JP2008215320A - Torque control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torque control system for obtaining loss torque (sum total of internal loss and external loss) with a high degree of precision without performing learning. <P>SOLUTION: As a torque control system (ECU for engine control) which implements control of a power source (internal combustion engine), the following programs are provided: a program (a first loss-torque estimation part B3) for estimating the present value (the present loss torque) of loss torque indicating the sum total of internal loss and external loss; a program (rotation contribution torque-obtaining part B101a) for obtaining torque (present rotation contribution torque) which contributes to increase in the rotation speed of an output shaft at the time of obtainment of the present loss-torque on the basis of the present loss-torque and an indicated torque (the present indicated torque) to be generated in the output shaft at the time of the present loss-torque obtainment; and a program (Karman filter B102) for obtaining an error of the present loss torque (the present loss-torque error) on the basis of a deviation of a measured value from the rotation speed (estimated value) of the output shaft in response to the present rotation contribution torque. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a torque control device applied to a power source (for example, an engine, a motor, or a hybrid engine that combines both) such as an automobile or an in-vehicle device, and more specifically, controls an output shaft rotation speed of the power source. The present invention relates to a torque control device suitable for use.

  As a torque control device that controls the rotational speed of an output shaft (output shaft rotational speed) for a power source, there is a device described in Patent Document 1, for example. This device is mounted on an automobile, and the deviation between the current value of the output shaft rotational speed (crankshaft rotational speed) and the control target value (target rotational speed) of the engine (reciprocating internal combustion engine) that is the target power source. Are successively calculated, and the output shaft rotational speed (current rotational speed) at that time is feedback-controlled (feedback controlled) (converged) to the target rotational speed. In controlling the output shaft rotational speed, so-called torque base control is performed. Specifically, the driver request torque is calculated based on the driver's driving operation (accelerator pedal operation amount) and the engine operating state at that time, and with respect to the driver request torque, internal loss due to torque generation and engine Add the sum of the external loss (external load) consumed due to the load applied to the output shaft from the outside. Then, the output shaft rotational speed is controlled as the required indicated torque required for controlling the added value (driver required torque + internal loss + external loss) to the target rotational speed. As a result, the vehicle is controlled to a desired output shaft rotation speed, and thus a desired vehicle speed.

  In this device, the loss torque is uniquely estimated from the engine operation state at that time using a map in which the loss torque is determined for each engine operation state (for example, intake air amount). Further, since the estimated value of the loss torque (total of internal loss and external loss) is not necessarily accurate when obtaining the required indicated torque, an error is learned for each engine operating state (past trends) To compensate for the error).

Incidentally, here, the indicated torque is a torque (generated torque) generated by combustion in the engine cylinder, and the shaft torque is a value obtained by subtracting an internal loss accompanying torque generation from the indicated torque, that is, “shaft torque = illustrated. Torque (output torque) expressed as “torque-internal loss”. The internal loss is, for example, mechanical friction loss (pumping loss) or the like, and the external loss is loss due to an external load, for example, various in-vehicle devices (for example, auxiliary machines, pumps, compressors) driven by output torque. , Transmission (AT), etc.) and the like.
JP 2006-29193 A

  However, in such a device, if there is no learning value corresponding to the engine operating state (for example, intake air amount) at that time, that is, when the engine operating state has not yet been learned, the output shaft rotation Even if a control error as described above occurs during the speed control, the error cannot be compensated using the learning value. Therefore, until learning is performed for all engine operating states, that is, until a learning value for each engine operating state is obtained, controllability varies depending on the engine operating state from time to time. It is also feared that the controllability (convergence) considered to be not obtained.

  Further, as a configuration for further improving the controllability, a configuration in which the gain is optimized for each engine operating state (for example, the temperature of the engine body or the intake air amount) can be considered. However, in this case, it takes a long time to optimize the gain for each engine operating state, and high responsiveness (fast response speed with respect to changes in the control target value) cannot be obtained. In addition, since the gain is switched together with the learning value, the control becomes complicated.

  The present invention has been made in view of such circumstances, and has as its main object to provide a torque control device capable of obtaining loss torque (total of internal loss and external loss) with higher accuracy regardless of learning. To do.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  According to the first aspect of the present invention, the present invention is applied to a power source for generating the indicated torque on the output shaft and rotating the output shaft using the shaft torque obtained by subtracting the internal loss accompanying the torque generation from the indicated torque. Estimate the current loss torque, which is the current value of the loss torque indicating the sum of the internal loss that is the loss inside the power source and the external loss that is consumed due to the load applied to the output shaft from the outside of the power source Or, based on the current loss torque acquisition means that is actually measured, the current loss torque acquired by the current loss torque acquisition means, and the current indicated torque that is the indicated torque generated on the output shaft when the current loss torque is acquired. Rotation contribution torque acquisition means for obtaining a current rotation contribution torque that is a torque that contributes to an increase in the rotation speed of the output shaft at the time of acquisition of the current loss torque, and the rotation contribution torque Current error deriving means for obtaining a current loss torque error, which is an error of the current loss torque, based on the degree of deviation between the rotational speed of the output shaft corresponding to the current rotation contribution torque acquired by the acquisition means and the actual measurement value thereof ( For example, a Kalman filter).

  The indicated torque generated on the output shaft of the target power source is used to maintain or increase the rotational speed of the output shaft. Here, the magnitude of the torque required for maintaining the rotational speed is basically considered to be equal to the magnitude of the loss torque (the sum of the internal loss and the external loss). Therefore, the torque that contributes to the rotation speed increase can be expressed as the difference between the indicated torque and the loss torque (indicated torque minus loss torque). The inventor has focused on this point and invented the device. That is, with the above device, it is possible to estimate (predict) the amount of change in the rotation speed (instantaneous change amount), that is, the rotation speed after a short time, based on the current rotation contribution torque (torque contributing to the increase in rotation speed). become. Based on the degree of deviation (difference, ratio, etc.) of the estimated value (predicted value) from the actually measured value, it is possible to determine the error of the current rotation contribution torque, and hence the error of the loss torque (current loss torque error). Become. For this reason, according to the above-described configuration, it is possible to obtain a loss torque error (current loss torque error) with high accuracy through the above-described means without using the learning described above. And it becomes possible to grasp | ascertain the exact magnitude | size of a loss torque with the error of the acquired loss torque. In addition, by compensating (correcting) the error of the loss torque, using the corrected value (the current loss torque after correction), the illustrated torque can be controlled with high accuracy, and consequently, the rotation control with high accuracy can be performed. It can be done.

  As a configuration for obtaining the current indicated torque with high accuracy, a configuration including means for acquiring the current loss torque at a timing within one combustion cycle after acquisition or before acquisition is effective. However, if the current indicated torque value is within a relatively stable period, the present indicated torque can be obtained with relatively high accuracy even when it is acquired at a timing farther from the acquisition of the current loss torque. Can do. Depending on the application, etc., this may be acquired at a timing at which the magnitude of the error can be estimated, and appropriate correction may be performed.

  For example, when the power source is an internal combustion engine (internal combustion engine), the current loss torque acquisition means includes the rotation speed of the output shaft, the intake pressure, the intake air amount, and the temperature of the engine body (engine One that can be detected as the cooling temperature of the main body) and the state of the device driven by the engine (various parameters affecting external loss) or any combination thereof, and estimating the current loss torque, Or, for example, a torque sensor (torque meter) that detects the torque of the output shaft is provided for the rotation mechanism of the output shaft, and the current loss torque is measured based on the sensor output of the sensor, etc. It is effective to do.

  Further, as a configuration for obtaining the above indicated torque (generated torque) with high accuracy, for example, the rotational speed of the output shaft, the air-fuel ratio, the intake air amount (can be replaced by the fuel injection amount), and the ignition timing ( For example, a configuration including a means for acquiring this based on any one or any combination of commands that can be estimated from the command value for the actuator is effective.

  Further, as a configuration for obtaining the measured value of the rotational speed of the output shaft with high accuracy, for example, a sensor that directly detects the rotational operation of the output shaft is provided for the rotation mechanism of the output shaft, and the sensor of the sensor It is more effective to have a means for actually measuring the rotational speed of the output shaft based on an output or the like, particularly a means for actually measuring the magnitude of the rotational speed of the output shaft at a predetermined time interval.

  According to a second aspect of the present invention, in the first aspect of the invention, the current error deriving unit is configured to acquire the current loss torque based on the current rotation contribution torque acquired by the rotation contribution torque acquisition unit. And the estimated rotational speed of the output shaft at the comparison timing, which is a timing after a predetermined time, and the estimated rotational speed of the output shaft and the actually measured value of the rotational speed of the output shaft at the comparison timing. In comparison, the current loss torque error is obtained based on the degree of deviation (difference, ratio, etc.) between the two. With such a configuration, that is, if the principle (process) as described above is, for example, programmed or circuitized, the configuration according to claim 1 can be realized easily and accurately. become.

  According to a third aspect of the present invention, in the apparatus according to the second aspect, the current error deriving means is configured such that the current rotational contribution torque is represented by Tq in the relational expression “dNE / dt = Tq / I”, I The estimated rotational speed is calculated as NE by substituting a predetermined value for each.

  The inventor provides a torque Tq that contributes to an increase in the rotational speed of the output shaft, I an inertia that indicates the rotational speed of the output shaft that is difficult to fluctuate with respect to the torque Tq, and a rotational speed change per unit time of the output shaft. Focusing on the fact that the relational expression “dNE / dt = Tq / I” holds when “dNE / dt”, the above-described configuration was invented. With such a configuration, the current loss torque error can be obtained easily and accurately. Such means can be realized by a known Kalman filter (see FIG. 7).

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects of the present invention, the current error deriving means calculates the current rotational contribution torque acquired by the rotational contribution torque acquiring means as “dNE”. / Dt = Tq / I "The process of substituting into Tq, and the process of estimating NE as the NE based on Tq, the rotation speed of the output shaft at the comparison timing that is a predetermined time after the substitution of Tq And a series of processes such as obtaining the current loss torque error based on the degree of deviation (difference, ratio, etc.) between the estimated rotational speed and the actual measurement value while the predetermined condition is satisfied. It is what is performed.

  As in the above configuration, based on the relational expression “dNE / dt = Tq / I”, Tq substitution by the current rotational contribution torque, estimation of the output shaft rotational speed, and the degree of deviation (difference between the estimated rotational speed and the actually measured value) The current loss torque error is obtained as a more accurate value by repeatedly performing a series of processes such as the process of obtaining the current loss torque error based on the It becomes like this. Basically, the shorter the cycle of this iterative process, the more accurate the current loss torque error can be obtained. In addition, it is effective to adopt a condition (predetermined condition) for error derivation by the current error derivation means, for example, that one of the requirements is that rotational speed control such as idling control is being executed.

  The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein the current loss torque acquired by the current loss torque acquisition means is derived by the current error deriving means. The present invention is characterized by comprising current correction means for correcting based on the current loss torque error. With such a configuration, a more accurate loss torque can be obtained by compensating (correcting) the error of the loss torque acquired by the current error deriving means by the current correction means. As a result, it is possible to control the indicated torque with high accuracy and to perform rotation control with high accuracy by using the corrected value (current loss torque after correction).

  According to a sixth aspect of the invention, in the fifth aspect of the invention, the rotation contribution torque acquisition means is based on the corrected current loss torque corrected by the current correction means and the currently indicated torque. The present rotation contribution torque is obtained. As described above, by using the corrected current loss torque for derivation of the current rotation contribution torque, the current rotation contribution torque can be obtained with high accuracy.

  In the invention of claim 7, in the invention of claim 5 or 6, it is necessary to control the rotational speed of the output shaft to the target rotational speed that is the control target value at the time of obtaining the current loss torque. There is provided requested indicated torque obtaining means for obtaining a requested indicated torque indicating the magnitude of the indicated torque based on the corrected current loss torque corrected by the current correcting means. With such a configuration, the rotational speed of the output shaft can be controlled easily and accurately.

  In this case, as a more practical configuration, as in the invention described in claim 8, target loss torque obtaining means for estimating a target loss torque indicating the magnitude of the loss torque at the target rotational speed, The difference between the target loss torque acquired by the target loss torque acquisition means and the current loss torque acquired by the current loss torque acquisition means is calculated to calculate the loss torque deviation of the current loss torque based on the target loss torque. And the required indicated torque acquisition means responds to an external request for the power source (for example, a request from a user or a request from a device driven by the power source). The required torque, which is a variable value, the corrected current loss torque corrected by the current correction unit, and the loss torque deviation calculation unit. A calculated loss torque deviation by adding all the configuration and calculates the required nominal torque is valid. With such a configuration, the required indicated torque can be calculated more accurately in the rotational speed control of the output shaft while accurately compensating for the difference between the target loss torque and the current loss torque.

  According to a ninth aspect of the present invention, in the apparatus according to the eighth aspect of the invention, the correction value of the target loss torque is determined based on an execution condition that a predetermined condition is satisfied, or a predetermined execution interval (fixed value). However, a target correction value obtained based on the degree of deviation (difference, ratio, etc.) between the rotational speed of the output shaft and the target rotational speed sequentially according to the current rotational contribution torque. Derivation means, and target correction means for correcting the target loss torque using the target loss torque correction value obtained by the target correction value derivation means, wherein the loss torque deviation calculation means is obtained by the target correction means. The loss torque deviation is calculated on the basis of the corrected target loss torque after correction.

  According to the above configuration, the target loss torque is corrected by the target loss torque correction value (target loss torque correction value) that compensates for the rotation speed deviation of the current rotation speed based on the target rotation speed. . For this reason, even if there is an error between the actual output shaft rotational speed and the target value during steady operation, this is accurately compensated. As a result, the output shaft rotation speed is more accurately controlled with respect to the target value.

  As a condition (predetermined condition) for deriving the correction value by the target correction value deriving means, it is effective to adopt, for example, one that satisfies the requirement that rotational speed control such as idling control is executed. It is.

  And the target correction value deriving means in this apparatus also has a relationship of “dNE / dt = Tq / I” as the present rotational contribution torque acquired by the rotational contribution torque acquisition means, as in the invention of claim 10. A process of substituting into Tq in the equation, a process of estimating the rotational speed of the output shaft at the comparison timing, which is a timing after a predetermined time from the substitution of Tq, as NE based on Tq, and the estimated rotational speed and A series of processes such as a process of obtaining a correction value of the target loss torque based on the degree of deviation (difference, ratio, etc.) from the target rotational speed is repeatedly performed while a predetermined condition is satisfied. It is valid. With such a configuration, the target loss torque correction value can be obtained easily and accurately. Such means can also be realized by a known Kalman filter (see FIG. 7).

  According to an eleventh aspect of the present invention, in the apparatus according to any one of the eighth to tenth aspects, the loss torque deviation calculating means is at least a rotation speed of the output shaft when the current loss torque is acquired. Predetermined output conversion is performed by a common conversion portion on the first input including the current rotation speed and the second input including at least the target rotation speed, so that each input has the current loss torque. And converting the current loss torque to the target loss torque and taking the difference between the converted current loss torque and the target loss torque to obtain the loss torque deviation.

  When the current loss torque and the target loss torque are acquired separately, the acquired values include different acquisition errors (for example, conversion errors based on maps and mathematical expressions). In this regard, in the above configuration, the current loss torque and the target loss torque are acquired by a common conversion part so that the acquisition error can be canceled (cancelled) when calculating the deviation between these two values. Become. Therefore, with such a configuration, it is possible to obtain a more accurate deviation, and thus to perform rotation control with higher accuracy.

  According to a twelfth aspect of the present invention, in the apparatus according to any one of the ninth to eleventh aspects, the power source ignites fuel by a predetermined ignition method in a cylinder, and the output is obtained by fuel combustion. A spark ignition engine that generates torque on a shaft, and the torque is applied to the power source in order to maintain or form a state in which a margin of a predetermined torque margin is provided on the torque increase side of the ignition timing of the power source. With the intake air supplied to the predetermined cylinder of the power source in excess to compensate for the shortage due to the margin, the ignition timing for the cylinder is controlled to change the indicated torque of the power source to the required indicated torque. When the control is performed, the control target value of the intake air amount is set to the current loss after correction corrected by the current correction unit irrespective of the corrected target loss torque corrected by the target correction unit. The torque is determined based on (for example, a value obtained by giving a desired offset value to the current loss torque after correction), and the control target value of the ignition timing is corrected to the current value after correction corrected by the current correction means. Torque reserve control means for determining based on the loss torque and the corrected target loss torque corrected by the target correction means is provided.

  In the torque reserve control as described above, a predetermined torque margin (reserved torque) provided on the torque increase side (advance side) of the ignition timing is released as necessary, and finally the target engine through the ignition timing. The indicated torque is controlled to the target value (required indicated torque). The inventor invented the above configuration in view of the characteristics of such torque reserve control. That is, in this configuration, when calculating the target value of the ignition timing that determines the final indicated torque, an accurate torque is calculated using the corrected target loss torque, while when calculating the target value of the intake air amount, This is calculated without using the target loss torque. For this reason, the target value of the intake air amount is obtained in a simpler calculation mode. As a result, in the target value calculation process for the intake air amount, the processing load (for example, the calculation load) can be reduced, and the process can be shortened.

  The torque margin (reserved torque) is determined, for example, as a retard amount from the optimal ignition timing (MBT) corresponding to the ignition timing at which the largest engine torque can be obtained in one fuel cycle.

  According to a thirteenth aspect of the present invention, in the apparatus according to any one of the first to twelfth aspects, it is determined whether or not the power source is operated in a predetermined operation mode (multiple settings are possible). An operation mode determination unit; and a correction execution unit that causes the current correction unit to correct the current loss torque only while it is determined that the operation mode determination unit is operating in a predetermined operation mode; It is characterized by providing.

  The current loss torque correction process as described above can be always performed. However, depending on the operation mode, there is a concern that the controllability may deteriorate due to an increase in processing load (for example, calculation load) due to the correction processing. In this regard, with the above configuration, such correction processing is performed only in a predetermined operation mode (particularly, an operation mode that requires correction processing), and the operation mode is set appropriately. Thus, the correction process is not performed in other operation modes that do not require the correction process. That is, according to such a configuration, it is possible to realize more suitable control that takes into consideration the influence of the increase in the processing load, which is concerned with the current loss torque correction process.

  As described above, the current loss torque correction process is particularly useful when the rotational speed of the output shaft is controlled. Therefore, the device according to claim 13 is particularly effective as a configuration in which the predetermined operation mode is an operation mode for controlling the rotation speed of the output shaft, as in the invention according to claim 14. In consideration of practicality at present, a configuration in which the predetermined operation mode is an operation mode indicating idling operation is particularly useful. Since the output torque is small during idling operation, the influence of the loss torque is particularly large.

  However, the use of the apparatus according to any one of claims 1 to 14 is not limited to the rotation speed control of the output shaft. It is widely used to control the indicated torque, including controls other than the rotational speed control of the output shaft. In this case, as in the invention according to claim 15, in the apparatus according to any one of claims 1 to 14, when controlling the magnitude of the indicated torque generated in the output shaft, It is effective to include a torque control unit that determines a control target value of the indicated torque in consideration of the corrected current loss torque corrected by the current correction unit.

  Further, when considering application of the device according to any one of claims 1 to 15 to a general configuration of an automobile system currently in practical use, the power source is defined as claim 16. As shown in the invention, the combustion engine (internal combustion engine or external combustion engine) that generates the indicated torque on the output shaft using the energy from combustion, and the indicated torque on the output shaft using electric energy. It is effective as being constituted by any one of the electric motors to be generated or a combination of both.

  The inventor invented an apparatus according to claims 17 and 18 as an apparatus in which the above-described principle is applied to a known Kalman filter (see FIG. 7).

  In the invention described in claim 17, when the required indicated torque that is applied to a power source that generates torque on the output shaft and rotates the output shaft is set as a control target value of the indicated torque, the output shaft A Kalman filter is provided that outputs a requested indicated torque error, which is an error of the required indicated torque, by inputting a current rotational contribution torque that is a torque contributing to an increase in rotational speed and an occasional rotational speed of the output shaft. .

  By assigning the parameters as described above to the input and output of the Kalman filter, it is possible to obtain the error of the loss torque (current loss torque error) with high accuracy as in the apparatus of claim 1. Become. And it becomes possible to grasp | ascertain the exact magnitude | size of a loss torque with the error of the acquired loss torque. In addition, by compensating (correcting) the error of the loss torque, using the corrected value (the current loss torque after correction), the illustrated torque can be controlled with high accuracy, and consequently, the rotation control with high accuracy can be performed. It can be done.

  According to an eighteenth aspect of the present invention, in the apparatus according to the seventeenth aspect, the requested indicated torque is a torque required to control the rotation speed of the output shaft to a control target value. To do. With such a configuration, the rotational speed of the output shaft can be controlled easily and accurately.

  Hereinafter, an embodiment embodying a torque control device according to the present invention will be described with reference to the drawings. The target power source (engine) here also generates the indicated torque on the output shaft and rotates the output shaft using the shaft torque obtained by subtracting the internal loss associated with torque generation from the indicated torque. Similarly to the device described in Patent Document 1 described above, the device of the present embodiment also performs torque base control when controlling the rotation of its output shaft (crankshaft).

  First, a schematic configuration of an engine control system for a four-wheel vehicle equipped with a torque control device according to the present embodiment will be described with reference to FIG. Note that a multi-cylinder (for example, in-line four-cylinder) engine is assumed as a power source to be controlled in the present embodiment. However, in FIG. 1, only one cylinder (cylinder) is shown for convenience of explanation.

  As shown in FIG. 1, the engine control system controls an engine 10 (internal combustion engine) that rotates an output shaft (crankshaft) by torque generated through combustion in a cylinder 20. It is constructed with various sensors for controlling, an ECU (electronic control unit) 50 and the like.

  The engine 10 to be controlled here is a spark ignition type reciprocating engine (internal combustion engine), and basically includes a cylinder (cylinder) 20 formed by a cylinder block 10a. The cylinder block 10a is provided with a cooling water passage 10b for circulating the cooling water through the engine 10 and a water temperature sensor 10c for detecting the temperature of the cooling water (cooling water temperature). Has been cooled. A piston 20a is accommodated in the cylinder 20, and a crankshaft as an output shaft (not shown) is rotated by the reciprocation of the piston 20a. A crank angle sensor 10d that outputs a crank angle signal at every predetermined crank angle (for example, at a cycle of 30 ° CA) is disposed on the outer peripheral side of the crankshaft so that the rotation angle and rotation speed of the crankshaft can be detected. Has been. A cylinder head is fixed to the upper end surface of the cylinder block 10a, and a combustion chamber 20b is formed between the cylinder head and the upper surface of the piston 20a.

  The cylinder head is formed with an intake port and an exhaust port that open to the combustion chamber 20b. These intake port and exhaust port are each driven by a cam (not shown) attached to a camshaft that is linked to the crankshaft. The intake valve 21 and the exhaust valve 22 are opened and closed. An intake pipe 30 (intake manifold) for sucking outside air (fresh air) into each cylinder of the engine 10 is connected to the intake port, and combustion gas (exhaust gas) from each cylinder of the engine 10 is connected to the exhaust port. ) Is connected to an exhaust pipe 40 (exhaust manifold). A surge tank 30a whose passage area is enlarged (expanded) is provided in the middle of the intake pipe 30 to prevent intake pulsation and intake interference, and the intake pipe pressure is detected in the surge tank 30a. An intake pipe pressure sensor 30b is provided.

  The intake pipe 30 constituting the intake system of the engine 10 is provided with an air flow meter 32 (for example, a hot wire type air flow meter) for detecting the amount of fresh air drawn through the air cleaner 31 at the most upstream part of the intake pipe 30. Yes. Further, on the downstream side of the air flow meter 32, an electronically controlled throttle valve 33 (intake throttle valve) whose opening degree is electronically adjusted by an actuator such as a DC motor, and an opening degree of the throttle valve 33 (throttle valve). And a throttle opening sensor 33a for detecting movement (opening fluctuation) and adjusting the amount of air sent to the surge tank 30a provided on the downstream side thereof. It has become.

  The intake pipe 30 is branched so as to introduce air into each cylinder of the engine 10 on the downstream side of the surge tank 30a. In addition, an electromagnetically driven injector (fuel injection valve) 35 (fuel injection valve) that supplies and injects fuel in the vicinity of the intake port of each cylinder is attached to the branch passage of the intake pipe 30. ing. Thus, fuel (gasoline) is supplied by injection (port injection) to the intake passage, particularly the intake port of each cylinder.

  In the engine 10, the fuel injected by the injector 35 (strictly speaking, the mixture with intake air) is ignited to burn the fuel. For this reason, a spark plug 15 including an ignition device 15a made of an ignition coil or the like is attached to the cylinder head of the engine 10 for each cylinder. That is, when the engine 10 is ignited, the ECU 50 applies a high voltage to the spark plug 15 at a desired ignition timing. Then, by applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug 15, and the air-fuel mixture introduced into the combustion chamber 20b is ignited and burned by the generated spark discharge. The engine 10 is a 4-stroke engine. That is, in the engine 10, one combustion cycle by four strokes of intake, compression, combustion, and exhaust is sequentially executed at a “720 ° CA” cycle.

  On the other hand, the exhaust pipe 40 constituting the exhaust system of the engine 10 is provided with a three-way catalyst 41 for purifying CO, HC, NOx, etc. in the exhaust as an exhaust aftertreatment system for purifying exhaust. An upstream oxygen concentration sensor 41a (for example, a linear detection type A / F sensor) for detecting the oxygen concentration of the exhaust on the upstream side and downstream side of the catalyst, respectively, and a downstream side are provided on the upstream side and the downstream side of 41, respectively. A side oxygen concentration sensor 41b (for example, a binary detection type O2 sensor) is provided. In the control system of this embodiment as well as the known three-way catalyst system, during steady operation, air-fuel ratio feedback control is performed by the output of these oxygen concentration sensors so that the air-fuel ratio in the exhaust gas becomes the stoichiometric air-fuel ratio. In addition, the intake air amount and the fuel injection amount are controlled.

  In such a system, the ECU 50, that is, the torque control device is the part that mainly controls the engine as an electronic control unit. In addition to the various sensors, detection signals from various sensors such as an accelerator sensor 50a for detecting the amount of accelerator operation by the driver (driver) are sequentially input to the ECU 50 (engine control ECU). The ECU 50 grasps the operating state of the engine 10 and the user's request based on the detection signals of these various sensors, and operates the various actuators such as the injector 35 and the ignition device 15a in accordance therewith, so that the situation from time to time Various controls relating to the engine 10 are performed in an optimal manner according to the above.

  More specifically, the ECU 50 includes a known microcomputer (not shown). The microcomputer basically includes a CPU (basic processing device) for performing various calculations, a RAM (Random Access Memory) as a main memory for temporarily storing data and calculation results during the calculation, ROM (read-only storage device) as a program memory, EEPROM (electrically rewritable non-volatile memory) as a data storage memory, backup RAM (RAM that is constantly powered by a backup power source such as an in-vehicle battery), and Is a signal processing device such as an A / D converter and a clock generation circuit, an input / output port for inputting / outputting a signal to / from the outside, etc. It is configured. The ROM stores various programs related to engine control including a program related to torque control, a control map, and the like, and the data storage memory (EEPROM) includes various data including engine 10 design data. Each of the control data is stored in advance.

  Further, the engine control system is connected via the ECU 50 so as to be communicable with other systems. That is, a vehicle equipped with the system is further equipped with a control system related to an automatic transmission (AT) and an air conditioner (air conditioner). FIG. 2 schematically shows a part of a vehicle power train (a system that transmits engine output to drive wheels of a vehicle, also called a power transmission system) of the present embodiment.

  As shown in FIG. 2, the output shaft (crankshaft 60 a) of the engine 10 is connected to the driven shaft 60 b via a torque converter (T / C) 61. Then, the rotation of the driven shaft 60b is output to the rotating shaft 60c on the drive wheel side via the automatic transmission (AT) 62. Here, the torque converter 61 makes the degree of engagement (degree of connection) between the crankshaft 60a and the driven shaft 60b variable, and includes a lock-up clutch (not shown) so that, for example, the vehicle speed can be increased. Accordingly, both the shafts 60a and 60b can be mechanically directly connected. Further, in the automatic transmission (AT) 62, the driven shaft 60b and the rotating shaft 60c are connected to or disconnected from each other, and further the speed ratio is changed. The speed is changed appropriately according to the user's request. At that time, the AT control system controls the torque converter 61 and the automatic transmission 62.

  The vehicle of the present embodiment is equipped with an air conditioner control system that performs air conditioning in the vehicle along with such an AT control system. In the AT control system and the air conditioner control system, the part that mainly controls the automatic transmission and the air conditioner as an electronic control unit is an AT_ECU 51 and an air conditioner ECU 52 shown in FIG. The ECUs 50 to 52 including the ECU 50 are connected to be communicable with each other. And in this embodiment, torque control is performed by the cooperative control of these ECU50-52. Next, this torque control will be described in detail.

  The torque control device according to the present embodiment performs so-called torque reserve control. That is, in this device, the intake air amount (intake amount) having a slow response speed with respect to the torque change and the ignition timing having a fast response speed are cooperatively controlled, and the ignition timing is advanced by a predetermined torque margin (reserve torque). Is provided, and the shortage due to the reserve torque is compensated by controlling the intake air amount. Thus, in the present embodiment, a sufficient reserve torque is ensured by the ignition timing under the torque control by these torque parameters, and the optimum ignition timing (MBT: Minimum advance for the Best) by the reserve torque is determined by the intake air amount. Torque reduction from Torque is canceled, and overall, the output torque (actually output torque) is controlled to the required torque (control target value).

  FIG. 3 is a graph showing the state of torque control based on the intake air amount (intake amount) and ignition timing. Here, a case where the control target value L11 of this torque control is changed at the timing t11 in FIG. 3 will be described.

  As shown in FIG. 3, the torque control mode varies depending on the torque parameter used for control. That is, when the torque is controlled through the change of the ignition timing, the output torque is equal to the control target value L11 as indicated by a one-dot chain line L12, and when the torque is controlled through the change of the intake air amount, as indicated by a two-dot chain line L13. Follow changes. Thus, even in the same torque control, the response to the change of the target value differs depending on the changed torque parameter. In the apparatus according to the present embodiment, the reserve torque can be appropriately released by controlling the ignition timing to the advance side according to the vehicle condition (for example, loss torque) while satisfying the required torque. . In other words, in-vehicle devices driven by the engine output, for example, auxiliary devices such as an alternator for operating the engine 10, the operation of the in-vehicle devices such as a power steering pump, an air conditioner compressor, etc. and the state of the clutch This also makes it possible to compensate for torque fluctuations due to high responsiveness.

