JP7472884B2 - Vehicle control device - Google Patents

Description

This disclosure relates to a vehicle control device.

The vehicle described in Patent Document 1 includes an engine, a power transmission device, and a damper that connects the engine and the power transmission device. The damper is connected to the crankshaft of the engine. The damper is connected to the input shaft of the power transmission device.

The vehicle includes a control device that calculates an engine torque by calculating a sum of an engine inertia torque and a resonance influence torque.
The engine inertia torque is calculated based on a value obtained by differentiating the rotational angular velocity of the crankshaft with respect to time.

Now let us explain about resonance-affected torque. The engine output is input to the input shaft of the power transmission device via a damper. When the engine torque fluctuates, torsional vibration occurs in the damper, and resonance caused by this torsional vibration may occur on the input shaft of the power transmission device. When such resonance occurs on the input shaft of the power transmission device, the torque caused by this resonance, called resonance-affected torque, is input to the crankshaft. As a result, the rotational angular velocity of the crankshaft fluctuates.

JP 2008-248877 A

As described above, the engine inertia torque is calculated based on the time-differentiated value of the rotational angular velocity of the crankshaft. The rotational angular velocity of the crankshaft is calculated by time-differentiating the crank angle. The control device obtains the crank angle at predetermined angular intervals. Therefore, the resolution of the engine inertia torque is limited by the size of the predetermined angular intervals at which the crank angle is obtained. When controlling using the engine torque calculated using the engine inertia torque, the resolution of the calculated engine torque may not be sufficient.

According to one aspect of the present disclosure, there is provided a control device for a vehicle including an engine having a plurality of cylinders, a damper connected to a crankshaft of the engine, an input shaft connected to the damper, and a rotor configured to rotate in synchronization with the input shaft, a first sensor configured to output a detection signal indicating that the crankshaft has rotated a predetermined angular interval each time the crankshaft rotates a predetermined angular interval, and a second sensor configured to detect a rotation angle of the input shaft or the rotor, the control device including a processing circuit, the processing circuit including a first sensor detection signal acquisition process for acquiring a detection signal of the first sensor, and a first iteration process for deriving a value of the rotation angle of the crankshaft for each preset angular interval smaller than the predetermined angular interval by performing Hilbert processing on the detection signal of the first sensor. A control device for a vehicle is provided that is configured to execute a rotation angle derivation process, a first rotation angular velocity derivation process that derives the rotation angular velocity of the crankshaft as an engine rotation angular velocity based on the value of the rotation angle of the crankshaft for each of the predetermined angle intervals, a first inertia torque calculation process that calculates an engine inertia torque based on the engine rotation angular velocity, a transmission device side rotation angular velocity acquisition process that acquires the rotation angular velocity of the input shaft or the rotating body as a transmission device side rotation angular velocity based on the detection signal of the second sensor, a resonance influence torque calculation process that calculates a resonance influence torque, which is a torque caused by resonance generated in the power transmission device, based on the transmission device side rotation angular velocity, and a first engine torque calculation process that calculates the sum of the resonance influence torque and the engine inertia torque as an engine torque, which is an output torque of the engine.

The first sensor outputs a detection signal indicating that the crankshaft has rotated a predetermined angular interval each time the crankshaft rotates a predetermined angular interval. Unlike the above configuration, if the detection signal of the first sensor is used directly to calculate the engine torque, an engine torque having a resolution equivalent to the predetermined angular interval is obtained. In contrast, with the above configuration, the processing circuit performs Hilbert processing to derive the value of the crankshaft rotation angle for each predefined angular interval that is smaller than the predetermined angular interval. This makes it possible to increase the resolution of the engine torque calculated based on the crankshaft rotation angle.

In the above vehicle control device, the processing circuit is configured to execute a second rotation angle derivation process that derives the value of the rotation angle of the crankshaft for each predetermined angle interval without executing the Hilbert processing on the detection signal of the first sensor, a second rotation angular velocity derivation process that derives the rotation angular velocity of the crankshaft as an engine rotation angular velocity based on the value of the rotation angle of the crankshaft for each predetermined angle interval, a second inertia torque calculation process that calculates a second engine inertia torque based on the engine rotation angular velocity derived in the second rotation angular velocity derivation process, a second engine torque calculation process that calculates the sum of the resonance influence torque and the second engine inertia torque as a second engine torque that is the output torque of the engine, and an engine torque difference calculation process that calculates an engine torque difference that is the difference between the magnitudes of the second engine torques at the time when combustion is performed in each of the multiple cylinders, and the processing circuit may be configured to execute the Hilbert processing on the condition that the engine torque difference is less than a threshold value.

When the engine torque difference is large, the resonance influence torque tends to be large. A large resonance influence torque means that a large disturbance is superimposed on the engine inertia torque. In other words, when the resonance influence torque is large, it becomes difficult to grasp the combustion state of the engine through the engine torque, for example. When the resonance influence torque is large, even if an engine torque with high resolution is calculated through Hilbert processing, an appropriate engine torque cannot be calculated. In the above configuration, the processing circuit executes Hilbert processing on the condition that the engine torque difference is less than a threshold value. Therefore, when the engine torque difference is large, Hilbert processing is not executed. In other words, the above configuration makes it possible to suppress unnecessary execution of Hilbert processing.

In the above vehicle control device, the processing circuit performs a second rotation angle derivation process to derive the value of the rotation angle of the crankshaft for each predetermined angle interval without performing the Hilbert processing on the detection signal of the first sensor, a second rotation angular velocity derivation process to derive the rotation angular velocity of the crankshaft as an engine rotation angular velocity based on the value of the rotation angle of the crankshaft for each predetermined angle interval, a second inertia torque calculation process to calculate a second engine inertia torque based on the engine rotation angular velocity derived in the second rotation angular velocity derivation process, and a sum of the resonance influence torque and the second engine inertia torque as an output torque of the engine. and an engine torque difference calculation process that calculates an engine torque difference that is the difference between the magnitudes of the second engine torques at the time when combustion occurs in each of the plurality of cylinders. When the engine torque difference is equal to or greater than a threshold value, the processing circuit is configured to perform a torque reduction process on a cylinder that generates a larger second engine torque than the other cylinders among the plurality of cylinders, and the processing circuit may be configured to perform the Hilbert process on the condition that the engine torque difference is less than the threshold value.

According to the above configuration, when the engine torque difference is equal to or greater than the threshold, the processing circuit executes the torque reduction process for the cylinder that generates a second engine torque greater than the other cylinders. Then, on the condition that the engine torque difference is less than the threshold, the processing circuit executes the Hilbert process. This makes it possible to prevent the Hilbert process from being executed unnecessarily. Furthermore, according to the above configuration, it is possible to increase the opportunities for executing the Hilbert process compared to a configuration in which the torque reduction process is not executed.

In the above vehicle control device, the processing circuit includes a first control device configured to receive the detection signal of the first sensor, and a second control device configured to receive the detection signal of the second sensor and communicate with the first control device. The first control device is configured to execute a first sensor detection signal acquisition process for acquiring the detection signal of the first sensor, and a transmission process for transmitting the acquired detection signal of the first sensor and an information acquisition time, which is the acquisition time of the detection signal of the first sensor, to the second control device. The second control device is configured to execute a first rotation angle derivation process for deriving the value of the rotation angle of the crankshaft for each predetermined angle interval smaller than the predetermined angle interval by executing the Hilbert processing on the detection signal of the first sensor, a first rotation angular velocity derivation process for deriving the engine rotation angular velocity based on the value of the rotation angle of the crankshaft for each predetermined angle interval, and a second rotation angular velocity derivation process for deriving the engine rotation angular velocity based on the value of the rotation angle of the crankshaft for each predetermined angle interval. The second control device is configured to execute the first inertia torque calculation process that calculates the engine inertia torque based on the crankshaft rotational angular velocity, the transmission device side rotational angular velocity acquisition process that acquires the transmission device side rotational angular velocity based on the detection signal of the second sensor, the resonance influence torque calculation process that calculates the resonance influence torque based on the transmission device side rotational angular velocity, and the first engine torque calculation process that calculates the sum of the resonance influence torque and the engine inertia torque as the engine torque, which is the output torque of the engine, and the second control device may be configured to select the engine inertia torque based on the value of the rotation angle of the crankshaft derived at a given derivation time based on the information acquisition time received from the first control device in the first engine torque calculation process, and calculate the sum of the selected engine inertia torque and the resonance influence torque calculated at the given derivation time as the engine torque.

According to the above configuration, the second control device receives a detection signal from a second sensor configured to detect the rotation angle of an input shaft or a rotating body, and executes Hilbert processing. The second control device then calculates the sum of the resonance influence torque and the engine inertia torque as the engine torque. The second control device can easily synchronize the detection signal from the first sensor and the detection signal from the second sensor by using the information acquisition timing.

In the vehicle control device, the detection signal of the first sensor may be a rectangular pulse signal, the first control device may be configured to convert the rectangular pulse signal into a corresponding sine wave and transmit the signal in the form of the sine wave to the second control device, and the second control device may be configured to perform the Hilbert processing on the signal in the form of the sine wave.

According to the above configuration, the rectangular pulse signal, which is the detection signal of the first sensor, is converted into a sine wave. In Hilbert processing, a Fourier transform is used. A sine wave is easier to Fourier transform than a rectangular pulse signal. Therefore, according to the above configuration, Hilbert processing can be easily performed.

In the vehicle control device, the processing circuit may be further configured to execute an in-cylinder pressure calculation process for calculating an in-cylinder pressure, which is the pressure in the multiple cylinders, based on the engine torque calculated through the Hilbert processing, and a process for controlling the engine based on the in-cylinder pressure.

When calculating the in-cylinder pressure based on the calculated engine torque, an engine torque with high resolution is required. This is for the following reason. The in-cylinder pressure fluctuates significantly in a very short period of time due to the combustion of the air-fuel mixture inside the cylinder. To understand the state of combustion based on the in-cylinder pressure and reflect this in engine control, it is necessary to understand the fluctuations in the in-cylinder pressure at the beginning of combustion.

Therefore, when calculating the in-cylinder pressure based on the engine torque, it is particularly useful to perform Hilbert processing to derive the value of the crankshaft rotation angle for each predefined angular interval that is smaller than the predetermined angular interval.

1 is a schematic configuration diagram showing a hybrid vehicle to which a vehicle control device according to a first embodiment is applied; 2 is a block diagram illustrating each process executed by a first control device and each process executed by a second control device in the vehicle control device according to the first embodiment. FIG. 3 is a flowchart illustrating an engine rotation angular velocity acquisition process shown in FIG. 2 . 5 is a flowchart illustrating an engine torque calculation process executed by the control device for the vehicle according to the first embodiment. 5 is a flowchart illustrating an internal cylinder pressure calculation process executed by the control device for the vehicle according to the first embodiment. FIG. 13 is a block diagram illustrating each process executed by a first control device and each process executed by a second control device in a control device for a vehicle according to a second embodiment. FIG. 7 is a block diagram illustrating details of the integration process shown in FIG. 6.

First Embodiment
Hereinafter, a vehicle control device according to a first embodiment will be described with reference to FIGS.
As shown in FIG. 1, a control device 100 of the present embodiment is applied to a hybrid vehicle 10 .

<Overall configuration of hybrid vehicle 10>
The hybrid vehicle 10 includes an engine 20, a damper 40 connected to a crankshaft 21 of the engine 20, and a power transmission device 50. The damper 40 has a function of attenuating fluctuations in the torque output from the engine 20 and transmitting the torque to the power transmission device 50.

The engine 20 is a spark ignition engine. The engine 20 has a number of cylinders 22, an intake passage 23 through which the intake air introduced into each cylinder 22 flows, and a throttle valve 24 disposed in the intake passage 23. The throttle valve 24 adjusts the intake air amount GA, which is the flow rate of the intake air in the intake passage 23.

The engine 20 is provided with a fuel injection valve 25 and an ignition device 26 for each cylinder. In each cylinder 22, a mixture containing fuel injected from the fuel injection valve 25 and intake air is burned by spark discharge from the ignition device 26. The combustion of the mixture in the cylinder 22 causes the piston to reciprocate within the cylinder 22, causing the crankshaft 21 to rotate. In addition, the exhaust gas generated in each cylinder 22 by the combustion of the mixture is discharged to the exhaust passage 27.

The engine 20 is equipped with multiple types of sensors that output detection signals to the control device 100. Examples of the sensors include a crank angle sensor 31 and a cam angle sensor 32. The crank angle sensor 31 outputs a detection signal indicating that the crankshaft 21 has rotated a predetermined angular interval each time the crankshaft 21 rotates a predetermined angular interval. The predetermined angular interval is, for example, 30 degrees. The cam angle sensor 32 detects the rotation angle of a camshaft that rotates in synchronization with the crankshaft 21, and outputs a detection signal according to the rotation speed of the camshaft. In this embodiment, the crank angle sensor 31 corresponds to the "first sensor."

The power transmission device 50 includes an input shaft 51 connected to the damper 40, and a planetary gear mechanism 52. The planetary gear mechanism 52 includes a sun gear 52s, a ring gear 52r, and a plurality of pinion gears 52p that mesh with both the sun gear 52s and the ring gear 52r. Each pinion gear 52p is supported by a carrier 52c in a state in which it can rotate on its own axis and revolve around the sun gear 52s. The input shaft 51 is connected to the carrier 52c.

The power transmission device 50 includes a first motor generator 53. The rotor 53a of the first motor generator 53 is connected to the sun gear 52s. In other words, since the first motor generator 53 is connected to the input shaft 51 via the planetary gear mechanism 52, the rotor 53a of the first motor generator 53 rotates in synchronization with the input shaft 51.

The power transmission device 50 includes a gear mechanism 54 and a second motor generator 55. The gear mechanism 54 includes a counter drive gear 54a, a counter driven gear 54b, and a reduction gear 54c. The counter drive gear 54a rotates integrally with the ring gear 52r. The counter driven gear 54b is meshed with the counter drive gear 54a. The reduction gear 54c is meshed with the counter driven gear 54b. The reduction gear 54c is connected to a rotor 55a, which is the rotor of the second motor generator 55.

The power transmission device 50 includes multiple types of sensors that output detection signals to the control device 100. Examples of the sensors include a first motor angle sensor 61 and a second motor angle sensor 62. The first motor angle sensor 61 detects the rotation angle of the rotor 53a of the first motor generator 53 and outputs a detection signal corresponding to the rotation speed of the rotor 53a. The second motor angle sensor 62 detects the rotation angle of the rotor 55a of the second motor generator 55 and outputs a detection signal corresponding to the rotation speed of the rotor 55a. In this embodiment, the first motor angle sensor 61 corresponds to the "second sensor", and the rotor 53a of the first motor generator 53 corresponds to a "rotating body" that rotates in synchronization with the input shaft 51. In other words, the first motor angle sensor 61 corresponds to a "second sensor" configured to detect the rotation angle of the input shaft 51 or the "rotating body".

The hybrid vehicle 10 includes a final drive gear 71 that rotates integrally with the counter driven gear 54b, and a final driven gear 72 that meshes with the final drive gear 71. The final drive gear 71 is connected to the axle 74a of the drive wheels 74 via a differential mechanism 73.

The hybrid vehicle 10 is equipped with a first inverter 11 which is an inverter for the first motor generator 53, and a second inverter 12 which is an inverter for the second motor generator 55. That is, the first motor generator 53 is driven by controlling the first inverter 11. The second motor generator 55 is driven by controlling the second inverter 12.

<Configuration of control device 100>
1, the control device 100 includes a first control device 110 that controls the engine 20, and a second control device 120 that controls the power transmission device 50. Detection signals are input to the first control device 110 from various sensors equipped in the engine 20. Detection signals are input to the second control device 120 from various sensors equipped in the power transmission device 50. That is, detection signals from a crank angle sensor 31 and a cam angle sensor 32 are input to the first control device 110. Detection signals from a first motor angle sensor 61 and a second motor angle sensor 62 are input to the second control device 120.

The control device 100 is provided with a signal line 101 for transmitting the crank counter CNTcr acquired by the first control device 110 to the second control device 120. The crank counter CNTcr is a value that is counted up each time the rotation angle of the crankshaft 21 increases by a predetermined angle interval. When one cycle of the engine 20 is completed, the crank counter CNTcr is reset to "0". For example, in one cycle of the engine 20, the crank counter CNTcr counts up to "23".

The signal line 101 is a dedicated signal line for transmitting the crank counter CNTcr from the first control device 110. Therefore, the delay when transmitting the crank counter CNTcr to the second control device 120 using the signal line 101 is sufficiently suppressed to a range that does not affect the execution of various processes based on the crank counter CNTcr.

The control device 100 is equipped with a CAN communication line 102 for transmitting and receiving various information between the first control device 110 and the second control device 120. The CAN communication line 102 is used for transmitting and receiving information between the first control device 110, the second control device 120, etc., mounted on the hybrid vehicle 10. Therefore, for example, when information obtained by the second control device 120 is transmitted to the first control device 110 via the CAN communication line 102, a delay occurs between the time when the information is transmitted by the second control device 120 and the time when the information is received by the first control device 110.

The first control device 110 and the second control device 120 each include a CPU, ROM, and a storage device that is an electrically rewritable non-volatile memory (not shown). The ROM stores the control program executed by the CPU. The storage device stores various calculation results of the CPU, etc.

<Processing contents in the control device 100>
The first control device 110 of the control device 100 calculates the engine torque Te, which is a calculated value of the output torque of the engine 20. Since the crankshaft 21 of the engine 20 is connected to the input shaft 51 of the power transmission device 50 via the damper 40, the first control device 110 calculates the engine torque Te by also using information acquired by the second control device 120.

With reference to FIG. 2, the processes executed by each of the first control device 110 and the second control device 120 to calculate the engine torque Te will be described.
First, various processes executed by the second control device 120 will be described.

The second control device 120 executes the motor rotation speed acquisition process M21. That is, the second control device 120 acquires the first motor rotation speed Nmg1, which is the rotation speed of the rotor 53a of the first motor generator 53, based on the detection signal of the first motor angle sensor 61. The second control device 120 acquires the second motor rotation speed Nmg2, which is the rotation speed of the rotor 55a of the second motor generator 55, based on the detection signal of the second motor angle sensor 62. The second control device 120 repeatedly executes the motor rotation speed acquisition process M21 at predetermined intervals to calculate the first motor rotation speed Nmg1 and the second motor rotation speed Nmg2.

The second control device 120 executes a first motor control process M22 that controls the first motor generator 53. In the first motor control process M22, the second control device 120 controls the first inverter 11 for the first motor generator 53 based on the first motor rotation speed Nmg1. The second control device 120 also acquires a first motor current value Img1, which is a value indicating the current flowing through the first motor generator 53.

The second control device 120 executes an information acquisition process M23 that calculates and acquires information to be transmitted to the first control device 110. In this embodiment, the information acquisition process M23 includes a first motor torque acquisition process M231, a motor rotational angular velocity acquisition process M232, and an input shaft rotational angular velocity calculation process M233.

In the first motor torque acquisition process M231, the second control device 120 acquires the first motor torque Tmg1, which is the output torque of the first motor generator 53. In this embodiment, the second control device 120 acquires as the first motor torque Tmg1 the calculated value of the output torque of the first motor generator 53 based on the first motor current value Img1 acquired in the first motor control process M22.

The second control device 120 repeatedly executes the first motor torque acquisition process M231 at a predetermined cycle. For example, the second control device 120 executes the first motor torque acquisition process M231 to acquire the first motor torque Tmg1 every time the crank counter CNTcr transmitted from the first control device 110 changes.

In the motor rotational angular velocity acquisition process M232, the second control device 120 acquires the first motor rotational angular velocity ωmg1, which is the rotational angular velocity of the rotor 53a of the first motor generator 53. The second control device 120 also acquires the second motor rotational angular velocity ωmg2, which is the rotational angular velocity of the rotor 55a of the second motor generator 55. In this embodiment, the second control device 120 acquires the first motor rotational angular velocity ωmg1 based on the first motor rotational speed Nmg1, and acquires the second motor rotational angular velocity ωmg2 based on the second motor rotational speed Nmg2. For example, the second control device 120 acquires a value obtained by multiplying the first motor rotational speed Nmg1 by a coefficient as the first motor rotational angular velocity ωmg1, and acquires a value obtained by multiplying the second motor rotational speed Nmg2 by a coefficient as the second motor rotational angular velocity ωmg2.

The second control device 120 executes the motor rotation angular velocity acquisition process M232 at a predetermined cycle. For example, the second control device 120 executes the motor rotation angular velocity acquisition process M232 to acquire the first motor rotation angular velocity ωmg1 and the second motor rotation angular velocity ωmg2 every time the crank counter CNTcr transmitted from the first control device 110 changes.

As described above, in this embodiment, the first motor angle sensor 61 corresponds to the "second sensor." Therefore, the first motor rotational angular velocity ωmg1 corresponds to the "transmission device side rotational angular velocity" acquired based on the detection signal of the first motor angle sensor 61. In addition, the motor rotational angular velocity acquisition process M232 that acquires the first motor rotational angular velocity ωmg1 corresponds to the "transmission device side rotational angular velocity acquisition process."

In the input shaft rotational angular velocity calculation process M233, the second control device 120 calculates the input shaft rotational angular velocity ωinp, which is the rotational angular velocity of the input shaft 51 of the power transmission device 50. That is, the second control device 120 calculates the input shaft rotational angular velocity ωinp based on the first motor rotational speed Nmg1 and the second motor rotational speed Nmg2 acquired in the motor rotational speed acquisition process M21. For example, the second control device 120 calculates the input shaft rotational speed Ninp by substituting the first motor rotational speed Nmg1 and the second motor rotational speed Nmg2 into the following relational expression (Equation 1). In the relational expression (Equation 1), "ρ" is the gear ratio of the planetary gear mechanism 52. The gear ratio ρ of the planetary gear mechanism 52 is the value obtained by dividing the number of teeth of the sun gear 52s by the number of teeth of the ring gear 52r. Also, "Gr" is the gear ratio of the gear mechanism 54 of the power transmission device 50.

Then, the second control device 120 calculates the input shaft rotation angular velocity ωinp by substituting the input shaft rotation speed Ninp into the following relational expression (Equation 2).

The second control device 120 executes the input shaft rotational angular velocity calculation process M233 at a predetermined cycle. For example, the second control device 120 executes the input shaft rotational angular velocity calculation process M233 to obtain the input shaft rotational angular velocity ωinp every time the crank counter CNTcr transmitted from the first control device 110 changes.

The second control device 120 executes a transmission process M24. In the transmission process M24, the second control device 120 transmits to the first control device 110 information required for the first control device 110 to calculate the engine torque Te. In this embodiment, the second control device 120 associates the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, the input shaft rotational angular velocity ωinp, and the information acquisition time TMd, and outputs them to the CAN communication line 102. In this embodiment, the second control device 120 outputs the crank counter CNTcr at the time when the first motor rotational angular velocity ωmg1 to be transmitted is acquired, as the information acquisition time TMd, to the CAN communication line 102.

The information obtained by the information acquisition process M23 and the information acquisition time TMd are transmitted from the second control device 120 to the CAN communication line 102. The information and the information acquisition time TMd are then received by the first control device 110 via the CAN communication line 102.

Next, various processes executed by the first control device 110 will be described.
The first control unit 110 executes a crank counter derivation process M11 for deriving a crank counter CNTcr. That is, the first control unit 110 monitors the crank angle, which is the rotation angle of the crankshaft 21, based on the detection signal of the crank angle sensor 31. Then, the first control unit 110 increments the crank counter CNTcr by "1" every time the crank angle increases by a predetermined angle interval. In addition, the first control unit 110 resets the crank counter CNTcr to "0" when one cycle of the engine 20 is completed.

The first control device 110 executes an ignition timing adjustment process M12 that varies the ignition timing TMi depending on the operating state of the engine 20. For example, when the engine 20 is warmed up, the first control device 110 advances the ignition timing TMi compared to when the engine 20 is not warmed up. For example, the first control device 110 may retard the ignition timing TMi for one of the multiple cylinders 22, thereby reducing the engine torque Te at the time when combustion occurs in that one cylinder 22. Then, the first control device 110 controls the ignition device 26 based on the ignition timing TMi adjusted in the ignition timing adjustment process M12.

The first control device 110 executes an engine rotation angular velocity acquisition process M13 to acquire the engine rotation angular velocity ωe, which is the rotation angular velocity of the crankshaft 21. In the engine rotation angular velocity acquisition process M13, the first control device 110 calculates the engine speed Ne, which is the rotation speed of the crankshaft 21, based on the detection signal of the crank angle sensor 31. It can be said that the engine rotation angular velocity acquisition process M13 includes a first sensor detection signal acquisition process that acquires the detection signal of the crank angle sensor 31. Then, the first control device 110 acquires a value obtained by multiplying the engine speed Ne by a coefficient as the engine rotation angular velocity ωe. When the Hilbert processing described later is executed on the detection signal of the crank angle sensor 31 (S304: Yes), the engine rotation angular velocity acquisition process M13 corresponds to the first rotation angle derivation process and the first rotation angular velocity derivation process. If the Hilbert processing described below is not performed on the detection signal of the crank angle sensor 31 (S304: No), the engine rotational angular velocity acquisition process M13 corresponds to the second rotational angle derivation process and the second rotational angular velocity derivation process.

The first control device 110 executes the engine rotation angular velocity acquisition process M13 at a predetermined cycle. For example, the first control device 110 executes the engine rotation angular velocity acquisition process M13 to acquire the engine rotation angular velocity ωe every time the crank counter CNTcr changes.

A method for acquiring the engine rotation angular velocity ωe will be described in detail below.
The engine torque Te calculated by the engine torque calculation process M17 described later is input to the engine rotation angular velocity acquisition process M13. The first control device 110 calculates an engine torque difference, which is a difference between the magnitudes of the engine torque Te at the times when combustion occurs in each of the multiple cylinders 22. That is, the first control device 110 executes the engine torque difference calculation process. For example, the first control device 110 may calculate an engine torque average value, which is an average value of the engine torque Te at the multiple times when combustion occurs in each cylinder 22. The engine torque difference may be a difference between the engine torque average values of the multiple cylinders 22.

When the engine torque difference is equal to or greater than a threshold value, the first control device 110 executes a torque reduction process for a cylinder 22 that generates a larger engine torque Te than the other cylinders 22 among the multiple cylinders 22. This takes into consideration that the resonance influence torque Tdmp described below can have a large effect on the calculation of the engine torque Te when the engine torque difference is equal to or greater than a threshold value. In this embodiment, the torque reduction process is a process for retarding the ignition timing TMi for the cylinder 22 that generates a large engine torque Te. The cylinder 22 that generates a large engine torque Te refers to the cylinder 22 in which combustion is taking place at the time of combustion that produces the large engine torque Te. The first control device 110 executes a Hilbert process described below on the condition that the engine torque difference is less than a threshold value.

The first control device 110 performs a rotation angle derivation process to derive the value of the rotation angle of the crankshaft 21 for each predefined angle interval that is smaller than the predetermined angle interval by performing Hilbert processing on the detection signal of the crank angle sensor 31. Next, the first control device 110 performs a rotation angular velocity derivation process to derive the rotation angular velocity of the crankshaft 21 as the engine rotation angular velocity ωe based on the value of the rotation angle of the crankshaft 21 for each predefined angle interval. Note that when the first control device 110 does not perform Hilbert processing, it derives the rotation angular velocity of the crankshaft 21 as the engine rotation angular velocity ωe based on the value of the rotation angle of the crankshaft 21 for each predefined angle interval.

The Hilbert process will now be described.
First, the detection signal of the crank angle sensor 31 input to the engine rotation angular velocity acquisition process M13 is fast Fourier transformed (FFT) and converted from a time domain signal to a frequency domain signal. Next, the signal converted to the frequency domain passes through a band pass filter. This removes noise and harmonics. Next, the signal from which the noise and harmonics have been removed is inverse fast Fourier transformed (iFFT) and converted from a frequency domain signal to a time domain signal. The signal converted to the time domain is phase transformed by 90 degrees and decomposed into a real part signal and an imaginary part signal. Such a 90 degree phase transformation is called a Hilbert transform. The detection signal of the crank angle sensor 31 is measured as a mapping a of a complex number A having a magnitude and a phase onto the real axis. The 90 degree phase transformation is a process of calculating a mapping b of the complex number A onto the imaginary axis by performing a 90 degree phase transformation on the complex number A. That is, a complex number A having mappings a and b in its real and imaginary parts, respectively, is calculated by the Hilbert transform. Then, a signal proportional to the rotation angle of the crankshaft 21, i.e., the angle between the complex vector and the real axis, is calculated. The rotation fluctuation is calculated from the calculated angle. The phase can be calculated by using a 90-degree phase transformation. Since the phase is proportional to the rotation angle of the crankshaft 21, the rotation fluctuation of the crankshaft 21 can be known by determining the change in phase over time. Therefore, phase data can be obtained continuously at all times, making it possible to detect the rotation fluctuation with high resolution.

