Control system of a vehicle

Abstract

The present application relates to a control system of a vehicle. The control system includes a first control device and a second control device. The second control device transmits a resonance influence torque or a first motor rotational angular velocity and an information acquisition time that is a time at which the first motor rotational angular velocity is acquired to the first control device. The first control device calculates an engine inertia torque based on an engine rotational angular velocity. The first control device selects, based on the received information acquisition time, a resonance influence torque that is based on the first motor rotational angular velocity acquired at a predetermined derivation time, and derives a sum of the resonance influence torque and the engine inertia torque calculated based on the engine rotational angular velocity derived at the predetermined derivation time as an engine torque.

Description

TECHNICAL FIELD

[0001] The present application relates to a control system of a vehicle that has a function of estimating engine torque, which is an output torque of an engine. BACKGROUND

[0002] Japanese Unexamined Patent Application Publication No. 2008-57492 describes an example of a vehicle that includes an engine, a damper connected to a crankshaft of the engine, and a power transmission device. The power transmission device has an input shaft connected to the damper and a motor generator. A rotor of the motor generator rotates in synchronization with the input shaft.

[0003] The vehicle control system includes a first control device that controls the engine and a second control device that controls the power transmission device. The first control device receives a detection signal from a crank angle sensor as an input. The second control device receives a detection signal from a rotational position detection sensor as an input. The crank angle sensor detects a rotation angle of the crankshaft and outputs the detection signal in accordance with a rotational speed of the crankshaft. The rotational position detection sensor detects a rotation angle of the rotor in the motor generator and outputs the detection signal in accordance with a rotational speed of the rotor.

[0004] The output of the engine is input to the input shaft of the power transmission device via the damper. At this time, when the engine torque fluctuates, torsional vibration occurs in the damper, and resonance caused by the torsional vibration can occur in the input shaft of the power transmission device. When such resonance occurs in the input shaft of the power transmission device, a resonance-influencing torque, which is a torque caused by the resonance, is input to the crankshaft. As a result, the rotational angular velocity of the crankshaft fluctuates.

[0005] To this end, when the engine torque is calculated using the rotational angular velocity of the crankshaft, the resonance-influencing torque needs to be considered to calculate the engine torque. In other words, an engine inertial torque is calculated based on a value obtained by calculating a time derivative of the rotational angular velocity of the crankshaft. The resonance-influencing torque is calculated based on a value obtained by calculating a time derivative of the rotational angular velocity of the input shaft of the power transmission device and a value obtained by calculating a time derivative of the rotational angular velocity of the motor generator. Then, a sum of the engine inertial torque and the resonance-influencing torque is calculated as the engine torque. SUMMARY

[0006] To calculate the engine torque by the first control device, a case where information required to calculate the resonance-influencing torque can be transmitted from the second control device and received by the first control device can be considered. Examples of the information required to calculate the resonance-influencing torque can include the rotational angular velocity of the input shaft of the power transmission device and the rotational angular velocity of the motor generator.

[0007] In this case, the first control device calculates the resonance-influencing torque based on the latest information received from the second control device, and calculates the engine inertia torque using the latest value of the rotational angular velocity of the crankshaft. Then, the first control device calculates the sum of the calculated value of the latest resonance-influencing torque and the calculated value of the latest engine inertia torque as the engine torque.

[0008] However, when the information is sent from the second control device to the first control device, a delay due to the communication occurs. For this reason, a deviation occurs between the timing of detection of the information used to calculate the resonance-influencing torque and the timing of detection of the rotational angular velocity of the crankshaft used to calculate the engine inertia torque. In other words, the sum of the resonance-influencing torque at the first timing and the engine inertia torque at the second timing different from the first timing is calculated as the engine torque. Therefore, there is room for improvement in terms of improving the calculation accuracy of the engine torque.

[0009] The same problem occurs when the resonance-influencing torque is calculated by the second control device, sent from the second control device, and received by the first control device.

[0010] One aspect of the present application is a control system of a vehicle. The control system includes: an engine mounted on the vehicle; a damper connected to a crankshaft of the engine; a power transmission device having an input shaft connected to the damper and a rotating body that rotates in synchronization with the input shaft; a first sensor configured to detect a rotation angle of the crankshaft; a second sensor configured to detect a rotation angle of the input shaft or the rotating body; a first control device configured to receive a detection signal of the first sensor as an input; and a second control device configured to receive a detection signal of the second sensor as an input and communicate with the first control device. The second control device is configured to execute a transmission device side rotation angular velocity acquisition process for acquiring a 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. The second control device is configured to execute a transmission process for transmitting, to the first control device, a resonance affecting torque or the transmission device side rotation angular velocity and an information acquisition time point that is a time point of acquisition of the transmission device side rotation angular velocity. The resonance affecting torque is a torque caused by resonance occurring in the power transmission device and is calculated based on the transmission device side rotation angular velocity. The first control device is configured to execute: a rotation angular velocity derivation process for deriving a rotation angular velocity of the crankshaft as an engine rotation angular velocity based on the detection signal of the first sensor; an inertial torque calculation process for calculating an engine inertial torque based on the engine rotation angular velocity; and an engine torque calculation process for calculating a sum of the resonance affecting torque and the engine inertial torque as an engine torque, the engine torque being an output torque of the engine. The first control device is configured to select, in the engine torque calculation process, the resonance affecting torque based on the transmission device side rotation angular velocity acquired at a predetermined derivation time point and calculate a sum of the resonance affecting torque and the engine inertial torque calculated based on the engine rotation angular velocity derived at the derivation time point as the engine torque, based on the information acquisition time point received from the second control device.

[0011] With the above-described configuration, when the engine torque is calculated in the engine torque calculation process, the following values are used:

[0012] - the engine inertial torque calculated based on the engine rotation angular velocity acquired at a predetermined derivation time point.

[0013] - the resonance affecting torque calculated based on the transmission device side rotation angular velocity acquired at a predetermined derivation time point.

[0014] In other words, in the above-described configuration, the engine torque is calculated using the synchronized engine inertia torque and the resonance-influencing torque. Thus, the calculation accuracy of the engine torque can be improved.

[0015] In the above-described aspect, the engine can be a spark-ignition type engine, and the first control device can execute a derivation timing adjustment process for advancing the derivation timing when the ignition timing of the engine is advanced.

[0016] For example, even when the engine is operating normally, the actual value of the engine torque pulsates. In other words, the actual value of the engine torque increases after the ignition timing, and the actual value of the engine torque decreases after increasing to a maximum value.

[0017] With the above-described configuration, the derivation timing varies depending on the ignition timing of the engine. Thus, even when the ignition timing changes, the amount of deviation between the ignition timing and the derivation timing can be prevented from changing.

[0018] In the above-described aspect, the second control device can execute a resonance-influencing torque calculation process for calculating the resonance-influencing torque based on the transmission-side rotational angular velocity, and transmit the resonance-influencing torque and an information acquisition timing, which is an acquisition timing of the transmission-side rotational angular velocity used to calculate the resonance-influencing torque, to the first control device in the transmission process.

[0019] With the above-described configuration, the second control device calculates the resonance-influencing torque based on the transmission-side rotational angular velocity. Then, the information acquisition timing, which is the acquisition timing of the transmission-side rotational angular velocity used to calculate the resonance-influencing torque, and the resonance-influencing torque are transmitted from the second control device and received by the first control device. For this reason, the first control device can grasp the timing at which the transmission-side rotational angular velocity used to calculate the resonance-influencing torque received from the second control device is acquired. Thus, the first control device can calculate the engine torque using the synchronized engine inertia torque and the resonance-influencing torque.

[0020] In the above-described aspect, the power transmission device can have a motor generator, a rotor of the motor generator can be a rotating body that rotates in synchronization with the input shaft, and the second sensor can detect a rotational angle of the rotating body. The second control device can acquire a rotational angular velocity of the rotating body as the transmission-side rotational angular velocity in a transmission-side rotational angular velocity acquisition process, and transmit a motor torque, which is an output torque of the motor generator, the rotational angular velocity of the rotating body, the rotational angular velocity of the input shaft, and an information acquisition timing, which is an acquisition timing of the rotational angular velocity of the rotating body, to the first control device in the transmission process. The first control device can execute a resonance-influencing torque calculation process for calculating the resonance-influencing torque based on the motor torque, the rotational angular velocity of the rotating body, and the rotational angular velocity of the input shaft received from the second control device.

[0021] With the above-described configuration, the motor torque, the rotational angular velocity of the rotating body, and the rotational angular velocity of the input shaft are sent to the first control device. The first control device calculates the resonance-influencing torque based on the information received from the second control device. Then, the first control device calculates the sum of the calculated value of the resonance-influencing torque, which is calculated based on the rotational angular velocity of the rotating body acquired at a predetermined derivation timing, and the engine inertia torque, which is calculated based on the engine rotational angular velocity derived at the derivation timing, as the engine torque.

[0022] In the above aspect, the second control device can execute a motor torque acquisition process for acquiring a calculated value of the output torque of the motor generator as the motor torque based on a motor current value, which is a value indicating a current flowing through the motor generator.

[0023] With the above-described configuration, the calculated value of the output torque of the motor generator can be used to calculate the resonance-influencing torque. BRIEF DESCRIPTION OF DRAWINGS

[0024] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, wherein the same reference numerals in different drawings denote the same element, and wherein:

[0025] Figure 1 is a configuration diagram schematically showing a hybrid vehicle to which a control system according to a first embodiment is applied;

[0026] Figure 2 is a block diagram describing each process executed by the first control device and each process executed by the second control device in the control system according to the first embodiment;

[0027] Figure 3 is a flowchart describing an engine torque calculation process;

[0028] Figure 4 is a graph showing a transition of an actual value of the engine torque;

[0029] Figure 5 is a block diagram describing each process executed by the first control device and each process executed by the second control device in the control system according to the second embodiment;

[0030] Figure 6 is a configuration diagram showing a drive system of a vehicle to which a control system according to a third embodiment is applied;

[0031] Figure 7 is a model diagram of an engine of the control system to which a modification example is applied; and

[0032] Figure 8 is a graph showing a transition of torque generated by the engine. DETAILED DESCRIPTION

[0033] First Embodiment

[0034] Hereinafter, a first embodiment of a vehicle control system will be described with reference to Figures 1 to 4 A first embodiment of a vehicle control system will be described. As shown in Figure 1 The control system 100 according to the present embodiment is applied to a hybrid vehicle 10.

[0035] Overall Configuration of Hybrid Vehicle 10

[0036] 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 of torque output from the engine 20 and transmitting the fluctuations to the power transmission device 50.

[0037] The engine 20 is a spark-ignition type engine. The engine 20 includes a plurality of cylinders 22, an intake passage 23 through which intake air introduced into each cylinder 22 flows, and a throttle valve 24 arranged in the intake passage 23. The throttle valve 24 adjusts an intake air amount, which is a flow rate of intake air in the intake passage 23.

[0038] The engine 20 is provided with a fuel injection valve 25 and an ignition device 26 for each cylinder. In each cylinder 22, an air-fuel mixture containing fuel injected from the fuel injection valve 25 and intake air is combusted by spark discharge of the ignition device 26. As described above, the crankshaft 21 rotates due to reciprocating motion of a piston in the cylinder 22 by combustion of the air-fuel mixture in the cylinder 22. In addition, exhaust gas generated in each cylinder 22 by combustion of the air-fuel mixture is discharged to an exhaust passage 27.

[0039] The engine 20 includes various types of sensors that output detection signals to the control system 100. Examples of the sensors can include a crank angle sensor 31 and a cam angle sensor 32. The crank angle sensor 31 detects a rotation angle of the crankshaft 21 and outputs a detection signal in accordance with a rotational speed of the crankshaft 21. In addition, the cam angle sensor 32 detects a rotation angle of a camshaft that rotates in synchronization with the crankshaft 21 and outputs a detection signal in accordance with a rotational speed of the camshaft. In the present embodiment, the crank angle sensor 31 corresponds to the "first sensor".

[0040] The power transmission apparatus 50 includes an input shaft 51 connected to the damper 40 and a planetary gear mechanism 52. The planetary gear mechanism 52 has a sun gear 52s, a ring gear 52r, and a plurality of pinions 52p that are engaged with both the sun gear 52s and the ring gear 52r. Each pinion 52p is supported by a carrier 52c in a state in which it can rotate on its own and revolve around the sun gear 52s. The input shaft 51 is connected to the carrier 52c.

[0041] The power transmission apparatus 50 includes a first motor generator 53. A rotor 53a of the first motor generator 53, which is a rotor, 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.

[0042] The power transmission apparatus 50 includes a gear mechanism 54 and a second motor generator 55. The gear mechanism 54 has an intermediate drive gear 54a, an intermediate driven gear 54b, and a reduction gear 54c. The intermediate drive gear 54a rotates integrally with the ring gear 52r. The intermediate driven gear 54b is engaged with the intermediate drive gear 54a. The reduction gear 54c is engaged with the intermediate driven gear 54b. The reduction gear 54c is connected to a rotor 55a, which is a rotor of the second motor generator 55.

[0043] The power transmission apparatus 50 includes various types of sensors that output detection signals to the control system 100. Examples of the sensors can include a first motor angle sensor 61 and a second motor angle sensor 62. The first motor angle sensor 61 detects a rotation angle of the rotor 53a of the first motor generator 53 and outputs a detection signal in accordance with a rotational speed of the rotor 53a. The second motor angle sensor 62 detects a rotation angle of the rotor 55a of the second motor generator 55 and outputs a detection signal in accordance with a rotational speed of the rotor 55a. In the present embodiment, the first motor angle sensor 61 corresponds to the "second sensor", and the rotor 53a of the first motor generator 53 corresponds to the "rotating body" that rotates in synchronization with the input shaft 51.

[0044] The hybrid vehicle 10 includes a final drive gear 71 that rotates integrally with the intermediate driven gear 54b and a final driven gear 72 that is engaged with the final drive gear 71. The final drive gear 71 is connected to an axle 74a of a drive wheel 74 via an operation mechanism 73.

[0045] The hybrid vehicle 10 includes a first inverter 11 that is an inverter of the first motor generator 53 and a second inverter 12 that is an inverter of the second motor generator 55. In other words, the first motor generator 53 is driven by controlling the first inverter 11, and the second motor generator 55 is driven by controlling the second inverter 12.

[0046] Configuration of control system 100

[0047] As shown in FIG. 1, control system 100 includes a first control device 110 that controls engine 20 and a second control device 120 that controls power transmission device 50. First control device 110 receives detection signals from various sensors included in engine 20 as inputs. Second control device 120 receives detection signals from various sensors included in power transmission device 50 as inputs. In other words, first control device 110 receives detection signals of crank angle sensor 31 and cam angle sensor 32 as inputs. Second control device 120 receives detection signals of first motor angle sensor 61 and second motor angle sensor 62 as inputs. Figure 1

[0048] Control system 100 includes a signal line 101 for transmitting a crank counter CNTcr acquired by first control device 110 to second control device 120. Crank counter CNTcr is a value counted each time a rotation angle of crankshaft 21 increases by a predetermined rotation angle. Then, when one cycle of engine 20 is completed, crank counter CNTcr is reset to "0". For example, in one cycle of engine 20, crank counter CNTcr is counted to "15".

[0049] Signal line 101 is a signal line dedicated to transmitting crank counter CNTcr from first control device 110. For this reason, a delay that occurs when crank counter CNTcr is transmitted to second control device 120 using signal line 101 is sufficiently limited within a range where the delay does not affect execution of various processes based on crank counter CNTcr.

[0050] Control system 100 includes a CAN communication line 102 for transmitting and receiving various types of information between control devices 110 and 120. CAN communication line 102 is used for transmitting and receiving information among a large number of control devices installed on hybrid vehicle 10. For this reason, for example, when information obtained by second control device 120 is transmitted to first control device 110 via CAN communication line 102, a delay occurs between a time when the information is transmitted by second control device 120 and a time when the information is received by first control device 110.

[0051] Each of control devices 110, 120 includes a CPU, a ROM, and a storage device that is an electrically rewritable nonvolatile memory (none of which is shown). The ROM stores a control program executed by the CPU. The storage device stores various calculation results of the CPU and the like.

[0052] Processing contents in control system 100

[0053] ​The first control device 110 of the control system 100 calculates an 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 further calculates the engine torque Te using information acquired by the second control device 120.

[0054] Referring to Figure 2 Each process performed by the control devices 110, 120 for calculating the engine torque Te will be described. First, various processes performed by the second control device 120 will be described.

[0055] The second control device 120 performs a motor rotation speed acquisition process M21. In other words, the second control device 120 acquires a first motor rotation speed Nmg1, which is the rotation speed of the rotor 53a of the first motor generator 53, based on a detection signal of the first motor angle sensor 61. The second control device 120 acquires a second motor rotation speed Nmg2, which is the rotation speed of the rotor 55a of the second motor generator 55, based on a detection signal of the second motor angle sensor 62. The second control device 120 repeatedly performs the motor rotation speed acquisition process M21 at a predetermined cycle to calculate the first motor rotation speed Nmg1 and the second motor rotation speed Nmg2.

[0056] The second control device 120 performs a first motor control process M22 for controlling 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. Further, the second control device 120 acquires a first motor current value Img1, which is a value indicative of the current flowing through the first motor generator 53.

[0057] The second control device 120 performs an information acquisition process M23 for calculating or acquiring information sent to the first control device 110. In the present embodiment, the information acquisition process M23 includes a first motor torque acquisition process M231, a motor rotation angular velocity acquisition process M232, and an input shaft rotation angular velocity calculation process M233.

[0058] In the first motor torque acquisition process M231, the second control device 120 acquires a first motor torque Tmg1, which is the output torque of the first motor generator 53. In the present embodiment, the second control device 120 acquires a calculated value of the output torque of the first motor generator 53 as the first motor torque Tmg1 based on the first motor current value Img1 acquired in the first motor control process M22.

[0059] The second control device 120 repeatedly executes the first motor torque acquisition process M231 at predetermined intervals. For example, each time the crank counter CNTcr transmitted from the first control device 110 changes, the second control device 120 executes the first motor torque acquisition process M231 to acquire the first motor torque Tmg1.

