JP7183973B2 - Engine torque detector - Google Patents

Description

The present invention relates to an engine torque detection device for detecting engine torque based on reaction torque of a rotating machine.

A vehicle is well known that includes an engine having a supercharger and a rotating machine to which the power of the engine is transmitted, and controls the reaction torque of the rotating machine so that the rotation speed of the engine reaches a target value. there is For example, the vehicle described in Patent Literature 1 is one of them. This patent document 1 discloses that the output torque of the engine is calculated based on the reaction torque of the rotary machine.

JP-A-2005-343458

By the way, in calculating the output torque of the engine based on the reaction torque of the rotating machine, for example, noise superimposed on the signal of the rotation speed sensor and torsional vibration of the transmission member that transmits the power of the engine may cause the reaction torque of the rotating machine. may vary. In such a case, the output torque of the engine calculated based on the reaction torque will also fluctuate, possibly deteriorating the robustness. In order to obtain robustness, weighting is applied to a series of engine output torques calculated based on successively acquired reaction torques, and after alleviating changes in engine output torque, the estimated value of engine output torque is calculated. It is conceivable to calculate On the other hand, when the engine has a supercharger, the output torque of the engine changes greatly when the boost pressure is increased or greatly changed. Therefore, when the estimated value calculated by weighting the output torque of an engine having a supercharger is detected as the actual value of the output torque of the engine, if the weighting related to the weighting is set to a value that provides robustness, When the output torque of the engine changes greatly, the detection delay of the output torque of the engine with respect to the actual output torque of the engine may become a problem.

The present invention has been made against the background of the above circumstances, and its object is to suppress the deterioration of robustness when detecting the output torque of an engine having a supercharger, and to reduce the supercharging pressure. To provide an engine torque detection device capable of suppressing a detection delay of the output torque of an engine when the boost pressure is increased or the supercharging pressure is greatly changed.

The gist of the first invention is (a) used in a vehicle equipped with an engine having a supercharger and a rotating machine to which the power of the engine is transmitted, and based on the reaction torque of the rotating machine An engine torque detection device for detecting the calculated estimated value of the output torque of the engine as the actual value of the output torque of the engine, the device comprising: (b) sequentially acquiring the reaction torque of the rotating machine; An estimated engine torque calculation unit that calculates the estimated value after weighting a predetermined number of series of engine output torques calculated based on the torque to mitigate changes in the estimated value of the engine output torque; c) setting the weighting based on the supercharging pressure by the supercharger or the change in the supercharging pressure, and when the supercharging pressure is high, compared to when the supercharging pressure is low, or the change in the supercharging pressure; and a weight setting unit that sets the weight so that the degree of relaxation of the change in the estimated value is smaller when is large than when it is small.

In a second aspect of the invention, in the engine torque detection device according to the first aspect, the estimated engine torque calculation unit calculates an amount of inertia torque associated with a change in the rotation speed of the engine and a change in the rotation speed of the rotating machine. and correcting the output torque of the engine, which is calculated based on the reaction torque.

In a third aspect of the invention, in the engine torque detection device according to the second aspect, the estimated engine torque calculation unit weights the inertia torque of the engine and the inertia torque of the rotary machine, The weight setting unit corrects the output torque of the engine calculated based on the reaction torque, and the weight setting unit is smaller when the supercharging pressure is high than when the supercharging pressure is low, or when the change in the supercharging pressure is large. The weight associated with the weighting for each of the inertia torque by the engine and the inertia torque by the rotating machine is set to a larger value than the other times.

In a fourth aspect of the invention, in the engine torque detection device according to the third aspect, the weight setting unit sets the weight for the inertia torque by the rotating machine to a value larger than the weight for the inertia torque by the engine. to be set to

In a fifth aspect of the invention, in the engine torque detection device according to any one of the first to fourth aspects, the weight setting unit controls the series of torques based on the temperature of intake air of the engine. The weight is set for the output torque of the engine, and the weight is set for the series of engine output torques so that the degree of mitigation of the change in the estimated value is smaller when the temperature of the intake air is low than when it is high. to set the weight.

A sixth invention is the engine torque detection device according to any one of the first invention to the fifth invention, wherein the vehicle divides the power of the engine between the driving wheels and the rotating machine. and a second rotating machine coupled to the drive wheels so as to be able to transmit power.

A seventh invention is the engine torque detection device according to the sixth invention, wherein the vehicle includes an automatic transmission that forms part of a power transmission path between the differential mechanism and the driving wheels. wherein the estimated engine torque calculation unit calculates the estimated value of the output torque of the engine when the automatic transmission is not shifting, ie, when the automatic transmission is not shifting.

An eighth invention is the engine torque detection device according to any one of the first invention to the fifth invention, wherein the rotating machine is a generator that is generated by power of the engine, The vehicle is a hybrid vehicle that includes a second rotating machine that is driven by electric power generated by the rotating machine and that is connected to drive wheels so as to be able to transmit power.

According to the first aspect, when the estimated value of the engine output torque is calculated by weighting a series of engine output torques calculated based on the sequentially obtained reaction torque of the rotating machine, Weighting the series of engine output torques so that the change in the estimated value is less relaxed when the boost pressure from the supercharger is high than when it is low, or when the change in boost pressure is large than when it is small. Since the weighting related to is set, while robustness is obtained by weighting the series of engine output torques, the engine output torque when greatly changed, which is calculated based on the reaction torque of the rotating machine, is It is made easy to be reflected in the estimated value. Therefore, while suppressing the deterioration of robustness when detecting the output torque of an engine having a supercharger, the output torque of the engine when the supercharging pressure is increased or when the supercharging pressure is greatly changed Detection delay can be suppressed.

Further, according to the second invention, the inertia torque of the engine and the inertia torque of the rotating machine are used to correct the output torque of the engine calculated based on the reaction torque of the rotating machine. The estimation accuracy of the output torque is improved.

Further, according to the third invention, the inertia torque by the engine and the inertia torque by the rotating machine are respectively weighted, and the output torque of the engine calculated based on the reaction torque of the rotating machine is corrected, When the supercharging pressure is high, compared to when it is low, or when the change in boost pressure is large, compared to when it is small, the weights related to the weighting of each of the inertia torque by the engine and the inertia torque by the rotating machine are set to larger values. Therefore, the inertia torque when the rotation speed is greatly changed is easily reflected in the correction of the output torque of the engine.

Further, according to the fourth aspect, the weight of the inertia torque of the rotating machine is set to a value greater than the weight of the inertia torque of the engine. The inertia torque caused by is easily reflected in the correction.

Further, according to the fifth aspect of the present invention, for example, when the temperature of the intake air of the engine is lowered, the effect of increasing the output torque of the engine due to the increase of the supercharging pressure is likely to be obtained. A series of weights for the output torque of the engine is set so that when the air temperature is low, the change in the estimated value is less relaxed than when the air temperature is high, so it is calculated based on the reaction torque of the rotating machine. , the output torque of the engine when greatly changed is more likely to be reflected in the estimated value.

Further, according to the sixth invention, an engine having a supercharger, a rotating machine, a differential mechanism that divides and transmits the power of the engine to the drive wheels and the rotating machine, and the power can be transmitted to the drive wheels. In a hybrid vehicle equipped with a second rotating machine connected to a second rotating machine, while suppressing deterioration of robustness when detecting the output torque of the engine, when the boost pressure is increased or the boost pressure is greatly changed It is possible to suppress the detection delay of the output torque of the engine when the engine is turned on.

Further, according to the seventh invention, in the hybrid vehicle further comprising an automatic transmission forming part of the power transmission path between the differential mechanism and the driving wheels, the estimated value of the output torque of the engine is calculated. is performed when the automatic transmission is not shifting, it is possible to prevent the influence of inertia torque and the like accompanying shifting of the automatic transmission when the estimated value of the output torque of the engine is calculated.

Further, according to the eighth invention, the engine having the supercharger, the rotating machine that is generated by the power of the engine, and the rotating machine that is connected to the driving wheels so as to be able to transmit power is driven by the power generated by the rotating machine. In a hybrid vehicle equipped with a second rotating machine, while suppressing the deterioration of robustness in detecting the output torque of the engine, when the supercharging pressure is increased or when the supercharging pressure is greatly changed Detection delay of the output torque of the engine can be suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining main parts of a control system and control functions for various controls in the vehicle; It is a figure explaining a schematic structure of an engine. FIG. 5 is a nomographic chart that relatively represents the rotational speed of each rotating element in the differential section; FIG. 4 is a diagram showing an example of an optimum engine operating point; FIG. 4 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. 4 is a chart showing operating states of a clutch and a brake in each driving mode; FIG. 5 is a diagram showing an example of a weighting factor for engine torque calculated based on the reaction torque of the first rotating machine; FIG. 5 is a diagram showing an example of weighting coefficients for the latest values according to the intake air temperature; Engine torque detection delay when the supercharging pressure is increased or when the supercharging pressure is greatly changed while suppressing the deterioration of the robustness in detecting the engine torque, which is the main part of the control operation of the electronic control unit. It is a flowchart explaining the control action for suppressing. FIG. 4 is a diagram showing an example of weighting coefficients for inertia torque; FIG. 2 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining a vehicle different from the vehicle in FIG. 1; FIG. 12 is an operation chart for explaining the relationship between the shift operation of the mechanical stepped transmission illustrated in FIG. 11 and the combination of the operation of the engaging device used therefor; FIG. 4 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in the continuously variable electric transmission section and the stepped mechanical transmission section; When the supercharging pressure is increased or when the supercharging pressure is greatly changed while suppressing the deterioration of robustness in detecting the main part of the control operation of the electronic control unit illustrated in FIG. 11, that is, the engine torque 4 is a flowchart for explaining a control operation for suppressing engine torque detection delay; FIG. 12 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining a vehicle different from the vehicles of FIGS. 1 and 11. FIG. FIG. 16 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining a vehicle different from the vehicles of FIGS. 1, 11, and 15;

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining control functions and main parts of a control system for various controls in the vehicle 10. As shown in FIG. In FIG. 1 , a vehicle 10 is a hybrid vehicle that includes an engine 12, a first rotary machine MG1, a second rotary machine MG2, a power transmission device 14, and drive wheels 16.

FIG. 2 is a diagram for explaining a schematic configuration of the engine 12. As shown in FIG. In FIG. 2, the engine 12 is a power source for running the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine having a supercharger 18, that is, an engine with a supercharger 18. An intake system of the engine 12 is provided with an intake pipe 20, and the intake pipe 20 is connected to an intake manifold 22 attached to the engine body 12a. An exhaust system of the engine 12 is provided with an exhaust pipe 24, and the exhaust pipe 24 is connected to an exhaust manifold 26 attached to the engine body 12a. The supercharger 18 is a known exhaust turbine type supercharger, that is, a turbocharger, having a compressor 18 c provided in the intake pipe 20 and a turbine 18 t provided in the exhaust pipe 24 . The turbine 18t is rotationally driven by the exhaust gas flow. The compressor 18c is connected to the turbine 18t, and is rotationally driven by the turbine 18t to compress intake air to the engine 12, that is, intake air.

The exhaust pipe 24 is provided in parallel with an exhaust bypass 28 for bypassing the turbine 18t from the upstream side of the turbine 18t to the downstream side to flow the exhaust gas. The exhaust bypass 28 is provided with a waste gate valve (=WGV) 30 for continuously controlling the ratio of the exhaust passing through the turbine 18 t and the exhaust passing through the exhaust bypass 28 . The opening of the wastegate valve 30 is continuously adjusted by operating an actuator (not shown) by an electronic control unit 100, which will be described later. Exhaust gas from the engine 12 is more likely to be discharged through the exhaust bypass 28 as the opening of the wastegate valve 30 increases. Therefore, in a supercharging state of the engine 12 in which the supercharging action of the supercharger 18 is effective, the supercharging pressure Pchg by the supercharger 18 becomes lower as the valve opening of the waste gate valve 30 increases. The supercharging pressure Pchg by the supercharger 18 is the pressure of the intake air, which is the air pressure in the intake pipe 20 downstream of the compressor 18c. The low side of the supercharging pressure Pchg is, for example, the side of the intake pressure in the non-supercharging state of the engine 12 where the supercharging action of the supercharger 18 is not effective at all. It is the side that becomes the pressure of the intake air in an engine that does not.

