is switched from the neutral state to the driving state or the driven state while the vehicle is traveling, the rattling noise and the shock can be suppressed, and the discomfort during traveling can be prevented.
[0016]
In order to achieve the above object, the present invention is characterized in that, in the configuration described above, the control means corrects a control amount according to an amount of backlash of the power transmission device at the time of control. And
[0017]
Generally, a power transmission device is constituted by a plurality of gears and the like having different characteristics, and selects an optimal combination according to a running state of a vehicle. When the combination of gears changes, the backlash determined by the relationship between the gears also changes. Therefore, by changing the control amount of the second driving force source according to the change in the amount of backlash, it is possible to appropriately and efficiently suppress the rattling noise and the shock.
[0018]
In order to achieve the above object, the present invention is characterized in that, in the above configuration, the second driving force source is an electric motor.
[0019]
Here, the electric motor is a starter motor of the first driving force source, a motor for driving the auxiliary machine, a driving motor provided independently of the first driving force source, and also for reducing backlash. And the like are provided exclusively for the motor. In particular, the motor can be shared except for providing the motor exclusively for filling the backlash, and the configuration can be prevented from becoming complicated.
[0020]
Further, in order to achieve the above object, the present invention provides the above-mentioned configuration, wherein the switching means for switching between mechanical coupling of the power transmission member between the first driving force source and the power transmission device and release of the mechanical coupling. Wherein the switching means releases the mechanical coupling when the transmission state of the driving force between the first driving force source and the driving wheels changes.
[0021]
Here, the switching means is a clutch provided between the first driving force source and the power transmission device, a lock-up clutch provided in the torque converter, or the like. When a lock-up clutch or the like is connected, the driving force of the first driving force source can be efficiently transmitted to the driving wheel side, which can contribute to improvement of fuel efficiency and the like, but torque fluctuation is reduced. growing. Therefore, by removing the coupling between the first driving force source and the driving wheel side, the torque fluctuation at the time of switching of the driving force transmission direction is absorbed to some extent, and then the backlash is reduced by controlling the second driving force source. By performing the control, the rattling noise and the shock can be more effectively suppressed. Here, the term “disengagement” includes not only complete separation but also a state of sliding while making contact.
[0022]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 shows a configuration block diagram of a vehicle according to the present embodiment (hereinafter, referred to as an embodiment). In the present embodiment, the first driving force source is constituted by an engine such as gasoline, the second driving force source is constituted by a motor generator, and the vehicle is driven only by driving the engine. An example will be described in which the vehicle control device of the present invention is applied to a hybrid vehicle that can appropriately select traveling only by itself or traveling in cooperation with each other.
[0023]
The right end of the output shaft (not shown) of the engine 1 is connected to the torque converter 3 via the input clutch 2, and the output shaft of the torque converter 3 is connected to the motor generator 4. . The output shaft of the motor generator 4 is connected to a gear transmission unit (part of the power transmission device) 5. That is, the vehicle of the present embodiment is configured to be able to output the power of the engine 1 and the power of the motor generator 4 to the gear transmission unit 5 via the input clutch 2 and the torque converter 3.
[0024]
On the other hand, an accessory motor generator 9 as an accessory rotating electric machine is connected via a drive device 8 to an end of the output shaft of the engine 1 on the left side in the figure. Drive device 8 transmits power between the crankshaft of engine 1 and motor generator 9. The driving device 8 includes a belt, a pulley, and a planetary gear mechanism as main components, and further includes a clutch for interrupting power transmission. The accessory motor generator 9 is a synchronous motor generator, which functions as a generator when the engine 1 is operating, and is connected to an auxiliary battery (not shown) for supplying power to the internal combustion engine accessories and electric components of the vehicle. It performs charging and supplies power directly to the electrical components and the like. In addition, when starting engine 1, accessory motor generator 9 receives electric power from the accessory battery and functions as a starter motor.
[0025]
The engine 1 is an internal combustion engine using gasoline as a fuel as described above. The engine 1 is provided with a fuel injection device (not shown) for directly injecting fuel into a combustion chamber and a throttle actuator for opening and closing a throttle valve installed in an intake pipe of the engine 1. The operation state is operated by controlling the valve opening time and controlling the opening of the throttle valve.
