Drive control device and drive control method

Abstract

Provided is a drive control device (300). An axle (12) transmits a torque outputted from a power plant (200) to drive wheels (13). The power plant is provided with an engine (20). A processing circuit calculates an engine torque (Te) on the basis of a detection signal of a crank angle sensor (31). A disturbance torque (Tdb) is inputted from the drive wheels to the power plant. The processing circuit sets a first engine control content and a second engine control content to be different from each other. The first engine control content is a content for controlling the engine (20) by using the engine torque (Te) in the case where the disturbance torque (Tdb) is greater than a threshold value (Tdbth) (S11, S31: NO). The second engine control content is a content for controlling the engine by using the engine torque in the case where the disturbance torque is equal to or less than the threshold value (S11, S31: YES).

Description

Drive control device and drive control method

[0001] The present disclosure relates to a drive control device and a drive control method. The drive control device and the drive control method are applied to a vehicle equipped with an engine.

[0002] The power plant of the vehicle disclosed in Patent Document 1 includes an engine and a damper. The damper is connected to the crankshaft of the engine. The power transmission device is connected to the crankshaft via the damper. The control system applied to such a vehicle has a function of calculating the engine torque, which is the output torque of the engine.

[0003] That is, the control system calculates the engine inertial torque based on the rotational angular velocity of the crankshaft. The control system also calculates the resonance influence torque. The resonance influence torque is a torque caused by the resonance generated in the power transmission device. The control system calculates the engine torque by synchronizing and adding both the engine inertial torque and the resonance influence torque.

[0004] Japanese Unexamined Patent Application Publication No. 2022 - 107264

[0005] Regarding the calculation accuracy of the engine torque, it is desired that an improved drive control device be proposed.

[0006] According to one aspect of this disclosure, a drive control device applied to a vehicle is provided. The drive control device includes a processing circuit for controlling the vehicle's powerplant. The vehicle includes the powerplant, drive wheels, and axles. The axles are configured to transmit torque output from the powerplant to the drive wheels. The powerplant includes an engine. The engine includes a crankshaft and a crank angle sensor. The crank angle sensor is configured to detect the rotation angle of the crankshaft. The processing circuit is configured to calculate engine torque, which is the output torque of the engine, based on the detection signal of the crank angle sensor, calculate disturbance torque input from the drive wheels to the powerplant, and make the first engine control content different from the second engine control content. The first engine control content is the control content of the engine using the engine torque when the disturbance torque is greater than a threshold. The second engine control content is the control content of the engine using the engine torque when the disturbance torque is less than or equal to the threshold.

[0007] According to another aspect of the present disclosure, a drive control device applied to a vehicle is provided. The drive control device comprises a processing circuit for controlling the vehicle's powerplant. The vehicle comprises the powerplant, drive wheels, and axles. The axles are configured to transmit torque output from the powerplant to the drive wheels. The powerplant comprises an engine. The engine comprises a crankshaft and a crank angle sensor. The crank angle sensor detects the rotation angle of the crankshaft. The processing circuit is configured to calculate engine torque, which is the output torque of the engine, based on the detection signal of the crank angle sensor, calculate disturbance torque input from the drive wheels to the powerplant, and correct the engine torque based on the disturbance torque.

[0008] According to yet another aspect of this disclosure, a drive control method corresponding to the drive control device is provided. The drive control device and drive control method can take appropriate action when disturbances are input to the power plant from the road surface via the drive wheels.

[0009] Incidentally, when a vehicle travels on rough roads such as wavy roads, the powertrain may vibrate due to disturbances transmitted from the road surface to the wheels. When the powertrain vibrates, the detected values ​​of the sensors installed in the powertrain may be affected by the vibration. The engine inertia torque and resonance-affected torque may reflect the effects of the powertrain vibration. Therefore, the accuracy of engine torque calculation may decrease. The above configuration suppresses such a decrease in calculation accuracy.

[0010] Figure 1 is a schematic diagram showing a hybrid vehicle equipped with the drive control device of the first embodiment. Figure 2 is a block diagram showing the processing flow for calculating engine torque in the drive control device of Figure 1. Figure 3 is a block diagram showing the processing flow for calculating disturbance torque in the drive control device of Figure 1. Figure 4 is a block diagram showing the processing flow for executing inter-cylinder adjustment processing in the drive control device of Figure 1. Figure 5 is a flowchart showing the fuel injection process in Figure 4. Figure 6 is a flowchart showing the misfire detection process in the drive control device of the second embodiment. Figure 7 is a block diagram showing the processing flow for calculating disturbance torque in the second control device in the drive control device of the third embodiment. Figure 8 is a block diagram showing the processing flow for calculating engine torque in the drive control device of the fourth embodiment. Figure 9 is a schematic diagram showing a hybrid vehicle equipped with the drive control device of the fifth embodiment. Figure 10 is a block diagram showing the processing flow for correcting engine torque based on disturbance torque in the drive control device of Figure 9.

[0011] Figures 1 to 5 illustrate a first embodiment of a drive control device and a drive control method. Figure 1 shows a hybrid vehicle 10 equipped with a drive control device 300. Hereafter, the hybrid vehicle 10 will be simply referred to as "vehicle 10".

[0012] <Overall Configuration of Vehicle 10> Vehicle 10 comprises a drive system 100, an operating mechanism 11, a plurality of axles 12, and a plurality of drive wheels 13. The axles 12 are connected to the drive wheels 13. Torque output from the drive system 100 is transmitted to the plurality of axles 12 via the operating mechanism 11, causing the plurality of drive wheels 13 to rotate. In other words, the axles 12 transmit the torque output from the drive system 100 to the drive wheels 13.

[0013] <Configuration of the drive system 100> The drive system 100 comprises a power plant 200 and a drive control device 300. The drive control device 300 controls the power plant 200.

[0014] <Configuration of Power Plant 200> The power plant 200 comprises an engine 20, a damper 40, and a power transmission device 50. The damper 40 transmits the torque output from the engine 20 to the power transmission device 50 while dampening fluctuations in the torque.

[0015] The engine 20 is a spark-ignition type. The engine 20 comprises a crankshaft 21, multiple cylinders 22, an intake passage 23, and a throttle valve 24. A damper 40 is connected to the crankshaft 21. The intake passage 23 is a passage through which intake air introduced into the multiple cylinders 22 flows. The throttle valve 24 adjusts the amount of intake air. The amount of intake air is the flow rate of intake air in the intake passage 23.

[0016] The engine 20 is equipped with multiple fuel injectors 25, multiple spark plugs 26, an exhaust passage 27, and a catalytic converter 28. In the multiple cylinders 22, a fuel-air mixture is combusted by the spark discharge of the spark plugs 26. The fuel-air mixture consists of intake air and fuel injected from the fuel injectors 25. The combustion of the fuel-air mixture in the multiple cylinders 22 causes the pistons to reciprocate within the cylinders 22, thereby rotating the crankshaft 21. The exhaust gas generated in the multiple cylinders 22 by the combustion of the fuel-air mixture is discharged into the exhaust passage 27. The catalytic converter 28 is installed in the exhaust passage 27. An example of a catalytic converter 28 is a three-way catalytic converter. The catalytic converter 28 purifies the exhaust gas flowing through the exhaust passage 27.

[0017] The engine 20 is equipped with multiple sensors that output detection signals to the drive control device 300. These multiple sensors include, for example, a crank angle sensor 31 and a cam angle sensor 32. The crank angle sensor 31 detects the rotation angle of the crankshaft 21 and outputs a detection signal corresponding to the rotation speed of the crankshaft 21. The camshaft rotates synchronously with the crankshaft 21. The cam angle sensor 32 detects the rotation angle of the camshaft and outputs a detection signal corresponding to the rotation speed of the camshaft.

[0018] The power transmission device 50 includes an input shaft 51, a planetary gear mechanism 52, a first motor generator 53, a gear mechanism 54, and a second motor generator 55. The input shaft 51 is connected to the crankshaft 21 via a damper 40.

[0019] The planetary gear mechanism 52 includes a sun gear 52s, a ring gear 52r, a plurality of pinion gears 52p, and a planetary carrier 52c. The ring gear 52r is arranged coaxially with the sun gear 52s. The plurality of pinion gears 52p mesh with both the sun gear 52s and the ring gear 52r. The planetary carrier 52c supports the plurality of pinion gears 52p in a state in which the planetary carrier 52c is capable of rotation and revolution.

[0020] An input shaft 51 is connected to the planetary carrier 52c. In other words, the crankshaft 21 is connected to the planetary carrier 52c via the damper 40 and the input shaft 51. A first motor generator 53 is connected to the sun gear 52s. A gear mechanism 54 is connected to the ring gear 52r.

[0021] The first motor generator 53 includes a first rotor 53a and a first rotation angle sensor 53b. The first rotor 53a is connected to a sun gear 52s. Since the first motor generator 53 is connected to the input shaft 51 via a planetary gear mechanism 52, the first rotor 53a rotates synchronously with the input shaft 51.

[0022] The first rotation angle sensor 53b detects the rotation angle of the first rotor 53a. The first rotation angle sensor 53b outputs a detection signal corresponding to the rotation speed of the first rotor 53a to the drive control device 300.

[0023] 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 meshes with the counter drive gear 54a. The reduction gear 54c meshes with the counter driven gear 54b. The reduction gear 54c is connected to the second motor generator 55.

[0024] The second motor generator 55 includes a second rotor 55a and a second rotation angle sensor 55b. The second rotor 55a is connected to a reduction gear 54c. Therefore, it can be said that the second rotor 55a is connected to a ring gear 52r via a gear mechanism 54.

[0025] The second rotation angle sensor 55b detects the rotation angle of the second rotor 55a. The second rotation angle sensor 55b outputs a detection signal corresponding to the rotation speed of the second rotor 55a to the drive control device 300.

[0026] The power transmission device 50 includes a first inverter 61 and a second inverter 62. The first inverter 61 is an inverter for the first motor generator 53. The second inverter 62 is an inverter for the second motor generator 55. The first motor generator 53 is driven by the control of the first inverter 61. The second motor generator 55 is driven by the control of the second inverter 62.

[0027] Vehicle 10 is equipped with a final drive gear 71 and a final driven gear 72. The final drive gear 71 rotates integrally with the counter driven gear 54b. The final driven gear 72 meshes with the final drive gear 71. The final drive gear 71 is connected to the actuation mechanism 11. Therefore, the torque output from the power plant 200 is output to the actuation mechanism 11 via the final drive gear 71 and the final driven gear 72.

[0028] <Drive Control Device 300> The drive control device 300 comprises a first control device 310 and a second control device 320. The first control device 310 includes a first processing circuit 311 that controls the engine 20. The first processing circuit 311 includes a CPU and a memory that stores a control program executed by the CPU. The first processing circuit 311 controls the engine 20 by having the CPU execute the control program in the memory. