Vehicle rattle passage period estimation device

Abstract

To estimate a backlash passage period of a vehicle.SOLUTION: There is provided an estimation device 40 which is applied to a vehicle in which multiple mechanical elements that engage with each other are provided on a power transmission path from a drive source 14 to a drive wheel 18 and there is a backlash 32 between them, which estimates a backlash passage period from the beginning of jamming to the end of jamming of the backlash 32 when driving the drive source 14. The estimation device 40 includes: an angle sensor 20 that detects an actual rotation angle θm of a drive-side inertial body 30 located on the drive source side relative to the backlash 32; an arithmetic part 46 which obtains the actual angular acceleration αm of the drive-side inertial body 30 from the actual rotation angle θm; a torque estimation part 48 which estimates the generated torque Tm of the drive-side inertial body 30; an arithmetic part 50 which obtains the estimated angular acceleration αmbl of the drive-side inertial body 30 in the backlash passage period from the inertia Jm and the generated torque Tm of the drive-side inertial body 30; and a determination part 52 which determines that the vehicle is in the backlash passage period when a difference between the actual angular acceleration αm and the estimated angular acceleration αmbl is within a threshold.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a device that is applied to a vehicle in which there is backlash in the power transmission path from the drive source to the drive wheels, and that estimates the backlash passage period from the start to the end of backlash filling when the drive source is driven. [Background technology]

[0002] A vehicle has mechanical elements such as gears and splines that mesh with each other along the power transmission path from the drive source to the drive wheels. Backlash (or backlash) exists between these mechanical elements. When a vehicle changes from deceleration to acceleration, the backlash causes the vehicle's power transmission system to enter a backlash-passing period (dead zone) during which the torque of the drive source is not transmitted to the drive wheels. When the backlash is eliminated (the backlash-passing period ends), the torque of the drive source is transmitted to the drive wheels.

[0003] Patent Document 1 discloses a control device for controlling an electric motor, in which the control device estimates the timing when backlash between multiple power transmission members will be eliminated, and when that timing arrives, applies a correction torque to the basic command torque of the electric motor to suppress vibrations that occur in the power transmission system due to the elimination of backlash. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-27643 Summary of the Invention [Problem to be solved by the invention]

[0005] There is a demand for a device that can estimate the rattle passage period of a vehicle with a simple configuration.

[0006] An object of the present invention is to provide a device that can estimate the rattle passing period of a vehicle with a simple configuration. [Means for solving the problem]

[0007] The device for estimating a backlash passage period of a vehicle according to the present invention is applied to a vehicle in which a plurality of mechanical elements that mesh with each other are provided on a power transmission path from a drive source to drive wheels, and backlash exists between the plurality of meshing mechanical elements, and the device estimates the backlash passage period from the time when the backlash starts to fill up to the time when the backlash is completely filled up when the drive source is driven, and is characterized in that it comprises: an angle sensor that detects the actual rotation angle of a drive-side inertial body that is located closer to the drive source than the backlash; an actual angular acceleration calculation unit that calculates the actual angular acceleration of the drive-side inertial body based on the actual rotation angle; a torque estimation unit that estimates the torque generated in the drive-side inertial body based on the state of the drive source; an estimated angular acceleration calculation unit that calculates an estimated angular acceleration of the drive-side inertial body during the backlash passage period based on the inertia of the drive-side inertial body and the generated torque; and a determination unit that determines that the vehicle is in the backlash passage period when the difference between the actual angular acceleration and the estimated angular acceleration is within a predetermined threshold value.

[0008] In the device for estimating a backlash passage period of a vehicle according to the present invention, the drive source may be a motor, the angle sensor may be a resolver, the resolver may detect a rotation angle of a rotor of the motor as the actual rotation angle, the real angular acceleration calculation unit may calculate an angular acceleration of the rotor of the motor as the actual angular acceleration, and the torque estimation unit may estimate a generated torque of the motor as the generated torque.

[0009] In the device for estimating a backlash passage period of a vehicle according to the present invention, the drive source may be an engine, the angle sensor may be a crank angle sensor, the crank angle sensor may detect a rotation angle of a crankshaft of the engine as the actual rotation angle, the actual angular acceleration calculation unit may calculate an angular acceleration of the crankshaft of the engine as the actual angular acceleration, and the torque estimation unit may estimate a generated torque of the engine as the generated torque.