[0026]
The power shafts of the engine 1 and the motor generator 4 can be connected and disconnected by the input clutch 2. The motor generator 4 is supplied with electric power from a battery (not shown) when the output required by the driver is low, that is, when the operation amount of the accelerator is small, or when the engine 1 is running at low speed with low efficiency, and functions as an electric motor. And run the vehicle. Further, the motor generator 4 is driven by the coasting of the vehicle or the engine 1 when the vehicle is braked or when the charged amount of the battery is reduced, functions as a generator, and charges the battery. The input clutch 2 is disconnected when the motor generator 4 is temporarily driven, as described later, and disconnects the inertia of the engine 1.
[0027]
FIG. 2 is a skeleton diagram schematically illustrating a transmission mechanism of the gear transmission unit 5 of the vehicle according to the present embodiment. As shown in FIG. 2, the torque converter 3 has a lock-up clutch 23, and the lock-up clutch 23 integrally has a front cover 25 integrated with a pump impeller 24 and a turbine runner 26. It is provided between the hub 27. A crankshaft (not shown) of the engine 1 is connected to a front cover 25, and a rotating shaft 28 to which a turbine runner 26 is connected is directly connected to a rotating shaft of the motor generator 4. Further, the rotation shaft 28 is connected to a carrier 30 of an overdrive planetary gear mechanism 29 that constitutes the subtransmission unit 21.
[0028]
A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 30 and the sun gear 31 in the planetary gear mechanism 29. The one-way clutch F0 is engaged when the sun gear 31 rotates forward with respect to the carrier 30 (rotation in the rotation direction of the rotating shaft 28). A multiple disc brake B0 for selectively stopping the rotation of the sun gear 31 is provided. A ring gear 32, which is an output element of the auxiliary transmission section 21, is connected to an intermediate shaft 33, which is an input element of the main transmission section 22.
[0029]
Therefore, in the subtransmission portion 21, the entire planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 rotates at the same speed as the rotation shaft 28. , The lower gear. In a state where the rotation of the sun gear 31 is stopped by engaging the brake B0, the ring gear 32 is rotated forward with the speed increased with respect to the rotation shaft 28, and the high gear is established.
[0030]
In the gear train of the main transmission section 22, a reverse gear and five forward gears can be set, and clutches and brakes for that are provided as follows. First, the clutch will be described. A first clutch C1 is provided between the ring gear 53 of the second planetary gear mechanism 50 and the sun gear 61 of the third planetary gear mechanism 60 and the intermediate shaft 33 which are connected to each other, and are connected to each other. A second clutch C2 is provided between the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 and the intermediate shaft 33.
[0031]
Next, the brake will be described. The first brake B1 is a band brake, and is arranged to stop the rotation of the sun gears 41 and 51 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. The one-way clutch F1 is engaged when the sun gears 41 and 51 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the rotation shaft 28). The third brake B3, which is a multi-plate brake, is provided between the carrier 42 of the first planetary gear mechanism 40 and the casing 66. As a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are arranged in parallel between the casing 66. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 tries to rotate in the reverse direction.
[0032]
Further, an input rotation sensor 67 is provided on the sun gear 31 of the auxiliary transmission 21 in order to detect an input rotation speed of the gear transmission unit 5. The rotation sensor includes a gear-shaped disk, and a pickup installed on the periphery of the disk and outputting an ON signal and an OFF signal depending on the presence or absence of gear teeth. As described later, in the first to fourth speeds and the like, the sun gear 31 rotates integrally with the turbine of the torque converter 3, so that the input rotation speed of the gear transmission unit 5 can be detected. An output rotation sensor 68 is provided on the propeller shaft 65 or a shaft that rotates integrally with the propeller shaft 65 in order to detect the output rotation speed of the gear transmission unit 5. The structure of this sensor is the same as that of the input rotation sensor 67.
[0033]
In the above-described gear transmission section 5, the five forward gears and one reverse gear can be set by engaging and disengaging the clutches and brakes as shown in the operation table of FIG. In FIG. 3, a mark 係 合 indicates an engaged state, a mark 係 合 indicates an engaged state during engine braking, a mark こ と may indicate either engaged or disengaged, and a blank indicates a disengaged state.