[0060] In the motor rotational angular velocity acquisition process M232, the second control device 120 acquires a first motor rotational angular velocity ωmg1, which is a rotational angular velocity of the rotor 53a of the first motor generator 53. Further, the second control device 120 acquires a second motor rotational angular velocity ωmg2, which is a rotational angular velocity of the rotor 55a of the second motor generator 55. In the present 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, as the first motor rotational angular velocity ωmg1, a value obtained by calculating a time derivative of the first motor rotational speed Nmg1, and acquires, as the second motor rotational angular velocity ωmg2, a value obtained by calculating a time derivative of the second motor rotational speed Nmg2.

[0061] The second control device 120 executes the motor rotational angular velocity acquisition process M232 at predetermined intervals. For example, each time the crank counter CNTcr transmitted from the first control device 110 changes, the second control device 120 executes the motor rotational angular velocity acquisition process M232 to acquire the first motor rotational angular velocity ωmg1 and the second motor rotational angular velocity ωmg2.

[0062] As described above, in the present embodiment, the first motor angle sensor 61 corresponds to the "second sensor". For this reason, the first motor rotational angular velocity ωmg1 corresponds to the "transmission device side rotational angular velocity", which is acquired based on a detection signal of the first motor angle sensor 61. Further, the motor rotational angular velocity acquisition process M232 for acquiring the first motor rotational angular velocity ωmg1 corresponds to the "transmission device side rotational angular velocity acquisition process".

[0063] In the input shaft rotational angular velocity calculation process M233, the second control device 120 calculates an input shaft rotational angular velocity ωinp, which is a rotational angular velocity of the input shaft 51 of the power transmission device 50. In other words, the second control device 120 calculates the input shaft rotational angular velocity ωinp on the basis of 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 an input shaft rotational speed Ninp by inputting the first motor rotational speed Nmg1 and the second motor rotational speed Nmg2 into the following relational equation (Equation 1). In the relational equation (Equation 1), "p" is a gear ratio of the planetary gear mechanism 52. The gear ratio p of the planetary gear mechanism 52 is a value obtained by dividing the number of teeth of the sun gear 52s by the number of teeth of the ring gear 52r. Further, "Gr" is a gear ratio of the gear mechanism 54 of the power transmission device 50.

[0064]

[0065] Then, the second control device 120 calculates the input shaft rotational angular velocity ωinp by inputting the input shaft rotational speed Ninp into the following relational equation (Equation 2):

[0066]

[0067] The second control device 120 executes the input shaft rotational angular velocity calculation process M233 at predetermined intervals. For example, each time the crank counter CNTcr changes from the first control device 110, the second control device 120 executes the input shaft rotational angular velocity calculation process M233 to acquire the input shaft rotational angular velocity ωinp.

[0068] The second control device 120 executes the transmission process M24. In the transmission process M24, the second control device 120 transmits information required for the first control device 110 to calculate the engine torque Te to the first control device 110. In the present embodiment, the second control device 120 outputs 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, which are associated with each other, to the CAN communication line 102. In the present embodiment, the second control device 120 outputs the crank counter CNTcr at the time of acquisition of the transmitted first motor rotational angular velocity ωmg1 as the information acquisition time TMD to the CAN communication line 102.

[0069] The information acquired in 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. Then, the first control device 110 receives the information and the information acquisition time TMD via the CAN communication line 102.

[0070] Next, various processes performed by the first control device 110 will be described. The first control device 110 performs a crank counter derivation process Ml 1 for deriving a crank counter CNTcr. In other words, the first control device 110 monitors a crank angle, which is a rotational angle of the crankshaft 21, based on a detection signal of the crank angle sensor 31. Then, every time the crank angle increases by a predetermined angle, the first control device 110 increases the crank counter CNTcr by "1". Furthermore, when one cycle of the engine 20 is completed, the first control device 110 resets the crank counter CNTcr to "0".

[0071] The first control device 110 performs an ignition timing adjustment process M12 for changing the ignition timing TMi in accordance with an 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 a case where the engine 20 is not warmed up. 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.

[0072] The first control device 110 performs an engine rotational angular velocity acquisition process M13 for acquiring an engine rotational angular velocity ωe, which is a rotational angular velocity of the crankshaft 21. In the engine rotational angular velocity acquisition process M13, the first control device 110 calculates an engine speed Ne, which is a rotational speed of the crankshaft 21, based on a detection signal of the crank angle sensor 31. Then, the first control device 110 acquires, as the engine rotational angular velocity ωe, a value obtained by calculating a time derivative of the engine speed Ne.

[0073] The first control device 110 performs the engine rotational angular velocity acquisition process M13 at predetermined intervals. For example, every time the crank counter CNTcr changes, the first control device 110 performs the engine rotational angular velocity acquisition process M13 to acquire the engine rotational angular velocity ωe.

[0074] The first control device 110 performs an inertial torque calculation process M14 for calculating an engine inertial torque Tei, which is an inertial torque of the engine 20. For example, the first control device 110 calculates the engine inertial torque Tei by inputting the engine rotational angular velocity ωe acquired in the engine rotational angular velocity acquisition process M13 to the following relational equation (Equation 3). In the relational equation (Equation 3), "Ie" is a moment of inertia of the engine 20. In other words, the first control device 110 can calculate the engine inertial torque Tei using a value obtained by calculating a time derivative of the engine rotational angular velocity ωe.

[0075]

[0076] The first control device 110 executes the inertial torque calculation process M14 at predetermined intervals. For example, the first control device 110 executes the inertial torque calculation process M14 to acquire the engine inertial torque Tei each time the crank counter CNTcr changes.

[0077] 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, when the engine torque fluctuates, torsional vibration can occur in the damper 40, and resonance caused by the torsional vibration can occur in the input shaft 51. When such resonance occurs in the input shaft 51, a torque caused by the resonance is input to the crankshaft 21. In the present embodiment, the torque caused by the resonance that occurs in the power transmission device 50 in this way is referred to as a "resonance-influenced torque".