An air cleaner 32 is provided at the inlet of the intake pipe 20, and an air flow meter 34 for measuring the intake air amount Qair of the engine 12 is provided in the intake pipe 20 downstream from the air cleaner 32 and upstream from the compressor 18c. there is The intake pipe 20 downstream of the compressor 18c is provided with an intercooler 36, which is a heat exchanger that cools the intake air compressed by the supercharger 18 by exchanging heat between the intake air and outside air or cooling water. there is An electronic throttle valve 38 is provided in the intake pipe 20 downstream of the intercooler 36 and upstream of the intake manifold 22. The electronic throttle valve 38 is controlled to open and close by operating a throttle actuator (not shown) by an electronic control unit 100, which will be described later. It is In the intake pipe 20 between the intercooler 36 and the electronic throttle valve 38, there are provided a supercharging pressure sensor 40 for detecting the supercharging pressure Pchg by the supercharger 18, and an intake air temperature sensor for detecting the intake air temperature THair. 42 are provided. A throttle valve opening sensor 44 for detecting a throttle valve opening .theta.th, which is the opening of the electronic throttle valve 38, is provided near the electronic throttle valve 38, for example, at a throttle actuator.

The intake pipe 20 is provided in parallel with an air recirculation bypass 46 for recirculating the air by detouring the compressor 18c from the downstream side to the upstream side of the compressor 18c. The air recirculation bypass 46 is provided with an air bypass valve (=ABV) 48 that is opened when the electronic throttle valve 38 is suddenly closed, for example, to suppress the occurrence of surge and protect the compressor 18c. .

The engine 12 outputs an output of the engine 12 by controlling an engine control device 50 (see FIG. 1) including an electronic throttle valve 38, a fuel injection device, an ignition device, a waste gate valve 30, etc., by an electronic control device 100, which will be described later. Engine torque Te, which is torque, is controlled.

Returning to FIG. 1, the first rotating machine MG1 and the second rotating machine MG2 are rotating electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 can serve as power sources for the vehicle 10 to run. The first rotary machine MG<b>1 and the second rotary machine MG<b>2 are each connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10 . The first rotary machine MG1 and the second rotary machine MG2 are controlled by an electronic control unit 100, which will be described later, to control the inverter 52, so that the MG1 torque Tg, which is the output torque of the first rotary machine MG1, and the second rotary machine MG2, respectively. MG2 torque Tm, which is the output torque of , is controlled. For example, in the case of positive rotation, the output torque of the rotating machine is power running torque when the positive torque is on the acceleration side, and regenerative torque when the negative torque is on the deceleration side. The battery 54 is a power storage device that transfers electric power to and from each of the first rotary machine MG1 and the second rotary machine MG2. The first rotary machine MG1 and the second rotary machine MG2 are provided inside a case 56, which is a non-rotating member attached to the vehicle body.

The power transmission device 14 includes a transmission portion 58, a differential portion 60, a driven gear 62, a driven shaft 64, a final gear 66, a differential gear 68, a reduction gear 70, and the like in a case 56. The transmission portion 58 and the differential portion 60 are arranged coaxially with an input shaft 72 which is an input rotating member of the transmission portion 58 . The transmission portion 58 is connected to the engine 12 via an input shaft 72 and the like. The differential section 60 is connected in series with the transmission section 58 . Driven gear 62 meshes with drive gear 74 that is an output rotary member of differential portion 60 . The driven shaft 64 fixes the driven gear 62 and the final gear 66 so that they cannot rotate relative to each other. The final gear 66 has a smaller diameter than the driven gear 62 . The differential gear 68 meshes with the final gear 66 via a differential ring gear 68a. The reduction gear 70 has a smaller diameter than the driven gear 62 and meshes with the driven gear 62 . A rotor shaft 76 of the second rotary machine MG2, which is arranged parallel to the input shaft 72 separately from the input shaft 72, is connected to the reduction gear 70, and the second rotary machine MG2 is connected so as to be capable of power transmission. ing. The power transmission device 14 also includes an axle 78 connected to the differential gear 68 and the like.

The power transmission device 14 configured in this manner is preferably used in a vehicle of the FF (front engine/front drive) type or the RR (rear engine/rear drive) type. In the power transmission device 14, the power output from the engine 12, the first rotary machine MG1, and the second rotary machine MG2 is transmitted to the driven gear 62, from which the final gear 66, differential gear 68, The power is transmitted to the driving wheels 16 through the axles 78 and the like. In this manner, the second rotary machine MG2 is coupled to the drive wheels 16 so as to be able to transmit power. Further, in the power transmission device 14, the engine 12, the transmission unit 58, the differential unit 60, and the first rotary machine MG1 and the second rotary machine MG2 are arranged on different axial centers, so that the axial length is shortened. has been made Also, the reduction ratio of the second rotary machine MG2 can be increased. Incidentally, the above motive power is also synonymous with torque and force unless otherwise distinguished.

The transmission unit 58 includes a first planetary gear mechanism 80, a clutch C1, and a brake B1. The differential section 60 has a second planetary gear mechanism 82 . The first planetary gear mechanism 80 includes a first sun gear S1, a first pinion P1, a first carrier CA1 that supports the first pinion P1 so as to be able to rotate and revolve, and a first pinion P1 that meshes with the first sun gear S1. It is a known single-pinion planetary gear train with a ring gear R1. The second planetary gear mechanism 82 meshes with the second sun gear S2 via a second sun gear S2, a second pinion P2, a second carrier CA2 that supports the second pinion P2 so as to be able to rotate and revolve, and a second pinion P2. It is a known single-pinion planetary gear train with a ring gear R2.

In the first planetary gear mechanism 80, the first carrier CA1 is integrally connected to the input shaft 72, and is a rotating element to which the engine 12 is connected via the input shaft 72 so as to be able to transmit power. The first sun gear S1 is a rotating element selectively connected to the case 56 via the brake B1. The first ring gear R<b>1 is a rotating element connected to the second carrier CA<b>2 of the second planetary gear mechanism 82 that is the input rotating member of the differential section 60 and functions as the output rotating member of the transmission section 58 . Also, the first carrier CA1 and the first sun gear S1 are selectively connected via a clutch C1.

Both the clutch C1 and the brake B1 are wet friction engagement devices, and are multi-plate hydraulic friction engagement devices whose engagement is controlled by hydraulic actuators. A hydraulic control circuit 84 provided in the vehicle 10 is controlled by an electronic control unit 100, which will be described later, so that the clutch C1 and the brake B1 are controlled by the regulated hydraulic pressures Pc1 and Pb1 output from the hydraulic control circuit 84. , respectively, the operating states, such as engaged and disengaged, are switched.

In a state in which both the clutch C1 and the brake B1 are released, the differential of the first planetary gear mechanism 80 is permitted. Therefore, in this state, since the reaction torque of the engine torque Te cannot be obtained in the first sun gear S1, the transmission unit 58 is brought into a neutral state in which mechanical power transmission is impossible. When the clutch C1 is engaged and the brake B1 is released, the rotating elements of the first planetary gear mechanism 80 are rotated together. Therefore, in this state, the rotation of the engine 12 is transmitted at constant speed from the first ring gear R1 to the second carrier CA2. On the other hand, when the clutch C1 is released and the brake B1 is engaged, the rotation of the first sun gear S1 of the first planetary gear mechanism 80 is stopped, and the rotation of the first ring gear R1 causes the rotation of the first carrier CA1. accelerated than Therefore, in this state, the rotation of the engine 12 is accelerated and output from the first ring gear R1. In this way, the transmission unit 58 has two steps, which are switched between a low gear in which the transmission gear ratio is "1.0" in a direct connection state and a high gear in which the transmission gear ratio is in an overdrive state with a transmission gear ratio of "0.7", for example. Acts as a gearbox. Further, when both the clutch C1 and the brake B1 are engaged, the first planetary gear mechanism 80 stops the rotation of each rotating element. Therefore, in this state, the rotation of the first ring gear R1, which is the output rotating member of the transmission portion 58, is stopped, so that the rotation of the second carrier CA2, which is the input rotating member of the differential portion 60, is stopped.

In the second planetary gear mechanism 82 , the second carrier CA<b>2 is a rotating element connected to the first ring gear R<b>1 that is the output rotating member of the transmission section 58 and functions as the input rotating member of the differential section 60 . The second sun gear S2 is integrally connected to the rotor shaft 86 of the first rotating machine MG1, and is a rotating element to which the first rotating machine MG1 is connected so as to be able to transmit power. The second ring gear R<b>2 is integrally connected to the drive gear 74 , is a rotating element connected to the driving wheels 16 so as to allow power transmission, and functions as an output rotating member of the differential portion 60 . The second planetary gear mechanism 82 is a power splitting mechanism that mechanically splits the power of the engine 12 that is input to the second carrier CA2 via the transmission portion 58 to the first rotary machine MG1 and the drive gear 74 . That is, the second planetary gear mechanism 82 is a differential mechanism that splits and transmits the power of the engine 12 to the drive wheels 16 and the first rotary machine MG1. In the second planetary gear mechanism 82, the second carrier CA2 functions as an input element, the second sun gear S2 functions as a reaction element, and the second ring gear R2 functions as an output element. The differential portion 60 is controlled by the first rotating machine MG1 coupled to the second planetary gear mechanism 82 so as to be able to transmit power, and by controlling the operating state of the first rotating machine MG1. It constitutes a state-controlled electric transmission mechanism, such as an electric continuously variable transmission. The first rotating machine MG1 is a rotating machine to which the power of the engine 12 is transmitted. Since the transmission unit 58 is an overdrive, an increase in the torque of the first rotary machine MG1 is suppressed. Note that controlling the operating state of the first rotary machine MG1 means controlling the operation of the first rotary machine MG1.

FIG. 3 is a nomographic chart relatively showing the rotational speed of each rotating element in the differential section 60. As shown in FIG. In FIG. 3 , three vertical lines Y1, Y2, and Y3 correspond to the three rotating elements of the second planetary gear mechanism 82 forming the differential section 60. As shown in FIG. A vertical line Y1 represents the rotational speed of the second sun gear S2, which is the second rotating element RE2 to which the first rotary machine MG1 (see "MG1" in the drawing) is coupled. A vertical line Y2 represents the rotation speed of the second carrier CA2, which is the first rotating element RE1 to which the engine 12 (see "ENG" in the drawing) is connected via the transmission section 58. A vertical line Y3 represents the rotation speed of the second ring gear R2, which is the third rotating element RE3 integrally connected to the drive gear 74 (see "OUT" in the figure). The driven gear 62 meshing with the drive gear 74 is connected to the second rotary machine MG2 (see "MG2" in the figure) via the reduction gear 70 and the like. A mechanical oil pump (see "MOP" in the drawing) provided in the vehicle 10 is connected to the second carrier CA2. This mechanical oil pump is driven in accordance with the rotation of the second carrier CA2 to supply oil used for engagement operations of the clutch C1 and the brake B1, lubrication of each part, and cooling of each part. When the rotation of the second carrier CA2 is stopped, oil is supplied by an electric oil pump (not shown) provided in the vehicle 10 . The intervals between the vertical lines Y1, Y2, and Y3 are determined according to the gear ratio ρ (=the number of teeth of the sun gear/the number of teeth of the ring gear) of the second planetary gear mechanism 82 . If the distance between the sun gear and the carrier is set to "1" in the relationship between the vertical axes of the collinear chart, the distance between the carrier and the ring gear is set to correspond to the gear ratio ρ.