[0034]
A range according to the operation position of the shift lever is selected from the gears shown in FIG. The operating position of the shift lever is such that a reverse (R) position, a neutral (N) position, and a drive (D) position are set in this order following the parking (P) position. At the D position among these positions, the five forward steps shown in FIG. 3 can be achieved. In addition, in addition to such a configuration, a fourth speed position capable of achieving four forward speeds other than the fifth speed, which is an overdrive speed, a third speed position capable of achieving a shift speed up to the third speed, a second speed position, and a second speed position. A configuration may be provided in which a second speed position where a gear up to the first speed can be achieved and an L position where only the first speed can be achieved.
[0035]
Achieving such a shift speed is performed by switching the manual valve according to each of the above positions and supplying and discharging the hydraulic pressure through a predetermined oil passage. An electric oil pump 7 is used for gear shifting operation of the gear transmission unit 5, and a discharge side of the electric oil pump is connected to each clutch and each brake of the gear transmission unit 5 by a hydraulic control unit 6.
[0036]
As a control means, an electronic control unit (ECU) 70 is configured as a one-chip microprocessor centered on a CPU, and details thereof are not shown, but a ROM storing a processing program and temporarily storing data. It has a RAM, a communication port for communicating with an MG controller or the like for controlling the motor generator 4, and an input / output port.
[0037]
As shown in FIG. 4, various signals indicating the state of the vehicle are input to the input side of the ECU 70. Specifically, a detection signal of a vehicle acceleration sensor installed at an appropriate position of the vehicle, an engine rotation speed NE which is a detection signal of an engine rotation speed sensor provided on a crankshaft of the engine 1, a water temperature provided on the engine 1 A detection signal of a sensor, an operation signal of an ignition switch, a charge state (State Of Charge) signal which is a detection signal of an SOC sensor provided on the battery, a detection signal of a crank angle sensor provided on a crankshaft of the engine 1, a signal from the battery Voltage signal, an air conditioner operation signal, a detection signal of a wheel speed sensor attached to the driving wheel side, a detection signal of an AT oil temperature sensor provided in the hydraulic control unit 6, a detection of a shift position sensor provided in a shift lever. Signal, detection signal of the side brake switch provided at the base of the side brake, foot brake A detection signal of a foot brake switch provided in the vicinity of the key, a detection signal of a catalyst temperature sensor provided in an exhaust pipe, a detection signal of an accelerator opening sensor provided in the vicinity of an accelerator pedal, an auto signal provided in a vehicle cabin. The operation signal of the cruise switch, the detection signal of the turbine speed NT sensor, the door open signal of the door switch provided in the vehicle interior, the collision signal from the collision sensor provided in the vehicle body, the hydraulic path to the first clutch C1 A detection signal of the provided C1 oil pressure sensor, an operation signal of the electric oil pump 7, and the like are input to the ECU 70. Various calculations are performed in the ECU 70 based on the input of these signals.
[0038]
From the output side of the ECU 70, control signals and status signals for various actuators and other computers mounted on the vehicle are output. Specifically, a control signal for the electric oil pump 7, an ignition signal for the ignition timing control device, an injection signal for the fuel injection device, a starter signal for the starter motor, a control signal for the MG controller, a control signal for the reduction gear, a hydraulic control unit 6, Control signal for each back pressure control solenoid, control signal for the line pressure control solenoid of the hydraulic control unit 6, control signal for the actuator of the antilock brake system (ABS), and the type of the current driving force source provided in the vehicle interior Control signal for the driving force source indicator, control signal for the air conditioner, alarm sound control signal for a horn provided in the vehicle interior, control signal for the electronically controlled throttle valve of the engine 1, control signal for the system indicator in the vehicle interior, Parking lot Range switching control signal for the motor of the mechanism, the control signal for the shift display unit provided in the vicinity of the shift lever, and a control signal for the input clutch 2, is outputted from the ECU 70.
[0039]
The MG controller that drives the motor generator 4 includes a well-known three-phase bridge inverter circuit, and sequentially controls the on-time ratio of six transistors as switching elements included in the three-phase bridge inverter circuit. By controlling the current flowing through each coil of the three-phase coil of the generator 4, the operation is made positive or negative, that is, the state of functioning as a motor and the state of functioning as a generator.
