JP5360032B2 - Drive torque control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving torque control device of a hybrid vehicle suitable for improving in gear backlash reducing accuracy. <P>SOLUTION: The driving torque control device includes a transmission input torque limiting means which restricts the input torque to a transmission 3 to a prescribed value (gear backlash reducing torque) which is smaller than the target drive torque and larger than zero torque, when the target drive torque set according to the gas pedal operation and the vehicle speed changes to a positive torque from a negative torque, while determining the gear backlash reducing until the transmission driving system from the transmission 3 to the driving wheel 2 changes from a negative driving state to a positive driving state. Then the transmission input torque limiting means, in a hybrid travel mode, makes the requesting torque to the engine 1 held in a larger value out of the engine torque command value when the target drive torque changes from the negative torque to the positive torque and the engine combustion lower limit torque, and corrects the difference with the prescribed value (gear backash stuffing torque) by a motor generator 5. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a drive torque control device for a hybrid vehicle to which drive force is transmitted via a transmission, and particularly reduces acceleration / deceleration shock that occurs when the drive torque is switched between a negative torque and a positive torque. The present invention relates to a drive torque control device for a hybrid vehicle suitable for the above.

  Traditionally, the driver has switched the prime mover from the no-load state to the loaded state, so that the meshing position of the transmission gear changes, the rotation is accelerated by the amount of gear backlash, and large shocks that occur during gear meshing are suppressed. An acceleration shock reduction device has been proposed (see Patent Document 1).

  This is because, during the drive state switching until the transmission system including the transmission is switched from the reverse drive state to the normal drive state, the output torque of the prime mover is a predetermined value (gear rattling) smaller than the prime mover required torque corresponding to the operation of the driver. There is provided torque limiting means for maintaining the stuffing torque. For this reason, the transmission input torque is reduced by the torque limiting means, and the acceleration shock is reduced by suppressing the rotational acceleration for the gear backlash.

JP 2009-47080 A

  However, in the above conventional example, gear backlashing is performed based on the response of the engine with large torque variation and response delay. For this reason, there is a problem in that the response accuracy of the drive torque is low, and the gear backlashing accuracy decreases due to variations in the arrival time to the gear backlashing torque and variations in the gear backlashing torque.

  Accordingly, the present invention has been made in view of the above problems, and an object of the present invention is to provide a drive torque control device for a hybrid vehicle suitable for improving the accuracy of gear backlash control.

The present invention includes an engine and a motor generator as power sources, and an electric travel mode in which only the power from the motor generator is transmitted to the drive wheels via the transmission , and the power from both the engine and the motor generator includes the transmission. A hybrid vehicle capable of selecting a hybrid travel mode transmitted to a drive wheel via a vehicle is targeted.

Then, a target driving torque as an input torque to the transmission including a target motor generator torque determined according to the accelerator pedal operation by the driver and the vehicle speed and further a target engine torque is determined, and the electric driving mode and the hybrid driving mode are determined. It is a hybrid vehicle that switches between modes.

In the hybrid vehicle according to the present invention , the accelerator pedal is switched from the off state to the on state while the transmission drive system from the transmission to the drive wheel is in the coupled state in which the connecting / disconnecting elements to be controlled are completely fastened. Ri said target drive torque by operating the river cut from the negative torque state to a positive torque condition, transmission drive system from the transmission to the driving wheels in the driving state switching from the negative drive state until switched to a positive drive state in a Giyagata filling determining means for determining located in, only the driving state during the switching is determined by the Giyagata filling judging means, the input torque to the transmission less than the target drive torque, a predetermined value greater than 0 torque Transmission input torque limiting means for limiting to a certain gear backlash torque is provided.

Further, the transmission input torque limiting means, the required torque to the engine, whichever is greater of the engine torque command value or the engine combustion limit torque when it reaches the drive state during switching determined by the Giyagata filling judging means of is held in the torque value, so as to complement the difference between the required torque to the Giyagata filling determination means determines the target engine torque and the was held engine increases with increasing accelerator opening during the driving state switching The motor generator torque value is increased and corrected.

  Therefore, in the present invention, during the determination of the gear backlash reduction, the engine torque is held at the larger value of the engine torque before the gear backlash control and the engine combustion lower limit torque, and the engine torque during the gear backlash reduction is made constant. Thereby, the precision of the gear backlashing torque during gear backlashing can be improved.

Further, the engine torque is made constant during gear backlash reduction, and the target engine torque that increases with the increase of the accelerator opening degree during the driving state switching determined by the gear backlash determination means and the required torque for the held engine By correcting and increasing the motor generator torque value so as to compensate for the difference , the accuracy of the gear backlash torque can be improved, and after the gear backlash, the engine torque can be output without delay, and the start response is also improved.

The schematic plan view which shows the power train of the hybrid vehicle which can apply the idea of this invention. The block diagram which shows the control system of a power train. The block diagram according to function of the integrated controller in a control system. FIG. 6 is a characteristic diagram of a target driving force used when a target driving force calculation unit obtains a target driving force. FIG. 6 is a characteristic diagram of assist torque used when a target driving force calculation unit obtains assist torque of a motor generator. The area diagram which shows the electric driving | running | working (EV) mode area | region and hybrid driving | running | working (HEV) mode area | region of a hybrid vehicle. The characteristic line figure which shows the target charging / discharging amount characteristic with respect to the battery electrical storage state of a hybrid vehicle. Engine torque increase progress explanatory drawing which shows the increase progress of the engine torque to the best fuel consumption line according to a vehicle speed. FIG. 5 is a shift characteristic diagram for setting a transmission gear ratio in a transmission control unit. The control flowchart which determines the ON-OFF switching state of an accelerator opening. 7 is a control flowchart for determining whether gear backlash control is possible. 7 is a control flowchart of gear backlash control executed when the accelerator opening is changed from the OFF state to the ON state. The control flowchart of the gear backlash filling control performed when the accelerator opening is changed from the ON state to the OFF state. 7 is a control flowchart for setting a target drive torque (transmission input torque) at the time of gear backlash control. 7 is a control flowchart for setting an engine torque / motor torque command value at the time of gear backlash control. The time chart which shows the change state of each torque at the time of gear backlash filling control. Another time chart which shows the change state of each torque at the time of gear backlash filling control. The characteristic view explaining the characteristic with respect to the gear ratio of gear backlash filling torque. The characteristic view explaining the characteristic with respect to the gear ratio of gear backlash filling time. Explanatory drawing explaining the correction coefficient with respect to the transmission lubricating oil temperature of gear backlashing torque and gear backlashing time. The schematic plan view which shows the power train of the hybrid vehicle which shows the example (A) (B) which changed the arrangement | sequence of the 2nd clutch.

