Hybrid vehicles

Abstract

This mechanism suppresses the occurrence of shocks and rattles in the upstream coupling section after a certain amount of time has passed since the downstream coupling section was initially affected when the vehicle decelerated and then accelerated. [Solution] The hybrid vehicle comprises an engine, a first motor connected to the engine, a transmission connected to the first motor and a transmission shaft connected to the drive wheels, a second motor connected to the transmission shaft, and a control device. The control device controls the first and second motors so that when the vehicle decelerates and then accelerates, it uses torque from the second motor to eliminate the play in the downstream coupling portion, which is the coupling portion on the drive wheel side of the transmission shaft, and uses torque from the first motor to eliminate the play in the upstream coupling portion, which is the coupling portion on the engine side of the transmission shaft.

Description

Technical Field

[0001] The present disclosure relates to a hybrid vehicle.

Background Art

[0002] Conventionally, when it is determined that the effective torque, which is the value obtained by subtracting the drag torque from the motor torque, enters or exits the zero torque section of the gear backlash mechanism, control to limit the effective torque to a torque in a parabolic or exponential form is started (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] A hybrid vehicle including an engine, a first motor connected to the engine, a transmission connected to a transmission shaft that is connected to the first motor and coupled to drive wheels, and a second motor connected to the transmission shaft has also been devised. In such a hybrid vehicle with this hardware configuration, when the vehicle decelerates and then accelerates, it may take a certain amount of time for the torque from the engine to become a certain magnitude. For this reason, after eliminating the play at the downstream connection part, which is the connection part on the drive wheel side rather than the transmission shaft, using the torque from the second motor, and then eliminating the play at the upstream connection part, which is the connection part on the engine side rather than the transmission shaft, using the torque from the engine, shocks and meshing noises associated with the elimination of play at the downstream connection part may occur, and then, after a certain amount of time has passed, shocks and meshing noises associated with the elimination of play at the upstream connection part may occur.

[0005] The primary purpose of the hybrid vehicle disclosed herein is to suppress the occurrence of shocks and rattles associated with the tightening of rattles in the upstream coupling section after a certain period of time has elapsed since the vehicle decelerated and then accelerated. [Means for solving the problem]

[0006] The hybrid vehicle of this disclosure employs the following means to achieve the primary objective described above.

[0007] The hybrid vehicle disclosed herein is The engine and A first motor connected to the engine, A transmission connected to the first motor and to a transmission shaft connected to a drive wheel, A second motor connected to the aforementioned transmission shaft, Control device and It is a hybrid vehicle equipped with, The control device controls the first and second motors such that, when the vehicle decelerates and then accelerates, it uses torque from the second motor to eliminate the play in the downstream coupling portion, which is the coupling portion on the drive wheel side of the transmission shaft, and uses torque from the first motor to eliminate the play in the upstream coupling portion, which is the coupling portion on the engine side of the transmission shaft. This is the gist of it.

[0008] In the hybrid vehicle of the present invention, when the vehicle decelerates and then accelerates, the first and second motors are controlled so that the play in the downstream coupling, which is the coupling on the drive wheel side of the transmission shaft, is eliminated using torque from the second motor, and the play in the upstream coupling, which is the coupling on the engine side of the transmission shaft, is eliminated using torque from the first motor. By eliminating the play in the upstream coupling using torque from the first motor, the play in the upstream coupling can be eliminated at an earlier timing compared to when the play in the upstream coupling is eliminated using torque from the engine. As a result, it is possible to suppress the occurrence of shocks and rattles associated with eliminating the play in the upstream coupling after a certain amount of time has passed since the shocks and rattles associated with eliminating the play in the downstream coupling. Therefore, it is possible to suppress the driver from feeling these shocks and rattles associated with eliminating the play twice with a time interval in between.

[0009] In the hybrid vehicle of this disclosure, the second motor is connected to the transmission shaft via a gear mechanism, and the control device may control the first and second motors by setting the torque commands Tm1* and Tm2* such that equation (A) is satisfied, where Tm1* and Tm2* are the torque commands of the first and second motors, M is the vehicle mass, R is the tire dynamic load radius of the drive wheels, Ipt is the equivalent inertia from the engine to the transmission, γm2 is the gear ratio between the second motor and the transmission shaft, γdf is the gear ratio of the differential gear connected to the transmission shaft and the drive wheels, γat is the gear ratio of the transmission, and α is the allowable amount.