[0010] In the estimation device for a backlash passage period of a vehicle according to the present invention, the drive-side inertia body may include a rotating element of the drive source, a clutch that receives the drive force of the rotating element, and a clutch-side inertia body that is downstream of the clutch and closer to the clutch than the backlash, the angle sensor may detect the rotation angle of the clutch-side inertia body as the actual rotation angle, the actual angular acceleration calculation unit may calculate the angular acceleration of the clutch-side inertia body as the actual angular acceleration, and the torque estimation unit may estimate the generated torque of the clutch-side inertia body as the generated torque based on the state of the drive source and the engagement state of the clutch.

[0011] The device for estimating a backlash passage period of a vehicle according to the present invention is applied to a vehicle in which a plurality of mechanical elements that mesh with each other are provided on a power transmission path from a drive source to drive wheels, and backlash exists between the plurality of meshing mechanical elements, and the device estimates a backlash passage period from the time when the backlash starts to be eliminated to the time when the backlash is eliminated when the drive source is driven, and includes an angle sensor that detects an actual rotation angle of a drive-side inertial body located closer to the drive source than the backlash, an actual angular acceleration calculation unit that calculates an actual angular acceleration of the drive-side inertial body based on the actual rotation angle, a torque estimation unit that estimates a generated torque of the drive-side inertial body based on the state of the drive source, and a torque estimation unit that calculates an actual angular acceleration of the drive-side inertial body based on the inertia and the generated torque. and a backlash passage start estimating unit that estimates the time when the difference between the actual angular acceleration and the estimated angular acceleration first becomes within a predetermined threshold as the time when the backlash starts to close, and a backlash passage end estimating unit that estimates the time when the backlash has closed up, wherein the backlash passage end estimating unit calculates an integrated relative angle of the drive side inertia body with respect to the drive wheel after the time when the backlash has started to close, which is estimated by the backlash passage start estimating unit, based on the relative angular velocity of the actual angular velocity of the drive wheel with respect to the actual angular velocity of the drive wheel, and estimates the time when the calculated integrated relative angle reaches a predetermined amount of backlash as the time when the backlash has closed up. [Effects of the Invention]

[0012] According to the present invention, the backlash passage period or the point at which the backlash begins to close, which is the starting point of the backlash passage period, is estimated based on the detection value (actual rotation angle) of the angle sensor and the torque generated by the drive-side inertia body, so the estimation device can be configured simply. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1A is a block diagram showing a powertrain of a vehicle, FIG. 1B is a block diagram showing a powertrain of another vehicle, FIG. 1C is a diagram showing a torsion model of the powertrain, and FIG. 1D is a block diagram showing an estimation device for a backlash passing period. [Figure 2] FIG. 10 is a diagram for explaining the principle of estimating a backlash passing period. [Figure 3] 10A is a flowchart showing the process of estimating a backlash passing period according to the first embodiment, and FIG. 10B is a flowchart showing the process of estimating a backlash passing period according to the second embodiment. [Figure 4] 11 is a flowchart showing a process for estimating a backlash passing period according to the third embodiment. [Figure 5] FIG. 10 is a diagram showing an estimated angular acceleration used in the process of estimating the backlash passing period for each type of power transmission system. [Figure 6] FIG. 10 is a diagram showing an estimated angular acceleration used in the process of estimating the backlash passing period for each type of power transmission system. [Figure 7] FIG. 10 is a diagram showing an estimated angular acceleration used in the process of estimating the backlash passing period for each type of power transmission system. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the embodiments described herein. The same elements in all the drawings are designated by the same reference numerals, and redundant explanations will be omitted.

[0015] FIG. 1(A) is a block diagram showing a powertrain 12A of a vehicle, showing a configuration in which there is no clutch mechanism between a prime mover 14 and a power transmission system 16. FIG. 1(B) is a block diagram showing a powertrain 12B of another vehicle, showing a configuration in which a clutch mechanism (clutch 22) is present between the prime mover 14 and the power transmission system 16. FIG. 1(C) is a diagram showing a torsion model of the powertrain. FIG. 1(D) is a block diagram showing a backlash passage period estimation device 40.