  Embodiments of a drive torque control device for a hybrid vehicle according to the present invention will be described below in detail with reference to the drawings.

  FIG. 1 illustrates a power train of a hybrid vehicle to which the above-described drive torque control device for a hybrid vehicle of the present invention can be applied. This hybrid vehicle uses a front engine / rear wheel drive vehicle (rear wheel drive vehicle) as a base vehicle and is hybridized. In the figure, 1 is an engine as a first power source, and 2 is a drive wheel (rear wheel).

  In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction as in a normal rear wheel drive vehicle. That is, the motor generator 5 is provided by coupling the rotation from the engine 1 (crankshaft 1a) to the shaft 4 that transmits the rotation to the input shaft 3a of the automatic transmission 3, and this motor generator 5 is provided as a second power source.

  The motor generator 5 acts as a drive motor (electric motor) and acts as a generator (generator), and is disposed between the engine 1 and the automatic transmission 3. More specifically, a first clutch 6 is inserted between the motor generator 5 and the engine 1, more specifically, between the shaft 4 and the engine crankshaft 1 a, and the engine 1 and the motor generator 5 are detachably coupled by the first clutch 6. To do. Here, the first clutch 6 can change the transmission torque capacity continuously or stepwise. For example, the first clutch 6 can control the clutch hydraulic oil flow rate and the clutch operation oil pressure continuously or stepwise with a proportional solenoid to transfer torque capacity. It is composed of a wet multi-plate clutch that can be changed.

  A second clutch 7 is inserted between the motor generator 5 and the driving wheel (rear wheel) 2, and the motor generator 5 and the driving wheel (rear wheel) 2 are detachably coupled by the second clutch 7. Similarly to the first clutch 6, the second clutch 7 can change the transmission torque capacity continuously or stepwise. For example, a proportional solenoid controls the clutch hydraulic fluid flow rate and the clutch hydraulic pressure continuously or stepwise. And a wet multi-plate clutch whose transmission torque capacity can be changed.

  The automatic transmission 3 may be any known one, and by selectively engaging / disengaging a plurality of speed change friction elements (clutch, brake, etc.), a transmission system path is obtained by a combination of engagement / release of these speed change friction elements. (Shift stage) shall be determined. Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a with a gear ratio corresponding to the selected shift speed, and outputs it to the output shaft 3b. This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and is used for traveling of the vehicle. However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

  By the way, in FIG. 1, instead of newly installing a dedicated second clutch 7 for detachably coupling the motor generator 5 and the drive wheel 2, a shift friction element existing in the automatic transmission 3 is used. In this case, the second clutch 7 performs the above-described shift speed selection function (shift function) by engagement and puts the automatic transmission 3 into a power transmission state, and in addition, by cooperation with the release and engagement of the first clutch 6, A mode selection function to be described later can be achieved, and a dedicated second clutch is unnecessary, which is very advantageous in terms of cost.

  Note that a dedicated second clutch 7 may be newly provided. In this case, the second clutch 7 is provided between the input shaft 3a of the automatic transmission 3 and the motor generator shaft 4 as shown in FIG. Or provided between the output shaft 3b of the automatic transmission 3 and the rear wheel drive system as shown in FIG.

  In the hybrid vehicle power train shown in FIG. 1 described above, when the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required, the first clutch 6 is released. When the second clutch 7 is engaged, the automatic transmission 3 is brought into a power transmission state. The second clutch 7 is a shift friction element to be fastened at the current shift speed among the shift friction elements in the automatic transmission 3, and is different for each selected shift speed.

  When the motor generator 5 is driven in this state, only the output rotation from the motor generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected gear stage. The speed is changed accordingly and output from the transmission output shaft 3b. Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 through the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor generator 5.

  When a hybrid travel (HEV travel) mode used for high speed travel or heavy load travel is required, the automatic transmission 3 remains in the corresponding gear selection state (power transmission state) by engaging the second clutch 7. The first clutch 6 is also engaged. In this state, both the output rotation from the engine 1 and the output rotation from the motor generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected gear stage. In accordance with the output, and output from the transmission output shaft 3b. Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 through the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor generator 5.

  When the engine 1 is operated at the optimum fuel efficiency during the HEV traveling, when the energy becomes surplus, the surplus energy is converted into electric power by operating the motor generator 5 as a generator. The fuel consumption of the engine 1 can be improved by storing the generated power to be used for driving the motor of the motor generator 5.

  The engine 1, the motor generator 5, the first clutch 6, and the second clutch 7 that constitute the power train of the hybrid vehicle shown in FIG. 1 are controlled by a system as shown in FIG. The control system of FIG. 2 includes an integrated controller 20 that integrally controls the operating point of the power train. The operating point of the power train is defined by the target engine torque, the target motor generator torque (which may be the target motor generator rotational speed), the target transmission torque capacity of the first clutch 6, and the target transmission torque capacity of the second clutch 7. To do.

  The following signals are input to the integrated controller 20 in order to determine the operating point of the power train. As an input signal, a signal from the engine rotation sensor 11 that detects the engine rotation speed, a signal from the motor generator rotation sensor 12 that detects the motor generator rotation speed, and an input rotation sensor that detects the transmission input rotation speed. There is a signal from 13. Further, an accelerator opening sensor 15 (driving load detecting means) for detecting a signal from the output rotation sensor 14 for detecting the transmission output rotation speed and an accelerator pedal depression amount (accelerator opening APO) indicating a required load on the vehicle. The signal from is input. Furthermore, a signal from the brake hydraulic pressure sensor 23 for detecting the brake hydraulic pressure (BPS), and a signal from the power storage state sensor 16 for detecting the power storage state SOC (power that can be taken out) of the battery 9 that stores the power for the motor generator 5; Is entered. The accelerator opening sensor 15 is provided with an idle switch that detects a state in which the accelerator pedal is not depressed, and inputs to the integrated controller 20 that the accelerator switch is turned on when the idle switch is turned on. To do.