A solid line Lef in FIG. 3 indicates an example of the relative speed of each rotating element during forward travel in the HV travel mode, which is a travel mode in which hybrid travel (=HV travel) is possible using at least the engine 12 as a power source. . A solid line Ler in FIG. 3 indicates an example of the relative speed of each rotating element during reverse travel in the HV travel mode. In the HV running mode, in the second planetary gear mechanism 82, for example, a reaction force of negative torque generated by the first rotary machine MG1 against the positive engine torque Te input to the second carrier CA2 via the transmission unit 58 is generated. When the MG1 torque Tg, which is the torque, is input to the second sun gear S2, a positive engine direct torque Td appears in the second ring gear R2. For example, when the clutch C1 is engaged and the brake B1 is released so that the transmission unit 58 is in a direct connection state with a gear ratio of "1.0", the engine torque Te input to the second carrier CA2 is: When the MG1 torque Tg (=-ρ/(1+ρ)×Te), which is the reaction torque, is input to the second sun gear S2, the engine direct torque Td (=Te/(1+ρ)=-( 1/ρ)×Tg) appears. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm transmitted to the driven gear 62 can be transmitted to the driving wheels 16 as the driving torque of the vehicle 10 . The first rotary machine MG1 functions as a generator when it generates negative torque in positive rotation. The electric power Wg generated by the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 uses all or part of the generated power Wg, or uses power from the battery 54 in addition to the generated power Wg to output the MG2 torque Tm. The MG2 torque Tm during forward running is a power running torque that is a positive torque for positive rotation, and the MG2 torque Tm during reverse running is a power running torque that is a negative torque for negative rotation.

The differential 60 can be operated as an electrically continuously variable transmission. For example, in the HV traveling mode, the operating state of the first rotary machine MG1 is controlled with respect to the output rotation speed No, which is the rotation speed of the drive gear 74 that is restrained by the rotation of the driving wheels 16. When the rotation speed of MG1, that is, the rotation speed of the second sun gear S2 is increased or decreased, the rotation speed of the second carrier CA2 is increased or decreased. Since the second carrier CA2 is connected to the engine 12 via the transmission unit 58, the rotation speed of the second carrier CA2 is increased or decreased, thereby increasing or decreasing the engine rotation speed Ne, which is the rotation speed of the engine 12. be lowered. Therefore, in hybrid running, it is possible to perform control to set the engine operating point Peng to an efficient operating point. This type of hybrid type is called mechanical split type or split type. The first rotating machine MG1 is a rotating machine capable of controlling the engine rotation speed Ne. The operating point is an operating point represented by rotational speed and torque, and the engine operating point Peng is an operating point of the engine 12 represented by engine rotational speed Ne and engine torque Te.

A dashed line Lm1 in FIG. 3 indicates the relative speed of each rotating element during forward travel in a single-drive EV mode capable of motor travel using only the second rotary machine MG2 as a power source in the motor travel (=EV travel) mode. An example is shown. A dashed line Lm2 in FIG. 3 indicates the relative position of each rotating element during forward travel in a dual-drive EV mode capable of motor travel using both the first rotary machine MG1 and the second rotary machine MG2 as power sources in the EV travel mode. An example of velocity is shown. The EV driving mode is a driving mode in which motor driving is possible in which at least one of the first rotary machine MG1 and the second rotary machine MG2 is used as a power source to drive while the operation of the engine 12 is stopped.

In the single drive EV mode, both the clutch C1 and the brake B1 are released and the transmission unit 58 is put into the neutral state, so that the differential unit 60 is also put into the neutral state. can be transmitted to the drive wheels 16 as In the single-drive EV mode, the first rotary machine MG1 is maintained at zero rotation in order to reduce, for example, drag loss in the first rotary machine MG1. For example, even if control is performed to maintain the first rotary machine MG1 at zero rotation, since the differential section 60 is in the neutral state, it does not affect the driving torque.

In the dual-drive EV mode, both the clutch C1 and the brake B1 are engaged to stop the rotation of each rotating element of the first planetary gear mechanism 80, thereby stopping the second carrier CA2 at zero rotation. , the MG1 torque Tg and the MG2 torque Tm can be transmitted to the driving wheels 16 as the driving torque of the vehicle 10 .

Returning to FIG. 1, the vehicle 10 further includes an electronic control unit 100 as a controller including control units of the vehicle 10 related to control of the engine 12, the first rotary machine MG1, the second rotary machine MG2, and the like. . The electronic control unit 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control unit 100 includes computers for engine control, rotary machine control, hydraulic control, etc., as required.

The electronic control unit 100 includes various sensors provided in the vehicle 10 (for example, the air flow meter 34, the boost pressure sensor 40, the intake air temperature sensor 42, the throttle valve opening sensor 44, the engine rotation speed sensor 88, the output rotation speed sensor, etc.). 90, MG1 rotation speed sensor 92, MG2 rotation speed sensor 94, accelerator opening sensor 96, battery sensor 98, etc.) various signals based on detection values (for example, intake air amount Qair, supercharging pressure Pchg, intake air temperature THair, throttle valve opening θth, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, MG1 rotation speed Ng that is the rotation speed of the first rotary machine MG1, MG2 rotation speed Nm that is the rotation speed of the second rotary machine MG2, Accelerator opening degree θacc representing the amount of accelerator operation by the driver representing the magnitude of acceleration operation by the driver, battery temperature THbat of battery 54, battery charging/discharging current Ibat, battery voltage Vbat, etc.) are supplied. Various command signals (for example, an engine control command signal for controlling the engine 12) are sent from the electronic control unit 100 to each device (for example, the engine control unit 50, the inverter 52, the hydraulic control circuit 84, etc.) provided in the vehicle 10. Se, a rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, and a hydraulic control command signal Sp for controlling the operating state of each of the clutch C1 and the brake B1, etc.) are output respectively.

The electronic control unit 100 calculates a state-of-charge value SOC [%] as a value indicating the state of charge of the battery 54 based on, for example, the battery charging/discharging current Ibat and the battery voltage Vbat. Further, the electronic control unit 100 calculates the chargeable/dischargeable power Win, Wout that defines the usable range of the battery power Pbat, which is the power of the battery 54, based on the battery temperature THbat and the state of charge value SOC of the battery 54, for example. do. The chargeable/dischargeable power Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. be. The chargeable/dischargeable electric powers Win and Wout are reduced as the battery temperature THbat decreases in a low temperature range lower than the normal use range, and as the battery temperature THbat increases in a high temperature range higher than the normal use range. be done. Also, the chargeable electric power Win is made smaller as the state of charge value SOC becomes higher, for example, in a region where the state of charge value SOC is higher. Further, the dischargeable power Wout is made smaller as the state-of-charge value SOC becomes lower, for example, in a region where the state-of-charge value SOC is lower.

The electronic control unit 100 includes hybrid control means, that is, a hybrid control section 102 in order to implement various controls in the vehicle 10 .

The hybrid control unit 102 functions as an engine control means, ie, an engine control unit, for controlling the operation of the engine 12, and a rotary machine control means for controlling the operations of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotating machine control section and a function as power transmission switching means for switching the power transmission state in the transmission section 58, that is, a function as a power transmission switching section. and hybrid drive control by the second rotary machine MG2.

The hybrid control unit 102 controls the vehicle 10 by applying the accelerator opening θacc and the vehicle speed V to a driving force map, which is a relationship that is experimentally or design-determined and stored in advance, that is, a predetermined relationship. A required driving torque Twdem, which is the required driving torque Tw, is calculated. This required driving torque Twdem is, in other words, the required driving power Pwdem at the vehicle speed V at that time. Here, instead of the vehicle speed V, the output rotation speed No or the like may be used.

The hybrid control unit 102 controls at least one of the engine 12, the first rotary machine MG1, and the second rotary machine MG2 in consideration of the required charge/discharge power, which is the charge/discharge power required for the battery 54. An engine control command signal Se, which is a command signal for controlling the engine 12, and a rotary machine control, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, so that the required driving power Pwdem is realized by the power source. It outputs a command signal Smg.

For example, when the vehicle is driven in the HV driving mode, the engine control command signal Se is set to the optimum engine operating point Pengf, which realizes the required engine power Pedem by adding the required charging/discharging power, the charging/discharging efficiency of the battery 54, etc. to the required driving power Pwdem. It is a command value of the engine power Pe that outputs the target engine torque Tetgt at the target engine rotation speed Netgt, taking into consideration the above factors. Further, the rotary machine control command signal Smg is the reaction torque of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of the command output as the reaction torque for setting the engine speed Ne to the target engine speed Netgt. A command value for the generated power Wg and a command value for the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm when the command is output. The MG1 torque Tg in the HV running mode is calculated, for example, in feedback control that operates the first rotary machine MG1 so that the engine speed Ne becomes the target engine speed Netgt. The MG2 torque Tm in the HV running mode is calculated so as to obtain the required driving torque Twdem together with the driving torque Tw due to the engine direct torque Td, for example. The optimum engine operating point Pengf is predetermined as an engine operating point Peng at which the total fuel consumption of the vehicle 10 is the best, taking into consideration the fuel consumption of the engine 12 alone and the charge/discharge efficiency of the battery 54, etc., when realizing the required engine power Pedem, for example. It is The target engine rotation speed Netgt is the target value of the engine rotation speed Ne, the target engine torque Tetgt is the target value of the engine torque Te, and the engine power Pe is the power of the engine 12 . Thus, the vehicle 10 is a vehicle that controls the MG1 torque Tg, which is the reaction torque of the first rotary machine MG1, so that the engine rotation speed Ne becomes the target engine rotation speed Netgt.

FIG. 4 is a diagram showing an example of the optimum engine operating point Pengf on two-dimensional coordinates with the engine speed Ne and the engine torque Te as variables. In FIG. 4, the solid line Leng indicates a collection of optimum engine operating points Pengf. Equal power lines Lpw1, Lpw2 and Lpw3 respectively show examples when the required engine power Pedem is the required engine power Pe1, Pe2 and Pe3. Point A is the engine operating point PengA when the required engine power Pe1 is realized above the optimum engine operating point Pengf, and point B is the engine operating point when the required engine power Pe3 is achieved above the optimum engine operating point Pengf. It is PengB. The points A and B are also the target values of the engine operating point Peng represented by the target engine speed Netgt and the target engine torque Tetgt, ie, the target engine operating point Pengtgt. For example, when the target engine operating point Pengtgt is changed from point A to point B due to an increase in the accelerator opening θacc, control is performed so that the engine operating point Peng is changed along a path a that passes over the optimum engine operating point Pengf. be.

The hybrid control unit 102 selectively establishes the EV running mode or the HV running mode as the running mode according to the running state, and runs the vehicle 10 in each running mode. For example, when the required driving power Pwdem is in the motor running region smaller than the predetermined threshold, hybrid control unit 102 establishes the EV running mode, while the required driving power Pwdem is equal to or greater than the predetermined threshold. , the HV running mode is established. Even when the required driving power Pwdem is in the motor driving range, the hybrid control unit 102 operates when the state of charge value SOC of the battery 54 is less than a predetermined engine start threshold or when the engine 12 needs to be warmed up. In some cases, the HV running mode is established. The engine start threshold is a predetermined threshold for determining that the state of charge value SOC is such that it is necessary to forcibly start the engine 12 and charge the battery 54 .