  In this embodiment, delay control of the throttle valve 33 is performed. That is, normally, the amount of air sucked into the cylinder 20 (intake amount) is determined at the closing timing of the intake valve 21 (intake valve closing timing). For this reason, in order to accurately control the air-fuel ratio and thus the generated torque due to combustion in the cylinder 20, the intake air amount is calculated after the intake valve closing timing, and the fuel injection amount is based on the calculated intake air amount. It is preferable to calculate and set a target value (target injection amount). However, in the intake port (intake passage) injection engine 10 mounted on the vehicle (four-wheeled vehicle), the timing for calculating the target injection amount (target injection amount calculation timing) is earlier than the intake valve closing timing. It is in. Therefore, in order to accurately control the air-fuel ratio, torque, and the like, it is important to accurately predict the intake amount at the future intake valve closing timing at the target injection amount calculation time point (target injection amount calculation timing). Therefore, in this embodiment, the intake air amount is predicted based on the throttle valve opening until the target injection amount calculation timing. However, since the throttle valve 33 has an operation delay (a delay until the command position from the operation command is satisfied), it is difficult to accurately predict the actual throttle valve opening by following the target value. For this reason, in the present embodiment, by deliberately delaying the operation of the throttle valve 33, the measurement accuracy (prediction accuracy) of the intake air amount is increased while sacrificing responsiveness that does not affect drivability (driving performance). The method is adopted. Therefore, in this embodiment, after a predetermined delay time (throttle valve delay time) has elapsed from the timing (target opening calculation timing) at which the target value (target throttle valve opening) for the opening of the throttle valve 33 is calculated, The throttle valve 33 is driven with respect to the target value. Incidentally, the torque error caused by the delay of the throttle valve 33 is controlled (compensated) to an appropriate torque by releasing the reserve torque.

  In the present embodiment, the ECU 50 (torque control) is performed during the idling operation while the processes related to the delay control of the throttle valve 33, the prediction of the intake air amount (intake amount), and the target injection amount calculation are performed as described above. Torque reserve control is performed by the device. Hereinafter, with reference to FIGS. 4 to 10, an execution mode of idling control including the torque reserve control will be described in detail.

  When executing the idling control, it is determined whether or not the execution condition (idling execution condition) is satisfied, that is, whether or not the vehicle is in the idling operation state, and only when the execution condition is satisfied, the output shaft rotation by the torque reserve control Speed control will be executed. First, the idling control execution condition, in other words, the torque reserve control execution condition will be mainly described with reference to FIG. Note that the processing of FIG. 4 is basically executed sequentially at predetermined crank angles or at predetermined time intervals by executing a program stored in the ROM by the ECU 50.

  As shown in FIG. 4, in this series of processes, first, in step S11, it is determined whether or not a predetermined execution condition related to the idling control is successful. The execution condition is, for example, that the accelerator pedal is substantially fully closed (accelerator operation amount≈ “0”) or that the output shaft rotational speed is within a predetermined range (for example, a predetermined value or less). Is effective. In step S11, it is determined whether or not the idling execution condition is satisfied based on whether or not such a condition is satisfied. Then, while it is determined in step S11 that the execution condition is not satisfied, the series of processes in FIG. On the other hand, if it is determined in step S11 that the execution condition is satisfied, the process proceeds to step S12.

  In step S12, torque reserve control is executed. This torque reserve control is continuously executed while it is determined in step S11 that the execution condition is satisfied. On the other hand, if it is determined in step S11 that the execution condition is not satisfied, the execution is stopped.

  Next, this torque reserve control will be described in detail.

  In this torque reserve control, in order to control the output torque (actual torque) to the target torque with a predetermined torque margin (reserved torque) on the advance side (torque increase side) of the ignition timing, The intake air amount (intake amount) that generates a torque sufficient to compensate for the shortage due to the reserve torque is calculated as the target intake amount (target value of the intake air amount). Hereinafter, with reference to FIGS. 5 to 8, the outline of the target intake air amount calculation process and the details of the required indicated torque calculation mode in the present embodiment will be described. FIG. 5 is a flowchart showing a processing procedure of the target intake air amount calculation process, and FIGS. 6 to 8 are block diagrams showing the ECU 50, in particular, a part related to the calculation of the target intake air amount, which is divided into functions. is there. 5 is basically executed at predetermined crank angles or sequentially at predetermined time intervals by executing a program stored in the ROM by the ECU 50. For example, if the response from the command to the related actuator until the desired state is obtained is about “300 msec”, the response is sequentially executed with a sufficiently short period, for example, “8 msec”. The values of various parameters used in the series of processes are stored as needed in a storage device such as a RAM, EEPROM, or backup RAM mounted on the ECU 50, and updated as necessary.

  As shown in FIG. 5, in this series of processing, first, in step S21, as a torque to be output to the output shaft (crankshaft) of the engine 10, a required torque indicating a required amount from a user, a system, or the like is obtained. get. As described above, this series of processing is performed during idling operation. Therefore, in general, when the accelerator operation amount indicating the torque request amount from the driver (user) becomes substantially “0”, the torque required based on the driving operation of the driver (mainly used for driving the vehicle). The driver request torque acquired by the driver request torque acquisition unit B1 (FIG. 6) becomes “0”. However, in this case, in order to satisfy the torque required to maintain a desired rotational speed on the output shaft of the engine 10 from a system other than the engine control system, such as the above-described AT control system or air conditioner control system. A change to a torque value according to the target rotational speed and external loss (external load) at that time in each system, that is, addition of torque shortage and subtraction of torque surplus may be required. In such a case, in this embodiment, as shown in FIG. 6, this required amount is also added to the required torque. Incidentally, as a request from another system, for example, there is a request for obtaining a torque suitable for power generation from an alternator, a request for obtaining a torque suitable for driving an air conditioner from an air conditioner control device (air conditioner ECU 52), and the like. Further, the transmission (AT_ECU 51 in the present embodiment) provides torque that matches the rotational speeds of the driven shaft 60b and the rotary shaft 60c separated by the automatic transmission 62 in order to smoothly engage the clutch at the time of shift change. May be required.

  Next, in step S22, based on the required torque acquired in the previous step S21, a required indicated torque that is a torque to be generated (generated by combustion in the cylinder 20) at that time is calculated (acquired). ) That is, in order to generate torque by combustion of the engine 10 and actually output the required torque to the output shaft (crankshaft), an extra torque is generated by the amount of loss (internal loss and external loss) by the combustion. There must be. Therefore, in step S22, the indicated torque for accurately outputting the required torque to the engine output shaft is calculated by estimating the loss. In addition, since the magnitude of this loss depends on the output shaft rotation speed (usually, the loss increases as the rotation speed increases), so by estimating the loss each time according to the change in the output shaft rotation speed, The indicated torque corresponding to the output shaft rotational speed at that time is accurately calculated. The calculation mode of the required indicated torque will be described in detail below.

  In calculating the required indicated torque, the first loss torque estimation unit B3 (FIG. 6) acquires the loss torque (current loss torque) at the output shaft rotation speed (current NE) at that time. Specifically, the current loss torque is determined by the rotation speed (current rotation speed) of the engine output shaft (crankshaft) at that time detected by the crank angle sensor 10d and the current crankshaft 1 detected by the air flow meter 32. Estimate based on each measured value of intake air volume per revolution (current intake volume, g / rev). More specifically, the estimation is performed using a predetermined map (for example, stored in a ROM or the like, or a mathematical expression) in which an estimated value of the current loss torque is written for each current rotation speed and each current intake air amount, for example, through experiments. Note that the current loss torque acquired here includes both the internal loss and the external loss (external load) described above, and a detailed description is omitted here, but the type of loss (for example, friction loss, pumping loss, A loss torque map is prepared for each air conditioner load, AT load, etc. Incidentally, in order to improve the estimation accuracy of the current loss torque, parameters other than the current intake air amount, such as the temperature of the engine 10 (detectable as the engine coolant temperature), intake pressure, It is also effective to map the loss torque in association with the engine state such as the atmospheric pressure and the state of the device (air conditioner, AT, etc.) driven by the engine 10 (various parameters affecting external loss). .

  On the other hand, the second loss torque estimation unit B4 (FIG. 6) acquires the loss torque (target loss torque) at the target rotational speed (target NE) that is the control target value. At this time, the target rotational speed is determined by referring to a predetermined map prepared separately from the driver request torque acquisition unit B1 that calculates the driver request torque according to the driver's request, for example, the engine cooling water temperature (water temperature sensor 10c). ). Specifically, for example, it is obtained by using a predetermined map (for example, stored in a ROM or the like, or a mathematical expression) in which a target rotational speed is written for each engine coolant temperature in advance through experiments or the like. Then, the target loss torque is estimated based on each value of the target rotational speed and the intake air amount (target intake amount, g / rev) per one rotation of the crankshaft at the target rotational speed. In this case as well, the estimation is performed using a predetermined map (for example, stored in a ROM or the like, or a mathematical expression) in which an estimated value of the target loss torque is written for each target rotational speed and each target intake air amount, for example, through experiments. The target loss torque acquired here also includes both the internal loss and the external loss described above, and a loss torque map is prepared for each type of loss. In order to improve the estimation accuracy of the target loss torque, it is effective to map the loss torque in association with parameters other than the intake air amount according to the type of loss.

  Further, the loss torque deviation calculation unit B5 (loss torque deviation calculation means, FIG. 6) calculates a loss torque deviation as a difference between the current loss torque and the target loss torque (target loss torque−current loss torque).

  The requested indicated torque is calculated based on the required torque, current loss torque, target loss torque, and loss torque deviation, as shown in FIG. 6, and the required torque (obtained in step S21) and the current loss torque (first All of the difference (loss torque deviation) between the current loss torque and the target loss torque (obtained by the second loss torque estimation unit B4) acquired by the loss torque estimation unit B3, but separately corrected) It is calculated as an added value (= requested torque + current loss torque + loss torque deviation). However, in the present embodiment, the correction value calculation unit B100 (correction unit 1) obtains the correction value of the current loss torque, and the first correction unit B100a corrects the current loss torque using the correction value. I have to. That is, the corrected current loss torque is used when calculating the required indicated torque and further calculating the loss torque deviation. Hereinafter, this correction process will be described in more detail.