  Of the sensors described above, the engine rotation sensor 11, the motor generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can each be arranged as shown in FIG.

  The integrated controller 20 is an operation mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed (vehicle speed VSP) among the input information. EV mode, HEV mode). Further, the integrated controller 20 determines the target engine torque, the target motor generator torque, the target first clutch transmission torque capacity, and the target second from the accelerator opening APO, the battery storage state SOC, and the transmission output speed (vehicle speed VSP). Each clutch transmission torque capacity is calculated. The target engine torque is supplied to the engine controller 21, and the target motor generator torque (which may be the target motor generator rotational speed) is supplied to the motor generator controller 22.

  The engine controller 21 controls the engine 1 so that the engine torque becomes the target engine torque. Further, the motor generator controller 22 controls the motor generator 5 via the battery 9 and the inverter 10 so that the torque (or the rotational speed) of the motor generator 5 becomes the target motor generator torque (or the target motor generator rotational speed).

  The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity and the target second clutch transmission torque capacity to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7. Then, the integrated controller 20 performs the first control so that the transmission torque capacity of the first clutch 6 matches the target transmission torque capacity, and the transmission torque capacity of the second clutch 7 matches the target second clutch transmission torque capacity. The clutch 6 and the second clutch 7 are individually controlled for fastening force.

  The integrated controller 20 calculates the above-described operation mode (EV mode, HEV mode), calculation of the target engine torque, target motor generator torque, target first clutch transmission torque capacity, and target second clutch transmission torque capacity as shown in FIG. As shown in the functional block diagram of FIG.

  The target driving force calculation unit 30 calculates the target steady driving torque and the MG assist torque from the accelerator opening APO and the vehicle speed using the target steady driving torque map shown in FIG. 4 and the MG assist torque map shown in FIG.

  The operation mode selection unit 40 determines a target operation mode from the accelerator opening APO and the vehicle speed VSP using the EV-HEV region map shown in FIG. As is clear from the EV-HEV region map shown in FIG. 6, the HEV mode is selected at high loads and high vehicle speeds, and the EV mode is selected at low loads and low vehicle speeds. Further, in the operation mode selection unit 40, when the operation point determined by the combination of the accelerator opening APO and the vehicle speed VSP during EV traveling exceeds the EV → HEV switching line and enters the HEV region, the HEV accompanied by the engine 1 start from the EV mode. Switch mode to mode. The operation mode selection unit 40 switches the mode from the HEV mode to the EV mode with the engine 1 stopped and the engine 1 disconnected when the operating point enters the EV region beyond the HEV → EV switching line during HEV traveling. Shall. The engine start / stop line is set so that the accelerator opening APO decreases as the battery capacity SOC decreases.

  The starting process of the engine 1 is executed when the accelerator opening APO exceeds the engine starting line shown in FIG. 6 in the EV state. That is, the torque capacity of the second clutch 7 is controlled so as to cause the second clutch 7 to slip into the half-clutch state, and after it is determined that the second clutch 7 has started slipping, the first clutch 6 is started to be engaged and the engine is started. Increase rotation. When the engine speed reaches a speed at which the initial explosion is possible, the engine 1 is operated, and when the motor generator speed and the engine speed are close, the first clutch 6 is completely engaged, and then the second clutch 7 is locked up. To transition to HEV mode.

  3 calculates the target charge / discharge amount (electric power) from the battery power storage state SOC using the traveling power generation request output map shown in FIG.

  The operating point command unit 60 calculates these operating point arrival targets from the accelerator opening APO, the target driving force, the target operation mode, the vehicle speed VSP, and the target charge / discharge power. That is, as the operating point reaching target, the momentary transient target engine torque, the target motor generator torque, the target solenoid current corresponding to the target transmission torque capacity of the first clutch 6, and the target transmission torque of the second clutch 7 The capacity and the target shift stage are calculated. Also, the output required to increase the engine torque from the current operating point to the best fuel consumption line shown in FIG. 8 is calculated, and this is compared with the target charge / discharge amount (electric power) tP, and the smaller output is requested. As an output, it is added to the engine output. Further, when the accelerator opening is changed from the OFF state to the ON state and when the accelerator opening is changed from the ON state to the OFF state based on the accelerator opening APO or the accelerator pedal state (idle switch signal) that is not depressed. Gear backlash control of the transmission 3 is executed.

In the shift control unit 70, the target second clutch transmission torque capacity and the target shift speed are input, and corresponding in the automatic transmission 3 is achieved so that the target second clutch transmission torque capacity and the target shift speed are achieved. Drive the solenoid valve. As a result, the automatic transmission 3 in FIG. 1 enters the power transmission state in which the target shift speed is selected while the second clutch 7 is engaged and controlled to achieve the target second clutch transmission torque capacity. A solid line in FIG. 9 is a shift map showing an upshift line, and a broken line is a downshift line. Then, from the vehicle speed and the accelerator opening APO, it is determined how many of the next shift stage from the current shift stage, and if there is a shift request, the shift clutch is controlled to change the speed.

  The gear backlash control of the transmission 3 in the operating point command unit 60 is executed by the control program shown in FIGS. FIG. 10 is a control flowchart for determining the ON / OFF switching state of the accelerator opening, which is executed to determine the state for starting the gear backlash control, and FIG. 11 is a state for determining whether the gear backlash control is possible. It is a control flowchart which determines. FIG. 12 is a control flowchart of gear backlash control executed when the accelerator opening is changed from the OFF state to the ON state, and FIG. 13 is a control flowchart of the gear backlash control executed when the accelerator opening is changed from the ON state to the OFF state. It is. 14 is a control flowchart for setting a target drive torque (transmission input torque) at the time of gear backlash control, and FIG. 15 is a control flowchart for setting an engine torque / motor generator torque command value at the time of gear backlash control. . Each control flowchart described above will be described below together with a time chart shown in FIG.

  The left half of the time chart shown in FIG. 16 shows each time when the accelerator pedal is changed from the OFF (accelerator switch ON) state to the ON (idle switch OFF) state at time t1 and reaches the accelerator opening APO at time t3. The change state of torque is shown. The right half of FIG. 16 shows the change state of each torque when the accelerator pedal is stepped back from the ON (accelerator switch OFF) state at time t4 and changed to the OFF (idle switch ON) state at time t5. Show.