FIG. 5 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. In FIG. 5, a solid line Lswp is a boundary line between a motor driving region and a hybrid driving region for switching between motor driving and hybrid driving. A region in which the vehicle speed V is relatively low, the required drive torque Twdem is relatively small, and the required drive power Pwdem is relatively small is predetermined in the motor drive region. A region in which the vehicle speed V is relatively high or the required driving torque Twdem is relatively large, and the required driving power Pwdem is relatively large is predetermined as the hybrid driving region. When the state-of-charge value SOC of the battery 54 is less than the engine start threshold or when the engine 12 needs to be warmed up, the motor driving range in FIG. 5 may be changed to the hybrid driving range.

When the EV running mode is established, the hybrid control unit 102 establishes the independent drive EV mode if the required driving power Pwdem can be achieved only by the second rotary machine MG2. On the other hand, the hybrid control unit 102 establishes the dual-drive EV mode when the required driving power Pwdem cannot be achieved only with the second rotary machine MG2 when the EV traveling mode is established. Even when the required driving power Pwdem can be achieved only by the second rotary machine MG2, the hybrid control unit 102 uses the first rotary machine MG1 and the second rotary machine MG2 together rather than using only the second rotary machine MG2. If it is more efficient, the dual drive EV mode may be established.

The hybrid control unit 102 performs starting control for starting the engine 12 when the HV driving mode is established when the operation of the engine 12 is stopped. When starting the engine 12, the hybrid control unit 102, for example, increases the engine rotation speed Ne by the first rotary machine MG1, and ignites when the engine rotation speed Ne reaches or exceeds a predetermined rotation speed at which ignition is possible. Start engine 12 . That is, the hybrid control unit 102 starts the engine 12 by cranking the engine 12 with the first rotary machine MG1.

The hybrid control unit 102 controls each engagement operation of the clutch C1 and the brake B1 based on the established running mode. The hybrid control unit 102 sends a hydraulic control command signal Sp to the hydraulic control circuit 84 to engage and/or release the clutch C1 and the brake B1, respectively, so that power transmission for running in the established running mode becomes possible. Output to

FIG. 6 is a table showing operating states of the clutch C1 and the brake B1 in each running mode. In FIG. 6, the ◯ mark indicates engagement of each of the clutch C1 and the brake B1, the blank indicates disengagement, and the Δ mark indicates the engagement of either one of the clutch C1 and the brake B1 when the engine 12 is stopped and the engine 12 is rotated together. Engagement is indicated. Further, "G" indicates that the first rotating machine MG1 functions mainly as a generator, and "M" indicates that each of the first rotating machine MG1 and the second rotating machine MG2 functions mainly as a motor when driven, and regenerates. Sometimes it is shown to act primarily as a generator. The vehicle 10 can selectively realize the EV running mode and the HV running mode as the running modes. The EV running mode has two modes, a single-drive EV mode and a dual-drive EV mode.

The single drive EV mode is implemented with both the clutch C1 and the brake B1 released. In the single-drive EV mode, the clutch C1 and the brake B1 are released, so that the transmission unit 58 is put into a neutral state. When the transmission portion 58 is brought into the neutral state, the differential portion 60 is brought into the neutral state in which the reaction torque of the MG1 torque Tg cannot be obtained by the second carrier CA2 connected to the first ring gear R1. In this state, the hybrid control unit 102 causes the second rotary machine MG2 to output the MG2 torque Tm for running (see broken line Lm1 in FIG. 3). In the independent drive EV mode, it is also possible to rotate the second rotary machine MG2 in the reverse direction with respect to forward travel to travel backward.

In the independent drive EV mode, the first ring gear R1 is rotated together with the second carrier CA2, but since the transmission unit 58 is in the neutral state, the engine 12 is not rotated together and is stopped at zero rotation. Therefore, when performing regeneration control in the second rotary machine MG2 while traveling in the single drive EV mode, a large amount of regeneration can be obtained. When the battery 54 is in a fully charged state and regenerative energy cannot be obtained during traveling in the independent drive EV mode, it is conceivable to use engine braking as well. When the engine brake is also used, the brake B1 or the clutch C1 is engaged (see "Engine Brake Combined Use" in FIG. 6). When the brake B1 or the clutch C1 is engaged, the engine 12 is brought into a co-rotating state and the engine brake is applied.

The dual drive EV mode is realized with both clutch C1 and brake B1 engaged. In the dual drive EV mode, the clutch C1 and the brake B1 are engaged to stop the rotation of each rotating element of the first planetary gear mechanism 80, and the engine 12 is stopped at zero rotation. The rotation of the second carrier CA2 connected to the 1 ring gear R1 is also stopped. When the rotation of the second carrier CA2 is stopped, the reaction torque of the MG1 torque Tg is obtained in the second carrier CA2, so the MG1 torque Tg is mechanically output from the second ring gear R2 and transmitted to the drive wheels 16. be able to. In this state, the hybrid control unit 102 causes the first rotary machine MG1 and the second rotary machine MG2 to output MG1 torque Tg and MG2 torque Tm for traveling, respectively (see broken line Lm2 in FIG. 3). In the dual-drive EV mode, it is also possible to reversely rotate both the first rotary machine MG1 and the second rotary machine MG2 with respect to the forward running and backward running.

The low state of the HV travel mode is achieved with the clutch C1 engaged and the brake B1 released. In the low state of the HV running mode, the clutch C1 is engaged, so that the rotating elements of the first planetary gear mechanism 80 are rotated integrally, and the transmission portion 58 is brought into the direct connection state. Therefore, the rotation of the engine 12 is transmitted from the first ring gear R1 to the second carrier CA2 at a constant speed. The high state of the HV travel mode is achieved with the brake B1 engaged and the clutch C1 released. In the high state of the HV travel mode, the brake B1 is engaged to stop the rotation of the first sun gear S1, and the transmission unit 58 is put into an overdrive state. Therefore, the rotation of the engine 12 is accelerated and transmitted from the first ring gear R1 to the second carrier CA2. In the HV running mode, the hybrid control unit 102 outputs the MG1 torque Tg, which is the reaction torque to the engine torque Te, by the power generated by the first rotary machine MG1, and the power generated by the first rotary machine MG1 to the second rotary machine MG2. to output MG2 torque Tm (see solid line Lef in FIG. 3). In the HV travel mode, for example, in the low state of the HV travel mode, it is possible to reverse travel by rotating the second rotary machine MG2 in the opposite direction to forward travel (see the solid line Ler in FIG. 3). In the HV running mode, it is also possible to further add the MG2 torque Tm using the electric power from the battery 54 to run. In the HV travel mode, for example, when the vehicle speed V is relatively high and the required drive torque Twdem is relatively small, the high state of the HV travel mode is established.

Here, as described above, when the MG2 torque Tm in the HV running mode is calculated based on, for example, the required drive torque Twdem and the engine direct torque Td, the actual value of the engine torque Te, that is, the actual engine torque Ter is accurately detected. It is desirable that In the engine 12 having the supercharger 18, it is difficult to estimate the actual engine torque Ter using the throttle valve opening θth and the engine rotation speed Ne. On the other hand, since the MG1 torque Tg, which is the reaction torque of the first rotary machine MG1, reflects the actual engine torque Ter, the reaction torque of the first rotary machine MG1 is used to estimate the actual engine torque Ter. It is possible to

The electronic control unit 100 controls the engine rotation speed Ne to match the target engine rotation speed Netgt based on the MG1 torque Tg, which is the reaction torque of the first rotary machine MG1. It has a function as an engine torque detection device that calculates the torque Tees and detects the calculated estimated engine torque Tees as the actual engine torque Ter.

By the way, for example, due to noise superimposed on the signal of the engine rotation speed sensor 88 and torsional vibration of the transmission unit 58 and the differential unit 60 that transmit the power of the engine 12, the engine rotation speed Ne becomes the target engine rotation speed Netgt. The reaction torque of the first rotary machine MG1 during control may fluctuate. In such a case, the estimated engine torque Tees, which is calculated based on the reaction torque of the first rotary machine MG1, also fluctuates, possibly deteriorating robustness. In order to obtain robustness, the electronic control unit 100 calculates an estimated engine torque Tees by weighting a series of engine torques Te calculated based on the sequentially obtained reaction torques. This weighting is for smoothing the above series of engine torques Te, and for moderating changes in the estimated engine torque Tees. However, if the supercharging pressure Pchg is increased or if the supercharging pressure Pchg is greatly changed, the engine torque Te changes greatly. A detection delay when the actual engine torque Ter changes greatly may cause a problem.

The electronic control unit 100 has a control function of suppressing the detection delay of the actual engine torque Ter when the supercharging pressure Pchg is increased or when the supercharging pressure Pchg is greatly changed while suppressing deterioration of robustness. , further includes estimated engine torque calculation means or estimated engine torque calculation section 104, weight setting means or weight setting section 106, and state determination means or state determination section .

The state determination unit 108 determines whether or not the turbocharger 18 is in a supercharging state in which the supercharging action is effective, that is, whether or not the turbocharging is in progress. A state determination unit 108 determines whether supercharging is being performed based on whether the supercharging pressure Pchg is equal to or higher than a predetermined supercharging pressure Pchgf. The predetermined supercharging pressure Pchgf is a predetermined lower limit of the supercharging pressure Pchg at which it can be determined that the supercharging action by the supercharger 18 is effective.

The estimated engine torque calculation unit 104 sequentially acquires the MG1 torque Tg, which is the reaction torque of the first rotary machine MG1 when the engine rotation speed Ne is controlled to become the target engine rotation speed Netgt. The sequentially obtained MG1 torque Tg is defined as the sequentially obtained MG1 torque Tg(n). The estimated engine torque calculation unit 104 sequentially acquires the MG1 torque Tg(n) based on the rotary machine control command signal Smg. The sequential acquisition means, for example, acquisition for each control operation in a flow chart shown in FIG. . In other words, the sequential acquisition means acquisition at each predetermined sampling period TMs. "(n)" of the successively acquired MG1 torque Tg(n) represents the value at the most recent time, that is, the latest value, and for example, "(n-1)" represents the previous value.

The estimated engine torque calculation unit 104 calculates the engine torque Te based on the successively obtained MG1 torque Tg(n). The engine torque Te calculated based on the sequentially obtained MG1 torque Tg(n) is set as the sequentially calculated estimated engine torque Tees(n). The estimated engine torque calculation unit 104 calculates the successively calculated estimated engine torque Tees(n) by applying the successively obtained MG1 torque Tg(n) to the predetermined following equation (1). In the following equation (1), "ρ" is the gear ratio ρ of the second planetary gear mechanism 82. The estimated engine torque calculation unit 104 stores the successively calculated estimated engine torque Tees(n) in a memory such as RAM or EEPROM provided in the electronic control unit 100 . At least a predetermined number of sequentially calculated estimated engine torque Tees(n) are stored. The predetermined number is a predetermined value for obtaining robustness, for example. The latest value is always stored as "Tees(n)" and the previous latest value is "Tees(n-1)". Therefore, when the predetermined number is five, a series of the predetermined number of successively calculated estimated engine torque Tees(n) including the latest value are "Tees(n)", "Tees(n-1)", "Tees(n- 2)”, “Tees(n-3)”, and “Tees(n-4)”. A case where the predetermined number is five will be described below as an example. The following equation (1) is for the case where the transmission unit 58 is in a direct connection state with a transmission gear ratio of "1.0".

Tees(n)=-(1+ρ)/ρ×Tg(n) (1)

The estimated engine torque calculation unit 104 calculates an estimated engine torque Tees by weighting a series of a predetermined number of successively calculated estimated engine torque Tees(n) including the latest value. The estimated engine torque calculation unit 104 calculates the estimated engine torque Tees by, for example, applying a predetermined number of successively calculated estimated engine torque Tees(n) including the latest value to the following formula (2). In the following equation (2), "W0 to W4" are values representing weights associated with weighting of the successively calculated estimated engine torque Tees(n), ie, weighting coefficients Wx. The weighting factor W0 is the weighting factor Wx for the latest value "Tees(n)" of the successively calculated estimated engine torque Tees(n), and the weighting factor W1 is the weighting factor Wx for the previous latest value "Tees(n-1)". and weighting factors W2, W3 and W4 are weighting factors Wx for "Tees(n-2)", "Tees(n-3)" and "Tees(n-4)" in that order. The sum of the weighting factors Wx is, for example, "1" (=W0+W1+W2+W3+W4).