[0016] As shown in Figure 1(A), a vehicle powertrain 12A includes a prime mover 14 (engine, motor, etc.) as a drive source, a power transmission system 16 including a transaxle (T / A) and the like, and drive wheels 18, which together form a power transmission path. Torque generated by the prime mover 14 is transmitted to the drive wheels 18 via the power transmission system 16. The power transmission system 16 has a plurality of mechanical elements such as various gear pairs and splines that mesh with each other, and backlash exists between the meshing mechanical elements.

[0017] FIG. 1(C) shows a torsional model common to both the powertrains 12A and 12B shown in FIGS. 1(A) and 1(B). The torsional model includes a drive-side inertial body 30, backlash 32, a rigid element 34, and a wheel-side inertial body 36. The drive-side inertial body 30 is an inertial body including the rotating elements of the prime mover 14 (such as the motor rotor and engine crankshaft) and the various gear pairs and transmissions of the power transmission system 16. In other words, in the torsional model, the various gear pairs and transmissions of the power transmission system 16 are considered to be rigidly connected to the rotating elements of the prime mover 14 and are included in the drive-side inertial body 30. The rigid element 34 mainly represents the drive shaft. The backlash 32 is assumed to be collectively present at the end of the drive shaft (rigid element 34) on the prime mover side. m indicates the inertia of the drive-side inertia body 30 (the sum of the inertia of the inertia bodies upstream of the backlash 32), and θ m indicates the rotation angle of the driving-side inertia body 30. tire indicates the combined inertia of the drive shaft (rigid element 34) and the wheel-side inertia body 36, and θ tire indicates the rotation angle of the drive shaft. m ,Jtire is determined depending on the configuration of the vehicle and is a value that can be known in advance.

[0018] FIG. 2 is an explanatory diagram of the rattle-passing period (free-running state) from when the backlash 32 begins to disappear when the drive source is driven until the backlash 32 is completely disappeared, showing an example in which the drive source is a motor (MG). When the accelerator pedal is depressed (tip-in operation) while the vehicle is coasting or decelerating, the driving force changes from negative to positive, and the vehicle switches, in order, to the driven state, free-running state, and driving state. FIG. 2(a) shows the time change in the torque Tm generated by the motor at this time. FIG. 2(b) shows the time change in the torque of the drive shaft as well as the duration of each state (driven state, free-running state, driving state).

[0019] The torsional model and equations of motion for each state are shown on the right side of Figure 2. The equations of motion for the driven state and the driving state are expressed by the following equations (1) and (2).

[0020]

number

[0021]

number

[0022] The equations of motion for the free running state with backlash are expressed by the following equations (3) and (4).

[0023]

number

[0024]

number

[0025] The right-hand side of equations (2) and (4) represents the torque of the drive shaft. In each equation, the two dotted θm (Hereinafter, α m (also written as θ m θ (the rotation angle of the drive-side inertial body 30) is the second-order derivative with respect to time, and is the angular acceleration of the drive-side inertial body 30. m is θ m T is the value obtained by first-order differentiation of the rotation angle of the drive-side inertial body 30 with respect to time, and is the angular velocity of the drive-side inertial body 30. m is the torque generated by the driving-side inertia body 30.

[0026] Also, the two dotted θ tire (Hereinafter, α tire (also written as θ tire This is the second derivative of the rotation angle of the drive shaft with respect to time, and is the angular acceleration of the drive shaft. tire is θ tire This is the first derivative of the rotation angle of the drive shaft with respect to time, and is the angular velocity of the drive shaft. K and C are coefficients.

[0027] In the free-running state with backlash, the stiffness term (second term on the right-hand side) and damping term (third term on the right-hand side) in equation (1) can be considered to be zero, so as shown in equation (3), the angular acceleration α of the driving inertia body m (θm with two dots) is the inertia J of the driving inertia body m and generated torque T m By utilizing this principle, the estimation device 40 (FIG. 1(D)) estimates the rattle passing period (the rattle free running state). Specifically, the estimation device 40 estimates the inertia J m and generated torque T m The estimated angular acceleration α obtained from mbl (See S101 in FIG. 3A) and the actual angular acceleration α calculated from the detected value (rotation angle) of the angle sensor 20. m If they match, or if the difference between them is within a threshold, it is determined that the vehicle is in a free-running state with backlash, and if not, it is determined that the vehicle is in a driven state or a driving state. mbl (dashed line labeled "Estimated") and actual angular acceleration α mFIG. 2(d) illustrates the time change of the flag signal output by the estimation device 40, which indicates the rattle passing period (rattle free running state).

[0028] The configuration of the estimation device 40 will now be described. As shown in FIG. 1(D), the estimation device 40 includes an angle sensor 20 and a processing unit 42. The processing unit 42 includes a processor 54 including a CPU, and a memory 56. The processor 54 operates in accordance with programs and control data stored in the memory 56, and functions as an actual angular acceleration calculation unit 46, a torque estimation unit 48, an estimated angular acceleration calculation unit 50, a determination unit 52, a backlash passage start estimation unit 70, and a backlash passage end estimation unit 72. The estimation units 70 and 72 are used in other embodiments shown in FIGS. 3(B) and 4. The processing unit 42 may be realized by one or more ECUs.

[0029] The angle sensor 20 detects the actual rotation angle θ of the driving-side inertial body 30. m The torque estimation unit 48 detects the torque T generated by the driving-side inertia body 30. m Here, in the powertrain 12A without a clutch (referring to a clutch between the prime mover 14 and the power transmission system 16, the same applies hereinafter in the explanation of FIGS. 1A and 1B) as shown in FIG. 1A, and the powertrain 12B with a clutch 22 as shown in FIG. 1B, the actual rotation angle θ m and the generated torque T m The estimated locations are different.

[0030] In a powertrain 12A (FIG. 1A) without a clutch, the angle sensor 20 detects the actual rotation angle θ of the driving-side inertia body 30. m The angle sensor 20 detects the rotation angle of a rotating element of a drive source (motor, engine) as a resolver. That is, if the drive source is a motor, the angle sensor 20 is a resolver and detects the rotation angle of the motor rotor. If the drive source is an engine, the angle sensor 20 is a crank angle sensor and detects the rotation angle of the engine crankshaft.

[0031] In the powertrain 12A (FIG. 1A) without a clutch, the torque estimation unit 48 estimates the torque T generated by the driving-side inertia body 30. m The torque generated by the drive source (motor, engine) is estimated based on the above. For example, if the drive source is a motor, torque estimation unit 48 receives the d-axis current and q-axis current (motor state quantities) of the motor and estimates the motor's generated torque using these and a torque map previously stored in memory 56. If the drive source is an engine, torque estimation unit 48 receives operation quantities (engine state quantities) of the engine's spark plug, throttle valve, injector, etc., and estimates the engine's generated torque based on these. Note that any known method may be used to estimate the generated torque.

[0032] On the other hand, in a powertrain 12B (FIG. 1B) that has a clutch, the drive-side inertia body 30 includes the rotating elements (rotor, crankshaft, etc.) of the drive source (motor, engine), the clutch 22 that receives the driving force of the rotating elements, and a clutch-side inertia body that is located downstream of the clutch 22 and closer to the clutch 22 than the backlash 32. Depending on the engagement state of the clutch 22 (state such as release, slip engagement, or full engagement), the actual rotation angle θ of the drive-side inertia body 30 (clutch-side inertia body) ahead of the backlash 32 m , generated torque T m Therefore, the angle sensor 20 detects the actual rotation angle θ of the driving-side inertia body 30. m The torque estimator 48 detects the rotation angle of the clutch-side inertia body located downstream of the clutch 22 as the torque T m The torque generated by the clutch-side inertia body located downstream of the clutch 22 is estimated as follows: The torque generated by the clutch-side inertia body is estimated based on the state quantities of the driving source (state quantities of the motor and engine) and the engagement state of the clutch 22 (clutch state quantity).

[0033] The actual angular acceleration calculation unit 46 calculates the actual rotation angle θ of the driving-side inertia body 30. m is differentiated twice with respect to time to obtain the actual angular acceleration α of the driving inertial body 30. m The estimated angular acceleration calculation unit 50 calculates the inertia Jm (a value known in advance and stored in the memory 56) and the generated torque T m Based on this, the estimated angular acceleration α of the driving-side inertial body 30 during the backlash passing period is calculated. mbl (See S101 in FIG. 3A). The determination unit 52 calculates the estimated angular acceleration α mbl and real angular acceleration α m If the difference is within a predetermined threshold ε (S102: Yes), it is determined that the vehicle is in a rattle passing period (rattle free running state) and the flag signal is set to 1 (S106), otherwise (S102: No), it is determined that the vehicle is in a driven state or a driving state and the flag signal is set to 0 (S107).