  The control flowchart for determining the state for starting the gear backlash control shown in FIG. 10 shows whether the accelerator opening state has changed from the OFF state (idle switch ON) to the ON state (idle switch OFF) or vice versa. Determine whether. That is, the accelerator ON / OFF switching flag is set to ON when the accelerator opening degree changes to OFF-ON (the idle switch is ON-OFF) and when it changes to ON-OFF (the idle switch is OFF-ON). Further, when the accelerator opening is maintained in the OFF state (idle switch is ON-ON state), and when the accelerator opening is maintained in the ON state (idle switch is OFF-OFF state), the accelerator ON / OFF switching flag is set. Is set to OFF.

  First, in step S1, it is checked whether or not the accelerator ON / OFF switching flag has already been set to ON by the previous processing step, that is, whether or not the accelerator ON / OFF switching flag is still OFF.

  When the accelerator ON / OFF switching flag is OFF, it is determined in step S2 whether the previous accelerator ON / OFF switching determination result is the same as the current accelerator ON / OFF switching determination result. That is, if the idle switch is maintained in the ON state or is maintained in the OFF state, the determination result for the previous time and the current time is the same (OFF-OFF). In addition, when the idle switch changes to ON-OFF or OFF-ON, the determination result between the previous time and the current time changes (OFF-ON).

  If the accelerator ON / OFF switching flag is the same between the previous time and the current time, the current processing is terminated. If the time difference is different between the previous time and the current time, the accelerator ON / OFF switching flag is turned ON in step S3 (time t1 in FIG. 16). , T4).

  If the accelerator ON / OFF switching flag is turned ON in the previous processing step in step S1, the gear backlash control shown in FIG. 12 or FIG. 13 is executed through a gear backlash control permission determination described later in FIG. The For this reason, in step S4, it is determined whether or not a gear rattling determination flag to be described later has been switched from ON to OFF. If it is determined in step S4 that the gear rattle filling determination flag has been switched from ON to OFF, that is, if the gear rattle filling control has been completed, the accelerator ON / OFF switching flag is returned to OFF in step S5. If it is determined that the determination in step S4 has not been switched, that is, it is determined that gear rattling control is being performed, the current processing is terminated without returning the accelerator ON / OFF switching flag to OFF.

  In the control flowchart shown in FIG. 11, when the gear stage / travel mode (EV mode, HEV mode) of the transmission 3 is in a state where gear backlash control is possible, the gear backlash control permission flag is set to ON. Further, when the gear backlash control is not possible and when the gear backlash control permission flag has been turned ON for a predetermined time, the gear backlash control permission flag is turned OFF. In steps S10 to S14, the setting of the gear backlash control permission flag is executed. In steps S15 to S19, the setting of the gear backlash control permission flag is canceled. The state where gear backlash control is not possible is, for example, when the gear stage / running mode (EV mode, HEV mode) of the transmission 3 is being changed, or when gear backlash control is prohibited at a specific gear stage. Set. Other conditions may be added.

  First, in step S10, it is determined whether or not a gear backlash control permission flag is OFF. When it is determined that the gear backlash control permission flag is OFF, it is determined in step S11 whether or not the accelerator ON / OFF switching flag in FIG. 10 is ON. When the accelerator ON / OFF switching flag is ON, it is determined in step S12 whether or not the gear stage / running mode (EV mode, HEV mode) of the transmission 3 is in a gear rattling control permission state. When the gear stage / running mode (EV mode, HEV mode) of the transmission 3 is in the gear rattling control permission state, the gear rattling control permission flag is turned ON in step S13, and the timer count is started in step S14. To do. However, if the determination in step S11 or step S12 is negative in either case, the current process is terminated without setting steps S13 and S14.

  If the gear backlash control permission flag is not OFF (= ON) in step S10, it is determined in step S15 whether or not the accelerator ON / OFF switching flag in FIG. In step S16, it is determined whether or not the gear stage / running mode (EV mode, HEV mode) of the transmission 3 continues to be in the gear rattling control permission state. When both determinations are continued, it is determined in step S17 whether or not a predetermined time has elapsed since the gear backlash control permission flag was switched to the ON state. If the predetermined time has not elapsed in the determination in step S17, the current process is terminated with the gear backlash control permission flag maintained in the ON state.

  Further, when the accelerator ON / OFF switching flag in step S15 is ON and not continued, the gear stage / running mode (EV mode, HEV mode) of the transmission 3 in step S16 is in the gear rattling control permission state. If not, and if the predetermined time in step S17 has elapsed, the process proceeds to step S18. In step S18, the gear backlash control permission flag is turned OFF, and in step S19, the timer count is reset.

  The flowchart of the gear backlash control executed when the accelerator opening degree is changed from the OFF state to the ON state shown in FIG. 12 includes steps S20 to S25 for starting the gear backlash control, and steps S26 to S29 for ending the gear backlash control. And consist of

  First, in step S20, it is determined whether or not the gear backlash control is being executed based on whether or not the gear backlash determination flag is OFF. When the gear rattling determination flag is OFF, it is determined in step S21 whether or not the gear rattling control permission flag in FIG. 10 is ON. When the gear backlash control permission flag in step S21 is OFF, the processing is terminated without starting the gear backlash control, and when the gear backlash control permission flag is ON, the process proceeds to step S22. In step S22, it is determined whether or not the target drive torque has exceeded a gear backlash starting torque set lower than the gear backlash torque.

  As shown in FIG. 18, the gear backlash torque is divided for each of the HEV mode and the EV mode, and is set for each gear stage. This is because the EV mode driven only by the motor generator 5 has higher torque accuracy than the HEV mode driven by both the engine 1 and the motor generator 5. For this reason, if the gear backlash torque in the HEV mode is determined in accordance with the EV mode, the gear backlash shock in the HEV mode becomes worse. Conversely, if the gear backlash torque in the EV mode is determined in accordance with the HEV mode, the gear backlash shock in the EV mode is deteriorated. For this reason, the gear backlashing torque is set smaller in the EV mode than in the HEV mode. Thereby, in the HEV mode, gear backlash torque in the EV mode and the HEV mode can be reduced by setting the gear backlash torque considering the torque variation of the engine 1.