Tees = W4 x Tees (n-4) + W3 x Tees (n-3)
+ W2 x Tees (n-2) + W1 x Tees (n-1) + W0 x Tees (n) (2)

Weight setting section 106 sets a weighting factor Wx. Weight setting section 106 sets a weighting factor Wx for non-supercharging when state determining section 108 determines that supercharging is not being performed. On the other hand, when the state determining unit 108 determines that the vehicle is being supercharged, the weight setting unit 106 sets the weighting factor Wx for supercharging.

FIG. 7 is a diagram showing an example of the weighting factor Wx. In FIG. 7, the state in which the supercharging pressure Pchg is low or the change in the supercharging pressure Pchg is small is equivalent to the non-supercharging state. The weighting factor W0 for the latest value "Tees(n)" is set to a larger value as the supercharging pressure Pchg increases or as the change in the supercharging pressure Pchg increases. Also, the weighting factor Wx for the old value of the sequentially calculated estimated engine torque Tees(n) is set to a smaller value than the weighting factor Wx for the new value. As a result, the weighting factor Wx during non-supercharging is set such that the weighting factors W0 to W4 shown in the following equation (3) are equal or approximately equal. On the other hand, the weighting factor Wx during supercharging is consequently set to have a tendency as shown in the following equation (4), for example. If the weighting coefficient W0 for the latest value "Tees(n)" is set to increase during supercharging, it will have the effect of suppressing the detection delay of the actual engine torque Ter. The weighting factor Wx may be set, for example, to have a tendency as shown in the following equation (5).

W4≈W3≈W2≈W1≈W0 (3)
W4<W3<W2<W1<W0 (4)
W4≈W3≈W2≈W1<W0 (5)

As described above, the weight setting unit 106 sets the weighting factor Wx based on the boost pressure Pchg by the supercharger 18 or the change in the boost pressure Pchg. The weighting factor Wx is set such that when the change in the supercharging pressure Pchg is large, the degree of relaxation of the change in the estimated engine torque Tees is smaller than when the change is small.

When the intake air temperature THair is lowered, the effect of increasing the engine torque Te due to the increase in the supercharging pressure Pchg is easily obtained. FIG. 8 is a diagram showing an example of the weighting factor W0 for the latest value "Tees(n)" corresponding to the intake air temperature THair. In FIG. 8, the weighting factor W0 for the latest value "Tees(n)" is set to a larger value as the intake air temperature THair is lower. The weighting factors W1 to W4 for values older than the latest value "Tees(n)" are changed according to the value of the weighting factor W0, as described above. In this manner, the weight setting unit 106 sets the weighting factor Wx based on the intake air temperature THair. is set to the weighting factor Wx.

FIG. 9 shows a main part of the control operation of the electronic control unit 100, that is, when the boost pressure Pchg is increased or when the boost pressure Pchg is greatly changed while suppressing deterioration of robustness in detecting the engine torque Te. 2 is a flowchart for explaining a control operation for suppressing delay in detection of engine torque Te when engine torque Te is detected, and is repeatedly executed, for example.

In FIG. 9, first, in step S10 (hereinafter, the step is omitted) corresponding to the function of the state determination unit 108, it is determined whether or not supercharging is being performed. If the determination in S10 is negative, in S20 corresponding to the function of the weight setting unit 106, the weighting factor Wx for non-supercharging is set as shown in the above equation (3), for example. On the other hand, if the determination in S10 is affirmative, in S30 corresponding to the function of the weight setting unit 106, for example, as shown in FIG. is set as a weighting factor Wx. Following S20 or S30, in S40 corresponding to the function of the estimated engine torque calculation section 104, the estimated engine torque Tees is calculated using, for example, the equations (1) and (2).

As described above, according to the present embodiment, the series of sequentially calculated estimated engine torque Tees(n) calculated based on the sequentially obtained MG1 torque Tg(n) are weighted to calculate the estimated engine torque Tees. When the supercharging pressure Pchg is high, the weighting factor Wx is set so that the change in the estimated engine torque Tees is less relaxed than when it is low, or when the change in the supercharging pressure Pchg is large, compared to when it is small. Therefore, while robustness is obtained by weighting the series of sequentially calculated estimated engine torque Tees(n), the sequentially calculated estimated engine torque Tees(n) when greatly changed is easily reflected in the estimated engine torque Tees. . Therefore, while suppressing the deterioration of the robustness in detecting the engine torque Te, the detection delay of the actual engine torque Ter when the supercharging pressure Pchg is increased or when the supercharging pressure Pchg is greatly changed is suppressed. can do.

Further, according to this embodiment, when the intake air temperature THair is low, the weighting factor Wx is set so that the degree of mitigation of the change in the estimated engine torque Tees is smaller than when it is high. The sequentially calculated estimated engine torque Tees(n) is made more likely to be reflected in the estimated engine torque Tees.

Another embodiment of the present invention will now be described. In the following description, parts common to the embodiments are denoted by the same reference numerals, and descriptions thereof are omitted.

When the engine rotation speed Ne and the MG1 rotation speed Ng are changing, the reaction torque of the first rotary machine MG1 is the inertia torque Tieng associated with the change in the engine rotation speed Ne and the inertia torque Timg1 associated with the change in the MG1 rotation speed Ng. affected by Therefore, in order to improve the accuracy of estimating the engine torque Te, that is, the accuracy of calculating the estimated engine torque Tees, it is preferable to sequentially calculate the estimated engine torque Tees(n) in consideration of these inertia torques Tieng and Timg1.

The estimated engine torque calculation unit 104 applies the successively obtained MG1 torque Tg(n), the successively obtained MG1 rotation speed Ng(n), and the successively obtained engine rotation speed Ne(n) to the predetermined following equation (6). Thus, the calculated estimated engine torque Tees(n) is calculated sequentially. The sequentially obtained MG1 rotation speed Ng(n) is the MG1 rotation speed Ng obtained when the sequentially obtained MG1 torque Tg(n) is obtained, and the sequentially obtained engine rotation speed Ne(n) is the sequentially obtained MG1 torque. This is the engine rotation speed Ne obtained when Tg(n) is obtained. In the following equation (6), "Jg" is the inertia of the first rotary machine MG1, "Je" is the inertia of the engine 12, and "TMs" is the sampling period. The second term on the right side of the following equation (6) represents the inertia torque Timg1 due to the first rotating machine MG1 replaced on the second carrier CA2 of the second planetary gear mechanism 82, and the third term on the right side represents the second The inertia torque Tieng due to the engine 12 appearing on the second carrier CA2 of the planetary gear mechanism 82 is shown. The following equation (6) is for the case where the transmission unit 58 is in the direct connection state with the gear ratio "1.0".

Tees(n)=-(1+ρ)/ρ×Tg(n)
+(1+ρ)/ρ×Jg×(Ng(n)-Ng(n-1))/TMs
+Je×(Ne(n)-Ne(n-1))/TMs (6)

As described above, the estimated engine torque calculation unit 104 uses the inertia torque Tieng that accompanies the change in the engine rotation speed Ne and the inertia torque Timg1 that accompanies the change in the MG1 rotation speed Ng to calculate the successively acquired MG1 torque Tg(n). The successively calculated estimated engine torque Tees(n) calculated based on the above is corrected.

In this embodiment, at S40 of the flowchart of FIG. 9, the estimated engine torque Tees is calculated using, for example, the equations (6) and (2).

According to the present embodiment, the calculated estimated engine torque Tees(n) is corrected using the inertia torque Tieng of the engine 12 and the inertia torque Timg1 of the first rotary machine MG1. be improved.

The higher the supercharging pressure Pchg or the greater the change in the supercharging pressure Pchg, the easier it is for the engine rotation speed Ne and the MG1 rotation speed Ng to change. It is susceptible to the inertia torque Timg1 by the first rotary machine MG1. Therefore, it is preferable that the higher the supercharging pressure Pchg or the larger the change in the supercharging pressure Pchg, the easier it is for the inertia torque Tieng and the inertia torque Timg1 to be reflected in the correction of the successively calculated estimated engine torque Tees(n).

The estimated engine torque calculation unit 104 weights the inertia torque Tieng due to the engine 12 and the inertia torque Timg1 due to the first rotary machine MG1, respectively, and sequentially calculates the estimated engine torque based on the sequentially obtained MG1 torque Tg(n). Correct Tees(n). The estimated engine torque calculation unit 104 applies the successively obtained MG1 torque Tg(n), the successively obtained MG1 rotation speed Ng(n), and the successively obtained engine rotation speed Ne(n) to the predetermined following equation (7). Thus, the calculated estimated engine torque Tees(n) is calculated sequentially. In the following equation (7), "WM" and "WE" are values representing weights for weighting the inertia torque, that is, weighting coefficients Wi, and "WM" is a weighting coefficient for the inertia torque Timg1 by the first rotary machine MG1. Wi, and “WE” is a weighting factor Wi for the inertia torque Tieng by the engine 12 . In the following equation (7), the second term on the right side of the above equation (6) is multiplied by the weighting factor WM, and the third term on the right side of the above equation (6) is multiplied by the weighting factor WE. ).

Tees(n)=-(1+ρ)/ρ×Tg(n)
+WM×(1+ρ)/ρ×Jg×(Ng(n)-Ng(n-1))/TMs
+WE×Je×(Ne(n)-Ne(n-1))/TMs (7)

A weight setting unit 106 sets a weighting factor Wi. FIG. 10 is a diagram showing an example of the weighting factor Wi. In FIG. 10, the weighting factor Wi, that is, the weighting factors WM and WE are set to larger values as the supercharging pressure Pchg increases or as the change in the supercharging pressure Pchg increases. Further, since the engine 12 has greater inertia than the first rotary machine MG1 and is more robust against noise and the like, the weighting factor WE is set smaller than the weighting factor WM.

As described above, the weight setting unit 106 sets the weighting factors WM and WE to larger values when the supercharging pressure Pchg is high than when it is low, or when the change in the supercharging pressure Pchg is large compared to when it is small. do. Also, the weight setting unit 106 sets the weighting factor WM to a value larger than the weighting factor WE.

In this embodiment, in addition to the weighting factor Wx, the weighting factor Wi is set in S20 or S30 of the flowchart of FIG. Further, at S40 in the flowchart of FIG. 9, the estimated engine torque Tees is calculated using, for example, the equations (7) and (2).

According to this embodiment, the inertia torque Tieng due to the engine 12 and the inertia torque Timg1 due to the first rotary machine MG1 are respectively weighted, the calculated estimated engine torque Tees(n) is corrected sequentially, and the supercharging pressure Pchg is The weighting coefficient WE for the inertia torque Tieng by the engine 12 and the weighting coefficient WM for the inertia torque Timg1 by the first rotary machine MG1 are each higher than when low, or when the change in supercharging pressure Pchg is large, compared to when small. Since they are set to large values, the inertia torques Tieng and Timg1 when the rotation speeds Ne and Ng are greatly changed are easily reflected in the correction of the sequentially calculated estimated engine torque Tees(n).

Further, according to this embodiment, since the weighting factor WM is set to a value larger than the weighting factor WE, the inertia torque Timg1 by the first rotary machine MG1, which is likely to fluctuate due to noise or the like due to the relatively small inertia Jg, is It is made easy to be reflected in the correction.