[0078] The first control device 110 executes a resonance-influenced torque calculation process M15 for calculating the resonance-influenced torque Tdmp. In the resonance-influenced torque calculation process M15, the first control device 110 calculates the resonance-influenced torque Tdmp on the basis of the information received via the CAN communication line 102, namely, the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp. For example, the first control device 110 calculates the resonance-influenced torque Tdmp by inputting the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp to 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. With the relational equation (Equation 4), the first control device 110 can calculate the resonance-influenced torque Tdmp using a value obtained by calculating the time derivative of the input shaft rotational angular velocity ωinp and a value obtained by calculating the time derivative of the first motor rotational angular velocity ωmg1.

[0079]

[0080] The first control device 110 executes the resonance-influenced torque calculation process M15 at predetermined intervals. For example, the first control device 110 executes the resonance-influenced torque calculation process M15 to calculate the resonance-influenced torque Tdmp each time the first control device 110 receives the above-described information via the CAN communication line 102.

[0081] The first control device 110 executes the derivation timing adjustment process M16. In other words, the first control device 110 adjusts the derivation timing TMa based on 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, a timing at which the ignition timing TMI is delayed by a predetermined delay period ΔTM is set as the derivation timing TMa. As the delay period ΔTM, a period shorter in length than half of one cycle of the engine 20 is set.

[0082] When the ignition timing TMI arrives, the air-fuel mixture burns in the cylinder 22 by operation of the ignition device 26. Then, the actual value of the engine torque increases by the combustion of the air-fuel mixture. When the actual value of the engine torque reaches its peak, it decreases until the combustion of the air-fuel mixture in the next cylinder 22 starts. In other words, immediately after the ignition timing TMI, the influence of the combustion in the cylinder 22 is greatly reflected in the actual value of the engine torque. However, when delayed from the ignition timing TMI, the influence of the combustion in the cylinder 22 is difficult to reflect in the actual value of the engine torque. Therefore, the delay period ΔTM is set so that a timing at which the influence of the combustion in the cylinder 22 is greatly reflected in the actual value of the engine torque is set as the derivation timing TMa.

[0083] The first control device 110 executes the engine torque calculation process M17 for calculating the engine torque Te. In other words, the first control device 110 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. In the present 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.

[0084] Referring to Figure 3 The engine torque calculation process M17 will be described. In the engine torque calculation process M17, first, in step Sll, the first control device 110 selects, from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14, an engine inertia torque Tei(TMa) calculated based on the engine rotational angular velocity ωe derived at the derivation timing TMa. In other words, the first control device 110 selects, as the engine inertia torque Tei(TMa), the engine inertia torque Tei derived when the crank counter CNTcr is equal to the value indicating the derivation timing TMa.

[0085] Subsequently, in step S13, the first control device 110 selects a resonance- affecting torque Tdmp (TMa) from among the plurality of resonance-affecting torques Tdmp calculated in the resonance-affecting torque calculation process M15, which is calculated on the basis of the first motor angular velocity ωmg1 derived at the derivation time TMa. In other words, the first control device 110 selects the resonance-affecting torque Tdmp calculated on the basis of the first motor angular velocity ωmg1 at the information acquisition time Tmd equal to the derivation time TMa as the resonance-affecting torque Tdmp (TMa).

[0086] Then, in step S15, the first control device 110 calculates the sum of the engine inertia torque Tei (TMa) and the resonance-affecting torque Tdmp (TMa) as the engine torque Te (TMa). In other words, the first control device 110 calculates the engine torque Te (TMa) at the derivation time TMa. Thereafter, the first control device 110 temporarily ends the engine torque calculation process M17.

[0087] Effects and advantages in the first embodiment

[0088] The second control device 120 receives the detection signal of the first motor angle sensor 61 and the detection signal of the second motor angle sensor 62 as inputs. To this end, in the second control device 120, the first motor angular velocity ωmg1 and the input shaft angular velocity ωinp are derived. Further, the first motor torque Tmg1 is also acquired. In the present embodiment, the first motor angular velocity ωmg1, the input shaft angular velocity ωinp, and the first motor torque Tmg1 are information required to calculate the resonance-affecting torque Tdmp.

[0089] In the present embodiment, the second control device 120 transmits the first motor angular velocity ωmg1, the input shaft angular velocity ωinp, and the first motor torque Tmg1 associated with the information acquisition time Tmd to the first control device 110 via the CAN communication line 102.

[0090] By executing the resonance-affecting torque calculation process M15, the first control device 110 calculates the resonance-affecting torque Tdmp using the first motor angular velocity ωmg1, the input shaft angular velocity ωinp, and the first motor torque Tmg1 transmitted from the second control device 120. Further, by executing the inertia torque calculation process M14, the first control device 110 calculates the engine inertia torque Tei using the engine angular velocity ωe.

[0091] Here, when transmitting information using the CAN communication line 102, a delay occurs between the time when the information is transmitted from the second control device 120 and the time when the information is received by the first control device 110.

[0092] Therefore, in the present embodiment, based on the information acquisition timing TMD received by the first control device 110 and the first motor rotational angular velocity ωmg1, the input shaft rotational angular velocity ωinp, and the first motor torque Tmg1, the resonance influence torque Tdmp (TMa) calculated based on the first motor rotational angular velocity ωmg1 derived at the derivation timing TMa is selected from among the plurality of resonance influence torques Tdmp calculated in the resonance influence torque calculation process M15. Similarly, the engine inertia torque Tei (TMa) calculated based on the engine rotational angular velocity ωe derived at the derivation timing TMa is selected from among the plurality of engine inertia torques Tei calculated in the engine inertia torque calculation process M14. Then, the sum of the engine inertia torque Tei (TMa) and the resonance influence torque Tdmp (TMa) is calculated as the engine torque Te (TMa) at the derivation timing TMa.

[0093] In other words, in the present embodiment, the engine inertia torque Tei and the resonance influence torque Tdmp can be used to calculate the engine torque Te in synchronization. In this way, the calculation accuracy of the engine torque Te can be improved.

[0094] In the present embodiment, the advantageous effects described below can be further obtained.

