Vehicle control device

Abstract

To provide a controller of a vehicle that can suppress a rattling shock and also suppress a deterioration in response.SOLUTION: Rattling torque is calculated based upon equalizing current input-side torque of a power transmission device, a current detection value by a rotation sensor, output-side torque of the power transmission device at a point of time of rattling, with current output-side torque of the power transmission device. The rattling torque can be precisely calculated in consideration of an actual use environment by the calculation method which uses current values other than the output-side torque on which the use environment such as the travel resistance, inclination, etc., are reflected, without using the output-side torque of the power transmission device determined by travel resistance, inclination, etc. Consequently, it is possible to suppress a rattling shock and a deterioration in response.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a control device for a vehicle equipped with a power transmission device that transmits power from a power source to drive wheels. [Background technology]

[0002] Vehicle control devices are well known, including a power source, a power transmission device that transmits power from the power source to drive wheels, and a rotation sensor that detects a value corresponding to the rotational speed of a rotating member of the power transmission device. Patent Document 1 (Patent Document 1) describes an internal combustion engine control device. Patent Document 1 discloses a method for setting a first damping period, a second damping period, and a third damping period during the engine torque damping process associated with accelerator release, with the damping rate of the second damping period being smaller than those of the first damping period and the third damping period. The second damping period corresponds to a drive / driven switching region that includes a rattle point when the power transmission state of the power transmission device switches from a drive state to a driven state. When the power transmission state of the power transmission device switches from a drive state to a driven state, the direction of rattle reduction in the power transmission device reverses, potentially resulting in rattle shock, a shock caused by gear rattle. The technology disclosed in Patent Document 1 suppresses rattle shock by setting a relatively small damping rate during the second damping period. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-47667 Summary of the Invention [Problem to be solved by the invention]

[0004] The drive / driven / passive switching range is predetermined based on the rattle torque, which is the torque at the time of rattle calculated based on standard conditions, such as a flat road, and vehicle specifications. However, the actual vehicle operating environment may differ from the standard conditions due to factors such as uphill roads or packed snow, or vehicle specifications may change due to tire changes, etc., which may cause the actual rattle time to fall outside the predetermined drive / driven / passive switching range. This may result in inadequate suppression of rattle shock. To address this issue, as described in Patent Document 1, for example, it is possible to reduce the damping rate in the ranges before and after the drive / driven / passive switching range depending on the operating state of the air conditioner driven by the engine output and the warm-up state of the engine. Alternatively, it is possible to increase the torque width of the drive / driven / passive switching range. However, these measures may lengthen the overall torque change period, potentially resulting in a delayed response, i.e., a deterioration in responsiveness. There is room for improvement in improving vehicle drivability in diverse environments. The same problem may occur when, for example, the accelerator is depressed and the power transmission state of the power transmission device is switched from a driven state to a driving state, a so-called tip-in.

[0005] The present invention has been made in light of the above circumstances, and its object is to provide a vehicle control device that can suppress rattle shock and also suppress deterioration of response. [Means for solving the problem]

[0006] The gist of the first invention is that it comprises: (a) a power source; a differential device that distributes power from the power source to left and right drive wheels; before Inscription Power The aforementionedA control device for a vehicle including a power transmission device that transmits power to a drive wheel and a rotation sensor that detects a value corresponding to the rotation speed of a rotating member that constitutes the power transmission device, the control device including: (b) a torque calculation unit that calculates a rattle torque, which is the input torque of the power transmission device at the time of rattle, based on the current input torque of the power transmission device, the current detected value by the rotation sensor, and setting the output torque of the power transmission device at the time of rattle when the power transmission state of the power transmission device is switched between a drive state and a driven state to the same value as the current output torque of the power transmission device. (c) in a rattle region which is a torque region including the rattle torque calculated by the torque calculation unit, the torque of the power source is changed more gradually than in torque regions before and after the rattle region, and (d) the torque calculation unit calculates a torque from the power source to the differential device based on a current input torque of the differential device as the current input torque of the power transmission device, a change amount of a current input rotation speed or an output rotation speed of the differential device as the current detected value by the rotation sensor, and a predetermined torque from the power source to the differential device. a gear ratio of the differential device; and setting the output torque of the differential device at the time of rattle as the output torque of the power transmission device at the time of rattle to the current output torque of the differential device at the time of rattle, the output torque of the differential device at the time of rattle, equal to the current output torque of the differential device at the time of rattle. The reason is that. [Effects of the Invention]