This embodiment illustrates a vehicle 200 as shown in FIG. 11, which is different from the vehicle 10 shown in the first embodiment. FIG. 11 is a diagram illustrating a schematic configuration of a vehicle 200 to which the present invention is applied. In FIG. 11, vehicle 200 is a hybrid vehicle that includes engine 202, first rotating machine MG1, second rotating machine MG2, power transmission device 204, and driving wheels 206.

The engine 202, first rotary machine MG1, and second rotary machine MG2 have the same configurations as the engine 12, first rotary machine MG1, and second rotary machine MG2 shown in the first embodiment. The engine torque Te of the engine 202 is controlled by controlling an engine control device 208 such as a throttle actuator, a fuel injection device, an ignition device, and a waste gate valve provided in the vehicle 200 by an electronic control device 240, which will be described later. . First rotary machine MG1 and second rotary machine MG2 are each connected to battery 212 provided in vehicle 200 via inverter 210 provided in vehicle 200 . In the first rotating machine MG1 and the second rotating machine MG2, the MG1 torque Tg and the MG2 torque Tm are controlled by controlling the inverter 210 by the electronic control unit 240, respectively.

The power transmission device 204 includes an electric continuously variable transmission section 216, a mechanical stepped transmission section 218, etc., which are arranged in series on a common axis within a case 214 as a non-rotating member attached to the vehicle body. ing. The electric continuously variable transmission section 216 is connected to the engine 202 either directly or indirectly via a damper (not shown) or the like. The mechanical stepped transmission section 218 is connected to the output side of the electric continuously variable transmission section 216 . The power transmission device 204 also includes a differential gear device 222 connected to an output shaft 220 that is an output rotating member of the mechanical stepped transmission section 218, a pair of axle shafts 224 connected to the differential gear device 222, and the like. ing. In the power transmission device 204, the power output from the engine 202 and the second rotary machine MG2 is transmitted to the mechanical stepped transmission section 218, and is transmitted from the mechanical stepped transmission section 218 via the differential gear device 222 and the like. It is transmitted to drive wheels 206 . The power transmission device 204 configured in this manner is preferably used in an FR (front engine, rear drive) type vehicle. Hereinafter, the electric continuously variable transmission section 216 is referred to as the continuously variable transmission section 216 and the mechanical stepped transmission section 218 is referred to as the stepped transmission section 218 . Further, the continuously variable transmission section 216, the stepped transmission section 218, etc. are constructed substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 202 and the connecting shaft 226 connected to the crankshaft.

The continuously variable transmission section 216 includes a differential mechanism 230 as a power splitting mechanism that mechanically divides the power of the engine 202 between the first rotary machine MG1 and an intermediate transmission member 228 that is an output rotating member of the continuously variable transmission section 216. ing. The first rotating machine MG1 is a rotating machine to which the power of the engine 202 is transmitted. A second rotary machine MG2 is coupled to the intermediate transmission member 228 so as to be capable of power transmission. Intermediate transmission member 228 is coupled to drive wheels 206 via stepped transmission 218, so second rotary machine MG2 is a rotary machine coupled to drive wheels 206 so as to be capable of power transmission. The differential mechanism 230 is a differential mechanism that splits and transmits the power of the engine 202 to the drive wheels 206 and the first rotary machine MG1. The continuously variable transmission unit 216 is an electric continuously variable transmission in which the differential state of the differential mechanism 230 is controlled by controlling the operating state of the first rotary machine MG1. The first rotating machine MG1 is a rotating machine capable of controlling the engine rotation speed Ne.

The differential mechanism 230 is configured by a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. An engine 202 is connected to the carrier CA0 via a connecting shaft 226 so as to be able to transmit power, a first rotating machine MG1 is connected to be able to transmit power to the sun gear S0, and a second rotating machine MG2 is capable of transmitting power to the ring gear R0. connected to In differential mechanism 230, carrier CA0 functions as an input element, sun gear S0 functions as a reaction force element, and ring gear R0 functions as an output element.

Stepped transmission portion 218 is a mechanical transmission mechanism as a stepped transmission that forms a part of the power transmission path between intermediate transmission member 228 and drive wheels 206 , that is, a differential mechanism 230 and drive wheels 206 . It is an automatic transmission that constitutes a part of the power transmission path between. Intermediate transmission member 228 also functions as an input rotary member of stepped transmission portion 218 . The stepped transmission unit 218 includes, for example, a plurality of sets of planetary gear trains such as a first planetary gear train 232 and a second planetary gear train 234, and a plurality of clutches C1, C2, brakes B1 and B2 including a one-way clutch F1. and a known planetary gear type automatic transmission. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 will simply be referred to as an engagement device CB unless otherwise specified.

The engagement device CB is a hydraulic friction engagement device including a multi-plate or single-plate clutch or brake that is pressed by a hydraulic actuator, a band brake that is tightened by a hydraulic actuator, or the like. The engagement device CB has a torque capacity of each regulated engagement hydraulic pressure PRcb of the engagement device CB, which is output from each of the solenoid valves SL1 to SL4 in the hydraulic control circuit 236 provided in the vehicle 200. By changing the engagement torque Tcb, the operation states such as engagement and disengagement are switched.

In the stepped transmission portion 218, each rotating element of the first planetary gear device 232 and the second planetary gear device 234 is partially connected to each other directly or indirectly via the engagement device CB or the one-way clutch F1. or connected to the intermediate transmission member 228 , the case 214 , or the output shaft 220 . The rotating elements of the first planetary gear set 232 are the sun gear S1, the carrier CA1 and the ring gear R1, and the rotating elements of the second planetary gear set 234 are the sun gear S2, the carrier CA2 and the ring gear R2.

The stepped transmission portion 218 selects one of a plurality of gear stages having a different gear ratio γat (=AT input rotation speed Ni/AT output rotation speed No) by engaging any of a plurality of engagement devices. A gear stage is formed. In this embodiment, the gear stage formed by the stepped transmission portion 218 is called an AT gear stage. The AT input rotational speed Ni is the input rotational speed of the stepped transmission portion 218, and is the same as the rotational speed of the intermediate transmission member 228 and the MG2 rotational speed Nm. The AT output rotation speed No is the rotation speed of the output shaft 220, which is the output rotation speed of the stepped transmission section 218, and is a composite transmission that is the entire transmission combining the stepless transmission section 216 and the stepped transmission section 218. It is also the output rotational speed of transmission 238 .

For example, as shown in the engagement operation table of FIG. 12, the stepped transmission unit 218 has a plurality of AT gear stages, AT 1st gear ("1st" in the figure)-AT 4th gear ("4th" in the figure). ”) are formed. The transmission gear ratio γat of the AT 1st gear stage is the largest, and the transmission gear ratio γat becomes smaller with increasing AT gear stage. A reverse AT gear stage ("Rev" in the drawing) is formed, for example, by engagement of the clutch C1 and engagement of the brake B2. That is, as will be described later, when the vehicle is traveling backward, for example, the AT 1st gear is set. The engagement operation table of FIG. 12 summarizes the relationship between each AT gear stage and each operation state of a plurality of engagement devices. In FIG. 12 , “◯” indicates engagement, “Δ” indicates engagement during engine braking or during coast downshifting of stepped transmission 218, and blank spaces indicate disengagement.

The stepped transmission unit 218 switches the AT gear stage formed according to the driver's accelerator operation, the vehicle speed V, etc. by an electronic control unit 240, which will be described later. formed in For example, in the speed change control of the stepped speed change portion 218, the speed change is executed by changing the grip of any of the engagement devices CB, that is, the speed change is executed by switching between engagement and release of the engagement device CB. A so-called clutch-to-clutch shift is executed. In this embodiment, for example, a downshift from AT 2nd gear to AT 1st gear is expressed as a 2→1 downshift. The same is true for other upshifts and downshifts.

Vehicle 200 further includes a one-way clutch F0. The one-way clutch F0 is a lock mechanism that can fix the carrier CA0 so that it cannot rotate. That is, one-way clutch F0 is a locking mechanism that can fix, to case 214, connecting shaft 226 that is connected to the crankshaft of engine 202 and that rotates integrally with carrier CA0. One-way clutch F0 has two members capable of relative rotation, one of which is integrally connected to connecting shaft 226 and the other is integrally connected to case 214 . One-way clutch F0 idles in the forward rotation direction, which is the rotation direction when engine 202 is running, and automatically engages in the rotation direction opposite to when engine 202 is running. Accordingly, the engine 202 is allowed to rotate relative to the case 214 when the one-way clutch F0 is idling. On the other hand, when one-way clutch F0 is engaged, engine 202 cannot rotate relative to case 214 . That is, the engine 202 is fixed to the case 214 by engaging the one-way clutch F0. In this manner, one-way clutch F0 allows rotation of carrier CA0 in the forward rotation direction, which is the rotation direction during operation of engine 202, and prevents rotation of carrier CA0 in the negative rotation direction. That is, the one-way clutch F0 is a lock mechanism capable of allowing rotation of the engine 202 in the positive rotation direction and preventing rotation in the negative rotation direction.

FIG. 13 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in continuously variable transmission section 216 and stepped transmission section 218 . In FIG. 13, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 230 forming the continuously variable transmission section 216 indicate, from left to right, the sun gear S0 corresponding to the second rotating element RE2. The g-axis represents the rotational speed, the e-axis represents the rotational speed of the carrier CA0 corresponding to the first rotating element RE1, and the rotational speed of the ring gear R0 corresponding to the third rotating element RE3 (that is, the speed of the stepped transmission section 218). input rotational speed). The four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission section 218 indicate, from the left, the rotational speed of the sun gear S2 corresponding to the fourth rotating element RE4, and the speed of the sun gear S2 corresponding to the fifth rotating element RE5. Rotational speed of coupled ring gear R1 and carrier CA2 (that is, rotational speed of output shaft 220), rotational speed of coupled carrier CA1 and ring gear R2 corresponding to sixth rotating element RE6, corresponding to seventh rotating element RE7 These axes represent the rotational speeds of the sun gear S1. The mutual intervals of the vertical lines Y1, Y2, Y3 are determined according to the gear ratio ρ0 of the differential mechanism 230. As shown in FIG. The distances between the vertical lines Y4, Y5, Y6 and Y7 are determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear units 232 and 234, respectively.

13, in the differential mechanism 230 of the continuously variable transmission section 216, the engine 202 (see "ENG" in the drawing) is connected to the first rotating element RE1, and the second rotating element A first rotating machine MG1 (see "MG1" in the drawing) is connected to RE2, and a second rotating machine MG2 (see "MG2" in the drawing) is connected to a third rotating element RE3 that rotates integrally with the intermediate transmission member 228. , and is configured to transmit the rotation of engine 202 to stepped transmission portion 218 via intermediate transmission member 228 . In continuously variable transmission portion 216, straight lines L0e, L0m, and L0R crossing vertical line Y2 indicate the relationship between the rotational speed of sun gear S0 and the rotational speed of ring gear R0.

In the stepped transmission section 218, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 228 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 220, and the sixth rotating element RE6 is connected to the output shaft 220. It is selectively connected to the intermediate transmission member 228 via the clutch C2 and selectively connected to the case 214 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 214 via the brake B1. ing. In the stepped transmission portion 218, "1st", "2nd" and "3rd" on the output shaft 220 are controlled by the respective straight lines L1, L2, L3, L4 and LR crossing the vertical line Y5 under the engagement release control of the engagement device CB. , "4th" and "Rev" are shown.