  As indicated by the alternate long and short dash line in FIG. 6, the apparatus of the present embodiment includes a correction value calculation unit B100 that includes an indicated torque estimation unit B101, a rotation contribution torque acquisition unit B101a, and a Kalman filter B102. Is mounted (for example, stored in ROM as a program). Here, the indicated torque estimation unit B101 performs various parameters when the current loss torque is acquired (simultaneously or within one combustion cycle), for example, the output shaft rotation speed, and the air-fuel ratio (detected by the oxygen concentration sensors 41a and 41b), Based on the intake air amount (g / rev), the ignition timing (estimated from the command value for the spark plug 15), etc., the indicated torque (generated torque) generated to the output shaft when the current loss torque is acquired is estimated. This is the part to be (acquired). Moreover, the rotation contribution torque acquisition part B101a (rotation contribution torque acquisition means) is a part which calculates | requires the present rotation contribution torque which is a torque which contributes to the rotational speed rise of an output shaft at the time of the present loss torque acquisition. The Kalman filter B102 is a part that outputs the requested indicated torque error (requested indicated torque error) by using the current rotation contribution torque and the rotational speed of the output shaft (actual value measured by the crank angle sensor 10d) as inputs. . The correction process of the current loss torque is basically performed by a correction value calculation unit B100 including these units.

  That is, in this correction process, the indicated torque estimation unit B101 uses, for example, a predetermined map or the like, based on various parameters (output shaft rotational speed, air-fuel ratio, ignition timing, etc.) at the time of obtaining the current loss torque. The indicated torque (torque generated by combustion in the cylinder 20) generated on the output shaft when the current loss torque is acquired is estimated. The rotation contribution torque acquisition unit B101a acquires the estimated indicated torque (currently indicated torque) estimated by the indicated torque estimation unit B101 and the first loss torque estimation unit B3, and the first correction unit B100a Based on the corrected current loss torque after correction, the current rotation contribution torque is obtained. More specifically, the current rotation contribution torque is calculated by subtracting the corrected current loss torque from the estimated indicated torque.

  The current rotation contribution torque calculated by the rotation contribution torque acquisition unit B101a is input to the Kalman filter B102. Then, the Kalman filter B102 outputs a torque correction value (which corresponds to a torque error when the sign is reversed) for compensating the error of the current loss torque, and hence the required indicated torque error. FIG. 7 shows a detailed configuration of the Kalman filter B102. Hereinafter, the configuration and operation of the Kalman filter B102 will be described with reference to FIG.

  As shown in FIG. 7, the Kalman filter B102 includes an inertia calculation unit F1 that calculates an inertia (inertia characteristic) indicating the difficulty of fluctuation of the rotational speed with respect to torque fluctuation with respect to the engine output shaft (crankshaft), and each input. Are included including calculation units F2 to F5, F7 and an integration unit F6.

  Here, the inertia calculation unit F1 calculates an inertia I (inertia characteristic) based on a design value of the engine 10 (for example, design data such as a flywheel stored in the EEPROM). And this inertia I is input into the calculating part F5. On the other hand, the current rotation contribution torque calculated by the rotation contribution torque acquisition unit B101a is also input to the calculation unit F5 via the calculation unit F4. At this time, the current rotation contribution torque is corrected (subtracted by the previous value of the torque error) by the calculation unit F4, and the corrected torque Tq is input to the calculation unit F5.

  Next, the calculation unit F5 divides the torque Tq by the inertia I (Tq / I). Then, the division value (= Tq / I) is integrated by the integration unit F6. Further, the integration unit F6 estimates the output shaft rotation speed after a predetermined time from that time (at the time of acquiring the current loss torque) while repeating the holding and addition of the previous value through the adding unit F6a and the holding unit F6b. The estimated rotational speed (estimated NE) estimated by the integration unit F6 is then input to the calculation unit F7. In addition, in the calculation unit F7, the estimated rotational speed (output shaft rotational speed after a predetermined time corresponding to the current rotational contribution torque) and the output shaft rotational speed (for example, requested indicated torque) measured at that time by the crank angle sensor 10d are measured. The difference “estimated NE−current NE” (deviation from the actually measured value of the estimated rotational speed) is calculated with respect to the “measured value sequentially acquired at an“ 8 msec ”period synchronized with the calculation period”. The rotational speed difference “estimated NE−current NE” is then input to the calculation unit F3.

  Then, the calculation unit F3 multiplies the difference “estimated NE−current NE” by a magnification based on the output signal of the calculation unit F2, that is, “gain (predetermined value) × inertia I”. The multiplication value (corresponding to a torque estimation error corresponding to the rotational speed difference “estimated NE−current NE”) is input to the calculation unit F4 and converted into a torque correction value to be converted into a first correction unit. It is output to B100a (FIG. 6).

This Kalman filter B102 performs the above filtering process on the current rotational contribution torque that is input,
dNE / dt = Tq / I
A torque error satisfying a relational expression of Tq = current rotation contribution torque−torque error, and thus a torque correction value is derived. Then, the torque correction value is converged to a more accurate value while the above processing is repeatedly performed at a predetermined interval (for example, “8 msec” cycle synchronized with the calculation cycle of the requested indicated torque), and the current The correction value of the loss torque is repeatedly output to the first correction unit B100a, and the current loss torque is repeatedly corrected with the correction value.

  Returning to the description of the series of processes shown in FIG. As shown in FIG. 5, in step S23 following the previous step S22, a predetermined reserve torque, that is, a predetermined torque margin provided on the advance side of the ignition timing is acquired. This reserve torque is set as a retard amount from MBT.

  In the subsequent step S24, the required indicated torque correction unit B11 (FIG. 8) performs a predetermined correction calculation (setting of the reserve torque) based on the reserve torque calculated in the previous step S23. Specifically, for example, the requested indicated torque is added (increased) by the reserve torque. As a result, the requested indicated torque acquired in the previous step S22 is corrected (changed).

  In subsequent step S25, the target intake air amount acquisition unit B12 (FIG. 8) acquires the target intake air amount (target value of the intake air amount) based on the required indicated torque corrected in step S24. Specifically, for example, it is acquired by using a predetermined map or the like (which may be a mathematical expression) in which an appropriate value (optimum value) of the target intake air amount is written for each required indicated torque by an experiment or the like in advance. The acquired target intake air amount is sequentially stored in a predetermined storage device (for example, RAM). That is, in the present embodiment, the above-described delay control of the throttle valve 33 is executed based on the target intake air amount thus obtained, and the target throttle valve opening (command value) is sequentially set for the throttle valve 33. become.

  As described above, in the present embodiment, the target intake air amount is calculated in the manner shown in FIG. Further, in the present embodiment, the ignition timing is adjusted so that the true required indicated torque before the reserve torque is satisfied with the intake air amount thus set (added) as the reserve torque. As a result, the torque is controlled to the required indicated torque in a state in which a margin of a predetermined torque margin (reserved torque) is provided on the advance side (torque increasing side) of the ignition timing. In other words, in the present embodiment, the target ignition timing (target value of the ignition timing) is not the optimum ignition timing (MBT: Minimum advance for the Best Torque), but the reserve torque (step S24 in FIG. 5) than the MBT. Only the retarding side (torque decreasing side) is set. As described above, the torque shortage due to the reserve torque is compensated by the intake air amount (intake amount).

  Hereinafter, the calculation mode of the target ignition timing will be described with reference to FIGS. 9 and 10. FIG. 9 is a flowchart showing a processing procedure of the process, and FIG. 10 is a block diagram showing the part of the ECU 50 relating to the calculation of the target ignition timing, divided into functions. In addition, the processing of FIG. 9 is performed sequentially for each cylinder of the engine 10 at each combustion cycle period (at each target ignition timing calculation timing) by executing a program stored in the ROM by the ECU 50. Executed. Various parameter values used in this series of processing are also stored in a storage device such as a RAM, EEPROM, or backup RAM mounted in the ECU 50 as needed, and updated as needed.

  As shown in FIG. 9, in this series of processing, first, in step S31, the requested indicated torque (output by the configuration of FIG. 6) is acquired by the same processing as step S22 of FIG. Next, in step S32, the current torque estimation unit B31 (FIG. 10) determines the current engine operation state (for example, output shaft rotational speed, intake air amount, air-fuel ratio, etc. detected by various sensors) at that time. The indicated torque (estimated torque) is estimated.

  In the subsequent step S33, the torque comparison unit B32 and the ignition retard amount acquisition unit B33 (FIG. 10) compare the required indicated torque acquired in each step with the estimated torque, and the estimated torque and the required indicated torque are compared. The ignition retard amount R is calculated such that. Specifically, torque efficiency (for example, “requested indicated torque / estimated torque”) that is a ratio of the estimated torque and the requested indicated torque is obtained by the torque comparison unit B32. Based on this torque efficiency, the ignition retardation amount acquisition unit B33 calculates an ignition retardation amount R such that the estimated torque matches the requested indicated torque. Here, the ignition retard amount acquisition unit B33 is configured to have a table (one-dimensional map) as shown in FIG. 10, for example. That is, as shown in the graph in FIG. 10, the ignition delay amount acquisition unit B33 reduces the ignition delay amount R as the torque efficiency is smaller, in other words, as the estimated torque is larger than the target torque. Calculate as a larger value.

  Based on the ignition retard amount R thus acquired, in the subsequent step S34, the target ignition timing is calculated by the target ignition timing acquisition unit B34 (FIG. 10). Specifically, for example, an MBT is acquired by using a predetermined map or the like in which an appropriate value (optimum value) of the target ignition timing is written for each ignition delay amount R in advance by an experiment or the like. Also, the target ignition timing is calculated as a timing retarded by the ignition retard amount R. Then, the calculated value is set as the target ignition timing of the target cylinder.

  In the present embodiment, combustion is performed in each cylinder while the above processes are performed. As a result, during the idling operation, the torque reserve control described above is performed, and it is possible to appropriately release the reserve torque even if torque fluctuation occurs due to the driving of the on-vehicle device described above. This makes it possible to compensate for sudden torque fluctuations with high responsiveness.

  Next, with reference to FIG. 11 in addition to FIG. 6, the control mode of the output shaft rotation speed by the ECU 50 (torque control device) will be briefly described. Here, as an example, the control target value of the output shaft rotational speed is set to the output shaft rotational speed higher than the target NE1 from the target NE1 (current NE) that is the predetermined output shaft rotational speed shown in FIG. A case of changing to a certain target NE2 (target NE) will be described.

  As shown in FIG. 11, when the rotational speed is changed, the indicated torque generated through combustion in the cylinder 20 changes from the steady state of the target NE1 to the steady state of the target NE2 through the transient state (transient period). It is controlled in a manner corresponding to each state. Specifically, in the steady state, the engine 10 is operated at a constant speed by the target NE1 or the target NE2, and the indicated torque is controlled to a constant value. That is, in this steady state, the indicated torque is generated as much as necessary to maintain the output shaft rotational speed at that time. On the other hand, in the transition period, acceleration and convergence are taken into consideration, and the indicated torque is controlled to a magnitude according to the engine operating state from time to time. Incidentally, the torque change in the transition period in FIG. 11 is appropriately controlled by another configuration not shown in FIG. 6 (the description is omitted because it is a known technique).

  When the target NE1 in FIG. 11 is used to control from the target NE1 in FIG. 11 to the target NE2, the requested indicated torque calculated through the configuration in FIG. 6 indicates the magnitude of the torque in the steady state of the target NE2. Specifically, the current loss torque after correction (corrected by the first correction unit B100a) at the occasional output shaft rotational speed and the loss that occurs when the output shaft rotational speed reaches the target rotational speed (here, the target NE2). The remaining torque obtained by subtracting the current loss torque from the torque (target loss torque) (calculated by the loss torque deviation calculation unit B5) is added separately, and the loss torque (target loss torque) at the target NE2 is output as a whole. It is like that. That is, as a result, the output shaft rotation speed is controlled to the target rotation speed with high accuracy. Specifically, the output shaft rotation speed changes corresponding to the change in torque shown in FIG. That is, it basically matches (substantially matches) the target value in the steady state, and changes toward the target value in the transition period. After that, the output shaft rotational speed gradually approaches the target value (target NE2) and eventually coincides with the target value.

  Next, an aspect of torque reserve control by the ECU 50 (torque control device) will be briefly described with reference to FIG. The graph indicated by the solid line L21 in FIG. 12 is the indicated torque corresponding to the intake air amount, that is, the indicated torque when the ignition timing is MBT (maximum torque), and the solid line L22 in FIG. The graph shown by is the required indicated torque calculated through the configuration of FIG.

  As shown in FIG. 12, in this embodiment, the reserve torque stored (stored by ignition timing retarding control away from MBT) on the advance side (torque increasing side) of the ignition timing is appropriately released (to MBT). The required indicated torque is satisfied while being released by the ignition timing advance control which is approached. In particular, as shown in FIG. 3, since the torque control based on the ignition timing is highly responsive, a reserve torque is released to cope with a sudden torque fluctuation (for example, an increase in loss torque due to operation of the on-vehicle device). Yes.

  Next, an operation mode of the torque control device (ECU 50) according to the present embodiment will be described with reference to FIGS. Here, an apparatus that does not have the correction value calculation unit B100 shown in FIG. 6, that is, an apparatus that does not correct the loss torque described above is used as a comparative example, and the operation mode of this comparative example is shown in FIG. The operation modes of the embodiments are shown in FIG. 14 and will be described while comparing them. 13 and 14, the clutch state is changed from the neutral state (the state where the driven shaft 60b and the rotating shaft 60c are disconnected by the automatic transmission 62) to the drive state (the driven shaft 60b and the rotating shaft 60c). FIG. 3 is a timing chart showing the transition of each parameter of the engine 10 in a case where the state is changed to a state in which the engine 10 is connected) and then returns to the neutral state (see FIG. 2 for each axis). In each of these drawings, (a) shows the transition of the rotational speed. In particular, the solid lines L51a and L52a in the drawings show the transition of the rotational speed of the crankshaft 60a (engine output shaft) and also the one-dot chain line L51b. , L52b indicate changes in the rotational speed of the rotating shaft 60c (clutch driven shaft), respectively. (B) shows the transition of the rotational speed control error (NE error) of the crankshaft 60a (FIG. 2) which is the output shaft of the engine 10. (C) shows the transition of the torque correction amount. In particular, the solid line L53a in the figure shows the transition of the torque correction amount of the crankshaft 60a (FIG. 2), and the alternate long and short dash line L53b shows the rotation shaft 60c ( FIG. 2) shows the transition of the torque correction amount. However, in the comparative example, since the correction itself is not performed, the torque correction amount is “0”.

  As shown in FIGS. 13 and 14, when a large change occurs in the loss torque of the engine output shaft (crankshaft) due to the change in the state of the clutch, a large error (NE error) occurs in the accuracy of the rotational speed control. It becomes like this. However, at this time, in the present embodiment, torque correction (specifically, correction of the current loss torque by the first correction unit B100a shown in FIG. 6) is performed, so that NE errors are suppressed and higher accuracy than in the comparative example. Rotational speed control is performed.

  As described above, according to the torque control device according to the present embodiment, the following excellent effects can be obtained.

  (1) As a torque control device (engine control ECU 50) applied to the power source (engine 10), an internal loss that is a loss inside the engine 10 and a load applied to the output shaft (crankshaft) from the outside of the engine 10 A program (current loss torque acquisition means, first loss torque estimation unit B3) for estimating the current value (current loss torque) of the loss torque indicating the sum of the external loss consumed due to the current loss and the current loss Based on the torque and the indicated torque (currently indicated torque) generated to the output shaft when the current loss torque is acquired, the torque (current rotation contributing torque) that contributes to the increase in the rotation speed of the output shaft when acquiring the current loss torque is obtained. The calculated program (rotation contribution torque acquisition unit B101a), the rotation speed (estimated value) of the output shaft corresponding to the current rotation contribution torque, and the actual measurement value Based on the difference (deviation degree) was programmed to determine the error of the current torque loss (current loss torque error) (current error derivation means, Kalman filter B 102) and, the arrangement comprising a. Further, the Kalman filter B102, specifically, receives the torque (current rotation contribution torque) that contributes to the increase in the rotation speed of the output shaft at the time of obtaining the required indicated torque and the occasional rotation speed of the output shaft as inputs. (Required indicated torque error) is output. According to such a configuration, it is possible to obtain a loss torque error (current loss torque error) with high accuracy without using the learning described above. And it becomes possible to grasp | ascertain the exact magnitude | size of a loss torque with the error of the acquired loss torque. In addition, by compensating (correcting) the error of the loss torque, using the corrected value (the current loss torque after correction), the illustrated torque can be controlled with high accuracy, and consequently, the rotation control with high accuracy can be performed. It can be done.

  (2) A sensor (crank angle sensor 10d) that directly detects the rotation operation of the output shaft is provided for the output shaft rotation mechanism (pulser attached to the crank angle sensor 10d). A program for actually measuring the rotational speed of the output shaft based on it, particularly a program for actually measuring the magnitude of the rotational speed of the output shaft at a predetermined time interval (for example, “8 msec” period synchronized with the calculation period of the required indicated torque) Part F7). By doing so, it becomes possible to obtain the measured value of the rotational speed of the output shaft with high accuracy.

  (3) A program (indicated torque estimation unit B101) for acquiring the current indicated torque in synchronization with acquisition of the current loss torque (at the timing within one combustion cycle after acquisition or before acquisition) is provided. By doing so, it is possible to obtain the present indicated torque with high accuracy.

  (4) As the first loss torque estimation unit B3, the output shaft rotation speed, the intake pressure, the intake air amount, the temperature of the engine 10 body (detectable as the cooling temperature of the engine body), and Based on the state of the device driven by the engine 10 (various parameters that affect external loss), the device that estimates the current loss torque is adopted.

  (5) A program for obtaining the indicated torque (generated torque) based on the rotation speed of the output shaft, the air-fuel ratio, the intake air amount, and the ignition timing (estimated from the command value for the spark plug 15) is provided. The configuration. By doing so, it is possible to obtain the present indicated torque with high accuracy.

  (6) In the Kalman filter B102, a process for substituting the current rotation contribution torque acquired by the rotation contribution torque acquisition unit B101a into Tq of the relational expression "dNE / dt = Tq / I" The process of estimating the output shaft rotational speed at the timing after the time (comparison timing) as NE based on Tq, and the current loss torque error based on the deviation between the estimated rotational speed (estimated NE) and the actually measured value A series of processes such as a process for obtaining the value is basically repeated at all times during the idling control. By doing so, the current loss torque error can be obtained as a more accurate value (converged to an accurate value). In addition, since the above iterative process is always performed during idling control, the current loss torque error always converges to an accurate value during that period (that is, an accurate value even when an unexpected error occurs). Correction is performed so that

  (7) A program (current correction) that corrects the current loss torque acquired by the first loss torque estimation unit B3 based on the current loss torque error derived by the Kalman filter B102 (and thus a correction value that compensates for the error). And a first correction unit B100a). With such a configuration, a more accurate loss torque can be obtained by compensating (correcting) the error of the loss torque acquired by the Kalman filter B102. As a result, it is possible to control the indicated torque with high accuracy and to perform rotation control with high accuracy by using the corrected value (current loss torque after correction).

  (8) In the rotation contribution torque acquisition unit B101a, the current rotation contribution torque is obtained based on the corrected current loss torque corrected by the first correction unit B100a and the current indicated torque. Thus, by using the corrected current loss torque for derivation of the current rotation contribution torque, the current rotation contribution torque can be obtained with high accuracy.

  (9) The requested indicated torque indicating the magnitude of the indicated torque required to control the output shaft rotational speed to the target rotational speed (target NE), which is the control target value at the time of obtaining the current loss torque, A program (requested indicated torque acquisition means, step S22 in FIG. 5) to be obtained based on the corrected current loss torque corrected by the correction unit B100a is provided. With such a configuration, the output shaft rotation speed can be controlled easily and accurately.

  (10) The requested indicated torque is a torque required to control the output shaft rotational speed to the control target value. In step S22 of FIG. 5, the loss when the output shaft rotational speed reaches the control target value. The required indicated torque is obtained based on the deviation of the current loss torque (loss torque deviation) based on the target loss torque indicating the magnitude of the torque. With such a configuration, the output shaft rotation speed can be easily and accurately controlled.