[0007] According to the first aspect of the present invention, rattle torque is calculated based on the current input torque of the power transmission device, the current value detected by the rotation sensor, and setting the output torque of the power transmission device at the time of rattle equal to the current output torque of the power transmission device. Taking advantage of the fact that the current value of the output torque of the power transmission device and the value at the time of rattle are unlikely to change in a short period of time, the two values ​​are treated as being equal, and rattle torque is calculated using the current values ​​of the input torque of the power transmission device and the value detected by the rotation sensor. The above calculation method, which uses current values ​​other than the output torque that reflect the operating environment, such as running resistance and gradient, without using the output torque of the power transmission device determined by running resistance and gradient, allows rattle torque to be calculated accurately taking into account the actual operating environment. In the rattle region including the calculated rattle torque, the torque of the power source is changed more gradually than in the torque regions before and after the rattle region. This allows the region where rattles occur to be predicted with high accuracy, and rattle shock can be appropriately suppressed even if the torque region where rattles occur is narrowed. Also, in the torque region where rattles do not occur, the input torque of the power transmission device can be changed quickly. Therefore, rattle shock can be suppressed and deterioration of response can be suppressed. In addition, the input torque of the differential at the time of rattle is calculated as the rattle torque based on the current input torque of the differential, the amount of change in the current input rotation speed or output rotation speed of the differential, a predetermined total equivalent input inertia weight, a predetermined total equivalent output inertia weight, the gear ratio of the differential, and setting the output torque of the differential at the time of rattle to the current output torque of the differential. This allows the rattle region to be determined with high accuracy. [Brief explanation of the drawings]

[0008] [Figure 1]1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and control systems for various controls in the vehicle. [Figure 2] 1 is a flowchart illustrating a main part of the control operation of the electronic control device, and is a flowchart illustrating the control operation for suppressing rattle shock and suppressing deterioration of response. [Figure 3] 3 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 2 is executed. FIG. [Figure 4] FIG. 2 is a diagram illustrating the schematic configuration of a vehicle to which the present invention is applied, which is an embodiment different from the vehicle in FIG. [Figure 5] 1 is a flowchart illustrating the main control operations of the electronic control device, and is a flowchart illustrating the control operations for suppressing rattle shock and suppressing deterioration of response, and is an embodiment different from the flowchart of FIG. 2. [Figure 6] FIG. 5 is a diagram illustrating the general configuration of a vehicle to which the present invention is applied, which is an embodiment different from the vehicles in FIGS. 1 and 4. DETAILED DESCRIPTION OF THE INVENTION

[0009] In an embodiment of the present invention, the rotational speed of a rotating member constituting the power transmission device corresponds to the angular velocity of the rotating member. The amount of change in the rotational speed of the rotating member is the amount of change in a control cycle that is repeatedly executed, for example, the rate of change in the rotational speed of the rotating member. The rate of change in the rotational speed of the rotating member is the time rate of change of the rotational speed of the rotating member, i.e., its time derivative, and corresponds to the angular acceleration of the rotating member. The rotational speed is represented as rotational speed ω, and the rate of change in the rotational speed is represented as rotational change amount dω / dt. In the formula, the rotational change amount dω / dt may be represented by a dot at ω.

[0010] Furthermore, the gear ratio (also referred to as the speed change ratio) in the devices that constitute the power transmission device, such as the differential device and the transmission, is "input side rotation speed / output side rotation speed."

[0011] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Example]

[0012] Fig. 1 is a diagram illustrating the schematic configuration of a vehicle 10 to which the present invention is applied, and also illustrates the main parts of the control functions and control systems for various controls in the vehicle 10. In Fig. 1, the vehicle 10 is equipped with an engine 12 as a power source, drive wheels 14, and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0013] The engine 12 is a known internal combustion engine. An engine control device 50 provided in the vehicle 10 is controlled by an electronic control device 80 (described later), whereby the engine torque Te of the engine 12 is controlled.

[0014] The power transmission device 16 includes a torque converter 20, an automatic transmission 22, and the like, housed within a case 18, which is a non-rotating member. The torque converter 20 is connected to the engine 12. The automatic transmission 22 is connected to the torque converter 20 and is disposed in a power transmission path between the torque converter 20 and the drive wheels 14. The power transmission device 16 also includes a propeller shaft 26 connected to a transmission output shaft 24, which is an output rotating member of the automatic transmission 22, a differential gear 28 connected to the propeller shaft 26, and a pair of drive shafts 30 connected to the differential gear 28. The differential gear 28 is a differential device that distributes power from the engine 12 to the left and right drive wheels 14. The automatic transmission 22 is a transmission provided in the power transmission path between the engine 12 and the differential gear 28. The power transmission device 16 also includes an engine connecting shaft 32 that connects the engine 12 and the torque converter 20 .

[0015] The torque converter 20 includes a pump wheel 20a connected to an engine connecting shaft 32, and a turbine wheel 20b connected to a transmission input shaft 34, which is an input rotating member of the automatic transmission 22. The torque converter 20 includes a known lock-up clutch 36.

[0016] The automatic transmission 22 is, for example, a known planetary gear type automatic transmission. The automatic transmission 22 is switched between a plurality of speeds (also referred to as gears) with different speed ratios γat (=AT input rotation speed ωati / AT output rotation speed ωato) that are formed according to the accelerator operation by the driver, the vehicle speed V, etc. by an electronic control device 80, which will be described later. The AT input rotation speed ωati is the rotation speed of the transmission input shaft 34, and is the input rotation speed of the automatic transmission 22. The AT output rotation speed ωato is the rotation speed of the transmission output shaft 24, and is the output rotation speed of the automatic transmission 22.