  Further, the gear backlash torque is set so as to increase as the gear ratio (= output rotation speed / input rotation speed) increases. This is because the higher the gear ratio is, the smaller the acceleration shock is, and the gear backlash torque for reducing the gear shock can be increased as the gear ratio is increased.

  As shown in FIG. 20, the gear backlash torque is set so that it can be corrected by the AT oil temperature, and the correction coefficient is set so that the backlash torque increases as the AT oil temperature decreases. This is because it is necessary to set the torque to overcome the friction torque from the transmission 3 to the differential when determining the gear backlash torque. However, since the AT friction torque has a characteristic that it increases as the AT oil temperature decreases, it is set for each AT oil, and when the AT oil temperature is low and the friction is large, the gear backlash torque is increased by increasing the gear backlash torque. It can be lowered regardless of the oil temperature.

  In step S22, when the target driving force does not exceed the gear backlash start torque set lower than the gear backlash start torque, the current process is terminated. However, in the determination in step S22, the accelerator ON / OFF switching flag in step S23 is ON when the target driving force exceeds the gear backlash starting torque set lower than the gear backlash torque (see time t2 in FIG. 16). After confirming, the process proceeds to step S24. However, when the accelerator ON / OFF switching flag in step S23 is OFF, the current process is terminated. In step S24, the gear rattle filling determination flag is set to ON. In step S25, a timer count is started, and gear rattle filling control is started.

  That is, when the target driving force does not exceed the gear backlash starting torque set lower than the gear backlashing torque, the gear backlash control is not started, and when the target driving force exceeds the gear backlash starting torque set lower than the gear backlash torque. Start gear backlash control. In the hybrid vehicle, the deceleration can be achieved by the motor generator torque, and even in the stepped AT, it is possible to eliminate the driving force step before and after the shift like the CVT. However, if the driving force step is eliminated, the AT input torque for achieving the target deceleration driving force increases as the gear becomes higher. In such a hybrid vehicle, the torque step from the negative torque when the accelerator opening is OFF to the gear backlash torque varies depending on the gear ratio and the vehicle speed. Therefore, as described above, it is possible to improve the accuracy of the gear rattling determination by starting to count the gear rattling determination time after the target drive torque increases to the gear rattling torque.

  In step S23, when the target drive torque is larger than the gear backlash torque (for example, during creep running), the current process is terminated and the gear backlash control is not performed. This is because there is a possibility that the gear backlash control has been completed, and when the gear backlash control is performed, the transmission input torque is inadvertently reduced.

  Further, when the gear backlash control is being executed in step S20, it is determined in step S26 whether or not the backlash control permission flag is OFF. If the backlash control permission flag is ON (permitted), it is determined in step S27 whether or not a predetermined time has elapsed since the gear backlash determination in progress flag was switched to the ON state. If it is determined in step S27 that the predetermined time has not elapsed, the current process is terminated and the gear backlash control is continued. However, if it is determined in step S27 that the predetermined time has elapsed, in step S28, the gear rattling determination flag is turned OFF, the timer count is reset in step S29, and the gear rattling control is ended.

  As shown in FIG. 19, the predetermined time used for the determination in the step S27 (gear filling end determination time) is divided for each of the HEV mode and the EV mode, and is set for each gear stage. This is because the EV mode driven only by the motor generator 5 has higher torque accuracy than the HEV mode driven by both the engine 1 and the motor generator 5, and the HEV mode has a gear backlash torque considering the torque variation of the engine 1. There is a need to. Accordingly, in the HEV mode, it is necessary to consider the variation in the gear rattle filling end determination time in consideration of the torque variation, and the gear rattle filling end determination time is set longer than that in the EV mode. Further, when the gear backlash torque in the HEV mode is determined in accordance with the EV mode, if the actual gear backlash torque is smaller than that in the EV mode, it is necessary to make the determination time longer than the EV, so that the gear backlash shock in the HEV mode may be deteriorated. is there.

  Further, the time for limiting to the gear backlash torque is set so as to become shorter as the gear ratio (= output rotation speed / input rotation speed) becomes higher. This is because the longer the gear ratio is, the shorter the gear ratio is, and the shorter the gear ratio is, the shorter the gear ratio is. For this reason, the shock can be reduced finely by setting the time for limiting the gear backlash torque for each gear ratio of the transmission 3.

  Further, as shown in FIG. 20, the gear rattle filling end determination time is also set so that it can be corrected with the AT oil temperature, and the correction coefficient is set so that the rattling end determination time becomes longer as the AT oil temperature becomes lower. This is because it is necessary to set a time sufficient to overcome the friction torque from the transmission 3 to the differential when determining the gear rattling end determination time. However, the AT friction torque has a characteristic that it increases as the AT oil temperature decreases. For this reason, the gear backlash end determination time is set for each AT oil, and when the AT oil temperature is low and the friction is large, the gear backlash end determination time is lengthened to reduce the gear backlash shock regardless of the AT oil temperature. be able to.

  FIG. 13 is a flowchart of the gear backlash control executed when the accelerator opening is changed from the ON state to the OFF state. Steps S30 to S35 for starting the gear backlash control and steps S36 to S39 for ending the gear backlash control. And consist of

  First, in step S30, it is determined whether or not the gear rattle filling control is being executed based on whether or not the gear rattle filling determination flag is OFF. When the gear rattling determination flag is OFF, it is determined in step S31 whether or not the gear rattling control permission flag in FIG. 10 is ON. Then, when the gear backlash control permission flag in step S31 is OFF, the process is terminated without starting the gear backlash control, and when the gear backlash control permission flag is ON, the process proceeds to step S32.

  In step S32, it is determined whether or not the target drive torque has fallen below the gear backlash start torque set higher than the gear backlash start torque. As described above, the gear backlashing torque is set according to FIGS.

  In step S32, when the target drive torque does not fall below the gear backlash start torque set higher than the gear backlash start torque, the current process is terminated. However, in the determination in step S32, the accelerator ON / OFF switching flag in step S33 is ON when the target drive torque drops below the gear backlash start torque set higher than the gear backlash start torque (see time t5 shown in FIG. 16). After confirming that there is, proceed to step S34. However, when the accelerator ON / OFF switching flag in step S33 is OFF, the current process is terminated. Then, in step S34, the gear rattle filling determination flag is set to ON, and in step S35, timer counting is started, and gear rattle filling control is started.