The engine rotation angular velocity acquisition process M13 will be described using a flowchart with reference to FIG. 3. The first control device 110 executes the engine rotation angular velocity acquisition process M13 at a predetermined cycle. For example, the first control device 110 executes the engine rotation angular velocity acquisition process M13 every time the crank counter CNTcr changes.

In step S300, the first control device 110 acquires the detection signal of the crank angle sensor 31. Next, in step S302, the first control device 110 calculates the engine torque difference based on the engine torque Te acquired at a predetermined angle interval. In other words, the engine torque difference is calculated based on the detection signal of the crank angle sensor 31 on which Hilbert processing has not been performed. The process of calculating the engine torque Te corresponds to the second engine torque calculation process.

In step S304, the first control device 110 determines whether the engine torque difference is less than a threshold value.
When the engine torque difference is less than the threshold value (step S304: Yes), the first control device 110 proceeds to step S306. Next, in step S306, the first control device 110 performs Hilbert processing on the detection signal of the crank angle sensor 31.

On the other hand, if the engine torque difference is equal to or greater than the threshold value (step S304: No), the first control device 110 proceeds to step S308. Next, in step S308, the first control device 110 executes the torque reduction process by setting the ignition timing TMi. The set ignition timing TMi is maintained until the ignition timing TMi is reset. Therefore, the engine rotation angular velocity acquisition process M13 is repeatedly executed to learn an appropriate ignition timing TMi. By using the learned ignition timing TMi, a state in which the engine torque difference is less than the threshold value can be achieved.

In step S310, the first control device 110 acquires the engine rotation angular velocity ωe based on the detection signal of the crank angle sensor 31. Next, in step S312, the first control device 110 outputs the engine rotation angular velocity ωe.

As shown in FIG. 2, the first control device 110 executes an inertia torque calculation process M14 to calculate an engine inertia torque Tei, which is an inertia torque of the engine 20. For example, the first control device 110 calculates the engine inertia torque Tei by substituting the engine rotation angular velocity ωe acquired in the engine rotation angular velocity acquisition process M13 into the following relational expression (Equation 3). In the relational expression (Equation 3), "Ie" is the inertia moment of the engine 20. That is, the first control device 110 can calculate the engine inertia torque Tei using a value obtained by time-differentiating the engine rotation angular velocity ωe. When Hilbert processing is performed on the detection signal of the crank angle sensor 31 (S304: Yes), the inertia torque calculation process M14 corresponds to a first inertia torque calculation process. When Hilbert processing is not performed on the detection signal of the crank angle sensor 31 (S304: No), the inertia torque calculation process M14 corresponds to a second inertia torque calculation process. The second inertia torque calculation process calculates a second engine inertia torque.

The first control device 110 executes the inertia torque calculation process M14 at a predetermined cycle. For example, the first control device 110 executes the inertia torque calculation process M14 to obtain the engine inertia torque Tei every time the crank counter CNTcr changes.

Here, the output of the engine 20 is input to the input shaft 51 of the power transmission device 50 via the damper 40. At this time, if the engine torque Te fluctuates, torsional vibration occurs in the damper 40, and resonance due to the torsional vibration may occur in the input shaft 51. When such resonance occurs in the input shaft 51, the torque caused by the resonance is input to the crankshaft 21. In this embodiment, the torque caused by the resonance generated in the power transmission device 50 in this way is called "resonance-affecting torque."

The first control device 110 executes a resonance influence torque calculation process M15 to calculate the resonance influence torque Tdmp. In the resonance influence torque calculation process M15, the first control device 110 calculates the resonance influence torque Tdmp based on the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp, which are information received through the CAN communication line 102. For example, the first control device 110 calculates the resonance influence torque Tdmp by substituting the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp into the following relational equation (Equation 4). In the relational equation (Equation 4), "Iinp" is the moment of inertia of the input shaft 51, and "Ig" is the moment of inertia of the first motor generator 53. According to the relational expression (Equation 4), the first control device 110 can calculate the resonance influence torque Tdmp using the time-differentiated value of the input shaft rotational angular velocity ωinp and the time-differentiated value of the first motor rotational angular velocity ωmg1.

The first control device 110 executes the resonance influence torque calculation process M15 at a predetermined cycle. For example, the first control device 110 executes the resonance influence torque calculation process M15 to calculate the resonance influence torque Tdmp each time the first control device 110 receives the above information through the CAN communication line 102.

The first control device 110 executes the derivation timing adjustment process M16. That is, the first control device 110 adjusts the derivation timing TMa according to the ignition timing TMi adjusted in the ignition timing adjustment process M12. For example, when the ignition timing TMi is advanced, the first control device 110 advances the derivation timing TMa. In this case, the derivation timing TMa may be set to a timing delayed from the ignition timing TMi by a predetermined delay period ΔTM. The delay period ΔTM is set to a period less than half the length of one cycle of the engine 20.

When the ignition timing TMi is reached, the ignition device 26 operates to combust the air-fuel mixture in the cylinder 22. The actual value of the engine torque Te then increases due to the combustion of the air-fuel mixture. When the actual value reaches a peak, the actual value of the engine torque Te decreases until the next combustion of the air-fuel mixture in the cylinder 22 begins. That is, immediately after the ignition timing TMi, the influence of the combustion in the cylinder 22 is largely reflected in the actual value of the engine torque Te. However, if the ignition timing TMi is delayed, the influence of the combustion in the cylinder 22 becomes less likely to be reflected in the actual value of the engine torque Te. Therefore, the above delay period ΔTM is set so that the derivation timing TMa can be set to the time when the influence of the combustion in the cylinder 22 is largely reflected in the actual value of the engine torque Te.

The first control device 110 executes an engine torque calculation process M17 to calculate the engine torque Te. That is, the first control device 110 calculates the engine torque Te as the sum of the engine inertia torque Tei calculated in the inertia torque calculation process M14 and the resonance influence torque Tdmp calculated in the resonance influence torque calculation process M15. In this embodiment, the first control device 110 calculates the engine torque Te using the derivation timing TMa adjusted in the derivation timing adjustment process M16 and the crank counter CNTcr.

The engine torque calculation process M17 will be described with reference to FIG.
In step S400, the first control device 110 selects an engine inertia torque Tei(TMa) calculated based on the engine rotational angular velocity ωe derived at a given derivation time TMa. The engine inertia torque Tei(TMa) is selected from among the multiple engine inertia torques Tei calculated in the inertia torque calculation process M14. That is, the first control device 110 selects the engine inertia torque Tei derived when the crank counter CNTcr is equal to the value indicating the derivation time TMa as the engine inertia torque Tei(TMa).

Next, in step S402, the first control device 110 selects the resonance influence torque Tdmp(TMa) calculated based on the first motor rotational angular velocity ωmg1 derived at the derivation time TMa. The resonance influence torque Tdmp(TMa) is selected from among the multiple resonance influence torques Tdmp calculated in the resonance influence torque calculation process M15. That is, the first control device 110 selects the resonance influence torque Tdmp calculated based on the first motor rotational angular velocity ωmg1 when the information acquisition time TMd is equal to the given derivation time TMa as the resonance influence torque Tdmp(TMa).