[0017] The vehicle 10 is equipped with a mechanical oil pump 38 connected to a pump impeller 20a, which supplies hydraulic oil OIL to a hydraulic control circuit 52 provided in the vehicle 10. The vehicle 10 is also equipped with an alternator 54 (see "ALT" in the figure), an air conditioner compressor 56 (see "A / C" in the figure), and the like, which are connected to the engine 12 via a belt 40 or the like.

[0018] The vehicle 10 is equipped with an electronic control unit 80 including a control device for the vehicle 10. The electronic control unit 80 is equipped with, for example, a CPU, RAM, ROM, an input / output interface, and the like.

[0019] The electronic control device 80 is supplied with various signals (e.g., engine rotation speed ωe, which is the rotation speed of the engine 12; AT input rotation speed ωati; AT output rotation speed ωato, which corresponds to the vehicle speed V; drive wheel speeds ωrl, ωrr, which are the rotation speeds of the left and right drive wheels 14; driven wheel speeds ωsl, ωsr, which are the rotation speeds of the left and right driven wheels (not shown); accelerator opening θacc; throttle valve opening θth, etc.) based on detection values ​​from various sensors provided on the vehicle 10 (e.g., engine rotation speed sensor 60, AT input rotation speed sensor 62, AT output rotation speed sensor 64, wheel speed sensor 66, accelerator opening sensor 68, throttle valve opening sensor 70, etc.).

[0020] The electronic control device 80 outputs various command signals (for example, an engine control command signal Se, a hydraulic control command signal Sat, etc.) to each device provided in the vehicle 10 (for example, an engine control device 50, a hydraulic control circuit 52, etc.).

[0021] Incidentally, rattle shock may occur when passing through the drive / driven switching region due to tip-in or tip-out. The drive / driven switching region is a torque region where rattle occurs, i.e., a rattle region. For this reason, the electronic control device 80 suppresses rattle shock, for example, by gradually changing the engine torque Te when passing through the rattle region. Gradually changing the engine torque Te may worsen response, leading to deterioration in drivability and fuel economy. It is desirable to minimize the rattle region and shorten the period during which the change in engine torque Te is gradual, while quickly changing the engine torque Te before and after the rattle region. However, the rattle region may change depending on the actual usage environment of the vehicle 10. It is desirable to accurately predict the rattle region according to the actual usage environment of the vehicle 10.

[0022] The electronic control device 80 is equipped with torque calculation means, i.e., a torque calculation unit 82, to accurately predict the rattle region. The torque calculation unit 82 calculates rattle torque Tgt using the input torque of the power transmission device 16, which is the generated torque input to the power transmission device 16, and a rotation sensor that detects a value corresponding to the rotational speed of the rotating members that make up the power transmission device 16. The rattle torque Tgt is the input torque of the power transmission device 16 at the rattle point when the power transmission state of the power transmission device 16 switches between a driving state and a driven state.

[0023] The input torque of the power transmission device 16 includes the engine torque Te and the input torque of the differential gear 28 based on the engine torque Te, that is, the differential input torque Tin.

[0024] The rotating members that make up the power transmission device 16 include the engine connecting shaft 32, the transmission input shaft 34, the transmission output shaft 24, and the drive shaft 30. The engine rotation speed sensor 60 is a rotation sensor that detects a value corresponding to the rotation speed of the engine connecting shaft 32. The AT input rotation speed sensor 62 is a rotation sensor that detects a value corresponding to the rotation speed of the transmission input shaft 34. The AT output rotation speed sensor 64 is a rotation sensor that detects a value corresponding to the rotation speed of the transmission output shaft 24. The wheel speed sensor 66 is a rotation sensor that detects a value corresponding to the rotation speed of the drive shaft 30. The AT output rotation speed ωato, which is the value detected by the AT output rotation speed sensor 64, corresponds to the input side rotation speed of the differential gear 28, i.e., the differential input side rotation speed ωin. The drive wheel speeds ωrl and ωrr, which are values ​​detected by the wheel speed sensor 66, correspond to the output side rotation speed of the differential gear 28, i.e., the differential output side rotation speed ωout. The differential output side rotation speed ωout is, for example, the average value of the drive wheel speeds ωrl and ωrr.

[0025] As shown in Figure 1, the entire drivetrain from the engine 12 to the drive wheels 14 is expressed in equivalent form before and after the differential gear 28. In Figure 1, "Tin" is the differential input torque, and "Tout" is the output torque of the differential gear 28, i.e., the differential output torque. The "dots of ωin" are the amount of change in the differential input rotational speed ωin, i.e., the differential input rotation change amount dωin / dt, and the "dots of ωout" are the amount of change in the differential output rotational speed ωout, i.e., the differential output rotation change amount dωout / dt. "Iin" is the predetermined total equivalent inertial weight from the engine 12 to the input side of the differential gear 28, i.e., the input side total equivalent inertial weight, and "Iout" is the predetermined total equivalent inertial weight from the output side of the differential gear 28 to the drive wheels 14, i.e., the output side total equivalent inertial weight.