  (11) A program (target loss torque acquisition means, second loss torque estimation unit B4) for estimating a target loss torque indicating the magnitude of the loss torque at the target rotation speed, and the target loss torque and the current loss torque It is configured to include a program (loss torque deviation calculating unit B5) that calculates a difference and calculates a loss torque deviation of the current loss torque based on the target loss torque. In step S22 of FIG. 5, the request is a variable value corresponding to an external request (for example, a request from a user or a request from a device driven by the engine 10) to the engine 10 as a power source. By adding all of the torque, the corrected current loss torque corrected by the first correction unit B100a, and the loss torque deviation calculated by the loss torque deviation calculation unit B5, the required indicated torque is obtained. Calculated. By adopting such a configuration, it is easy to realize highly accurate rotation speed control. For this reason, the practicality of such a configuration is high in performing rotation control of the output shaft.

  (12) In order to maintain or form a state where a margin of a predetermined torque margin (reserved torque) is provided on the torque increase side of the ignition timing, the intake air is extraneous to the cylinder 20 to compensate for the deficiency due to the reserve torque. In this state, the indicated torque of the engine 10 is controlled to the required indicated torque by controlling the ignition timing related to the cylinder 20. By performing such control (torque reserve control), it is possible to appropriately release the reserve torque even if torque fluctuation occurs due to driving of the in-vehicle device. This makes it possible to compensate for sudden torque fluctuations with high responsiveness (fast response speed).

  (13) A program (operation mode determination means, step S11 in FIG. 4) for determining whether or not the engine 10 is operating in a predetermined operation mode (in this embodiment, an operation mode indicating idling operation), and step S11 And a program (correction execution means, step S12 in FIG. 4) for correcting the current loss torque through the processing in FIG. 5 only while it is determined that the vehicle is operating in the predetermined operation mode. It was. By doing so, correction processing is not performed in other operation modes that do not require correction processing (in this embodiment, other than idling operation). It is possible to realize more suitable control that takes into consideration the influence of an increase in processing load, which is a concern with current loss torque correction processing.

  (14) According to such a configuration, the engine can be operated with a more accurate torque even during idling operation with a small output torque.

  (15) The target power source is an internal combustion engine (engine 10) that generates torque in the output shaft by burning fuel in the cylinder 20 and rotates the output shaft. By doing so, output management (torque management) of the engine 10 and, in turn, output management in a vehicle equipped with the engine 10 are facilitated.

  The above embodiment may be modified as follows.

  In the above embodiment, the current loss torque is estimated, but the method of acquiring the current loss torque is arbitrary. For example, a configuration in which a torque sensor (torque meter) for detecting the torque of the output shaft is provided for the rotation mechanism of the output shaft and the current loss torque is actually measured based on the sensor output of the sensor is also effective.

  In the above embodiment, the current indicated torque is acquired at a timing within one combustion cycle before and after acquisition of the current loss torque. However, if the current indicated torque value is within a relatively stable period, the present indicated torque can be obtained with relatively high accuracy even if it is acquired at a timing further away from the acquisition of the current loss torque. Can do. Depending on the application, etc., this may be acquired at a timing at which the magnitude of the error can be estimated, and appropriate correction may be performed.

  As shown in FIG. 15, a program (correction value calculation unit B200 and second correction unit B200a) for correcting the target loss torque is added to the program configuration related to the calculation of the required indicated torque shown in FIG. Further, it may be provided.

  That is, as shown in FIG. 15, the torque control device (ECU 50) in this example sequentially outputs the correction value of the target loss torque at a predetermined execution interval and the output shaft rotation speed and the target rotation according to the current rotation contribution torque. A program (target correction value deriving means, correction value calculation unit B200) obtained based on the deviation from the speed, and a program for correcting the target loss torque using the correction value of the target loss torque (target correction means, second correction) Part B200a). Then, the loss torque deviation calculation unit B5 calculates the loss torque deviation with reference to the corrected target loss torque corrected by the second correction unit B200a. More specifically, the correction value calculation unit B200 (correction unit 2) also includes a Kalman filter B202 having a configuration as shown in FIG. However, the Kalman filter B202 receives the current rotation contribution torque from the rotation contribution torque acquisition unit B101a and the target rotation speed at that time as inputs. That is, in this Kalman filter B202, a process for substituting the current rotational contribution torque acquired by the rotational contribution torque acquisition unit B101a into Tq of the relational expression "dNE / dt = Tq / I" The process of estimating the output shaft rotational speed at the comparison timing, which is the timing after the time, as NE based on Tq, and the correction of the target loss torque based on the deviation between the estimated rotational speed (estimated NE) and the target rotational speed A series of processes such as a process for obtaining a value is basically repeatedly performed during idling control.

  According to the above configuration, the target loss torque is corrected by the target loss torque correction value (target loss torque correction value) that compensates for the rotation speed deviation of the current rotation speed based on the target rotation speed. . For this reason, even if an error occurs between the actual output shaft rotation speed and the target value during steady operation (for example, the steady state of the target NE1 and the target NE2 shown in FIG. 11), this is accurately compensated. It will be. As a result, the output shaft rotation speed is more accurately controlled with respect to the target value.

  In addition, when the above-described torque reserve control is executed, the control target value (target intake air amount) of the intake air amount is determined based on the requested indicated torque calculated by the configuration of FIG. 6 (for example, FIG. 5). 15) and a control target value (target ignition timing) of the ignition timing is determined based on the requested indicated torque calculated by the configuration of FIG. 15 (for example, acquired through the processing of FIG. 9) (torque A configuration including reserve control means is also effective. Incidentally, such a configuration is, for example, in the configuration of FIG. 15, means for appropriately switching execution permission / prohibition of correction processing to the correction value calculation unit B200 or the second correction unit B200a (for example, a flag or switch) Etc.) can be easily realized.

  According to such a configuration, when calculating the control target value of the ignition timing that determines the final indicated torque, correction is performed by the correction value calculation unit B200 or the second correction unit B200a, and an accurate torque is calculated. On the other hand, in the target intake air amount calculation process, the correction process by the correction value calculation unit B200 and the second correction unit B200a is not performed. For this reason, the target intake air amount is obtained in a simpler calculation mode, and in the target value calculation processing of the intake air amount, the processing load (calculation load) can be reduced and the processing can be shortened. .

  It is also effective to configure the input-side configuration of the loss torque deviation calculation unit B5 in the configuration of FIG. 6 as shown in FIG. That is, in this example, as shown in FIG. 16, for example, a third loss torque estimation unit B41 is employed instead of the second loss torque estimation unit B4 shown in FIG. Hereinafter, the details of the configuration of the third loss torque estimating unit B41 will be described with reference to FIG.

  As shown in FIG. 17, the third loss torque estimation unit B41 basically includes an intake air amount estimation unit B41a that estimates the intake air amount based on the output shaft rotational speed, and the output shaft rotational speed and the intake air. It is comprised from the loss torque estimation part B41b which estimates a loss torque based on quantity. More specifically, as the intake air amount estimation unit B41a, for example, a predetermined map (for example, stored in a ROM or the like, or a mathematical expression) in which an estimated value of loss torque is written for each output shaft rotational speed in advance through experiments or the like is used. Can do. If the output shaft rotation speed (current rotation speed) at that time is input to the intake air amount estimation unit B41a, the intake air amount (current intake air amount, g / rev) at that rotation speed (current NE) is changed. If the target rotational speed that is the control target value is input, the intake air amount (target intake air amount, g / rev) at the target rotational speed is output.

  Here, the current intake air amount and the target intake air amount are acquired (output conversion) through a common conversion part (intake air amount estimating unit B41a), and the input relating to the current rotation speed, that is, the current rotation speed and the current intake air amount are set to the first. In addition to the signal (A), the input relating to the target rotation speed, that is, the target rotation speed and the target intake air amount are set as the second signal (B). Then, by the loss torque estimation unit B41b (for example, a map or a mathematical expression) to which the output (first and second signals) of the intake air amount estimation unit B41a is input, these inputs, that is, the first input (A) and The current loss torque (A) and the target loss torque (B) can be obtained for the second input (B), respectively. Therefore, the loss torque deviation calculation unit B5 calculates the difference between the current loss torque and the target loss torque as the above-described loss torque deviation.

  According to such a configuration, the acquisition error can be canceled (cancelled) when the deviation between both values is calculated by the loss torque deviation calculation unit B5. This makes it possible to obtain a more accurate deviation and thus to perform rotation control with higher accuracy.

  In the above embodiment, the delay control is performed for the driving of the throttle valve 33. However, it is not essential to execute such delay control, and the opening of the throttle valve 33 may be controlled based on the target throttle valve opening at that time without providing a delay time. Even with such a configuration, basically, the above-described torque reserve control can be similarly performed.

  In the above embodiment, the rotational speed control of the output shaft in the idling operation mode has been mentioned. However, the present invention is not limited to the idling operation mode, and the above-described loss torque correction (at least the current loss torque correction process) may be performed in another operation mode. In the operation mode for controlling the output shaft rotation speed, the loss torque correction can be basically performed in the same manner as described above, and as a result, the control accuracy of the output shaft rotation speed can be increased. But it is also possible to comprise so that the said loss torque correction may always be performed, without limiting to a specific operation mode.

  -The application of the present invention is not limited to the rotational speed control of the output shaft. It is widely used to control the indicated torque, including controls other than the rotational speed control of the output shaft. In this case, as in step S22 of FIG. 5 in the above embodiment, the current value after correction corrected by the first correction unit B100a when controlling the magnitude of the indicated torque generated in the output shaft is controlled. It is effective to include a program (torque control means) that determines the control target value of the indicated torque in consideration of the loss torque.

  In the embodiment, the current rotation contribution torque is calculated based on the current loss torque that is the output value of the first loss torque estimation unit B3, and the value (current rotation contribution torque) is calculated as the Kalman filter B102 or the Kalman filter B202. Used as input. However, the present invention is not limited to this. For example, a copy (simulation means) of the first loss torque estimation unit B3 is separately provided without branching the output line of the first loss torque estimation unit B3, and the output value of the copy is obtained. The current rotation contribution torque may be calculated based on the current loss torque.

  In the above embodiment, the configuration and operation of the torque control device (ECU 50) have been described on the assumption that the learning process for the estimation error of the loss torque described above is not performed. However, in addition to the above-described loss torque correction, such a learning process (the learning value is stored in, for example, an EEPROM) may be executed.

  The present invention can be applied without the condition that torque reserve control is performed. Even when the torque reserve control is not executed, the control accuracy of the output shaft rotation speed can be improved by applying the present invention.