[0034] 3A is a flowchart showing the process of estimating the backlash passing period, and illustrates the process described above. The estimation device 40 repeatedly executes the flow of FIG. 3A at a predetermined cycle.

[0035] According to the embodiment described above, the detected value of the angle sensor 20 (actual rotation angle θ m ) and the torque T generated by the driving inertia body 30 m Since the backlash passing period is estimated based on the above, the estimation device 40 can have a simple configuration.

[0036] Furthermore, according to the embodiment described above, the detection value (actual rotation angle θ) of the angle sensor (for example, resolver or crank angle sensor) on the drive source side, which generally has high detection accuracy, is m ) Actual angular acceleration α m The inertia J of the drive-side inertia body 30 is relatively small, and is not affected by individual vehicle differences or aging. m Estimated angular acceleration α obtained from (predetermined value) mbl Therefore, the backlash passing period can be estimated with high accuracy.

[0037] Next, a process for estimating a backlash passing period according to a second embodiment will be described. Fig. 3(B) is a flowchart showing the process for estimating a backlash passing period according to the second embodiment. In this embodiment, the determination unit 52 in the configuration of the estimation device 40 in Fig. 1(D) is replaced with a backlash passing start estimation unit 70 and a backlash passing end estimation unit 72.

[0038] The flow of Fig. 3(B) will be explained. The flow of Fig. 3(B) differs from the flow of Fig. 3(A) in that S203 and S204 have been added. The flow of Fig. 3(B) is triggered by backlash passing determination (S202), and starts backlash passing amount calculation (S203, S204) using the detection value of the wheel speed sensor. This will be explained in detail below.

[0039] In step S201, the estimation device calculates the inertia J m and generated torque T m Based on this, the estimated angular acceleration α of the driving-side inertial body 30 is calculated. mbl (the same process as S101 in FIG. 3A). In S202, the backlash passage start estimating unit 70 calculates the estimated angular acceleration α mbl and real angular acceleration α m It is checked whether the difference between these values ​​is within a predetermined threshold value ε (the same process as S102 in FIG. 3A). If S202 is Yes, the backlash passing start estimating unit 70 estimates that this timing is the point at which backlash begins to close, and proceeds to S203. On the other hand, if S202 is No, it is determined that backlash has not yet started to close, that is, the vehicle is in a driven state, and the flag signal is set to 0 (S207).

[0040] In S203, the backlash passing end estimation unit 72 calculates the actual angular velocity ω of the driving wheels. tire Actual angular velocity ω of the driving inertial body 30 relative to m The integrated relative angle θ of the drive-side inertia body 30 with respect to the drive wheels after the time when the backlash starts to fill up is calculated based on the relative angular velocity of the drive wheels. tire is the detected value of the wheel speed sensor. Also, the actual angular velocity ω of the driving-side inertial body 30 m is the detected value of the angle sensor 20 (rotation angle θ m) with respect to time.

[0041] Then, in S204, the backlash passing end estimation unit 72 determines whether the integrated relative angle θ calculated in S203 is equal to or smaller than the predetermined backlash amount θ bl max It is checked whether the predetermined backlash amount θ bl max is, for example, the maximum value assumed as the amount of backlash, or a learned value obtained by running the vehicle, etc. If S204 is Yes (θ is θ bl max , the rattle passage end estimation unit 72 determines that the vehicle is in a rattle passage period (a rattle free running state) and sets the flag signal to 1 (S206), and repeatedly executes S203, S204, and S206. bl max On the other hand, if S204 is No (θ is bl max When the timing reaches 0, the backlash passing end estimation unit 72 estimates that this timing is the time when the backlash has been eliminated, and the process proceeds to S207. In S207, the backlash passing end estimation unit 72 determines that the vehicle is in the driven state and sets the flag signal to 0 (S207).

[0042] In the embodiment described above, a highly accurate backlash passing period can also be obtained.