[0010] Tm2*·γm2·γdf / (M·R 2 )-α <Tm1* / (Ipt·γat·γdf) (A)

[0011] In the hybrid vehicle of this disclosure, the allowable amount α may be set such that the delay time between the completion of eliminating play in the upstream coupling portion and the completion of eliminating play in the downstream coupling portion is less than or equal to the allowable time. [Brief explanation of the drawing]

[0012] [Figure 1] This is a schematic diagram illustrating a hybrid vehicle according to an embodiment of the present disclosure. [Figure 2] This is a flowchart showing an example of a processing routine. [Figure 3] This is an explanatory diagram illustrating an example of how a vehicle decelerates and then accelerates in a comparative example. [Figure 4] This is an explanatory diagram illustrating an example of how a vehicle decelerates and then accelerates in a comparative example. [Figure 5] This is an explanatory diagram illustrating an example of how a vehicle decelerates and then accelerates in an embodiment. [Figure 6] This is an explanatory diagram illustrating an example of how a vehicle decelerates and then accelerates in an embodiment. [Modes for carrying out the invention]

[0013] Embodiments for implementing this disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram illustrating a hybrid vehicle 20 according to an embodiment of this disclosure. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a first motor 24, a first inverter 26, a torque converter 28, a transmission 30, a second motor 34, a second inverter 36, a battery 40, and an electronic control unit (hereinafter referred to as "ECU") 50.

[0014] Engine 22 is configured as an internal combustion engine that outputs power using hydrocarbon fuels such as gasoline or diesel from a fuel tank. Engine 22 is equipped with a throttle valve, intake valve, exhaust valve, fuel injector, spark plug, etc. The first motor 24 is configured as a synchronous generator motor. The first motor 24 is equipped with a rotor in which permanent magnets are embedded in a rotor core and mounted on a rotating shaft, and a stator in which three-phase coils are wound around a stator core. The crankshaft of engine 22 and the rotating shaft of the first motor 24 are directly connected to each other. The first inverter 26 has multiple switching elements. The first motor 24 is rotationally driven by the switching of the multiple switching elements of the first inverter 26. The first inverter 26 is connected to the power line 42.

[0015] The torque converter 28 is configured as a general fluid transmission device. The torque converter 28 comprises a pump impeller 28t, a turbine runner 28t, a stator, and a hydraulically driven lock-up clutch 28c. The pump impeller 28p is connected to the rotating shaft of the first motor 24. The turbine runner 28t is connected to the input shaft of the transmission 30. The stator rectifies the flow of hydraulic fluid from the turbine runner 28t to the pump impeller 28p. The lock-up clutch 28c connects and disconnects the pump impeller 28p (rotating shaft of the first motor 24) and the turbine runner 28t (input shaft of the transmission 30). The torque converter 28 transmits power from the engine 22 and / or the first motor 24 to the input shaft of the transmission 30 with or without torque amplification.

[0016] The transmission 30 comprises an input shaft, an output shaft, at least one planetary gear mechanism, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The input shaft is connected to a torque converter 28. The output shaft 30 is connected to a transmission shaft 32. The transmission shaft 32 is connected to the drive wheels DW via a drive shaft DS and a differential gear. The transmission 30 transmits power between the input shaft and the output shaft by forming multiple forward and reverse gears through the engagement and disengagement of the plurality of friction engagement elements.

[0017] The second motor 34 is configured as a synchronous generator motor similar to the first motor 24 and includes a rotor and a stator. The second motor 34 is connected to the transmission shaft 32 via a gear mechanism 38. The second inverter 36 has a plurality of switching elements similar to the first inverter 26. The second motor 34 is rotationally driven by switching the plurality of switching elements of the second inverter 36. The second inverter 36 is connected to the power line 42 similar to the first inverter 26.

[0018] In FIG. 1, the upstream connection portion Gu schematically shows, in one piece, each mechanical connection portion on the engine 22 side rather than the transmission shaft 32 side, and the downstream connection portion Gd schematically shows, in one piece, each mechanical connection portion on the drive wheel DW side rather than the transmission shaft 32 side. Here, each mechanical connection portion includes a gear meshing portion, a spline fitting portion, and the like. FIG. 1 shows a case where the upstream connection portion Gu and the downstream connection portion Gd are tightened with play on the drive side of the vehicle.