Then, in step S404, the first control device 110 calculates the sum of the engine inertia torque Tei(TMa) and the resonance influence torque Tdmp(TMa) as the engine torque Te(TMa). That is, the first control device 110 calculates the engine torque Te(TMa) at the derivation time TMa. After that, the first control device 110 temporarily ends the engine torque calculation process M17. When Hilbert processing is performed on the detection signal of the crank angle sensor 31 (S304: Yes), the engine torque calculation process M17 corresponds to the first engine torque calculation process. When Hilbert processing is not performed on the detection signal of the crank angle sensor 31 (S304: No), the engine torque calculation process M17 corresponds to the second engine torque calculation process.

As shown in FIG. 2, the first control device 110 can calculate the in-cylinder pressure P in the in-cylinder pressure calculation process M18. The engine torque Te calculated in the engine torque calculation process M17 and the like are input to the in-cylinder pressure calculation process M18.

As shown in FIG. 5, in step S500, the first control device 110 calculates the in-cylinder pressure P, which is the pressure in the multiple cylinders 22, based on the values of the variables obtained through the Hilbert processing. Specifically, the first control device 110 can calculate the in-cylinder pressure P using the following relational expression (Equation 5).

Here, θ is the crank angle, V is the cylinder volume, Tfrq is the friction torque, M is the total mass of the parts that reciprocate with the operation of the engine 20, and A is the projected area of the piston top surface. The friction torque acts in a direction that hinders the rotation of the crankshaft 21. The friction torque can change depending on the engine speed Ne and the intake air amount GA.

The first control device 110 can execute a process to control the engine 20 based on the calculated in-cylinder pressure P. For example, the first control device 110 can derive the maximum in-cylinder pressure Pmax, the heat release rate dQ/dθ, etc. based on the calculated in-cylinder pressure P. The first control device 110 can execute a process to control the engine 20 using the maximum in-cylinder pressure Pmax, the heat release rate dQ/dθ, etc. For example, the first control device 110 can perform feedback control to improve combustion efficiency.

<Actions and Effects of First Embodiment>
(1-1) The crank angle sensor 31 outputs a detection signal indicating that the crankshaft 21 has rotated a predetermined angular interval each time the crankshaft 21 rotates a predetermined angular interval. Unlike this embodiment, if the detection signal of the crank angle sensor 31 is used directly to calculate the engine torque Te, an engine torque Te having a resolution equivalent to the predetermined angular interval is obtained. In contrast, according to this embodiment, the control device 100 derives the value of the rotation angle of the crankshaft 21 for each preset angular interval that is smaller than the predetermined angular interval by performing Hilbert processing. This makes it possible to increase the resolution of the engine torque Te calculated based on the rotation angle of the crankshaft 21.

(1-2) When the engine torque difference is large, the resonance influence torque Tdmp tends to be large. A large resonance influence torque Tdmp means that the disturbance superimposed on the engine inertia torque Tei is large. In other words, when the resonance influence torque Tdmp is large, for example, it becomes difficult to grasp the combustion state of the engine 20 through the engine torque Te. When the resonance influence torque Tdmp is large, even if the engine torque Te with high resolution is calculated through Hilbert processing, an appropriate engine torque Te cannot be calculated. In this embodiment, the control device 100 executes Hilbert processing on the condition that the engine torque difference is less than a threshold value. The threshold value is set in advance so that the engine torque Te with high resolution can be appropriately calculated through Hilbert processing. Therefore, when the engine torque difference is large, the Hilbert processing is not executed. In other words, according to this embodiment, it is possible to suppress the execution of unnecessary Hilbert processing. In addition, it is possible to avoid calculating an inappropriate engine torque Te.

(1-3) When the engine torque difference is equal to or greater than a threshold, the control device 100 executes torque reduction processing for the cylinder 22 that generates a large engine torque Te. Then, on the condition that the engine torque difference is less than the threshold, the control device 100 executes Hilbert processing. Therefore, compared to a configuration that does not execute torque reduction processing, it is possible to increase the opportunities for executing Hilbert processing.

(1-4) When calculating the in-cylinder pressure P based on the calculated engine torque Te, an engine torque Te with high resolution is required. This is for the following reason. The in-cylinder pressure P fluctuates significantly in a very short period of time due to the combustion of the air-fuel mixture in the cylinder 22. In order to understand the state of combustion based on the in-cylinder pressure P and reflect this in the control of the engine 20, it is necessary to understand the fluctuations in the in-cylinder pressure P at the beginning of combustion.

The control device 100 performs Hilbert processing to derive values of the rotation angle of the crankshaft 21 at each preset angle interval that is smaller than the predetermined angle interval. Then, the control device 100 calculates the in-cylinder pressure P based on the calculated engine torque Te. Therefore, it is possible to grasp the fluctuations in the in-cylinder pressure P at the beginning of combustion.

Second Embodiment
The vehicle control device 100 according to the second embodiment will be described below with reference to Figs. 6 and 7. Descriptions of configurations common to the vehicle control devices according to the first and second embodiments will be omitted. In the vehicle control device 100 according to the first embodiment, the first control device 110 calculates the engine torque Te. In contrast, in the vehicle control device 100 according to the second embodiment, the second control device 120 calculates the engine torque Te. In particular, the first control device 110 receives a detection signal from the crank angle sensor 31 and transmits the detection signal from the crank angle sensor 31 to the second control device 120.

6, the processes executed by the first control device 110 and the second control device 120 to calculate the engine torque Te will be described.
The first control unit 110 executes a transmission process M19. In the transmission process M19, the first control unit 110 transmits information required for the second control unit 120 to calculate the engine torque Te to the second control unit 120. The detection signal of the crank angle sensor 31 is a rectangular pulse signal, and the first control unit 110 converts the rectangular pulse signal into a corresponding sine wave. In this embodiment, the first control unit 110 outputs a signal in the form of a sine wave obtained by converting the detection signal of the crank angle sensor 31, a derivation time TMa, and an information acquisition time TMd to the CAN communication line 102 in association with each other. In this embodiment, the first control unit 110 outputs the crank counter CNTcr at the time when the detection signal of the crank angle sensor 31 to be transmitted is acquired as the information acquisition time TMd to the CAN communication line 102.

As shown in FIG. 6, the second control device 120 executes an integration process M25 to calculate the engine torque Te. The integration process M25 is a process for calculating the engine inertia torque Tei and the resonance influence torque Tdmp, and calculating the sum of these as the engine torque Te. FIG. 7 is a block diagram for explaining the details of the integration process M25 shown in FIG. 6. The integration process M25 will be explained next.