[0040]
As described above, in the case of a structure in which power transmission is performed by meshing gears, such as the gear transmission unit 5, the effect of backlash, that is, rattling noise and shock caused by backlash when the power transmission direction changes, is reduced. appear. For example, when the accelerator is turned on, the driving force of the engine 1 is transmitted to the driving wheel side via the gear transmission unit 5 and the vehicle is traveling, that is, the front tooth surface of the gear connected to the engine 1 (rotation direction is (When the front side) is pressing the rear tooth surface (rear side in the rotational direction) of the gear connected to the drive wheel side, and the accelerator is turned off and the rotational force from the drive wheel side is caused by the coasting of the drive wheel and the engine 1 side. , That is, a state in which the rear tooth flank of the gear connected to the engine side is pushed by the front tooth flank of the gear connected to the drive wheel side. When switching between the driving state and the driven state, rattling noise and shock occur. Specifically, when the engine brake is used during traveling, when the vehicle is accelerated again from the engine brake state, and when the drive transmission and the driven state are changed from the neutral state in which the drive transmission is temporarily interrupted by the operation of the clutch or the like. When returning, a rattling sound or a shock is generated.
[0041]
In the present embodiment, by controlling the MG controller by the ECU 70 of the vehicle, torque control is performed in consideration of the existence of the backlash, thereby suppressing generation of rattle and shock. An example of the processing performed by the ECU 70 will be described with reference to the flowchart of FIG. 5 and FIG. 6 and the like showing the relationship among the vehicle speed, accelerator opening, lock-up clutch state, motor torque output state, and engine torque output state. I do.
[0042]
First, the ECU 70 determines whether the engine 1 is in a driving state based on various input signals, for example, an engine speed signal NE from an engine speed sensor (S10). When the engine is not driven, that is, when the motor generator 4 functions as a motor and the vehicle is traveling, even if the above-described changes in the driving state and the driven state occur, if the speed of the change in the motor torque is not reduced, the backlash occurs. Therefore, it is not necessary to perform the processing according to the present embodiment since rattling noise and shock caused by the vibration can be suppressed.
[0043]
When the engine 1 is in the driving state, the ECU 70 determines whether a change in the driving force transmission direction has occurred between the engine 1 and the driving wheels via the gear transmission unit 5, that is, switching between the driving state and the driven state. It is determined whether or not has been performed (S20). This determination is made, for example, based on whether a rapid closing operation or an opening operation of the accelerator pedal has been performed based on a detection signal of the accelerator opening sensor. As described above, examples of the change in the driving force transmission direction during traveling between the engine 1 and the driving wheels include a case where an engine brake is used and a case where the vehicle is accelerated again from the engine brake state. This is because the shift to the engine brake state and the re-acceleration from the engine brake state can be recognized by operating the accelerator pedal. Of course, it is possible to determine whether switching between the driving state and the driven state has been performed based on the state of various sensors and devices provided in the vehicle, and select the switching determination means as necessary. You may.
[0044]
If the ECU 70 determines that the switching between the driving state and the driven state has been performed, the ECU 70 determines whether or not the SOC of the driving battery connected to the motor generator 4 has an allowance ( S30). This determination is made to determine whether the motor generator 4 can be temporarily driven as a driving force source for reducing the backlash of the gear transmission 5, and affirmatively when the SOC is equal to or more than a predetermined value. Is done.
[0045]
If the above conditions are satisfied, the ECU 70 determines that the motor generator 4 can be temporarily driven as a driving force source, and drives the motor generator 4 (S40). The temporary driving of the motor generator 4 operates to reduce the backlash when the power transmission direction is switched. For example, when the engine 1 changes from the driving state to the driven state, that is, as shown in FIG. 6, for example, when the accelerator opening sharply decreases to the fully closed state during traveling, the engine 1 shifts to the engine braking state. At this time, the power transmission direction changes from the driving state to the driven state. When the ECU 70 detects the change in the accelerator opening to the fully closed position, the ECU 70 drives to generate a negative motor torque for a predetermined time from the time t1 in FIG. 6 to reduce the backlash that the gear transmission 5 currently has. . That is, the accelerator is turned off from the state where the front tooth flank of the gear connected to the engine 1 side (when the rotation direction is the front side) pushes the rear tooth flank of the gear connected to the drive wheel side (the rear side in the rotation direction). A driven state in which the rotational force from the driving wheel side is transmitted to the engine side due to coasting of the driving wheel, that is, a state in which the rear tooth surface of the gear connected to the engine side is pressed against the front tooth surface of the gear connected to the driving wheel side. Before changing the gear, the gear connected to the engine 1 is substantially reversely rotated to reduce the backlash before the above-described switching, thereby suppressing rattling noise and shock at the time of the switching.
[0046]
On the other hand, when the switching of the driving force transmission direction changes from the driven state to the driven state, that is, when the accelerator opening sharply exceeds the predetermined reference value from the fully closed state while the vehicle is running (engine When the vehicle is re-accelerated from the brake state), the ECU 70 is driven to generate a positive motor torque for a predetermined time from the time t3 when the acceleration is detected, and reduces the backlash that the gear transmission unit 5 currently has. That is, from the state where the rear tooth surface of the gear connected to the engine 1 side (when the rotation direction is the front side) presses the front tooth surface of the gear connected to the drive wheel side, the driving force on the engine 1 side is generated by the accelerator-on. Before the driving state for driving the driven wheels, that is, before the front tooth flank of the gear connected to the engine side is pushed to the rear tooth flank of the gear connected to the driving wheel side, the gear connected to the engine 1 is substantially changed. By rotating the motor forward, the backlash is reduced before the switching as described above, thereby suppressing the rattling noise and the shock at the time of the switching.
[0047]
Note that the backlash is particularly present in the gears and splines of the gear transmission unit 5, but is also present in, for example, a differential or the like in addition to the gear transmission unit 5. The backlash can be reduced, and its influence can be suppressed.
[0048]
In addition, as a form of switching of the drive transmission during running of the vehicle, the power transmission relationship between the engine 1 and the drive wheels changes from a neutral state in which the clutch is completely disconnected to a drive state or a driven state. May be. In the neutral state, the tooth surfaces of the gears connected to the engine 1 side and the tooth surfaces of the gears connected to the drive wheel side are in a state of facing each other in a floating state due to the presence of the backlash. Also, when shifting to the driven state, a rattling noise or a shock occurs when the transmission direction of the substantial driving force is switched (when switching from the zero state), but when the clutch is connected again. As described above, by driving the motor generator 4 and applying appropriate positive and negative torques, rattling noise and shock can be effectively suppressed.
[0049]
Since the backlash existing in the gear transmission unit 5 and other parts is very small, the time for applying the torque by the motor generator 4 for reducing the backlash is a necessary and sufficient amount corresponding to the backlash amount (playback amount). Since the driving wheels are not driven by the additional torque at this time, the torque may be small. At this time, it is important that the torque is not suddenly applied.
[0050]
Further, in the above-described embodiment, the temporary torque addition time started at time t1 or t3 and the added torque value are fixed values, but the temporary torque addition amount in the present invention is the backlash amount ( That is, it may be changed in accordance with the kinetic energy given to the member on the receiving side when the backlash is blocked, or the value of the gap angle or gap distance of the rotating member having a predetermined correspondence with the kinetic energy. For example, the amount of backlash of the gear transmission 5 differs depending on the shift speed, and changes in the power transmission state immediately before the backlash is clogged. Further, the backlash is greatest when the state changes from the driving state to the driven state or vice versa, and smaller when the state changes from neutral to the driving state or the driven state. Therefore, it is desirable to be able to appropriately select or change the torque addition time according to the backlash amount to be packed. For example, when the amount of backlash to be reduced is large, it is desirable to increase the time for applying the torque or to increase the magnitude of the applied torque itself. Further, by adjusting the amount of torque to be added, the speed at which the backlash is clogged can be appropriately reduced and controlled, and optimal backlash clogging control according to the state at the time of control can be realized. In such a case, for example, table data in which the running state of the vehicle such as the gear position and the torque control amount are stored in association with each other is stored in a ROM or the like, and the table data is referred to based on the current vehicle state. It can be realized by reading and outputting the control amount.
[0051]
When the motor generator 4 is driven to efficiently reduce the backlash of the gear transmission 5, it is necessary to cut off or reduce the engine inertia. In the present embodiment, when backlash filling control is performed, that is, the lock-up clutch 23 of the torque converter 3 is turned off (see FIG. 6) or slipped for a predetermined time from the times t1 and t3. The input clutch 2 is turned off or slipped at the same timing. Thus, the torque required of motor generator 4 to reduce backlash can be reduced.