[0026] The equation of motion for the entire drivetrain, with the present state being when torque is being transmitted across the differential gear 28, i.e., when there is positive or negative drive torque Tr and no rattle, can be expressed by the following equation (1). In equation (1), "Tinnow" is the current differential input torque Tin, and "Toutnow" is the current differential output torque Tout. The differential output torque Tout corresponds to the output torque of the power transmission device 16. "dωinnow / dt" is the current differential input rotation change dωin / dt, i.e., the current differential input rotation change. "ρ" is the predetermined gear ratio of the differential gear 28, i.e., the differential gear ratio. The current differential output rotation change dωout / dt, i.e., the current differential output rotation change dωoutnow / dt, is expressed using the differential gear ratio ρ and the current differential input rotation change dωinnow / dt.

[0027] Tinnow+(1 / ρ)×Toutnow =(Iin+(1 / ρ 2 )×Iout)×dωinnow / dt ···(1)

[0028] Furthermore, the equations of motion when there is no torque transmission before and after the differential gear 28, i.e., at the time of rattle, can be expressed by the following equations (2) and (3). In the following equations (2) and (3), "Ting" is the differential input torque Tin at the time of rattle, i.e., the differential rattle torque, and "Toutg" is the differential output torque Tout at the time of rattle, i.e., the rattle differential output torque. The differential rattle torque Ting corresponds to the desired rattle torque Tgt. "dωing / dt" is the differential input rotation change dωin / dt at the time of rattle, i.e., the rattle differential input rotation change.

[0029] Ting=Iin×dωing / dt (2) Toutg=Iout×dωing / dt×(1 / ρ) ···(3)

[0030] By utilizing the fact that the time from when tip-in or tip-out is determined until rattle actually occurs is sufficiently short, it is possible to approximate Toutnow = Toutg. Therefore, rearranging the above equations (1), (2), and (3) for the differential rattle torque Ting, we obtain the following equation (4).

[0031] Ting=Iin×ρ 2 / Iout ×((Iin+(1 / ρ 2 )×Iout)×dωinnow / dt-Tinnow) ···(4)

[0032] The current differential output torque Toutnow and the rattle differential output torque Toutg are each values ​​determined by the current operating environment of the vehicle 10, such as running resistance and gradient. However, if the current differential output torque Toutnow is calculated using fixed values ​​for running resistance and gradient, the actual operating environment of the vehicle 10 cannot be reflected. In contrast, by approximating Toutnow = Toutg, it is possible to replace the current differential output torque Toutnow with a calculation method that reflects the actual operating environment of the vehicle 10 and uses the current differential input torque Tinnow, the current differential input rotational change dωinnow / dt, the input-side total equivalent inertia weight Iin, and the output-side total equivalent inertia weight Iout.

[0033] The torque calculation unit 82 calculates the differential rattle torque Ting based on the current differential input torque Tinnow, the current differential input rotation change amount dωinnow / dt, the input side total equivalent inertia weight Iin, the output side total equivalent inertia weight Iout, the differential gear ratio ρ, and setting the rattle differential output torque Toutg to the same value as the current differential output torque Toutnow.

[0034] The torque calculation unit 82 calculates the current differential input torque Tinnow using the engine torque Te, the gear ratio γat of the automatic transmission 22, and the like, as shown in the following equation (5), for example. The torque calculation unit 82 calculates an estimated value of the engine torque Te at the throttle valve opening θth and the engine rotation speed ωe, for example, using a predetermined engine torque map. In the following equation (5), "t" is the torque ratio of the torque converter 20. The torque ratio t is a function of the speed ratio e (= turbine rotation speed / pump rotation speed) of the torque converter 20. The torque calculation unit 82 calculates the torque ratio t by applying the actual speed ratio e to a predetermined relationship between the speed ratio e and the torque ratio t, for example. The torque calculation unit 82 calculates the actual speed ratio e (= ωati / ωe) based on the AT input rotation speed ωati, which is equal to the turbine rotation speed, which is the rotation speed of the turbine wheel 20b, and the engine rotation speed ωe, which is equal to the pump rotation speed, which is the rotation speed of the pump wheel 20a. The torque calculation unit 82 calculates the current differential input torque Tinnow by substituting the estimated value of the engine torque Te, the torque ratio t, and the gear ratio γat for "Te" in the following equation (5): Note that the torque transmission efficiency of the power transmission path from the engine 12 to the differential gear 28 may be taken into account in the following equation (5).