[0043] Next, a process for estimating a backlash passing period according to the third embodiment will be described. FIG. 4 is a flowchart showing the process for estimating a backlash passing period according to the third embodiment. The flow in FIG. 4 differs from the flow in FIG. 3(B) in that a zero-cross determination of a torque command value (S300) is added. In S300, the estimation device checks whether the torque command value of the drive source has changed from negative to positive (zero crossing). If S300 is No, the estimation device determines that the vehicle is in a driven state and sets the flag signal to 0 (S307). On the other hand, if S300 is Yes, the estimation device determines that there is a possibility that the vehicle has changed from a driven state to a free-running state with backlash, and proceeds to S301 and subsequent steps. The processes in S301 to S307 are the same as the processes in S201 to S207 in FIG. 3(B). In this embodiment as well, a highly accurate backlash passing period can be obtained.

[0044] Next, the estimated angular acceleration during the backlash passing period for each configuration of the power transmission system will be described with reference to Figures 5 to 7. Figures 5 to 7 show the torsion model and the estimated angular acceleration during the backlash passing period (during backlash free running) for each configuration of the power transmission system (estimated angular acceleration α used in S102 in Figure 3(A), S202 in Figure 3(B), and S302 in Figure 4). mbl ) are shown. In each drawing and the following description, MG, MG1, and MG2 refer to motor generators (motors), ENG refers to an engine, T / A refers to a transaxle, and D / S refers to a drive shaft.

[0045] As shown in Figure 5, case (A) is an electric vehicle, which uses a drive unit (e-Axle) that integrates a motor, inverter, and transaxle. The torsion model for this case includes an MG-side inertial body 130, backlash 132, a drive shaft 134, and a wheel-side inertial body 136. The estimated angular acceleration during free running with backlash in this case is given by the following equation (5). In the following equation, J MG is the inertia of the MG side inertia body 130, and T MG is the torque of the MG.

[0046] Formula (5) Estimated angular acceleration=T MG / JMG

[0047] Case (B) is a split-type hybrid vehicle such as the Toyota Hybrid System (THS). The torsion model for this case includes an ENG+MG1 side inertia body 230A, a damper 280, an MG2 side inertia body 230B, backlash 232, a drive shaft 234, and a wheel side inertia body 236. Case (B) is classified into cases (B-1) to (B-3).

[0048] Case (B-1) is a case where the ENG is stopped and the damper 280 has low rigidity. In this case, the inertia of the ENG+MG1 side inertia body 230A is excluded and the estimated angular acceleration during free running with backlash is calculated (the following equation (6)). In the following equation, J MG2 is the inertia of the MG2 side inertia body 230B, and T MG2 is the torque generated by MG2.

[0049] Formula (6) Estimated angular acceleration=T MG2 / J MG2

[0050] Case (B-2) is a case where the ENG is stopped and the damper 280 has high rigidity. In this case, the estimated angular acceleration during free running with backlash is calculated including the inertia of the ENG+MG1 side inertia body 230A (the following equation (7)). In the following equation, J ENG +J MG1 is the inertia of the ENG+MG1 side inertia body 230A.

[0051] Formula (7) Estimated angular acceleration=T MG2 / (J ENG +J MG1 +J MG2 )

[0052] Case (B-3) is when the ENG is in operation. In this case, the estimated angular acceleration during free running with backlash is calculated by taking into account the inertia of the ENG+MG1 side inertia body 230A and the torque of the ENG and MG1 (the following equation (8)). In the following equation, T ENGis the engine torque, and T MG1 is the torque of MG1.

[0053] Formula (8) Estimated angular acceleration=(T ENG +T MG1 +T MG2 ) / (J ENG +J MG1 +J MG2 )

[0054] As shown in FIG. 6, case (C) is a one-motor hybrid vehicle in which an MG is connected to the drive shaft via a transmission, and an ENG is connected to the rotating shaft of the MG via a clutch 322A. The torsional model of this case includes an ENG-side inertia body 330A, a damper 380, a clutch 322A, an MG-side inertia body 330B, a clutch 322B (see case (C-4)), a T / A-side inertia body 330C (see case (C-4)), backlash 332, a drive shaft 334, and a wheel-side inertia body 336. Case (C) is classified into cases (C-1) to (C-4). Note that in cases (C-1) to (C-3), the clutch 322B shown in (C-4) is engaged, and therefore the clutch 322B and the T / A-side inertia body 330C are omitted.