[0019] The battery 40 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery. The battery 40 is connected to the power line 42 together with the first and second inverters 26 and 36.

[0020] The ECU50 is equipped with a microcomputer, various drive circuits, and various logic ICs. The microcomputer has a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The ECU50 receives signals from various sensors. For example, the ECU50 receives the crank angle θcr, which is the rotational position of the crankshaft of the engine 22, from the crank angle sensor, and the rotational positions θm1 and θm2 of the rotors of the first and second motors 24 and 34 from the rotational position sensors. The ECU50 also receives the voltage Vb of the battery 40 from the voltage sensor and the current Ib of the battery 40 from the current sensor. The ECU50 also receives the on / off signal from the power switch 60, the shift position SP, which is the operating position of the shift lever 61, from the shift position sensor 62, the accelerator opening Acc, which is the amount of depression of the accelerator pedal 63, from the accelerator pedal position sensor 64, the brake pedal position BP, which is the amount of depression of the brake pedal 65, from the brake pedal position sensor 66, and the vehicle speed v from the vehicle speed sensor 67.

[0021] The ECU 50 outputs various control signals. For example, the ECU 50 outputs control signals to the engine 22, control signals to the first and second inverters 26 and 36, control signals to the lock-up clutch of the torque converter 28, and control signals to the transmission 30. The ECU 50 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr of the engine 22. The ECU 50 calculates the rotational speeds Nm1 and Nm2 of the first and second motors 24 and 34 based on the rotational positions θm1 and θm2 of the rotors of the first and second motors 24 and 34. The ECU 50 calculates the charge level (SOC) of the battery 40 based on the integrated value of the current Ib of the battery 40.

[0022] The hybrid vehicle 20 of the embodiment selects a driving mode from a plurality of modes, including, for example, a first, second, and third mode, and drives accordingly. In the first, second, and third modes, the ECU 50 sets the required torque Td* for driving (drive wheels DW) based on the accelerator opening Acc and vehicle speed V. In the first mode, the ECU 50 controls the engine 22, the first and second motors 24, 34 (first and second inverters 26, 36), the torque converter 28 (lock-up clutch), and the transmission 30 so that the vehicle drives based on the required torque Td* with the engine 22 running. In the second mode, the ECU 50 controls the second motor 34 (second inverter 36) so that the vehicle drives based on the required torque Td* with the engine 22 stopped. In the third mode, the ECU 50 controls the first and second motors 24, 34 (first and second inverters 26, 36), the torque converter 28 (lock-up clutch), and the transmission 30 so that the vehicle runs based on the required torque Td* with the engine 22 stopped.

[0023] Next, the operation of the hybrid vehicle 20 of the embodiment will be described, in particular, the control of the first and second motors 24, 26 (first and second inverters 26, 36) when the vehicle decelerates and then accelerates. In this embodiment, when the vehicle is decelerating with the accelerator released, the ECU 50 controls the engine 22 so that it operates autonomously or cuts off fuel, controls the second inverter 26 so that the second motor 34 is regeneratively driven, and controls the lock-up clutch of the torque converter 28 so that the lock-up clutch is released. Furthermore, when the accelerator is pressed and the vehicle accelerates while decelerating, the ECU 50 controls the engine 22 so that the torque from the engine 22 approaches the target torque based on the required torque Td*. However, it may take some time for the torque from the engine 22 to become sufficiently large (for the torque from the engine 22 to be used for driving). The control of the first and second motors 24, 26 (first and second inverters 26, 36) from when the accelerator is pressed while the vehicle is decelerating until the torque from the engine 22 becomes sufficiently large will be described below. Furthermore, when the vehicle accelerates after the accelerator is pressed while the vehicle is decelerating, the upstream coupling Gu and the downstream coupling Gd are moved from a state where the play is eliminated on the braking side of the vehicle to a state where the play is eliminated on the driving side of the vehicle.

[0024] Figure 2 is a flowchart showing an example of a processing routine executed by the ECU 50. This routine is repeatedly executed to control the first and second motors 24 and 26 (first and second inverters 26 and 36) from the time the accelerator is pressed during vehicle deceleration until the torque from the engine 22 becomes sufficiently large.