[0035] Tinnow = Te × t × γat (5)

[0036] The torque calculation unit 82 calculates the current differential input rotation change amount dωinnow / dt using, for example, the AT output rotation speed ωato, which corresponds to the differential input rotation speed ωin. Alternatively, the torque calculation unit 82 may calculate the current differential input rotation change amount dωinnow / dt using, for example, values ​​obtained by converting the drive wheel speeds ωrl and ωrr, which correspond to the differential output rotation speed ωout, to the input side of the differential gear 28 using the differential gear ratio ρ. Therefore, the above equation (4) may be an equation in which the current differential input rotation change amount dωinnow / dt is replaced with the current differential output rotation change amount dωoutnow / dt. Alternatively, the torque calculation unit 82 may calculate the current differential input rotation change amount dωinnow / dt using, for example, a value obtained by converting the engine rotation speed ωe or the AT input rotation speed ωati to the input side of the differential gear 28 using the gear ratio γat. Alternatively, the torque calculation unit 82 may calculate the current differential input rotation change amount dωinnow / dt using the detected value of the rotation sensor with the highest detection accuracy, or the detected value of the rotation sensor may be smoothed by a low-pass filter.

[0037] The speed ratio between the engine rotation speed ωe and the differential input side rotation speed ωin differs depending on the gear ratio γat of the automatic transmission 22. Therefore, the input side total equivalent inertia weight Iin differs depending on the gear ratio γat. The torque calculation unit 82 calculates the input side total equivalent inertia weight Iin based on the actual gear ratio γat, for example, using the input side total equivalent inertia weight Iin predetermined for each gear ratio γat of the automatic transmission 22. In other words, the torque calculation unit 82 sets the input side total equivalent inertia weight Iin predetermined according to the gear ratio γat as the input side total equivalent inertia weight Iin used to calculate the rattle torque Tgt.

[0038] The torque calculation unit 82 calculates the output-side total equivalent inertia weight Iout (=vehicle weight × tire dynamic load radius) using, for example, the vehicle weight and the tire dynamic load radius of the drive wheels 14. 2) is calculated. For example, since predetermined values ​​are used for the vehicle weight and the tire dynamic load radius of the drive wheels 14, the torque calculation unit 82 sets a predetermined output-side total equivalent inertia weight Iout as the output-side total equivalent inertia weight Iout used to calculate the rattle torque Tgt. Strictly speaking, the output-side total equivalent inertia weight Iout includes the inertia of 30 minutes or the like of the drive shaft, but since the 30 minutes or the like of the drive shaft is sufficiently small compared to the vehicle weight, it is excluded when calculating the output-side total equivalent inertia weight Iout.

[0039] The torque calculation unit 82 calculates the differential rattle torque Ting using the above equation (4), and then calculates the engine rattle torque Teg, which is the engine torque Te during rattle, using the following equation (6). The engine rattle torque Teg also corresponds to the desired rattle torque Tgt. Note that the following equation (6) may also take into account the torque transmission efficiency of the power transmission path from the engine 12 to the differential gear 28.

[0040] Teg = Ting / (t × γat) (6)

[0041] As described above, the torque calculation unit 82 calculates the rattle torque Tgt based on the current input torque of the power transmission device 16 (engine torque Te, differential input torque Tin, etc.), the current detection value by the rotation sensor (AT output rotation speed ωato, drive wheel speeds ωrl, ωrr, etc.), and making the output torque of the power transmission device 16 at the time of rattle (rattle differential output torque Toutg) equal to the current output torque of the power transmission device 16 (current differential output torque Toutnow).

[0042] The torque calculation unit 82 may constantly calculate the rattle torque Tgt. When the electronic control unit 80 determines that a tip-in or tip-out has occurred, it sets the rattle region to a torque range that includes the rattle torque Tgt calculated by the torque calculation unit 82, for example, engine rattle torque Teg, at approximately its center. The electronic control unit 80 changes the engine torque Te more gradually in the rattle region than in regions before and after the rattle region. Alternatively, the torque calculation unit 82 may not constantly calculate the rattle torque Tgt, but may calculate the rattle torque Tgt only when the electronic control unit 80 determines that a tip-in or tip-out has occurred. For example, the torque calculation unit 82 calculates the rattle torque Tgt at a predetermined time point from the start of a transition period in which the power transmission state of the power transmission device 16 is switched from one of the driving state and the driven state to the other, until the rattle time point.

[0043] Fig. 2 is a flowchart illustrating the main control operations of the electronic control unit 80, which are executed repeatedly, for example, to suppress rattle shock and to suppress deterioration of response. Fig. 3 is a diagram illustrating an example of a time chart when the control operations shown in the flowchart of Fig. 2 are executed.

[0044] 2, each step of the flowchart corresponds to a function of the torque calculation unit 82. In step (hereinafter, step will be omitted) S10, the drive wheel speeds ωrl and ωrr are acquired. Also, an estimated value of the current engine torque Te is acquired. Also, the current gear ratio γat of the automatic transmission 22 is acquired. Next, in S20, the input side total equivalent inertia weight Iin and the output side total equivalent inertia weight Iout are calculated. Also, the current differential input side torque Tinnow is calculated using the engine torque Te, the gear ratio γat of the automatic transmission 22, etc. (see equation (5) above). Next, in S30, the current differential input side rotation change amount dωinnow / dt is calculated using a value obtained by converting the drive wheel speeds ωrl and ωrr to the input side of the differential gear 28 using the differential gear ratio ρ. Next, in S40, the differential backlash torque Ting is calculated using the input side total equivalent inertia weight Iin, the output side total equivalent inertia weight Iout, the current differential input side torque Tinnow, the current differential input side rotation change amount dωinnow / dt, and the differential gear ratio ρ (see equation (4) above).