  In other words, gear rattling control is not started when the target drive torque does not fall below the gear rattling starting torque set higher than the gear rattling torque, and gear rattling control is started when the target driving torque falls below the gear rattling starting torque. To do. This is because the target drive torque when the accelerator opening is turned off depends on the torque before the accelerator opening is turned off, and thus the torque difference up to the gear backlash torque varies. For this reason, in order to improve the accuracy of the determination of the end of gear backlashing, it is possible to reduce the variation by making a determination after the target drive torque is reduced to a level before the gear backlashing torque. Therefore, as described above, the accuracy of gear backlash determination can be improved by starting counting the time of gear backlash determination after the target drive torque has decreased to the gear backlash torque.

  In step S33, when the target drive torque is lower than the gear backlash torque, the current process is terminated and the gear backlash control is not performed. This is because there is a possibility that gear backlash filling has been completed, and when gear backlash filling control is performed, the transmission input torque increases carelessly.

  Further, when the gear backlash control is being executed in step S30, it is determined in step S36 whether or not the backlash control permission flag is OFF. If the backlash control permission flag is ON (permitted), it is determined in step S37 whether or not a predetermined time has elapsed since the gear backlash determination in progress flag was switched to the ON state. Then, in the determination in step S37, when the predetermined time has not elapsed, the current process is terminated and the gear backlash control is continued. However, if it is determined in step S37 that the predetermined time has elapsed, in step S38, the gear rattling determination in-progress flag is turned OFF, the timer count is reset in step S39, and the gear rattling control is ended.

  The control flowchart in FIG. 14 shows the gear backlash control at the time when the accelerator opening changes from OFF to ON (time t1 in FIG. 16) or from the time when the accelerator opening changes from ON to OFF (time t4 in FIG. 16). A target drive torque (transmission input torque) is set.

  First, in step S41, a target drive torque is calculated from the motor generator rotational speed and the accelerator opening APO. Next, in step S42, it is determined whether or not the gear backlash control is being performed. If the gear backlash control is not being performed, the current processing is terminated. When the determination in step S42 is during gear backlash control, the process proceeds to step S43. In step S43, was the accelerator opening when the accelerator ON / OFF switching determination flag changed to ON switched from ON to OFF (time t4 in FIG. 16) or switched from OFF to ON (time t1 in FIG. 16)? Determine.

  When it is determined in step S43 that the accelerator opening is switched from ON to OFF (time t4 in FIG. 16), the process proceeds to step S44. In step S44, a larger driving torque of the target driving torque and the gear backlashing torque (accelerator opening OFF → ON) is set as the transmission input torque. The target drive torque set in step S44 is decreased with time from the target drive torque in the ON state when the accelerator opening changes from the ON state to the OFF state. The gear backlash torque is maintained from the time when the target drive torque reaches the gear backlash torque (time t5 in FIG. 16) to the end of the gear backlash control. Then, after the gear backlash control is finished (time t6 in FIG. 16), the gear is again reduced toward the target drive torque set in step S41.

  If it is determined in step S43 that the accelerator opening is switched from OFF to ON (time t1 in FIG. 16), the process proceeds to step S45. In step S45, a smaller driving torque of the target driving torque and the gear backlashing torque (accelerator opening ON → OFF) is set as the transmission input torque. The target drive torque set in step S45 increases with time from the target drive torque in the OFF state when the accelerator opening changes from the OFF state to the ON state. The gear backlash torque is maintained from the time when the target drive torque reaches the gear backlash torque (time t2 in FIG. 16) to the end of the gear backlash control. Then, after the gear backlash control is completed (time point t3 in FIG. 16), it is increased again toward the target drive torque set in step S41. In step S46, the target drive torque set in steps S44 and S45 is smoothed by a filter and output.

  In the control flowchart shown in FIG. 15, the engine torque / motor generator torque command value at the time of gear backlash control is set.

  First, in step S50, it is determined whether or not the traveling mode is the HEV mode. When the traveling mode is the EV mode, the engine torque command value is set to “0” in step S56. If the determination in step S50 is the HEV mode, in step S51, the engine torque command value is calculated by adding the power generation torque to the engine target drive torque. In step S52, it is determined whether or not the engine torque command value calculated in step S51 is equal to or greater than a predetermined torque. The predetermined torque in this case is a torque value for determining whether or not the engine 1 is in a fuel cut state. When the calculated engine torque command value is less than the predetermined torque, that is, when the calculated engine torque command value is equal to or less than the fuel cut torque value, the engine torque command value is set to the engine friction torque value by fuel cut in step S60. When the calculated engine torque command value exceeds the predetermined torque, it is determined in step S53 whether or not the previous fuel cut state has occurred.

  When the determination in step S53 is the fuel cut state, in step S54, when the gear rattling control is being performed (accelerator opening OFF-ON), in step S57, the engine torque designated value is set to the engine combustion lower limit torque. In step S54, when the gear rattling control is not in progress (accelerator opening OFF-ON), the engine torque command value set in step S51 is set in step S58.

  When the determination in step S53 is not in the fuel cut state, in step S55, when the gear rattling control is being performed (accelerator opening OFF-ON), the engine torque designation value is set to the previous value in step S59. In step S55, when the gear backlash control is not in progress (accelerator opening OFF-ON), in step S58, the engine torque command value set in step S51 is set.

  In step S61, the motor generator torque command value is calculated as (= target drive torque−engine torque command value) based on the engine torque command value set in steps S56 to S60.

  In the above engine torque command calculation, on the torque increase side (accelerator opening OFF → ON), if the engine torque before the backlash control is in the fuel cut (F / C) state, the engine torque is reduced during the gear backlash control. Set the engine lower limit torque. If the engine torque before the backlash control is other than the fuel cut (F / C) state, the torque value before the gear backlash control is held.