7, in the engine rotation angular velocity acquisition process M13, the second control device 120 receives a signal in the form of a sine wave converted from the detection signal of the crank angle sensor 31 through the CAN communication line 102. In the engine rotation angular velocity acquisition process M13, the second control device 120 performs the same process as the engine rotation angular velocity acquisition process M13 in the first embodiment. That is, the second control device 120 receives a signal in the form of a sine wave converted from the detection signal of the crank angle sensor 31 and outputs the engine rotation angular velocity ωe. In the control device 100 of the vehicle according to the first embodiment, the engine torque Te, which is the output of the engine torque calculation process M17 executed by the first control device 110, is input to the engine rotation angular velocity acquisition process M13. In the control device 100 of the vehicle according to the second embodiment, the engine torque Te, which is the output of the engine torque calculation process M17 executed by the second control device 120, is input to the engine rotation angular velocity acquisition process M13. As described in the first embodiment, in the engine rotation angular velocity acquisition process M13, Hilbert processing is performed. That is, in this embodiment, the second control device 120 performs Hilbert processing instead of the first control device 110. That is, the second control device 120 performs Hilbert processing on a signal in the form of a sine wave.

The second control device 120 executes a process similar to the inertia torque calculation process M14 in the first embodiment. That is, the second control device 120 calculates the engine inertia torque Tei based on the engine rotation angular velocity ωe output from the engine rotation angular velocity acquisition process M13.

The second control device 120 executes a process similar to the resonance influence torque calculation process M15 in the first embodiment. In the vehicle control device 100 according to the first embodiment, the first control device 110 calculates the resonance influence torque Tdmp based on the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp, which are information received via the CAN communication line 102. In contrast, in the vehicle control device 100 according to the second embodiment, the second control device 120 calculates the resonance influence torque Tdmp based on the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp calculated by the second control device 120.

The second control device 120 executes a process similar to the engine torque calculation process M17 in the first embodiment. That is, the second control device 120 calculates the sum of the engine inertia torque Tei calculated in the inertia torque calculation process M14 and the resonance influence torque Tdmp calculated in the resonance influence torque calculation process M15 as the engine torque Te. As shown in FIG. 6, the second control device 120 can calculate the in-cylinder pressure P in the in-cylinder pressure calculation process M18. The engine torque Te calculated in the integration process M25 and the like are input to the in-cylinder pressure calculation process M18.

<Actions and Effects of the Second Embodiment>
According to the vehicle control device 100 of the second embodiment, in addition to the effects described in (1-1) to (1-4) above, the following effects can be obtained.

(2-1) The second control device 120 receives the detection signal of the first motor angle sensor 61 configured to detect the rotation angle of the input shaft 51 or the rotor 53a and executes Hilbert processing. The second control device 120 then calculates the sum of the resonance influence torque Tdmp and the engine inertia torque Tei as the engine torque Te. The second control device 120 can easily synchronize the detection signal of the crank angle sensor 31 and the detection signal of the first motor angle sensor 61 by using the information acquisition timing TMd.

(2-2) The rectangular pulse signal, which is the detection signal of the crank angle sensor 31, is converted to a sine wave. In Hilbert processing, a Fourier transform is used. It is easier to perform a Fourier transform on a sine wave than on a rectangular pulse signal. Therefore, according to this embodiment, Hilbert processing can be easily performed.

(Example of change)
Common modifiable elements in each of the above embodiments include the following: The following modified examples can be implemented in combination with each other to the extent that no technical contradiction occurs.

- In the first embodiment described above, the problem of delay between the time when the second control device 120 transmits information and the time when the first control device 110 receives the information is solved by using the information acquisition time TMd. However, in cases where the problem of delay can be ignored, the information acquisition time TMd can be omitted.

- In the first and second embodiments described above, the calculated value of the output torque of the first motor generator 53 is acquired as the first motor torque Tmg1, but this is not limited to this. For example, the command value of the output torque for the first motor generator 53 may be acquired as the first motor torque Tmg1.

- In the first and second embodiments described above, if the power transmission device 50 is provided with a sensor that detects the rotation angle of the input shaft 51 of the power transmission device 50, the rotation angular velocity calculated based on the output signal of the sensor may be used as the input shaft rotation angular velocity ωinp.

In each of the above embodiments, the derivation timing TMa does not have to be variable. In this case, the engine 20 does not have to be a spark ignition type.
The configuration of the power transmission device 50 described in the first embodiment may be modified as appropriate. For example, the power transmission device 50 may be configured to include only one motor generator.

- In the first and second embodiments described above, the torque reduction process is a process of retarding the ignition timing TMi for the cylinder 22 that generates a large engine torque Te. Alternatively, the torque reduction process may be a process of reducing the fuel injection amount for the cylinder 22 that generates a large engine torque Te.

- In the first and second embodiments described above, when the engine torque difference is equal to or greater than a threshold value, the control device 100 executes a torque reduction process for a cylinder 22 that generates a larger engine torque Te than the other cylinders 22 among the multiple cylinders 22. Alternatively, or in addition, when the engine torque difference is equal to or greater than a threshold value, the control device 100 may execute a torque increase process for a cylinder 22 that generates a smaller engine torque Te than the other cylinders 22 among the multiple cylinders 22. The torque increase process may be a process of advancing the ignition timing TMi for the cylinder 22 that generates a smaller engine torque Te. The torque increase process may be a process of increasing the fuel injection amount for the cylinder 22 that generates a smaller engine torque Te.

- In the first and second embodiments described above, the control device 100 executes the engine rotation angular velocity acquisition process M13 at a predetermined cycle. Therefore, when the engine torque difference is equal to or greater than the threshold value, the torque reduction process is always executed (see FIG. 3). However, the torque reduction process may be executed only when, for example, the in-cylinder pressure calculation process M18 is requested. In other words, the torque reduction process may be executed as needed.

In the second embodiment, the detection signal of the crank angle sensor 31 is a rectangular pulse signal, and the first control device 110 converts the rectangular pulse signal into a corresponding sine wave. The process of converting the rectangular pulse signal into a corresponding sine wave may be omitted.

- When the hybrid vehicle 10 is traveling on a rough road, there is a possibility that an external disturbance may be input from the axle 74a. In such a case, this may affect the above-mentioned in-cylinder pressure calculation process M18. In such a case, the external disturbance input from the axle 74a is considered to appear as damper torsional resonance. The control device 100 may detect the damper torsional resonance from the difference between the engine rotational angular velocity ωe and the input shaft rotational angular velocity ωinp. The control device 100 may stop learning the ignition timing TMi, etc., when the damper torsional resonance is greater than a predetermined value.

・The control device 100 is not limited to a device equipped with a CPU and a ROM and executing software processing. For example, it may be equipped with a dedicated hardware circuit such as an ASIC that processes at least a part of the software processing executed in the above embodiment. That is, the control device 100 may have any of the following configurations (a) to (c). (a) It is equipped with a processing device that executes all of the above processing according to a program, and a program storage device such as a ROM that stores the program. (b) It is equipped with a processing device and a program storage device that executes part of the above processing according to a program, and a dedicated hardware circuit that executes the remaining processing. (c) It is equipped with a dedicated hardware circuit that executes all of the above processing. Here, there may be multiple software execution devices equipped with a processing device and a program storage device, and multiple dedicated hardware circuits. That is, the above processing may be executed by a processing circuit that includes at least one of one or more software execution devices and one or more dedicated hardware circuits. The program storage device, i.e., the computer-readable medium, includes any available medium that can be accessed by a general-purpose or dedicated computer.