[0025] When this routine is executed, the ECU 50 sets the torque commands Tm1* and Tm2* for the first and second motors 24 and 34 to satisfy equations (1) and (2) (step S100). Subsequently, the ECU 50 controls the first and second inverters 26 and 36 using the torque commands Tm1* and Tm2* for the first and second motors 24 and 34 (step S110) and terminates this routine.

[0026] Here, equation (1) is expressed using the adjusted torque Tdad based on the required torque Td*, the torque commands Tm1* and Tm2* of the first and second motors 24, and the conversion coefficients k1 and k2. The adjusted torque Tdad is obtained, for example, by applying a gradual change process to the required torque Td*. The conversion coefficients k1 and k2 are coefficients for converting the torques of the first and second motors 24 and 34 to the torque acting on the drive wheel DW, respectively.

[0027] Equation (2) is expressed using the vehicle mass M, the tire dynamic load radius R of the drive wheel DW, the equivalent inertia Ipt from the engine 22 to the transmission 30, the gear ratio γm2 between the second motor 34 and the transmission shaft 32, the gear ratio γdf of the differential gear connected to the drive shaft DS connected to the transmission shaft 32 and the drive wheel DW, the gear ratio γat corresponding to the gear stage Gs of the transmission 30, and the allowable amount α. The vehicle mass M is the mass acting on the drive wheel DW. The vehicle mass M, the tire dynamic load radius R, the equivalent inertia Ipt, the gear ratio γm2, and the gear ratio γdf are predetermined, for example, as part of the vehicle specifications. The allowable amount α is predetermined by experimentation or analysis such that the delay time between the completion of eliminating the play in the upstream coupling part Gu on the vehicle's drive side and the completion of eliminating the play in the downstream coupling part Gd on the vehicle's drive side is less than or equal to the allowable time. The allowable time is predetermined through experiments and analyses to prevent the driver from experiencing shocks and gear noises associated with eliminating play twice with a time interval between them (it is acceptable for the driver to experience them only once). When the torque commands Tm1* and Tm2* of the first and second motors 24 are set so that the part of the left side of equation (2) excluding "-α" is equal to the right side of equation (2), it is assumed that the timing of the completion of play elimination in the downstream coupling Gd and the timing of the completion of play elimination in the upstream coupling Gu will be approximately the same.

[0028] Tm1*·k1+Tm2*·k2=Tdad (1) Tm2*·γm2·γdf / (M·R 2 )-α <Tm1* / (Ipt·γat·γdf) (2)

[0029] The ECU 50 controls the first and second inverters 26 and 36 by setting the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 to satisfy equations (1) and (2), thereby suppressing a relatively long delay between the timing of the completion of eliminating the play in the downstream coupling Gd on the vehicle's drive side and the timing of the completion of eliminating the play in the upstream coupling Gu on the vehicle's drive side. Furthermore, when the torque from the engine 22 becomes sufficiently large (when the torque from the engine 22 is used for driving), the ECU 50 controls the first and second inverters 26 and 36 by setting the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 so that the torque from the first and second motors 24 and 34 gradually decreases in line with the increase in torque from the engine 22.

[0030] To facilitate understanding of this disclosure, the comparative example and the embodiment will be described in that order. In the comparative example, when the vehicle decelerates and then accelerates, the first motor 24 does not output torque on the vehicle's drive side until the torque from the engine 22 becomes sufficiently large (the torque from the engine 22 is used for driving). That is, the ECU 50 controls the first inverter 26 by setting the torque command Tm1* of the first motor 24 to a value of 0. As a result, the torque from the engine 22 is used to eliminate the play in the downstream coupling Gd toward the vehicle's drive side.

[0031] Figures 3 and 4 are explanatory diagrams illustrating an example of how a vehicle decelerates and then accelerates in a comparative example. Figure 3 shows the rotational speed Ne of the engine 22, the rotational speed Nt of the turbine runner 28t of the torque converter 28, the torque Tat of the output shaft of the transmission 30, the torque Tm2 of the second motor 34, the backlash angles of the upstream coupling Gu and the downstream coupling Gd, and the vehicle acceleration. Note that the backlash angles of the upstream coupling Gu and the downstream coupling Gd are the sum of the backlash angles of the respective mechanical coupling parts of the upstream coupling Gu and the downstream coupling Gd. Figure 4 shows the process of eliminating the backlash of the upstream coupling Gu and the downstream coupling Gd.