[0095] (1-1) In the present embodiment, when the ignition timing TMi is advanced, the derivation timing TMa is advanced. On the other hand, when the ignition timing TMi is retarded, the derivation timing TMa is delayed. For this reason, when the ignition timing TMi changes, the amount of deviation between the ignition timing TMi and the derivation timing TMa can be prevented from changing. As a result, in the engine torque calculation process M17, the engine torque Te can be calculated in which the influence of the combustion of the air-fuel mixture in the cylinder 22 is reflected to the same degree.

[0096] In Figure 4 the actual value TeR of the engine torque when the air-fuel mixture combusts normally in the cylinder 22 is indicated by a solid line, and the transition of the actual value TeRa of the engine torque when misfire occurs in the cylinder 22 is indicated by a dashed line. When no misfire occurs in the cylinder 22, as indicated by the solid line in Figure 4 the actual value TeR of the engine torque sharply increases from the ignition timing TMi. Then, when the actual value TeR of the engine torque reaches its peak at the first timing TMf, the actual value TeR gradually decreases. On the other hand, when misfire occurs in the cylinder 22, as indicated by the dashed line in Figure 4

[0097] ​To this end, when misfire determination is performed using the engine torque Te, a first timing TMf or a timing before and after the first timing TMf can be set as the derivation timing TMa. When the ignition timing TMi changes, this first timing TMf also changes. In this regard, in the present embodiment, the derivation timing TMa is set in accordance with the ignition timing TMi. To this end, even when the ignition timing TMi changes, the first timing TMf or a timing before and after the first timing TMf can be set as the derivation timing TMa. Therefore, misfire determination can be performed with high accuracy.

[0098] (1-2) In the present embodiment, the first control device 110 calculates the resonance influence torque Tdmp. To this end, compared to a case where the second control device 120 calculates the resonance influence torque Tdmp, the control load on the second control device 120 can be reduced.

[0099] (1-3) In the present embodiment, a calculated value of the output torque of the first motor generator 53 based on a first motor current value Img1 indicating the current flowing through the first motor generator 53 is used as the first motor torque Tmg1. In this case, when the accuracy of the calculated value of the output torque is high, compared to a case where a command value of the output torque is used as the first motor torque Tmg1, the calculation accuracy of the resonance influence torque Tdmp can be improved.

[0100] Second Embodiment

[0101] A second embodiment of the control system of the vehicle will be described with reference to Figure 5 A second embodiment of the control system of the vehicle will be described with reference to

[0102] Reference will be made to Figure 5 , of the processes performed by the control devices 110, 120 for calculating the engine torque Te, a part different from the first embodiment will be mainly described. First, various processes performed by the second control device 120 will be described.

[0103] The second control device 120 performs an information acquisition process M23A for calculating or acquiring information transmitted to the first control device 110. In the present embodiment, in addition to the first motor torque acquisition process M231, the motor rotational angular velocity acquisition process M232, and the input shaft rotational angular velocity calculation process M233, the information acquisition process M23A also includes a resonance influence torque calculation process M234.

[0104] In the resonance-influencing torque calculation process M234, the second control device 120 calculates the resonance-influencing torque Tdmp. In other words, the second control device 120 calculates the resonance-influencing torque Tdmp by inputting the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp into the above-described relational equation (Equation 4).

[0105] The second control device 120 executes the resonance-influencing torque calculation process M234 at predetermined intervals. For example, each time the crank counter CNTcr changes, the second control device 120 executes the resonance-influencing torque calculation process M234 to calculate the resonance-influencing torque Tdmp.

[0106] The second control device 120 executes the transmission process M24A. In the transmission process M24A, the second control device 120 outputs the resonance-influencing torque Tdmp and the information acquisition time TMd, which are associated with each other, to the CAN communication line 102. In the present embodiment, the second control device 120 outputs the crank counter CNTcr at the time of acquisition of the first motor rotational angular velocity ωmg1, which is used to calculate the transmitted resonance-influencing torque Tdmp, as the information acquisition time TMd to the CAN communication line 102.

[0107] The resonance-influencing torque Tdmp and the information acquisition time TMd are transmitted from the second control device 120 in the CAN communication line 102. Then, the first control device 110 receives the resonance-influencing torque Tdmp and the information acquisition time TMd via the CAN communication line 102.

[0108] Next, a portion that is different from the process of the first embodiment will be described from among the various processes executed by the first control device 110. In the engine torque calculation process M17, the first control device 110 calculates the sum of the engine inertia torque Tei calculated in the inertia torque calculation process M14 and the resonance-influencing torque Tdmp received via the CAN communication line 102 as the engine torque Te. In the present embodiment, the first control device 110 calculates the engine torque Te using the derivation time TMa adjusted in the derivation time adjustment process M16 and the crank counter CNTcr.

[0109] In other words, as in the first embodiment, the first control device 110 selects an engine inertia torque Tei(TMa) from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14, which is calculated based on the engine rotational angular velocity ωe derived at the derivation time TMa. Further, the first control device 110 selects a resonance-influencing torque Tdmp(TMa) from among the plurality of resonance-influencing torques Tdmp received from the second control device 120, which is calculated based on the first motor rotational angular velocity ωmg1 derived at the derivation time TMa. For example, the first control device 110 selects the resonance-influencing torque Tdmp associated with the information acquisition time TMd (which is equal to the derivation time TMa) as the resonance-influencing torque Tdmp(TMa). Then, the first control device 110 calculates the sum of the engine inertia torque Tei(TMa) and the resonance-influencing torque Tdmp(TMa) as the engine torque Te(TMa).

[0110] Effects and advantages in the second embodiment

[0111] For the present embodiment, in addition to the effects equivalent to the effects (1-1) and (1-3) in the first embodiment, the following effects can be obtained.

[0112] (2-1) In the present embodiment, the second control device 120 calculates the resonance-influencing torque Tdmp. Then, in the state associated with the information acquisition time TMd, the resonance-influencing torque Tdmp is transmitted to the first control device 110 via the CAN communication line 102.

[0113] Based on the information acquisition time TMd received together with the resonance-influencing torque Tdmp, the first control device 110 selects a resonance-influencing torque Tdmp(TMa) from among the plurality of resonance-influencing torques Tdmp received, which is calculated based on the first motor rotational angular velocity ωmg1 derived at the derivation time TMa. Further, the first control device 110 selects an engine inertia torque Tei(TMa) from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14, which is calculated based on the engine rotational angular velocity ωe derived at the derivation time TMa. Then, the first control device 110 calculates the sum of the engine inertia torque Tei(TMa) and the resonance-influencing torque Tdmp(TMa) as the engine torque Te(TMa) at the derivation time TMa.