A straight line L0e and straight lines L1, L2, L3, and L4 indicated by solid lines in FIG. 13 represent relative velocities of respective rotating elements in forward running in a hybrid running mode in which hybrid running is possible using at least the engine 202 as a power source. showing. In this hybrid running mode, in the differential mechanism 230, when the reaction torque, which is the negative torque generated by the first rotary machine MG1 with respect to the engine torque Te input to the carrier CA0, is input to the sun gear S0 in positive rotation. , the engine direct torque Td (=Te/(1+ρ0)=-(1/ρ0)×Tg) appears in the ring gear R0, which becomes a positive torque in forward rotation. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 200, which is any AT gear stage from the AT first gear stage to the AT fourth gear stage. is transmitted to the drive wheels 206 via the stepped transmission portion 218 formed with a . At this time, the first rotary machine MG1 functions as a generator that generates negative torque in positive rotation. The electric power Wg generated by the first rotating machine MG1 is charged in the battery 212 or consumed by the second rotating machine MG2. The second rotary machine MG2 uses all or part of the generated power Wg, or uses power from the battery 212 in addition to the generated power Wg to output the MG2 torque Tm.

A straight line L0m indicated by a dashed dotted line in FIG. 13 and straight lines L1, L2, L3, and L4 indicated by solid lines in FIG. 2 shows the relative speed of each rotating element in forward running in a motor running mode in which motor running is possible using at least one of the rotary machines as a power source. Motor running in forward running in the motor running mode includes, for example, single-drive motor running in which only the second rotary machine MG2 is used as a power source, and running in which both the first rotary machine MG1 and the second rotary machine MG2 are used as power sources. There is a dual drive motor running. In single-drive motor running, the carrier CA0 is set to zero rotation, and the MG2 torque Tm, which becomes positive torque in forward rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is brought into a no-load state and idled in a negative rotation. In single-drive motor running, the one-way clutch F0 is released and the connecting shaft 226 is not fixed to the case 214 . In dual-drive motor running, when the carrier CA0 is set to zero rotation and MG1 torque Tg, which becomes negative torque at negative rotation, is input to the sun gear S0, the carrier CA0 is prevented from rotating in the negative rotation direction. , the one-way clutch F0 is automatically engaged. In a state where carrier CA0 is non-rotatably fixed by engagement of one-way clutch F0, reaction torque due to MG1 torque Tg is input to ring gear R0. In addition, in dual-drive motor running, MG2 torque Tm is input to ring gear R0 in the same manner as in single-drive motor running. When the MG1 torque Tg, which becomes a negative torque at negative rotation, is input to the sun gear S0 in a state where the carrier CA0 is set to zero rotation, if the MG2 torque Tm is not input, single-drive motor running by the MG1 torque Tg is also possible. It is possible. In forward running in the motor running mode, the engine 202 is not driven, the engine rotation speed Ne is set to zero, and at least one of the MG1 torque Tg and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 200. The power is transmitted to drive wheels 206 via a stepped transmission section 218 in which any one of the AT 1st gear-AT 4th gear is formed. In forward running in the motor running mode, the MG1 torque Tg is power running torque of negative rotation and negative torque, and the MG2 torque Tm is power running torque of positive rotation and positive torque.

A straight line L0R and a straight line LR indicated by dashed lines in FIG. 13 indicate the relative speed of each rotating element during reverse travel in the motor travel mode. In reverse running in this motor running mode, MG2 torque Tm, which becomes negative torque at negative rotation, is input to the ring gear R0, and the MG2 torque Tm serves as the driving torque in the reverse direction of the vehicle 200 to form the AT 1st gear stage. The power is transmitted to drive wheels 206 via stepped transmission 218 . In the vehicle 200, an electronic control unit 240, which will be described later, is in a state in which a forward low-side AT gear stage, for example, an AT 1st gear stage, is formed among a plurality of AT gear stages, and the vehicle 200 is in a state in which the vehicle 200 is in a state in which the vehicle 200 is in a state in which it is set to forward gear during forward travel. The second rotating machine MG2 outputs the reverse MG2 torque Tm, which is opposite in polarity to the MG2 torque Tm, so that the vehicle can travel in reverse. In reverse running in the motor running mode, the MG2 torque Tm is power running torque of negative rotation and negative torque. Also in the hybrid running mode, it is possible to rotate the second rotary machine MG2 in the negative direction as in the straight line L0R, so that backward running can be performed in the same manner as in the motor running mode.

In the hybrid running mode, the rotation speed of the first rotary machine MG1 is controlled with respect to the rotation speed of the ring gear R0, which is restrained by the rotation of the drive wheels 206, because the AT gear is formed in the stepped transmission unit 218. When the rotation speed of the sun gear S0 is increased or decreased by doing so, the rotation speed of the carrier CA0, ie, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid running, it is possible to operate the engine 202 at an efficient operating point. In other words, the stepped transmission portion 218 in which the AT gear stage is formed and the continuously variable transmission portion 216 operated as a continuously variable transmission can constitute a continuously variable transmission as a compound transmission 238 as a whole. Alternatively, since it is possible to change the speed of the continuously variable transmission portion 216 like a stepped transmission, a stepped transmission portion 218 in which an AT gear stage is formed and a continuously variable transmission portion that shifts like a stepped transmission. 216, the compound transmission 238 as a whole can be shifted like a stepped transmission.

The vehicle 200 further includes an electronic control device 240 as a controller including control devices of the vehicle 200 related to control of the engine 202, the first rotary machine MG1, the second rotary machine MG2, and the like. The electronic control unit 240 has the same configuration as the electronic control unit 100 shown in the first embodiment. Various signals similar to those supplied to the electronic control unit 100 are supplied to the electronic control unit 240 . The electronic control unit 240 outputs various command signals similar to those output by the electronic control unit 100 . The electronic control unit 240 has functions equivalent to the functions of the hybrid control unit 102, the estimated engine torque calculation unit 104, the weight setting unit 106, and the state determination unit 108 included in the electronic control unit 100. It has the function of an engine torque detection device similar to 100 . The electronic control unit 240 suppresses the deterioration of robustness in the same manner as realized by the electronic control unit 100 as shown in the above-described embodiment 1-3, and when the boost pressure Pchg is increased or the supercharging It is possible to realize a control function of suppressing the detection delay of the actual engine torque Ter when the pressure Pchg is greatly changed.

By the way, vehicle 200 includes stepped transmission section 218 in series on the rear stage side of continuously variable transmission section 216 . During gear shifting of the stepped transmission portion 218, inertia torque occurs due to changes in rotation of the intermediate transmission member 228 and the like. Therefore, in the vehicle 200, in the calculation of the sequentially calculated estimated engine torque Tees(n) based on the sequentially obtained MG1 torque Tg(n), that is, in the calculation of the estimated engine torque Tees, during the shifting of the stepped transmission portion 218, There is a possibility that the calculation accuracy of the estimated engine torque Tees will decrease due to the influence of inertia torque. An estimated engine torque calculation section functionally included in the electronic control unit 240 calculates the estimated engine torque Tees when the stepped transmission section 218 is not shifting gears, ie, when the gear shifting section 218 is not shifting.

A state determination unit functionally included in electronic control unit 240 determines whether or not stepped transmission portion 218 is shifting gears, particularly in an inertia phase during shift transition of stepped transmission portion 218 . When the electronic control unit 240 determines that the stepped transmission portion 218 is shifting gears, it determines that the stepped transmission portion 218 is not shifting while it does not perform the control operation related to the calculation of the estimated engine torque Tees. If so, a control operation related to the calculation of the estimated engine torque Tees is performed.

FIG. 14 shows a main part of the control operation of the electronic control unit 240, that is, when the boost pressure Pchg is increased or when the boost pressure Pchg is greatly changed while suppressing deterioration of robustness in detecting the engine torque Te. 2 is a flow chart for explaining a control operation for suppressing a detection delay of engine torque Te when engine torque Te is detected, and is repeatedly executed, for example. The flowchart of FIG. 14 is an embodiment different from the flowchart of FIG.

In FIG. 14, first, in S5 corresponding to the function of the state determination section functionally possessed by the electronic control unit 240, it is determined whether or not the stepped transmission section 218 is shifting gears. If the determination in S5 is affirmative, this routine is terminated. If the determination in S5 is negative, steps after S10 are executed as in the flowchart of FIG.

According to this embodiment, the same effects as those of the above-described embodiment 1-3 can be obtained. Further, according to the present embodiment, in the vehicle 200 further provided with the stepped transmission 218 that forms part of the power transmission path between the differential mechanism 230 and the driving wheels 206, the estimated engine torque Tees can be calculated. Since this is performed when the stepped transmission portion 218 does not shift gears, it is possible to prevent the influence of inertia torque or the like that accompanies the shifting of the stepped transmission portion 218 when the estimated engine torque Tees is calculated.

In this embodiment, a vehicle 300 as shown in FIG. 15 is illustrated, which is different from the vehicle 10 shown in the first embodiment. FIG. 15 is a diagram illustrating a schematic configuration of a vehicle 300 to which the present invention is applied. In FIG. 15 , vehicle 300 is a series hybrid vehicle including engine 302 , generator 304 , motor 306 , power transmission device 308 and drive wheels 310 .

The engine 302 has the same configuration as the engine 12 shown in the first embodiment. The engine torque Te of the engine 302 is controlled by controlling an engine control device 312 such as a throttle actuator, a fuel injection device, an ignition device, a waste gate valve, etc. provided in the vehicle 300 by an electronic control device 318, which will be described later. . Engine 302 is not mechanically connected to drive wheels 310 .

Generator 304 is a rotating electrical machine that functions exclusively as a generator. The generator 304 is a rotating machine that is mechanically connected to the engine 302 and to which the power of the engine 302 is transmitted. The generator 304 is rotationally driven by the engine 302 to generate power by the power of the engine 302 . The motor 306 is a rotating electric machine having a function as an electric motor and a function as a generator, and is a so-called motor generator. Motor 306 is a second rotating machine that is coupled to driving wheels 310 via power transmission device 308 so as to be able to transmit power. Generator 304 and motor 306 are each connected to battery 316 provided in vehicle 300 via inverter 314 provided in vehicle 300 . In the generator 304 and the motor 306, the inverter 314 is controlled by the electronic control unit 318 to control the generator torque Tgr, which is the output torque of the generator 304, and the motor torque Tmt, which is the output torque of the motor 306. be. The electric power Wgr generated by the generator 304 is charged in the battery 316 or consumed by the motor 306 . The motor 306 outputs the motor torque Tmt using all or part of the generated power Wgr, or using power from the battery 316 in addition to the generated power Wgr. Thus, the motor 306 is driven by the generated power Wgr of the generator 304 .

Vehicle 300 further includes an electronic control unit 318 as a controller including control units of vehicle 300 related to control of engine 302, generator 304, motor 306, and the like. The electronic control unit 318 has the same configuration as the electronic control unit 100 shown in the first embodiment. Various signals similar to those supplied to the electronic control unit 100 are supplied to the electronic control unit 318 . The electronic control unit 318 outputs various command signals similar to those output by the electronic control unit 100 . The electronic control unit 318 has functions equivalent to the functions of the hybrid control unit 102, the estimated engine torque calculation unit 104, the weight setting unit 106, and the state determination unit 108 included in the electronic control unit 100. It has the function of an engine torque detection device similar to 100 . The electronic control device 318 suppresses the deterioration of robustness in the same manner as realized by the electronic control device 100 shown in the above-described embodiment 1-3, and when the supercharging pressure Pchg is increased or the supercharging It is possible to realize a control function of suppressing the detection delay of the actual engine torque Ter when the pressure Pchg is greatly changed.

Specifically, the electronic control unit 318 can control the reaction torque of the generator 304 so that the engine rotation speed Ne becomes a target value. ). In the following equation (8), “Je” is the inertia of engine 302 and “Jgr” is the inertia of generator 304 . In the following equation (8), the generator rotation speed Ngr, which is the rotation speed of the generator 304, is equal to the engine rotation speed Ne. From the following equation (8), the sequentially calculated estimated engine torque Tees(n) is given by the following equation (9). In the following equation (9), "Tgr(n)" is controlled so that the engine rotation speed Ne, which is sequentially obtained by the estimated engine torque calculation unit functionally included in the electronic control unit 318, becomes the target value. and "Tees(n)" is the engine torque Te calculated based on the successively obtained generator torque Tgr(n). The estimated engine torque calculation unit functionally included in the electronic control unit 318 calculates the estimated engine torque Tees by applying a predetermined number of successively calculated estimated engine torque Tees(n) including the latest value to the above equation (2), for example. Calculate Further, as shown in the above-described third embodiment, it is also possible to weight each of the inertia torques in the first term on the right side of the following equation (9).