  In the time chart of FIG. 16, the engine 1 is driven to generate electricity from time t0. For this reason, the engine torque does not change in torque value according to the accelerator opening indicated by the broken line even during the gear loosening control at the time points t1 to t3. The value (step S59) is held. The difference between the engine torque indicated by the broken line and the solid line is compensated by the increase from the broken line characteristic of the motor generator torque set in step S61 to the solid line characteristic. The engine torque is controlled so as to return to the characteristic of target engine torque + power generation torque from the time t3 when the gear backlash control is ended, and the compensation of the differential torque by the motor generator torque is also ended with the return of the engine torque.

  Also, during the gear backlash control from time t5 in FIG. 16, the engine torque is also maintained at the larger of the target engine torque (step S58) corresponding to the accelerator opening and the engine friction torque (step S60). Further, the target drive torque (transmission input torque), which decreases as the accelerator is changed from ON to OFF, is held at the gear backlash torque at time t5. The torque difference between the time points t5 and t6 generated by maintaining the target backlash torque of the target drive torque is compensated by the increase from the broken line characteristic to the solid line characteristic of the motor generator torque set in step S61.

  The time chart shown in FIG. 17 shows a case where the engine 1 is in a fuel cut state. The left half of FIG. 17 shows that each torque when the accelerator pedal is changed from the OFF (accelerator switch ON) state to the ON (idle switch OFF) state at time t11 and reaches the accelerator opening APO at time t13. The change state is shown. The right half of FIG. 17 shows the change state of each torque when the accelerator pedal is stepped back from the ON (accelerator switch OFF) state at time t14 and changed to the OFF (idle switch ON) state at time t15. Show.

  In the time chart of FIG. 17, the fuel cut state is reached at time points t10 to t11. For this reason, the engine torque is increased from the friction torque to the engine combustion lower limit torque by the step S57 between the time points t11 and t12, and does not change according to the accelerator opening indicated by the broken line, but as indicated by the solid line. In addition, the engine combustion lower limit torque is maintained during gear backlash control. The difference between the engine torque indicated by the broken line and the solid line is compensated by the increase from the broken line characteristic of the motor generator torque set in step S61 to the solid line characteristic. The engine torque is controlled so as to return to the target engine torque characteristic from the time t13 when the gear backlash control is finished, and the compensation of the differential torque by the motor generator torque is also finished when the engine torque is restored.

  Also, during gear backlash control from time t15 in FIG. 17, the engine torque is selected whichever is greater between the target engine torque (step S58) corresponding to the accelerator opening and the engine friction torque (step S60). Further, the target drive torque (transmission input torque) that decreases as the accelerator changes from ON to OFF is held at the gear backlash torque at time t15. The torque difference between times t15 and t16 generated by holding the target backlash torque of the target drive torque is compensated by the motor generator torque set in step S61.

  In the present embodiment, the following effects can be achieved.

(A) While the transmission drive system from the transmission to the drive wheel is in a coupled state in which the connecting / connecting elements to be controlled are completely fastened, the accelerator pedal is operated from the off state to the on state to thereby achieve the target Ri driving torque River cut from the negative torque state to a positive torque condition, it determines transmission drive system from the transmission 3 to the drive wheels 2 that is being driven state switching from the negative drive state until switched to a positive drive state Giyagata A shift that limits the input torque to the transmission 3 to a predetermined value (gear backlash torque) that is smaller than the target drive torque and greater than 0 torque only during the switching of the drive state determined by the backlash determination means and the backlash determination means. Machine input torque limiting means is provided. The transmission input torque limiting means holds the required torque to the engine 1 at the larger value of the engine torque command value and the engine combustion lower limit torque when the target drive torque is switched from negative torque to positive torque, The motor generator torque value is corrected to increase so as to compensate for the difference between the target engine torque that increases as the accelerator opening degree increases during the drive state change determined by the gear backlash determination means and the required torque for the held engine. To do.

  That is, during the gear backlash determination, the engine torque is maintained at the larger value of the engine torque before the gear backlash control and the engine combustion lower limit torque, and the engine torque during the gear backlash control is made constant so that the accuracy of the gear backlash torque is increased. Can be improved.

In this way, the engine torque is made constant during gear backlash reduction, and the target engine torque that rises as the accelerator opening increases during the drive state change determined by the gear backlash determination means and the required torque for the held engine By correcting and increasing the motor generator torque value so as to compensate for the difference , the accuracy of the gear backlash torque can be improved, and further, the torque of the engine 1 can be output without delay after the gear backlash, so that the start response is also improved.

(B) time limit before firewood Yagata justified torque, so as to pass through a Giyagata filling start torque set in the vicinity of smaller than and 0 torque the Giyagata filling torque, the predetermined time set in advance from the time when the target driving torque is increased Until the time elapses. In the hybrid vehicle, the deceleration can be achieved by the motor generator torque, and even in the stepped AT, it is possible to eliminate the driving force step before and after the shift like the CVT. However, if the driving force step is eliminated, the AT input torque for achieving the target deceleration driving force increases as the gear becomes higher. In such a hybrid vehicle, the torque step from the negative torque when the accelerator opening is OFF to the gear backlash torque varies depending on the gear ratio and the vehicle speed. Therefore, as described above, it is possible to improve the accuracy of the gear rattling determination by starting to count the gear rattling determination time after the target drive torque increases to the gear rattling torque.

(C) Gear backlash torque is set separately in the hybrid travel mode and in the electric travel mode, and the gear backlash torque in the hybrid travel mode and the electric travel mode is different for each gear ratio of the transmission 3. To set. That is, the EV mode driven only by the motor generator 5 has higher torque accuracy than the HEV mode driven by both the engine 1 and the motor generator 5. For this reason, in the HEV mode, gear backlash shock in the EV mode and the HEV mode can be reduced by setting the gear backlash torque considering the torque variation of the engine 1.

Further, the gear backlash torque is set so as to increase as the gear ratio (= output rotation speed / input rotation speed) increases, so that the higher the gear ratio, the smaller the acceleration shock, The reduction gear backlash torque can be increased as the high speed side gear ratio is increased.

(D) The gear backlash torque is set separately for the hybrid travel mode and the electric travel mode, and the gear backlash torque for the electric travel mode is set smaller than the gear backlash torque for the hybrid travel mode. That is, the EV mode driven only by the motor generator 5 has higher torque accuracy than the HEV mode driven by both the engine 1 and the motor generator 5. For this reason, in the HEV mode, gear backlash shock in the EV mode and the HEV mode can be reduced by setting the gear backlash torque considering the torque variation of the engine 1.