[0032] In the comparative example, during vehicle deceleration, as shown before time t11 in Figure 3, both the upstream coupling Gu and the downstream coupling Gd are set to the braking side of the vehicle (see Figure 4(A)). When the accelerator is pressed at time t11 from this state, the torque Tm2 from the second motor 34 gradually increases and crosses the value of 0 to become positive. This torque is used to set the gear mechanism 38 and the downstream coupling Gd to the driving side of the vehicle from the braking side, and this settling is completed at time t12 (see Figure 3(B)). In parallel with this, the rotational speed Ne of the engine 22 also gradually increases. Subsequently, the torque of the engine 22 increases, and the upstream coupling Gu is set to the driving side of the vehicle from the braking side, and this settling is completed at time t13 (see Figure 3(C)). In the figure, "ΔTc" indicates the delay between the completion of play reduction in the downstream coupling Gd (time t12) and the completion of play reduction in the upstream coupling Gu (time t13) in the comparative example. As can be seen from Figure 3, in the comparative example, there is a possibility that shocks and gear noises associated with play reduction in the upstream coupling Gu may occur after a certain amount of time has elapsed since the shocks and gear noises associated with play reduction in the downstream coupling Gd occurred. In other words, in the comparative example, the delay time Δtc is somewhat long, and the driver may experience shocks and gear noises associated with play reduction twice, with a time interval between them.

[0033] Next, an embodiment will be described. Figures 5 and 6 are explanatory diagrams showing an example of how a vehicle decelerates and then accelerates in the embodiment. Figure 5 shows the play angles of the upstream coupling part Gu and the downstream coupling part Gd. In addition, Figure 5 also shows the play angles of the upstream coupling part Gu and the downstream coupling part Gd of a comparative example (same as in Figure 3). In Figure 5, times t11 to t13 correspond to Figure 3. Figure 6 shows the process of eliminating the play in the upstream coupling part Gu and the downstream coupling part Gd.

[0034] In this embodiment, while the vehicle is decelerating, both the upstream coupling Gu and the downstream coupling Gd are set to the braking side of the vehicle, as shown before time t21 in Figure 5 (see Figure 6(A)). When the accelerator is pressed at time t21 from this state, the torque from the second motor 34 is used to set the downstream coupling Gd to the driving side of the vehicle, and the torque from the first motor 24 is used to set the upstream coupling Gu to the driving side of the vehicle. Then, at time t22, the set of play in the downstream coupling Gd is completed, and at time t23, the set of play in the upstream coupling is completed (see Figure 6(B)). In the figure, "ΔTe" indicates the delay time between the completion of set of play in the downstream coupling Gd (time t22) and the completion of set of play in the upstream coupling Gu (time t23) in this embodiment. By using torque from the first motor 24 to eliminate the play in the upstream coupling portion Gu, the play in the upstream coupling portion Gu can be eliminated at an earlier timing compared to the case where torque from the engine 22 is used to eliminate the play in the upstream coupling portion Gu (comparative example). This makes it possible to suppress the occurrence of shocks and gear noises associated with eliminating the play in the downstream coupling portion Gd, followed by a certain amount of time having passed before the shocks and gear noises associated with eliminating the play in the upstream coupling portion Gu occur. In other words, in this embodiment, the delay time ΔTe is made shorter than the delay time ΔTc of the comparative example, making it possible to suppress the driver from feeling the shocks and gear noises associated with eliminating the play twice with a time interval in between.

[0035] Furthermore, in this embodiment, the ECU 50 controls the first and second motors 24 and 34 (first and second inverters 26 and 36) by setting the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 to satisfy equation (2) above. This makes it possible to keep the delay time ΔTe below the above-mentioned allowable time.

[0036] Furthermore, when the ECU 50 sets the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 to satisfy equation (2), if the torque command Tm1* is made relatively large and the torque command Tm2* is made relatively small, the timing of completion of play elimination in the upstream coupling part Gu may be earlier than the timing of completion of play elimination in the downstream coupling part Gd. In this case, after the play elimination of the upstream coupling part Gu is completed, the play elimination of the downstream coupling part Gd is performed using the torque from the first and second motors 24 and 34. For this reason, it is considered unlikely that the time interval between the timing of completion of play elimination in the upstream coupling part Gu and the timing of completion of play elimination in the downstream coupling part Gd will be relatively long.