(Je + Jgr) x dNe/dt = Te - Tgr (8)
Tees(n)=(Je+Jgr)×dNe/dt+Tgr(n) (9)

According to this embodiment, the same effects as those of the above-described embodiment 1-3 can be obtained.

This embodiment illustrates a vehicle 400 as shown in FIG. 16, which is different from the vehicle 10 shown in the first embodiment. FIG. 16 is a diagram illustrating a schematic configuration of vehicle 400 to which the present invention is applied. In FIG. 16 , vehicle 400 is a hybrid vehicle including engine 402 , alternator 404 , rotary machine MG, power transmission device 406 and driving wheels 408 .

The engine 402 has the same configuration as the engine 12 shown in the first embodiment. The engine torque Te of the engine 402 is controlled by controlling an engine control device 410 such as a throttle actuator, a fuel injection device, an ignition device, and a waste gate valve provided in the vehicle 400 by an electronic control device 418, which will be described later. .

Alternator 404 is a rotating electrical machine that functions as a starter to crank engine 402 and as a generator. Alternator 404 is a rotating machine that is mechanically connected to engine 402 and to which the power of engine 402 is transmitted. The alternator 404 is rotationally driven by the engine 402 to generate power by the power of the engine 402 . The rotating machine MG is a rotating electric machine having a function as an electric motor and a function as a generator, and is a so-called motor generator. Rotating machine MG is a second rotating machine that is coupled to driving wheels 408 via power transmission device 406 so as to be able to transmit power. Alternator 404 and rotary machine MG are each connected to a battery 414 provided in vehicle 400 via an inverter 412 provided in vehicle 400 . In the alternator 404 and the rotating machine MG, the inverter 412 is controlled by an electronic control device 418, thereby controlling the alternator torque Talt, which is the output torque of the alternator 404, and the MG torque Tmg, which is the output torque of the rotating machine MG. . The electric power Walt generated by the alternator 404 is charged in the battery 414 or consumed by the rotary machine MG. The rotary machine MG uses all or part of the generated power Walt, or uses power from the battery 414 in addition to the generated power Walt to output the MG torque Tmg. Thus, the rotating machine MG is driven by the power Walt generated by the alternator 404 .

The power transmission device 406 includes a clutch K0, an automatic transmission 416, and the like. An input rotary member of the automatic transmission 416 is coupled to the engine 402 via the clutch K0 and directly coupled to the rotary machine MG. In the power transmission device 406, the power of the engine 402 is transmitted to the driving wheels 408 through the clutch K0, the automatic transmission 416, etc., and the power of the rotary machine MG is transmitted to the driving wheels 408 through the automatic transmission 416, etc. be. Engine 402 and rotating machine MG are power sources for running vehicle 400 , which are connected to drive wheels 408 so as to be able to transmit power.

Clutch K0 is a hydraulic friction engagement device that connects and disconnects a power transmission path between engine 402 and driving wheels 408 . The automatic transmission 416 is, for example, a known planetary gear type automatic transmission, like the stepped transmission 218 shown in the fourth embodiment.

In the vehicle 400, with the clutch K0 released and the operation of the engine 402 stopped, electric power from the battery 414 is used to allow motor running using only the rotating machine MG as a power source for running. Further, in the vehicle 400, the engine 402 is operated with the clutch K0 engaged, and hybrid running is possible using at least the engine 402 as a power source for running.

Vehicle 400 further includes an electronic control unit 418 as a controller including control units of vehicle 400 related to control of engine 402, alternator 404, rotary machine MG, and the like. The electronic control unit 418 has the same configuration as the electronic control unit 100 shown in the first embodiment. Various signals similar to those supplied to the electronic control unit 100 are supplied to the electronic control unit 418 . The electronic control unit 418 outputs various command signals similar to those output by the electronic control unit 100 . The electronic control unit 418 has functions equivalent to the functions of the hybrid control unit 102, the estimated engine torque calculation unit 104, the weight setting unit 106, and the state determination unit 108 included in the electronic control unit 100. It has the function of an engine torque detection device similar to 100 . The electronic control unit 418 suppresses the deterioration of robustness similar to that realized by the electronic control unit 100 as shown in the above-described embodiment 1-3, and when the supercharging pressure Pchg is increased or the supercharging It is possible to realize a control function of suppressing the detection delay of the actual engine torque Ter when the pressure Pchg is greatly changed.

Specifically, in motor running with the clutch K0 released as described above, so-called series hybrid running is possible in which the alternator 404 is caused to generate electricity by the engine 402 and the generated electric power Walt is supplied to the rotating machine MG. . At this time, the electronic control unit 418 can control the reaction torque of the alternator 404 so that the engine rotation speed Ne becomes the target value. This series-type hybrid running corresponds to the running of the series-type hybrid vehicle shown in the fifth embodiment. In the vehicle 400, the estimated engine torque Tees can be calculated as shown in the fifth embodiment in this series hybrid running.

According to this embodiment, the same effects as those of the above-described embodiment 1-3 can be obtained.

Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the third embodiment described above, if there is a communication delay or the like when the electronic control unit 100 acquires the signals of the engine rotation speed Ne and the MG1 rotation speed Ng, the acquired engine rotation speed Ne and the MG1 rotation speed Ng are actually The data is old by the amount of the communication delay with respect to the value of . Therefore, the weighting factor Wi for the inertia torque accompanying the change in rotation may be set to a value consistent with the communication delay. For example, when the communication delay is large, a small weighting factor Wi is set.

Further, in the above-described Embodiments 1-3, the vehicle 10 may be a vehicle in which the engine 12 is connected to the differential section 60 without the transmission section 58 like the vehicle 200 . The differential section 60 may be a mechanism in which the differential action can be limited by controlling a clutch or brake connected to the rotating elements of the second planetary gear mechanism 82 . Also, the second planetary gear mechanism 82 may be a double pinion type planetary gear device. Also, the second planetary gear mechanism 82 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. The second planetary gear mechanism 82 is a differential gear device in which the first rotary machine MG1 and the drive gear 74 are respectively connected to a pinion that is rotationally driven by the engine 12 and a pair of bevel gears meshing with the pinion. Also good. In addition, the second planetary gear mechanism 82 has a configuration in which two or more planetary gear devices are interconnected by some of the rotating elements that constitute them, and the rotating elements of these planetary gear devices are respectively connected to an engine, a rotating machine, and a rotating machine. It may be a mechanism in which driving wheels are connected so as to be able to transmit power.

Further, in the fourth embodiment described above, the one-way clutch F0 was exemplified as a locking mechanism capable of fixing the carrier CA0 so that it cannot rotate, but the present invention is not limited to this aspect. This lock mechanism selectively connects the connecting shaft 226 and the case 214, for example, a mesh type clutch, a hydraulic friction engagement device such as a clutch or a brake, a dry engagement device, an electromagnetic friction engagement device, a magnetic powder It may be an engaging device such as a type clutch. Alternatively, vehicle 200 does not necessarily need to include one-way clutch F0.

In addition, in the fifth embodiment described above, in the vehicle 300, the engine 302 is not mechanically connected to the drive wheels 310, but the present invention is not limited to this aspect. For example, in the vehicle 300, the engine 302 and the driving wheels 310 are connected via a clutch. good.

Further, in the above-described embodiment, the supercharger 18 is a known exhaust turbine type supercharger, but it is not limited to this aspect. For example, the supercharger 18 may be a mechanical pump type supercharger that is rotationally driven by an engine or an electric motor. Further, as the supercharger, an exhaust turbine type supercharger and a mechanical pump type supercharger may be provided in combination.

It should be noted that what has been described above is just one embodiment, and the present invention can be implemented in aspects with various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle (hybrid vehicle)
12: Engine 16: Drive Wheel 18: Supercharger 82: Second Planetary Gear Mechanism (Differential Mechanism)
100: Electronic control device (engine torque detection device)
104: Estimated engine torque calculator 106: Weight setting unit MG1: First rotating machine (rotating machine)
MG2: Second rotating machine 200: Vehicle (hybrid vehicle)
202: Engine 206: Drive wheel 218: Mechanical stepped transmission (automatic transmission)
230: Differential mechanism 240: Electronic control device (engine torque detection device)
300: Vehicle (hybrid vehicle)
302: Engine 304: Generator (rotating machine)
306: Motor (second rotating machine)
310: Drive wheel 318: Electronic control device (engine torque detection device)
400: Vehicle (hybrid vehicle)
402: Engine 404: Alternator (rotating machine, generator)
408: Driving wheel 418: Electronic control device (engine torque detection device)
MG: Rotating machine (second rotating machine)

Claims (8)

Used in a vehicle comprising an engine having a supercharger and a rotating machine to which the power of the engine is transmitted, the estimated value of the output torque of the engine calculated based on the reaction torque of the rotating machine. An engine torque detection device that detects as an actual value of output torque,
The reaction torque of the rotating machine is sequentially obtained, and a predetermined number of series of engine output torques calculated based on the obtained reaction torque are weighted to mitigate changes in the estimated value of the engine output torque. an estimated engine torque calculation unit that calculates the estimated value after
The weight related to the weighting is set based on the supercharging pressure by the supercharger or the change in the supercharging pressure, and when the supercharging pressure is high, the change in the supercharging pressure is greater than when the supercharging pressure is low. and a weight setting unit that sets the weight such that the degree of relaxation of change in the estimated value is smaller than when the estimated value is small. The estimated engine torque calculation unit calculates the output of the engine based on the reaction torque using the inertia torque associated with the change in the rotation speed of the engine and the inertia torque associated with the change in the rotation speed of the rotating machine. 2. The engine torque detection device according to claim 1, wherein the torque is corrected. The estimated engine torque calculation unit weights the inertia torque by the engine and the inertia torque by the rotating machine, respectively, and corrects the output torque of the engine calculated based on the reaction torque,
When the boost pressure is high, the weight setting unit is configured to correspond to each of the inertia torque caused by the engine and the inertia torque caused by the rotating machine, compared to when the boost pressure is low, or when the change in the boost pressure is large, compared to when the change is small. 3. The engine torque detecting device according to claim 2, wherein the weight associated with said weighting is set to a large value. 4. The engine torque detection device according to claim 3, wherein the weight setting unit sets the weight to the inertia torque of the rotating machine to be larger than the weight to the inertia torque of the engine. The weight setting unit sets the weight for the series of output torques of the engine based on the temperature of the intake air of the engine. 5. The engine torque detection device according to claim 1, wherein the weights for the series of output torques of the engine are set so that the degree of relaxation of change is reduced. The vehicle is a hybrid vehicle that includes a differential mechanism that divides and transmits the power of the engine to drive wheels and the rotating machine, and a second rotating machine that is coupled to the driving wheels so as to be able to transmit power. The engine torque detecting device according to any one of claims 1 to 5, characterized in that: The vehicle further comprises an automatic transmission forming part of a power transmission path between the differential mechanism and the drive wheels,
7. The engine torque detection device according to claim 6, wherein the estimated engine torque calculation unit calculates the estimated value of the output torque of the engine when the automatic transmission is not shifting gears. The rotating machine is a generator that is generated by the power of the engine,
6. The vehicle according to any one of claims 1 to 5, wherein the vehicle is a hybrid vehicle including a second rotating machine that is connected to driving wheels so as to be able to transmit power and that is driven by electric power generated by the rotating machine. 11. The engine torque detection device according to claim 1.

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