[0045] FIG. 3 is a diagram showing an example of a case where tip-out has occurred. In FIG. 3, time t1 indicates the time when it is determined that tip-out has occurred due to release of the accelerator. Time t2 indicates the time when the rattle region is determined based on the calculated rattle torque Tgt. In this rattle region, shock suppression control is implemented to suppress rattle shock (see time t3-t5). Time t4 indicates the time when rattle is predicted to occur. In this shock suppression control, the generated torque is changed more gradually than before and after the rattle region.

[0046] As described above, according to this embodiment, rattle torque Tgt is calculated by equating the current input torque of the power transmission 16, the current value detected by the rotation sensor, and the output torque of the power transmission 16 at the time of rattle with the current output torque of the power transmission 16. That is, taking advantage of the fact that the current value of the output torque of the power transmission 16 and the value at the time of rattle are unlikely to change in a short period of time, the two values ​​are treated as equivalent. The rattle torque Tgt is calculated using the current values ​​of the input torque of the power transmission 16 and the value detected by the rotation sensor. The above calculation method, which uses current values ​​other than the output torque that reflect the operating environment, such as running resistance and gradient, without using the output torque of the power transmission 16 determined by factors such as running resistance and gradient, allows for accurate calculation of the rattle torque Tgt while taking into account the actual operating environment. This allows for suppression of rattle shock and deterioration of response.

[0047] Furthermore, according to this embodiment, the rattle torque Tgt is calculated at a predetermined time point from the start of a transition period in which the power transmission state of the power transmission device 16 is switched from one of the driving state and the driven state to the other, until the rattle occurs, thereby determining the rattle region with high accuracy.

[0048] Furthermore, according to this embodiment, the differential rattle torque Ting is calculated as the rattle torque Tgt based on the current differential input torque Tinnow, the current differential input rotation change dωinnow / dt or the current differential output rotation change dωoutnow / dt, the predetermined input equivalent total inertia weight Iin, the predetermined output equivalent total inertia weight Iout, the differential gear ratio ρ, and setting the rattle differential output torque Toutg to the same value as the current differential output torque Toutnow. This allows the rattle region to be determined accurately.

[0049] Furthermore, according to this embodiment, the input-side total equivalent inertia weight Iin used to calculate the rattle torque Tgt is set to a predetermined value corresponding to the speed ratio γat, thereby enabling the rattle region to be determined with even greater accuracy.

[0050] Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments will be given the same reference numerals and the description thereof will be omitted. [Example]

[0051] 4 is a diagram illustrating a schematic configuration of a vehicle 100 to which the present invention is applied. The vehicle 100 is an embodiment different from the vehicle 10 of the first embodiment described above.

[0052] 4, the vehicle 100 is a hybrid vehicle equipped with an engine 102 and an electric motor 104 as power sources. The vehicle 100 also includes drive wheels 106 and a power transmission device 108 provided in a power transmission path between the engine 102 and the drive wheels 106.

[0053] The power transmission device 108 includes a clutch 110, an automatic transmission 112 including a torque converter, and the like. The clutch 110 is an on-off clutch provided between the engine 102 and the electric motor 104 in the power transmission path between the engine 102 and the drive wheels 106. The automatic transmission 112 is connected to the engine 102 via the clutch 110, and is connected to the electric motor 104 without the clutch 110. The power transmission device 108 also includes a propeller shaft 114 connected to an output rotary member of the automatic transmission 112, a differential gear 116 connected to the propeller shaft 114, a pair of drive shafts 118 connected to the differential gear 116, and the like. The automatic transmission 112 is a transmission provided in the power transmission path between the engine 102 and the differential gear 116. The differential gear 116 is a differential device that distributes power from the engine 102 and the electric motor 104 to the left and right wheels of the drive wheels 106 .

[0054] The engine torque Te of the engine 102 is controlled by an electronic control device 120 provided in the vehicle 100. The electric motor 104 is a rotating electric machine, and the motor torque Tm, which is the torque of the electric motor 104, is controlled by the electronic control device 120. The automatic transmission 112 is a known planetary gear type automatic transmission in which gear stages formed by the electronic control device 120 are switched. The electronic control device 120 is a control device for the vehicle 100.

[0055] The clutch 110 is a hydraulic friction engagement device constituted by, for example, a multi-plate or single-plate clutch. The clutch 110 is switched between operating states, i.e., control states, such as an engaged state, a slip state, and a disengaged state, by an electronic control device 120. In the vehicle 100, as shown in FIG. 4(a), when the clutch 110 is engaged, the engine 102 and the automatic transmission 112 are connected to be able to transmit power. On the other hand, as shown in FIG. 4(b), when the clutch 110 is disengaged, power transmission between the engine 102 and the automatic transmission 112 is interrupted. Therefore, when the clutch 110 is in the disengaged state, power from the electric motor 104 can be transmitted to the drive wheels 106, but power from the engine 102 is not transmitted to the drive wheels 106. The clutch 110 is a clutch that can interrupt power transmission from the engine 102 to the differential gear 116.