Reference Signs List 10 hybrid vehicle 20 engine 21 crankshaft 31 crank angle sensor 40 damper 50 power transmission device 51 input shaft 53 first motor generator 53a rotor 61 first motor angle sensor 100 control device 110 first control device 120 second control device

Claims (5)

A control device for a vehicle comprising: an engine having a plurality of cylinders; a damper connected to a crankshaft of the engine; a power transmission device having an input shaft connected to the damper and a rotor configured to rotate in synchronization with the input shaft; a first sensor configured to output a detection signal indicating that the crankshaft has rotated a predetermined angular interval each time the crankshaft rotates a predetermined angular interval; and a second sensor configured to detect a rotation angle of the input shaft or the rotor,
A processing circuit is provided, the processing circuit comprising:
a first sensor detection signal acquisition process for acquiring a detection signal of the first sensor;
a first rotation angle derivation process for deriving a value of the rotation angle of the crankshaft for each preset angle interval smaller than the predetermined angle interval by performing Hilbert processing on the detection signal of the first sensor;
a first rotational angular velocity derivation process for deriving a rotational angular velocity of the crankshaft as an engine rotational angular velocity based on the value of the rotational angle of the crankshaft for each of the predetermined angle intervals;
a first inertia torque calculation process for calculating an engine inertia torque based on the engine rotation angular velocity;
a transmission device side rotational angular velocity acquisition process for acquiring a rotational angular velocity of the input shaft or the rotating body as a transmission device side rotational angular velocity based on a detection signal of the second sensor;
a resonance influence torque calculation process for calculating a resonance influence torque, which is a torque caused by resonance generated in the power transmission device, based on the transmission device side rotational angular velocity;
a first engine torque calculation process for calculating a sum of the resonance influence torque and the engine inertia torque as an engine torque that is an output torque of the engine;
a second rotation angle derivation process for deriving a value of the rotation angle of the crankshaft for each of the predetermined angle intervals without performing the Hilbert processing on the detection signal of the first sensor;
a second rotational angular velocity derivation process for deriving a rotational angular velocity of the crankshaft as an engine rotational angular velocity based on the value of the rotational angle of the crankshaft at each of the predetermined angle intervals;
a second inertia torque calculation process for calculating a second engine inertia torque based on the engine rotational angular velocity derived in the second rotational angular velocity derivation process;
a second engine torque calculation process for calculating a sum of the resonance influence torque and the second engine inertia torque as a second engine torque which is an output torque of the engine;
an engine torque difference calculation process for calculating an engine torque difference which is a difference between the magnitudes of the second engine torques at the times when combustion occurs in each of the plurality of cylinders,
The processing circuitry is configured to perform the Hilbert processing if the engine torque difference is less than a threshold.
Vehicle control device. A control device for a vehicle comprising: an engine having a plurality of cylinders; a damper connected to a crankshaft of the engine; a power transmission device having an input shaft connected to the damper and a rotor configured to rotate in synchronization with the input shaft; a first sensor configured to output a detection signal indicating that the crankshaft has rotated a predetermined angular interval each time the crankshaft rotates a predetermined angular interval; and a second sensor configured to detect a rotation angle of the input shaft or the rotor,
A processing circuit is provided, the processing circuit comprising:
A first sensor detection signal acquisition process for acquiring a detection signal of the first sensor;
a first rotation angle derivation process for deriving a value of the rotation angle of the crankshaft for each preset angle interval smaller than the predetermined angle interval by performing Hilbert processing on the detection signal of the first sensor;
a first rotational angular velocity derivation process for deriving a rotational angular velocity of the crankshaft as an engine rotational angular velocity based on the value of the rotational angle of the crankshaft for each of the predetermined angle intervals;
a first inertia torque calculation process for calculating an engine inertia torque based on the engine rotation angular velocity;
a transmission device side rotational angular velocity acquisition process for acquiring a rotational angular velocity of the input shaft or the rotating body as a transmission device side rotational angular velocity based on a detection signal of the second sensor;
a resonance influence torque calculation process for calculating a resonance influence torque, which is a torque caused by resonance generated in the power transmission device, based on the transmission device side rotational angular velocity;
a first engine torque calculation process for calculating a sum of the resonance influence torque and the engine inertia torque as an engine torque that is an output torque of the engine;
a second rotation angle derivation process for deriving a value of the rotation angle of the crankshaft for each of the predetermined angle intervals without performing the Hilbert processing on the detection signal of the first sensor;
a second rotational angular velocity derivation process for deriving a rotational angular velocity of the crankshaft as an engine rotational angular velocity based on the value of the rotational angle of the crankshaft at each of the predetermined angle intervals;
a second inertia torque calculation process for calculating a second engine inertia torque based on the engine rotational angular velocity derived in the second rotational angular velocity derivation process;
a second engine torque calculation process for calculating a sum of the resonance influence torque and the second engine inertia torque as a second engine torque which is an output torque of the engine;
an engine torque difference calculation process for calculating an engine torque difference which is a difference between the magnitudes of the second engine torques at the times when combustion occurs in each of the plurality of cylinders,
the processing circuit is configured to execute a torque reduction process on a cylinder that generates the second engine torque larger than other cylinders among the plurality of cylinders when the engine torque difference is equal to or larger than a threshold value,
The processing circuitry is configured to perform the Hilbert processing if the engine torque difference is less than a threshold.
Vehicle control device. the processing circuitry includes a first controller configured to receive a detection signal of the first sensor; and a second controller configured to receive a detection signal of the second sensor and to communicate with the first controller;
The first control device is
a first sensor detection signal acquisition process for acquiring the detection signal of the first sensor;
a transmission process of transmitting the acquired detection signal of the first sensor and an information acquisition time, which is an acquisition time of the detection signal of the first sensor, to the second control device;
is configured to run
The second control device is
a first rotation angle derivation process for deriving a value of the rotation angle of the crankshaft for each preset angle interval smaller than the predetermined angle interval by performing the Hilbert processing on the detection signal of the first sensor;
the first rotational angular velocity derivation process deriving the engine rotational angular velocity based on the value of the rotational angle of the crankshaft for each of the predetermined angle intervals;
a first inertia torque calculation process for calculating the engine inertia torque based on the engine rotation angular velocity;
a transmission device side rotational angular velocity acquisition process for acquiring the transmission device side rotational angular velocity based on a detection signal of the second sensor;
a resonance affecting torque calculation process for calculating the resonance affecting torque based on the transmission device side rotational angular velocity;
a first engine torque calculation process for calculating a sum of the resonance influence torque and the engine inertia torque as the engine torque, which is an output torque of the engine;
is configured to run
The second control device is configured to, in the first engine torque calculation process, select the engine inertia torque based on the value of the rotation angle of the crankshaft derived at a given derivation time based on the information acquisition time received from the first control device, and calculate the sum of the selected engine inertia torque and the resonance influence torque calculated at the given derivation time as the engine torque.
The vehicle control device according to claim 1 or 2 . the detection signal of the first sensor is a rectangular pulse signal,
The first controller is configured to convert the rectangular pulse signal into a corresponding sine wave and transmit the sine wave signal to the second controller;
The second controller is configured to perform the Hilbert processing on the signal in the form of a sine wave.
The vehicle control device according to claim 3 . The processing circuitry includes:
an in-cylinder pressure calculation process for calculating an in-cylinder pressure, which is a pressure in the plurality of cylinders, based on the engine torque calculated through the Hilbert processing;
A process of controlling the engine based on the in-cylinder pressure;
is configured to further
The vehicle control device according to any one of claims 1 to 4 .

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