[0055] Case (C-1) is a case where the ENG is stopped and the clutch 322A is released. In this case, the inertia of the ENG-side inertial body 330A is excluded to calculate the estimated angular acceleration during free running with backlash (the following equation (9)). In the following equation, J MG is the inertia of the MG side inertia body 330B, and T MG is the torque of the MG.

[0056] Formula (9) Estimated angular acceleration=T MG / J MG

[0057] Case (C-2) is when the ENG is operating and the clutch 322A is engaged. In this case, the estimated angular acceleration during free running with backlash is given by the following equation (10). In the following equation, J ENGis the inertia of the ENG side inertia body 330A, and T ENG is the torque of the engine.

[0058] Formula (10) Estimated angular acceleration=(T ENG +T MG ) / (J ENG +J MG )

[0059] Case (C-3) is when the ENG is operating and the clutch 322A upstream of the MG is slipping. In this case, the estimated angular acceleration during idle running is given by the following equation (11). In the following equation, T C is the transmission torque of the clutch 322A.

[0060] Formula (11) Estimated angular acceleration=(T MG +T C ) / J MG

[0061] Case (C-4) is when the clutch 322B downstream of the MG is slipping. In this case, the estimated angular acceleration during idle running with backlash is given by the following equation (12). In the following equation, T C is the transmission torque of the clutch 322B, and J T / A is the inertia of the T / A side inertial body 330C.

[0062] Formula (12) Estimated angular acceleration=T C / J T / A

[0063] As shown in Figure 7, case (D) is a vehicle with damper play. Case (D) is classified into cases (D-1) and (D-2).

[0064] Case (D-1) is a vehicle with only an engine as a prime mover. The torsion model in this case includes an engine-side inertial body 430A, a backlash 432A, a damper 480, a T / A-side inertial body 430B, a backlash 432B, a drive shaft 434, and a wheel-side inertial body 436. In this case, the estimated angular acceleration of backlash 432A during free running is given by the following equation (13). In the following equation, J ENG is the inertia of the ENG side inertia body 430A, and T ENG is the torque of the engine.

[0065] Formula (13) Estimated angular acceleration=T ENG / J ENG

[0066] The estimated angular acceleration during free running with backlash 432B is given by the following equation (14). Note that this is calculated after backlash 432A is filled up. In the following equation, J T / A is the inertia of the T / A side inertial body 430B.

[0067] Formula (14) Estimated angular acceleration=T ENG / (J ENG +J T / A )

[0068] Case (D-2) is a vehicle having an engine and a motor as prime movers. The torsion model of this case includes an engine-side inertial body 530A, a backlash 532A, a damper 580, an engine-side inertial body 530B, a backlash 532B, a drive shaft 534, and a wheel-side inertial body 536. In this case, the estimated angular acceleration of backlash 532A during free running is given by the following equation (15). In the following equation, J ENG is the inertia of the ENG side inertia body 530A, and T ENG is the torque of the engine.

[0069] Formula (15) Estimated angular acceleration=T ENG / J ENG

[0070] Further, the estimated angular acceleration during free running of the backlash 532A is expressed by the following equation (16). MG is the inertia of the MG side inertia body 530B, and T MG is the torque of the MG.

[0071] Formula (16) Estimated angular acceleration=T MG / J MG

[0072] Further, the estimated angular acceleration during free running of backlash 532B after backlash 532A is filled up is expressed by the following equation (17).

[0073] Formula (17) Estimated angular acceleration=(T ENG +T MG ) / (J ENG +J MG )

[0074] The estimated angular acceleration during the backlash passing period for each type of power transmission system has been described above. [Explanation of symbols]

[0075] 12A, 12B power train, 14 prime mover (drive source), 16 power transmission system, 18 drive wheel, 20 angle sensor, 22 clutch, 30 drive side inertial body, 32 backlash (backlash), 34 rigidity element, 36 wheel side inertial body, 40 estimation device, 42 processing unit, 46 actual angular acceleration calculation unit (calculation unit), 48 torque estimation unit, 50 estimated angular acceleration calculation unit (calculation unit), 52 backlash section determination unit (determination unit), 54 processor, 56 memory, 70 backlash passage start estimation unit, 72 backlash passage end estimation unit.