[0114] In other words, in this embodiment, the engine torque Te can be calculated using the synchronized engine inertia torque Tei and the resonance influence torque Tdmp. In this way, the calculation accuracy of the engine torque Te can be improved.

[0115] (2-2) In this embodiment, the second control device 120 calculates the resonance-influencing torque Tdmp. For this reason, the control load on the first control device 110 can be reduced compared to the case where the first control device 110 calculates the resonance-influencing torque Tdmp.

[0116] Third embodiment

[0117] Will refer to Figure 6 A third embodiment of a vehicle control system is described. In the following description, the parts different from each of the above embodiments will be mainly described, and the component configurations that are the same as or correspond to each of the above embodiments will be represented by the same reference numerals, and their repeated description will be omitted.

[0118] Figure 6 A drive system DR of a vehicle to which a control system 100B according to the present embodiment is applied is shown. The drive system DR includes an engine 20, a torque converter 80, and a transmission 90 as an example of a power transmission device.

[0119] The torque converter 80 is connected to the crankshaft 21 of the engine 20 and includes a lockup clutch 81 and a damper 82. When the lockup clutch 81 is engaged, the damper 82 is connected to the crankshaft 21 via the lockup clutch 81. Therefore, when the lockup clutch 81 is engaged, the output of the engine 20 is input to the input shaft 91 of the transmission 90 via the lockup clutch 81 and the damper 82. At this time, when the engine torque fluctuates, torsional vibration may occur in the damper 82, and resonance caused by the torsional vibration may occur in the input shaft 91. When this resonance occurs in the input shaft 91, resonance-influencing torque (torque caused by resonance) is input to the crankshaft 21.

[0120] The transmission 90 includes a rotational position detection sensor 95 that detects the rotational angle of the input shaft 91. The rotational position detection sensor 95 outputs a detection signal to the second control device 120 based on the rotational speed of the input shaft 91. In this embodiment, the rotational position detection sensor 95 corresponds to the "second sensor." Furthermore, in this embodiment, the second sensor detects the rotational angle of the input shaft 51.

[0121] The control system 100B includes a first control device 110 and a second control device 120. The first control device 110 transmits the crank counter CNTcr to the second control device 120 via a signal line 101. Further, the control system 100B includes a CAN communication line 102 for transmitting and receiving information between the control devices 110 and 120.

[0122] The second control device 120 receives the crank counter CNTcr from the first control device 110 as input via the signal line 101. Further, since the second control device 120 receives the detection signal of the rotation position detection sensor 95 as input, the second control device 120 can acquire the input shaft rotation angular velocity ωinp, which is the rotation angular velocity of the input shaft 51. In the present embodiment, the input shaft rotation angular velocity ωinp corresponds to the "transmission device side rotation angular velocity". Then, the second control device 120 transmits the input shaft rotation angular velocity ωinp and the information acquisition time TMd, which is the crank counter CNTcr at the time of deriving the input shaft rotation angular velocity ωinp, to the first control device 110 via the CAN communication line 102.

[0123] In this case, the first control device 110 calculates the resonance influence torque Tdmp based on the input shaft rotation angular velocity ωinp received from the second control device 120. Since the first control device 110 receives the detection signal from the crank angle sensor 31 as input, the first control device 110 calculates the engine inertia torque Tei. Therefore, the first control device 110 can calculate the sum of the resonance influence torque Tdmp(TMa) based on the input shaft rotation angular velocity ωinp derived at the derivation time TMa and the engine inertia torque Tei(TMa) based on the engine rotation angular velocity ωe derived at the derivation time TMa as the engine torque Te(TMa).

[0124] Variation Examples

[0125] Each of the above-described embodiments and the following variation examples can be modified and implemented as follows. Each of the above-described embodiments and the following variation examples can be implemented in combination with each other within a range in which no technical contradiction arises.

[0126] In the first embodiment and the second embodiment, the calculated value of the output torque of the first motor generator 53 is acquired as the first motor torque Tmg1, but the present application is not limited to this. For example, the command value of the output torque of the first motor generator 53 can be acquired as the first motor torque Tmg1.

[0127] When driving the first motor generator 53 so that its output torque periodically fluctuates, the vibration frequency of the output torque may deviate from the resonant frequency of the damper 40. In this case, the magnitude of the resonance-influencing torque Tdmp is largely unaffected by the magnitude of the first motor torque Tmg1. Therefore, when calculating the engine torque Te, the first motor torque Tmg1 can be omitted. Even using the engine torque Te calculated in this manner, it is possible to determine whether misfire occurs in the cylinder 22.

[0128] In the third embodiment, resonance-influencing torque Tdmp is calculated by second control device 120 and can be transmitted from second control device 120 to first control device 110 via CAN communication line 102. In this case, in the same manner as in the third embodiment, engine torque Te can be calculated with high accuracy.

[0129] In the first and second embodiments, when 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 rotational angular velocity calculated based on the output signal of the sensor may be used as the input shaft rotational angular velocity ωinp.

[0130] The input to the crankshaft 21 includes not only the torque caused by the combustion of the air-fuel mixture but also the reciprocating inertial mass torque. When a mass body including a piston and a portion of a connecting rod connecting the piston and the crankshaft 21, which reciprocates in the cylinder 22, serves as the reciprocating mass body, the reciprocating inertial mass torque is the torque generated by the reciprocating motion of the reciprocating mass body in the cylinder 22. To further improve the calculation accuracy of the engine torque Te, the reciprocating inertial mass torque can be removed.

[0131] like Figure 7 As shown, when the mass of the reciprocating mass body Bd is the reciprocating mass Mκ, the inertial force Fκ generated by the reciprocating mass body Mκ can be expressed by the following relational equation (Equation 5). In the relational equation (Equation 5), "ρ" is the inverse of the continuous rod ratio.

[0132] Fκ≡Mκ·r·ω 2 ·(cosθ+ρ·cos 2θ)……(Equation 5)

[0133] Furthermore, the load Fκl in the crank arm tangential direction can be expressed as the following relational equation (Equation 6). Furthermore, using the above relational equation (Equation 5), the relational equation (Equation

[0134] Equation 6) can be converted into the relationship equation (Equation 7):

[0135]

[0136]

[0137] The crank arm axial load Fκr can be expressed as the following relationship equation (Equation 8):

[0138]

[0139] When the mass of the rotating body Br including the crankshaft 21 and the rest of the connecting rod is the rotating mass Mξ, the inertial force Fξr generated by the rotating mass Mξ can be expressed by the following relationship equation (Equation 9). Then, based on this inertial force Fξr, the torque caused by the combustion of the air-fuel mixture can be derived as the engine inertia torque Tei.

[0140] Fξr=Mξ·r·ω 2 ...(Equation 9)

[0141] In this way, Figure 8 As shown, the torque Ta of only the rotational component of the engine 20 can be obtained as the engine inertia torque Tei. Figure 8 In the figure, the transition of torque Tb, which is the reciprocating component of engine 20, is represented by a dashed line, and the combined torque Tc of torque Ta and torque Tb is represented by a dotted line. Torque Ta corresponds to inertia force Fξr, and torque Tb corresponds to inertia force Fκ. The sum of torque Ta and torque Tb can then be calculated as combined torque Tc.

[0142] - In each of the above embodiments, it is not necessary to change the derivation moment TMa. In this case, the engine does not have to be a spark ignition type engine.

[0143] The power transmission device may have a configuration different from the power transmission device 50 described in the first embodiment. For example, the power transmission device may be configured to include only one motor generator.

[0144] - The first control device 110 is not limited to a configuration including a CPU and a memory storing programs and executing software processing. In other words, the first control device 110 has any one of the following configurations (a) to (c).

[0145] (a) First control device 110 includes one or more processors that execute various processes according to computer programs. The processors include a CPU and memory, such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to execute the processes. Memory, also known as computer-readable media, includes any available media accessible by general-purpose or special-purpose computers.

[0146] (b) The first control device 110 includes one or a plurality of dedicated hardware circuits that execute various processes. Examples of the dedicated hardware circuits can include an application specific integrated circuit, i.e., ASIC or an FPGA. ASIC is an abbreviation for "application specific integrated circuit", and FPGA is an abbreviation for "field programmable gate array".

[0147] (c) The first control device 110 includes a processor that executes a part of various processes according to a computer program and a dedicated hardware circuit that executes the remaining processes of the various processes.

[0148] The second control device 120 is not limited to the configuration that includes a CPU and a memory that stores a program and executes a software process. In other words, the second control device 120 has any one of the above configurations (a) to (c).

Claims

1. A control system of a vehicle, the control system characterized by comprising: an engine mounted on the vehicle; a damper connected to a crankshaft of the engine; a power transmission device having an input shaft connected to the damper and a rotating body that rotates in synchronization with the input shaft; a first sensor configured to detect a rotation angle of the crankshaft; a second sensor configured to detect a rotation angle of the input shaft or the rotating body; a first control device configured to receive a detection signal of the first sensor as an input; and a second control device configured to receive a detection signal of the second sensor as an input and communicate with the first control device, wherein: the second control device is configured to execute: a transmission device side rotation angular velocity acquisition process for acquiring a 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; and a transmission process for transmitting, to the first control device, a resonance affecting torque or the transmission device side rotation angular velocity and an information acquisition time that is a time of acquisition of the transmission device side rotation angular velocity, the resonance affecting torque being a torque caused by resonance occurring in the power transmission device and calculated based on the transmission device side rotation angular velocity; the first control device is configured to execute: a rotation angular velocity derivation process for deriving a rotation angular velocity of the crankshaft as an engine rotation angular velocity based on the detection signal of the first sensor; an inertial torque calculation process for calculating an engine inertial torque based on the engine rotation angular velocity; and an engine torque calculation process for calculating a sum of the resonance affecting torque and the engine inertial torque as an engine torque, the engine torque being an output torque of the engine; and the first control device is configured to, in the engine torque calculation process: select the resonance affecting torque based on the transmission device side rotation angular velocity acquired at a predetermined derivation time based on the information acquisition time received from the second control device; and calculate the sum of the resonance affecting torque and the engine inertial torque calculated based on the engine rotation angular velocity derived at the derivation time as the engine torque, the engine is a spark-ignition type engine; and the first control device is configured to, when an ignition time of the engine is advanced, execute a derivation time adjustment process for advancing the derivation time, wherein a time delayed from the ignition time by a predetermined delay period set to a length shorter than a half of one cycle of the spark-ignition type engine is set as the derivation time.

2. The control system according to claim 1, characterized in that: ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The second control device is configured to: execute a resonance-influencing torque calculation process for calculating the resonance-influencing torque based on the transmission-side rotational angular velocity; and in the transmission process, transmit the resonance-influencing torque and the information acquisition timing, which is a timing at which the transmission-side rotational angular velocity used for calculating the resonance-influencing torque is acquired, to the first control device.

3. The control system according to claim 1 or 2, characterized in that: the power transmission device has a motor generator; a rotor of the motor generator is the rotary body that rotates in synchronization with the input shaft; the second sensor is configured to detect a rotational angle of the rotary body; the second control device is configured to acquire a rotational angular velocity of the rotary body as the transmission-side rotational angular velocity in the transmission-side rotational angular velocity acquisition process, and transmit, to the first control device in the transmission process, a motor torque that is an output torque of the motor generator, the rotational angular velocity of the rotary body, a rotational angular velocity of the input shaft, and the information acquisition timing that is a timing at which the rotational angular velocity of the rotary body is acquired; and the first control device is configured to execute the resonance-influencing torque calculation process for calculating the resonance-influencing torque based on the motor torque, the rotational angular velocity of the rotary body, and the rotational angular velocity of the input shaft received from the second control device.

4. The control system of claim 3, wherein, The second control device is configured to execute a motor torque acquisition process for acquiring a calculated value of an output torque of the motor generator as the motor torque based on a motor current value that is a value indicating a current flowing through the motor generator.

Images