( E ) The time for limiting the transmission input torque to the gear backlash torque in the gear backlash determination is set separately for the hybrid travel mode and the electric travel mode. Each time to be limited to the stuffing torque is set differently for each gear ratio of the transmission 3. That is, the EV mode driven only by the motor generator 5 has higher torque accuracy than the HEV mode driven by both the engine 1 and the motor generator 5. For this reason, in the HEV mode, the gear backlash shock in the EV mode and the HEV mode can be reduced by setting the time for limiting the gear backlash torque considering the torque variation of the engine 1.

Further, the time to limit the gear backlash torque becomes longer as the gear ratio (= output speed / input speed) becomes lower, and the time required for gear backlash becomes longer, and the gear ratio becomes shorter as the high speed side gear ratio. For this reason, the shock can be reduced finely by setting the time for limiting the gear backlash torque for each gear ratio of the transmission 3.

(F) The time for limiting the transmission input torque to the gear backlashing torque in the gear backlash determination time is set separately in the hybrid travel mode and in the electric travel mode, and is limited to the gear backlash torque in the electric travel mode. Is set to be shorter than the time for limiting to the gear backlash torque in the hybrid travel mode. That is, the EV mode driven only by the motor generator 5 has higher torque accuracy than the HEV mode driven by both the engine 1 and the motor generator 5. For this reason, in the HEV mode, the gear backlash shock in the EV mode and the HEV mode can be reduced by setting a long time for maintaining the gear backlash torque considering the torque variation of the engine 1.

(G) The gear backlash torque is corrected so as to increase as the lubricating oil temperature of the transmission 3 decreases. For this reason, the AT friction torque has a characteristic that becomes larger as the AT oil temperature is lower, so it is set for each AT oil, and when the AT oil temperature is low and the friction is large, the gear backlash torque is increased by increasing the gear backlash torque. It can be lowered regardless of the AT oil temperature.

(H) The time for limiting the transmission input torque to the gear backlashing torque in the gear backlash determination is corrected so as to become longer as the lubricating oil temperature of the transmission 3 becomes lower. For this reason, since the AT friction torque has the characteristic that it increases as the AT oil temperature decreases, a time is set for limiting the gear backlash torque for each AT oil. When the AT oil temperature is low and the friction is high, the AT backlash is limited to the gear backlash torque. Increase the time to do. As a result, the gear rattle shock can be lowered regardless of the AT oil temperature.

1 Engine 2 Drive Wheel 3 Transmission 3
DESCRIPTION OF SYMBOLS 5 Motor generator 6 1st clutch 7 2nd clutch 8 Differential gear apparatus 9 Battery 10 Inverter 11 Engine rotation sensor 12 Motor generator rotation sensor 13 Transmission input rotation sensor 14 Transmission output rotation sensor 15 Accelerator opening sensor 16 Battery charge state sensor 20 Integrated Controller 21 Engine Controller 22 Motor Generator Controller

Claims (8)

An electric travel mode in which an engine and a motor generator are provided as power sources, and only the power from the motor generator is transmitted to the drive wheels via the transmission, and the power from both the engine and the motor generator is supplied to the transmission. The hybrid travel mode transmitted to the drive wheel via the vehicle can be selected, and the input to the transmission includes the target motor generator torque determined according to the accelerator pedal operation by the driver and the vehicle speed, and further the target engine torque. In a hybrid vehicle that determines a target drive torque as torque and performs mode switching between the electric travel mode and the hybrid travel mode,
While the transmission drive system from the transmission to the drive wheel is in the coupled state in which the connecting / connecting elements that are to be in charge of transmission are completely fastened, the target drive torque is obtained by operating the accelerator pedal from the off state to the on state. Gear rattling determination means for determining whether the drive state is switched from a negative torque state to a positive torque state and a transmission drive system from the transmission to the drive wheel is switched from a negative drive state to a positive drive state; ,
Only during the switching of the driving state determined by the gear backlash determination means, the input torque to the transmission is limited to a gear backlash torque that is a predetermined value that is smaller than the target drive torque and greater than 0 torque, to the engine. Is held at the engine torque command value or the engine combustion lower limit torque at the time of arrival during switching of the drive state determined by the gear backlash determination means, and determined by the gear backlash determination means. Transmission input torque limit that corrects the motor generator torque value to compensate for the difference between the target engine torque that increases as the accelerator opening increases during the drive state change and the required torque for the held engine And a drive torque control device for a hybrid vehicle.   The time to limit to the gear backlashing torque is until a predetermined time elapses from when the target driving torque increases until the gear backlash starting torque that is smaller than the gear backlash torque and near zero torque is passed. The drive torque control device for a hybrid vehicle according to claim 1. The gear backlash torque is set separately for the hybrid driving mode and the electric driving mode,
3. The drive torque control for a hybrid vehicle according to claim 1 , wherein the gear backlash torques in the hybrid travel mode and the electric travel mode are set differently for each transmission gear ratio. 4. apparatus. The gear backlash torque is set separately for the hybrid driving mode and the electric driving mode,
The drive torque control device for a hybrid vehicle according to claim 1 or 2 , wherein a gear backlash torque in the electric travel mode is set smaller than a gear backlash torque in the hybrid travel mode . The time to limit to the gear backlash torque is set separately for the hybrid driving mode and the electric driving mode,
3. The hybrid vehicle according to claim 1 , wherein each time for limiting the gear backlash torque in the hybrid travel mode and the electric travel mode is set to be different for each transmission gear ratio. Drive torque control device. The time to limit to the gear backlash torque is set separately for the hybrid driving mode and the electric driving mode,
3. The hybrid vehicle drive according to claim 1 , wherein a time for limiting to the gear backlash torque in the electric travel mode is set shorter than a time for limiting to the gear backlash torque in the hybrid travel mode. Torque control device. The drive torque control device for a hybrid vehicle according to claim 1 or 2 , wherein the gear backlashing torque is corrected so as to increase as the lubricating oil temperature of the transmission decreases . 3. The drive torque control device for a hybrid vehicle according to claim 1, wherein the time limited to the gear backlash torque is corrected so as to become longer as the lubricating oil temperature of the transmission becomes lower .

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