[0056] The formula for calculating the differential rattle torque Ting shown in the previous equation (4) can also be applied to the vehicle 100. However, since the engine 102 can be separated from the power transmission system by the clutch 110 in the vehicle 100, it is necessary to take into account the input side total equivalent inertia weight Iin and the current differential input side torque Tinnow according to the control state of the clutch 110.

[0057] The input-side total equivalent inertia weight Iin excludes the inertia (=equivalent inertia weight) of the engine 102, which cuts off power transmission to the differential gear 116 when the clutch 110 is in a disengaged state. The following equation (7) represents the input-side total equivalent inertia weight Iin when the clutch 110 is in an engaged state, and the following equation (8) represents the input-side total equivalent inertia weight Iin when the clutch 110 is in a disengaged state. In the following equations (7) and (8), "Ieng" represents the equivalent inertia weight of the engine 102 including a damper (not shown). "Imotor" represents the equivalent inertia weight of the electric motor 104. "Iat" represents the equivalent inertia weight from the automatic transmission 112 to the input side of the differential gear 28.

[0058] (When the clutch is engaged) Iin = Ieng + Imotor + Iat (7) (When the clutch is released) Iin = Imotor + Iat (8)

[0059] The current differential input torque Tinnow is calculated using the combined torque of the engine torque Te and the motor torque Tm when the clutch 110 is engaged, whereas the current differential input torque Tinnow is calculated using only the motor torque Tm when the clutch 110 is released.

[0060] As described above, the torque calculation unit 82 sets the input side total equivalent inertia weight Iin used to calculate the rattle torque Tgt as a predetermined input side total equivalent inertia weight Iin according to the control state of the clutch 110. In addition, the torque calculation unit 82 calculates the current differential input side torque Tinnow according to the control state of the clutch 110.

[0061] The torque calculation unit 82 calculates the differential rattle torque Ting using the above equation (4), and then calculates the torque of the power source during rattle according to the control state of the clutch 110. When the clutch 110 is in an engaged state, the torque of the power source during rattle is calculated using the engine torque Te and the motor torque Tm, and when the clutch 110 is in a released state, it is calculated using only the motor torque Tm.

[0062] FIG. 5 is a flowchart illustrating the main control operations of the electronic control device 80, which are executed repeatedly, for example, to suppress rattle shock and to suppress deterioration of response.

[0063] 5, each step of the flowchart corresponds to a function of the torque calculation unit 82. In S10b, drive wheel speeds ωrl and ωrr are acquired. Also, an estimated value of the current engine torque Te and the current motor torque Tm are acquired. Also, the current gear ratio γat of the automatic transmission 22 is acquired. Also, the control state of the clutch 110 is acquired. Next, in S15b, it is determined whether the clutch 110 is engaged. If the determination in S15b is positive, then in S20b, the input-side total equivalent inertia weight Iin and the output-side total equivalent inertia weight Iout when the clutch 110 is engaged are calculated. Also, the current differential input torque Tinnow is calculated using the combined torque of the engine torque Te and the motor torque Tm, the gear ratio γat of the automatic transmission 22, etc. If the determination in S15b above is negative, in S25b, the input-side total equivalent inertia weight Iin when the clutch 110 is in the disengaged state, i.e., the input-side total equivalent inertia weight Iin excluding the equivalent inertia weight Ieng of the engine 102, and the output-side total equivalent inertia weight Iout are calculated. In addition, the current differential input torque Tinnow is calculated using the motor torque Tm, the speed ratio γat of the automatic transmission 22, etc. Following S20b or S25b above, in S30b, the current differential input rotation change amount dωinnow / dt is calculated using values ​​obtained by converting the drive wheel speeds ωrl and ωrr to the input side of the differential gear 28 using the differential gear ratio ρ. Next, in S40b, the differential backlash torque Ting is calculated using the input side total equivalent inertia weight Iin, the output side total equivalent inertia weight Iout, the current differential input side torque Tinnow, the current differential input side rotation change amount dωinnow / dt, and the differential gear ratio ρ (see equation (4) above).

[0064] As described above, according to this embodiment, the input-side total equivalent inertia weight Iin used to calculate the rattle torque Tgt is set to the input-side total equivalent inertia weight Iin according to the control state of the clutch 110, and the current differential input torque Tinnow is calculated according to the control state of the clutch 110. As a result, even in the vehicle 100 equipped with the clutch 110, rattle shock can be suppressed and deterioration of response can be suppressed, as in the first embodiment described above. [Example]

[0065] The calculation formula for the differential rattle torque Ting shown in the above formula (4) can also be applied to the vehicle 200 shown in Fig. 6(a). The vehicle 200 differs from the vehicle 10 in the first embodiment in that the power source is replaced by an electric motor 202. Furthermore, the vehicle 200 differs from the vehicle 10 in the first embodiment in that the power transmission device 204 provided in the power transmission path between the electric motor 202 and the drive wheels 14 includes an automatic transmission 22 but does not include a torque converter 20.