[0037] As described above, in the hybrid vehicle 20 of the embodiment, when the vehicle decelerates and then accelerates, the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 are set to control the first and second inverters 26 and 36 so that the torque from the second motor 34 is used to eliminate the play in the downstream coupling part Gd and the torque from the first motor 24 is used to eliminate the play in the upstream coupling part Gu. By eliminating the play in the upstream coupling part Gu using the torque from the first motor 24, the play in the upstream coupling part Gu can be eliminated at an earlier timing compared to when the torque from the engine 22 is used to eliminate the play in the upstream coupling part Gu. As a result, it is possible to suppress the occurrence of shocks and gear noises associated with eliminating the play in the upstream coupling part Gu after a certain amount of time has passed since the shocks and gear noises associated with eliminating the play in the downstream coupling part Gd. Therefore, it is possible to suppress the driver from feeling these shocks and gear noises associated with eliminating the play twice with a time interval in between.

[0038] In the embodiment described above, when the vehicle decelerates and then accelerates, the ECU 50 controls the first and second inverters 26 and 36 by setting the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 to satisfy equation (2). However, it is not limited to this, and when the vehicle decelerates and then accelerates, the ECU 50 controls the first and second inverters 26 and 36 by setting the torque commands Tm1* and Tm2* of the first and second motors 24 and 34 to eliminate the play in the downstream coupling part Gd using the torque from the second motor 34 and to eliminate the play in the upstream coupling part Gu using the torque from the first motor 24.

[0039] In this embodiment, the second motor 34 is connected to the transmission shaft 32 via a gear mechanism 38, but is not limited to this. For example, the second motor 34 may be directly connected to the transmission shaft 32.

[0040] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be explained. In the embodiment, engine 22 corresponds to "engine", first motor 24 corresponds to "first motor", transmission 30 corresponds to "transmission", second motor 34 corresponds to "second motor", and ECU 50 corresponds to "control device".

[0041] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0042] The above describes the forms for implementing this disclosure using embodiments, but this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of this disclosure. [Industrial applicability]

[0043] This disclosure can be used in industries such as the hybrid vehicle manufacturing industry. [Explanation of symbols]

[0044] 20 Hybrid vehicle, 22 Engine, 24 First motor, 26 First inverter, 28 Torque converter, 28c Lock-up clutch, 28p Pump impeller, 28t Turbine runner, 30 Transmission, 32 Transmission shaft, 34 Second motor, 36 Second inverter, 38 Gear mechanism, 40 Battery, 42 Power line, 50 ECU, 60 Power switch, 61 Shift lever, 62 Shift position sensor, 63 Accelerator pedal, 64 Accelerator pedal position sensor, 65 Brake pedal, 66 Brake pedal position sensor, 67 Vehicle speed sensor.

Claims

1. The engine and A first motor connected to the engine, A transmission connected to the first motor and to a transmission shaft connected to a drive wheel, A second motor connected to the aforementioned transmission shaft, Control device and A hybrid vehicle equipped with, The control device controls the first and second motors such that, when the vehicle decelerates and then accelerates, it uses torque from the second motor to eliminate play in the downstream coupling portion, which is the coupling portion on the drive wheel side of the transmission shaft, and uses torque from the first motor to eliminate play in the upstream coupling portion, which is the coupling portion on the engine side of the transmission shaft. Hybrid vehicle.

2. A hybrid vehicle according to claim 1, The second motor is connected to the transmission shaft via a gear mechanism, The control device controls the first and second motors by setting the torque commands Tm1* and Tm2* to satisfy equation (A), where Tm1* and Tm2* are the torque commands for the first and second motors, M is the vehicle mass, R is the tire dynamic load radius of the drive wheels, Ipt is the equivalent inertia from the engine to the transmission, γm2 is the gear ratio between the second motor and the transmission shaft, γdf is the gear ratio of the differential gear connected to the transmission shaft and the drive wheels, γat is the gear ratio of the transmission, and α is the allowable amount. Hybrid vehicle. Tm2*・γm2・γdf / (M・R 2 )-α<Tm1* / (Ipt・γat・γdf) (A)

3. A hybrid vehicle according to claim 2, The allowable amount α is determined such that the delay time between the completion of eliminating play in the upstream connection and the completion of eliminating play in the downstream connection is less than or equal to the allowable time. Hybrid vehicle.

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