  In the above embodiment, a known Kalman filter is used with emphasis on ease of implementation, but the current loss torque error may be calculated by other methods. That is, without using what is generally called a Kalman filter, the rotational speed of the output shaft is estimated based on the current rotation contribution torque at the comparison timing, which is a predetermined time after the current loss torque is acquired, and this estimation The principle (process) of comparing the estimated output speed of the output shaft and the measured value of the output speed of the output shaft at the comparison timing to determine the current loss torque error based on the degree of deviation (difference, ratio, etc.) between the two. ) Can be appropriately programmed or circuitized to obtain an effect similar to or equivalent to the effect of (1). In this case, in particular, by substituting the current rotational contribution torque into Tq and a predetermined value (for example, a design value) into I in the relational expression “dNE / dt = Tq / I”, the estimated rotational speed is changed to NE. Since the calculation is mainly performed by programming or circuitizing the mathematical formula, the implementation becomes easier.

  -The type of power source to be applied is arbitrary. However, when considering application to a general configuration of an automobile system currently in practical use, the target power source is a combustion engine (internal combustion engine) that generates the indicated torque on the output shaft using the energy from combustion. Or an external combustion engine) and an electric motor that generates electric torque on the output shaft using electric energy, or a combination of both (so-called hybrid engine). Incidentally, the internal combustion engine can be applied not only to the intake passage (intake port) injection type gasoline engine but also to an in-cylinder injection type gasoline engine or a compression ignition type diesel engine.

  In the embodiment and the modification, it is assumed that various kinds of software (programs) are used. However, similar functions may be realized by hardware such as a dedicated circuit.

BRIEF DESCRIPTION OF THE DRAWINGS The configuration diagram which shows the outline of the engine control system to which this apparatus was applied about one Embodiment of the torque control apparatus which concerns on this invention. The figure which shows typically a part of power train of the vehicle of this embodiment. The graph which shows the mode of the torque control by intake air amount and ignition timing. The flowchart which shows the process sequence of the success / failure determination of the execution condition about the torque control which concerns on the embodiment. The flowchart which shows the process sequence of target intake air amount calculation. The block diagram which showed the part which concerns on calculation of especially the requirement illustration torque of the torque control apparatus (ECU for engine control) which concerns on this embodiment, and was made into the block. The block diagram which shows the detailed structure of a Kalman filter. The block diagram which showed the part which concerns on calculation of the target intake air quantity of the torque control apparatus (ECU for engine control) which concerns on this embodiment in block form according to the function. The flowchart which shows the process sequence of target ignition timing calculation. The block diagram which showed the part which concerns on calculation of the target ignition timing of the torque control apparatus (ECU for engine control) which concerns on this embodiment in block form according to the function. The timing chart which shows the control aspect of an output shaft rotational speed. The timing chart which shows the one aspect | mode of torque reserve control. (A)-(c) is a timing chart which shows the operation | movement aspect of a comparative example, respectively. (A)-(c) is a timing chart which shows the operation | movement aspect of the apparatus which concerns on this embodiment, respectively. The block diagram which shows the modification of the part which concerns on calculation of request | requirement indicated torque. The block diagram which shows another modification of the part which concerns on calculation of request | requirement indicated torque. The block diagram which shows the detailed structure of the apparatus which concerns on the modification.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine, 15 ... Spark plug, 20 ... Cylinder, 33 ... Throttle valve, 35 ... Injector, 50 ... ECU (electronic control unit), 60a ... Crankshaft, 60b ... Drive shaft, 61 ... Torque converter, 62 ... Automatic transmission Machine (AT).

Claims (18)

Applied to a power source that generates torque on the output shaft and rotates the output shaft;
Current loss torque which is a current value of loss torque indicating the sum of internal loss which is loss inside the power source and external loss consumed due to the load applied to the output shaft from the outside of the power source Current loss torque acquisition means for estimating or actually measuring,
Based on the current loss torque acquired by the current loss torque acquisition means and the current indicated torque that is the indicated torque generated on the output shaft when the current loss torque is acquired, the output shaft A rotation contribution torque acquisition means for obtaining a current rotation contribution torque that is a torque contributing to an increase in rotation speed;
Based on the degree of deviation between the rotational speed of the output shaft estimated based on the current rotation contribution torque acquired by the rotation contribution torque acquisition means and the actual measurement value, a current loss torque error that is an error of the current loss torque Current error deriving means for obtaining
A torque control device comprising:   The current error deriving unit calculates a rotation speed of the output shaft at a comparison timing that is a predetermined time after the current loss torque is acquired based on the current rotation contribution torque acquired by the rotation contribution torque acquiring unit. In addition to estimating, the estimated rotational speed of the output shaft is compared with the actually measured value of the rotational speed of the output shaft at the comparison timing to determine the current loss torque error based on the degree of deviation between the two. The torque control device according to claim 1.   The current error deriving means calculates the estimated rotational speed as NE by substituting the current rotational contribution torque into Tq and a predetermined value into I in the relational expression “dNE / dt = Tq / I”. The torque control device according to claim 2, wherein   The current error deriving means substitutes the current rotation contribution torque acquired by the rotation contribution torque acquisition means for Tq in the relational expression “dNE / dt = Tq / I”, and a predetermined time from the substitution of Tq. The current loss torque error is obtained based on the process of estimating the rotational speed of the output shaft at the later comparison timing as NE based on Tq and the degree of deviation between the estimated rotational speed and the measured value. The torque control device according to any one of claims 1 to 3, wherein a series of processing such as processing is repeatedly performed while a predetermined condition is satisfied.   5. The current correction means for correcting the current loss torque acquired by the current loss torque acquisition means based on the current loss torque error derived by the current error deriving means. Torque control device.   The torque control according to claim 5, wherein the rotation contribution torque acquisition unit is configured to obtain the current rotation contribution torque based on the corrected current loss torque corrected by the current correction unit and the current indicated torque. apparatus.   The requested indicated torque indicating the magnitude of the indicated torque required to control the rotational speed of the output shaft to the target rotational speed that is the control target value at the time of obtaining the current loss torque is corrected by the current correcting means. The torque control device according to claim 5 or 6, further comprising requested indicated torque acquisition means for obtaining based on the corrected current loss torque. Target loss torque obtaining means for estimating a target loss torque indicating the magnitude of the loss torque at the target rotation speed;
The difference between the target loss torque acquired by the target loss torque acquisition means and the current loss torque acquired by the current loss torque acquisition means is calculated to calculate the loss torque deviation of the current loss torque based on the target loss torque. Loss torque deviation calculating means for
The required indicated torque acquisition means includes a required torque which is a variable value according to an external request for the power source, a corrected current loss torque corrected by the current correction means, and the loss torque deviation. The torque control device according to claim 7, wherein the required indicated torque is calculated by adding all of the loss torque deviations calculated by the calculating means. The correction value of the target loss torque is set as an execution condition that a predetermined condition is satisfied, or sequentially at a predetermined execution interval, and the rotation speed of the output shaft and the target rotation speed according to the current rotation contribution torque Target correction value deriving means to be obtained based on the degree of deviation of
Target correction means for correcting the target loss torque using the target loss torque correction value obtained by the target correction value deriving means;
The torque control device according to claim 8, wherein the loss torque deviation calculating unit calculates the loss torque deviation with reference to the corrected target loss torque corrected by the target correction unit.   The target correction value deriving means substitutes the current rotation contribution torque acquired by the rotation contribution torque acquisition means into Tq of the relational expression “dNE / dt = Tq / I”, and a predetermined value from the substitution of Tq. The process of estimating the rotational speed of the output shaft at the comparison timing, which is the timing after the time, as NE based on Tq, and the target loss torque based on the degree of deviation between the estimated rotational speed and the target rotational speed The torque control device according to claim 9, wherein a series of processing such as processing for obtaining a correction value is repeatedly performed while a predetermined condition is satisfied.   The loss torque deviation calculating means has at least a first input including a current rotation speed that is a rotation speed of the output shaft at the time of acquiring the current loss torque, and a second input including at least the target rotation speed. Each input is converted into the current loss torque and the target loss torque by performing predetermined output conversion by a common conversion portion, and the difference between the converted current loss torque and the target loss torque is taken. The torque control device according to any one of claims 8 to 10, wherein the torque loss deviation is obtained. The power source is a spark ignition engine that ignites fuel in a cylinder by a predetermined ignition method and generates torque on the output shaft by the fuel combustion;
For the power source, in order to maintain or form a state in which a margin of a predetermined torque margin is provided on the torque increase side of the ignition timing of the power source, the power source is excessively supplemented by the shortage due to the torque margin. When the intake air is supplied to a predetermined cylinder of the source and the ignition timing of the cylinder is controlled to control the indicated torque of the power source to the required indicated torque, the intake air amount control target A value is determined based on the corrected current loss torque corrected by the current correction means regardless of the corrected target loss torque corrected by the target correction means, and the control target value of the ignition timing is determined by Torque reserve control means for determining based on the corrected current loss torque corrected by the current correction means and the corrected target loss torque corrected by the target correction means Torque control device according to any one of claims 9 to 11 which comprises. Operation mode determination means for determining whether or not the power source is operated in a predetermined operation mode;
Correction execution means for causing the current correction means to correct the current loss torque only while it is determined that the operation mode determination means is operating in a predetermined operation mode;
The torque control device according to any one of claims 1 to 12.   The torque control device according to claim 13, wherein the predetermined operation mode is an operation mode for controlling a rotation speed of the output shaft.   Torque control means for determining a control target value of the indicated torque in consideration of the corrected current loss torque corrected by the current correction means when controlling the magnitude of the indicated torque generated on the output shaft. The torque control apparatus as described in any one of Claims 1-14 provided.   The power source is any one of a combustion engine that generates the indicated torque on the output shaft using energy from combustion, and an electric motor that generates the indicated torque on the output shaft using electric energy, or The torque control device according to any one of claims 1 to 15, which is configured by a combination of both. Applied to a power source that generates torque on the output shaft and rotates the output shaft;
When setting the requested indicated torque, which is the control target value of the indicated torque, the present rotation contribution torque, which is a torque contributing to the increase in the rotation speed of the output shaft, and the occasional rotation speed of the output shaft are input, and the request A torque control device comprising a Kalman filter that outputs a required indicated torque error, which is an error of indicated torque.   The torque control device according to claim 17, wherein the required indicated torque is a torque required to control the rotation speed of the output shaft to a control target value.

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