[0066] The calculation formula for the differential rattle torque Ting shown in equation (4) above can also be applied to the vehicle 300 shown in Figure 6(b). The vehicle 300 differs from the vehicle 200 in that the power transmission device 302 provided in the power transmission path between the electric motor 202 and the drive wheels 14 is replaced with a transmission mechanism 304 that transmits power using a simple mechanical mechanism, rather than the automatic transmission 22.

[0067] The calculation formula for the differential rattle torque Ting shown in equation (4) can also be applied to the vehicle 400 shown in FIG. 6(c). The vehicle 400 differs from the vehicle 200 in the second embodiment in that the relative positions of the engine 102 and the electric motor 104 are reversed. The vehicle 400 includes a power transmission device 402 provided in a power transmission path between the electric motor 104 and the drive wheels 106. The power transmission device 402 includes a clutch 404 capable of interrupting the transmission of power from the electric motor 104 to the differential gear 116. In the vehicle 400, when the clutch 404 is in a disengaged state, the inertia of the electric motor 104 is excluded from the input-side total equivalent inertia weight Iin, and only the estimated value of the engine torque Te is used in the current differential input-side torque Tinnow.

[0068] As described above, according to this embodiment, similarly to the first or second embodiment, rattle shock can be suppressed and deterioration of response can be suppressed.

[0069] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0070] For example, in the above-described embodiment, the automatic transmission 22 and the automatic transmission 112 are planetary gear automatic transmissions, but are not limited to this. The automatic transmission 22 and the automatic transmission 112 may be a synchronous mesh parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like.

[0071] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0072] 10: Vehicle 12: Engine (power source) 14: Drive wheels 16: Power transmission device 22: Automatic transmission (transmission) 24: Transmission output shaft (rotating member) 28: Differential gear (differential device) 30: Drive shaft (rotating member) 32: Engine connecting shaft (rotating member) 34: Transmission input shaft (rotating member) 60: Engine rotation speed sensor (rotation sensor) 62: AT input rotation speed sensor (rotation sensor) 64: AT output rotation speed sensor (rotation sensor) 66: Wheel speed sensor (rotation sensor) 80: Electronic control unit (control unit) 82: Torque calculation unit 100: Vehicle 102: Engine (power source) 104: Electric motor (power source) 106: Drive wheels 108: Power transmission device 110: Clutch 112: Automatic transmission (transmission) 116: Differential gear (differential device) 120: Electronic control device (control device) 200: Vehicle 202: Electric motor (power source) 204: Power transmission device 300: Vehicle 302: Power transmission device 400: Vehicle 402: Power transmission device 404: Clutch

Claims

1. A control device for a vehicle including a power source, a power transmission device including a differential device that distributes power from the power source to left and right drive wheels and transmits the power to the drive wheels, and a rotation sensor that detects a value corresponding to a rotation speed of a rotating member that constitutes the power transmission device, The current input torque of the power transmission device; A current detection value by the rotation sensor; Setting the output torque of the power transmission device at a time when a backlash occurs, at which the power transmission state of the power transmission device is switched between a driving state and a driven state, to the same value as the current output torque of the power transmission device; and a torque calculation unit that calculates a rattle torque, which is an input torque of the power transmission device at the time of rattle, based on the torque calculation unit. In a rattle region, which is a torque region including the rattle torque calculated by the torque calculation unit, the torque of the power source is changed more gradually than in torque regions before and after the rattle region, The torque calculation unit a current input torque of the differential device as the current input torque of the power transmission device; a change amount of the current input rotation speed or output rotation speed of the differential device as a value detected by the current rotation sensor; a predetermined input-side total equivalent inertia weight from the power source to the differential device; a predetermined total equivalent inertia weight on the output side from the differential device to the drive wheels; a gear ratio of the differential device; Setting the output torque of the differential device at the time of the rattle, which is the output torque of the power transmission device at the time of the rattle, to a value equal to the current output torque of the differential device, which is the current output torque of the power transmission device; The control device for a vehicle is characterized in that the input side torque of the differential device at the time of the rattle is calculated as the rattle torque based on the above.

2. The vehicle control device according to claim 1, characterized in that the torque calculation unit calculates the rattle torque at a predetermined point from the start of a transition period in which the power transmission state is switched from one of the driving state and the driven state to the other, until the rattle occurs.

3. the power transmission device includes a transmission in a power transmission path between the power source and the differential device, 3. The vehicle control device according to claim 1, wherein the torque calculation unit sets a predetermined input-side total equivalent inertia weight according to a gear ratio of the transmission as the input-side total equivalent inertia weight.

4. the power transmission device includes an engine and an electric motor as the power source, and a clutch capable of interrupting power transmission from the engine or the electric motor to the differential device, 3. The vehicle control device according to claim 1, wherein the torque calculation unit sets a predetermined input-side total equivalent inertia weight according to a control state of the clutch as the input-side total equivalent inertia weight, and calculates the current input-side torque of the differential device according to the control state of the clutch.

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