[0052]
As described above, in the present embodiment, the case where the power transmission direction between the engine 1 and the drive shaft changes using the motor generator 4 as the second driving force source (the switching between the driving state and the driven state, and In the case of switching from neutral to driving and driven), the ECU 70 temporarily generates a positive torque or a negative torque by the motor generator 4 to forcibly reduce the backlash in the power transmission mechanism in advance, and the effect of the backlash. Suppress. This makes it possible to effectively suppress the rattling noise and shock that have conventionally occurred at the time of switching the power transmission direction.
[0053]
Further, in the above-described embodiment, the present invention is applied to the vehicle having the configuration in which the motor generator 4 is connected to the rear stage of the torque converter 3. However, the present invention is not limited to such a configuration, and the driving The present invention is also applicable to a vehicle having a configuration in which a motor generator is connected. Further, in the present embodiment, an example is described in which the motor generator 4 used for traveling is used as the second driving force source, taking a hybrid vehicle as an example, but the torque for reducing the backlash is as described above. Since the torque is not large, the second driving force source that generates the torque may be a starter motor of the engine 1, a motor for driving an auxiliary machine, a small motor dedicated to reduce backlash, or the like. In particular, except for the case where a motor is provided exclusively for filling the backlash, the motor can be used in common, and it is possible to avoid complication of the configuration of the vehicle and increase in cost. Further, as the second driving force source, a flywheel having a function of accumulating deceleration energy of the vehicle as rotational energy and releasing the rotational energy when necessary can be used, and the same effect as in the present embodiment can be obtained. Obtainable.
[0054]
In the present embodiment, the present invention is applied to a vehicle using the gear transmission unit 5. However, the power transmission mechanism in the present invention is a continuously variable transmission (CVT) such as a belt pulley type or a manual shift. Similar effects can be obtained even with a transmission of the type.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a power transmission system of a vehicle according to an embodiment of the present invention.
FIG. 2 is a skeleton diagram schematically illustrating a transmission mechanism of a gear transmission unit according to the embodiment.
FIG. 3 is an engagement operation table illustrating combinations of engagement and disengagement of a friction engagement device for setting each shift speed in a gear transmission unit.
FIG. 4 is a block diagram showing input / output signals for an ECU.
FIG. 5 is a flowchart illustrating an example of processing related to temporary driving of the motor generator.
FIG. 6 is a timing chart showing processing relating to temporary driving of the motor generator.
[Explanation of symbols]
1 engine, 2 input clutch, 3 torque converter, 4, 9 motor generator, 5 gear transmission section, 6 hydraulic control section, 7 electric oil pump, 8 driving device.

Claims (7)

A vehicle control device for a vehicle that travels by transmitting at least a driving force to a driving wheel through a power transmission device, wherein the first driving force source includes:
The vehicle has a power transmission device to which a first driving power source transmits power, and a second driving power source,
Control means for controlling the second drive power source to generate a torque to reduce the backlash of the power transmission device when the power transmission direction between the first drive power source and the drive wheel changes. A vehicle control device characterized by the above-mentioned. The device of claim 1,
The control unit is configured to control a driving state in which the driving force of the first driving force source is transmitted to the driving wheels via a power transmission device and a rotation of the driving wheels due to coasting of the vehicle via the power transmission device. A vehicle control device, wherein the second driving force source is controlled when the driven state transmitted to the driving force source is switched. The device of claim 1,
The control means changes a neutral state in which power transmission between the first driving force source and the driving wheels is cut off to a driving state in which the driving force of the first driving force source is transmitted to the driving wheels via a power transmission device. A vehicle control device for controlling the second driving force source when switching. The device of claim 1,
The vehicle control device, wherein the control means controls the second driving force source when switching from a neutral state in which power transmission between the first driving force source and the driving wheels is cut off to a driven state. . An apparatus according to any one of claims 1 to 4, wherein
The vehicle control device, wherein the control means corrects a control amount according to an amount of backlash of the power transmission device during control. An apparatus according to any one of claims 1 to 5,
The vehicle control device according to claim 1, wherein the second driving force source is an electric motor. An apparatus according to any one of claims 1 to 4, wherein
Switching means for switching between mechanical coupling and release of the mechanical coupling of the power transmission member between the first driving power source and the power transmission device, wherein the switching means drives between the first driving power source and the driving wheels; A vehicle control device, wherein the mechanical connection is released when the state of transmission of force changes.

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