Claims

1. The device is applied to a vehicle in which a plurality of mechanical elements that mesh with each other are provided on a power transmission path from a drive source to a drive wheel, and there is backlash between the plurality of mechanical elements that mesh with each other, and estimates a backlash passage period from a point in time when the backlash starts to be eliminated to a point in time when the backlash is completely eliminated when the drive source is driven, an angle sensor for detecting an actual rotation angle of the drive-side inertia body located closer to the drive source than the backlash; an actual angular acceleration calculation unit that calculates an actual angular acceleration of the drive-side inertia body based on the actual rotation angle; a torque estimation unit that estimates a torque generated by the drive-side inertia body based on a state of the drive source; an estimated angular acceleration calculation unit that calculates an estimated angular acceleration of the drive-side inertia body during the backlash passing period based on the inertia of the drive-side inertia body and the generated torque; a determination unit that determines that the vehicle is in the rattle passing period when a difference between the actual angular acceleration and the estimated angular acceleration is within a predetermined threshold value. A device for estimating a period during which a vehicle passes through a backlash, comprising:

2. 2. The device for estimating a rattle passing period of a vehicle according to claim 1, the drive source is a motor, the angle sensor is a resolver, and the resolver detects a rotation angle of a rotor of the motor as the actual rotation angle; the actual angular acceleration calculation unit calculates, as the actual angular acceleration, an angular acceleration of a rotor of the motor; the torque estimation unit estimates the generated torque of the motor as the generated torque; A device for estimating a period during which a vehicle passes through a backlash, comprising:

3. 2. The device for estimating a rattle passing period of a vehicle according to claim 1, the drive source is an engine, the angle sensor is a crank angle sensor, and the crank angle sensor detects a rotation angle of a crankshaft of the engine as the actual rotation angle; the actual angular acceleration calculation unit calculates, as the actual angular acceleration, an angular acceleration of a crankshaft of the engine; The torque estimation unit estimates a torque generated by the engine as the generated torque. A device for estimating a period during which a vehicle passes through a backlash, comprising:

4. 2. The device for estimating a rattle passing period of a vehicle according to claim 1, the drive-side inertia body includes a rotational element of the drive source, a clutch that receives a driving force from the rotational element, and a clutch-side inertia body that is located downstream of the clutch and closer to the clutch than the backlash, the angle sensor detects a rotation angle of the clutch-side inertia body as the actual rotation angle, the actual angular acceleration calculation unit calculates, as the actual angular acceleration, an angular acceleration of the clutch-side inertia body; the torque estimation unit estimates, as the generated torque, the generated torque of the clutch-side inertia body based on a state of the drive source and an engagement state of the clutch. A device for estimating a period during which a vehicle passes through a backlash, comprising:

5. The device is applied to a vehicle in which a plurality of mechanical elements that mesh with each other are provided on a power transmission path from a drive source to a drive wheel, and there is backlash between the plurality of mechanical elements that mesh with each other, and estimates a backlash passage period from a point in time when the backlash starts to be eliminated to a point in time when the backlash is completely eliminated when the drive source is driven, an angle sensor for detecting an actual rotation angle of the drive-side inertia body located closer to the drive source than the backlash; an actual angular acceleration calculation unit that calculates an actual angular acceleration of the drive-side inertia body based on the actual rotation angle; a torque estimation unit that estimates a torque generated by the drive-side inertia body based on a state of the drive source; an estimated angular acceleration calculation unit that calculates an estimated angular acceleration of the drive-side inertia body based on the inertia of the drive-side inertia body and the generated torque; a backlash passage start estimation unit that estimates a time point at which a difference between the actual angular acceleration and the estimated angular acceleration first becomes within a predetermined threshold as a time point at which the backlash begins to close; a backlash passing end estimation unit that estimates a time point when the backlash has been eliminated, The backlash passing end estimation unit is calculating an integrated relative angle of the drive-side inertia body with respect to the drive wheel after the backlash starts to fill up, which is estimated by the backlash passage start estimation unit, based on a relative angular velocity of the actual angular velocity of the drive wheel with respect to the actual angular velocity of the drive wheel; A time when the calculated integrated relative angle reaches a predetermined amount of backlash is estimated as a time when the backlash has been completely eliminated. A device for estimating a period during which a vehicle passes through a backlash, comprising:

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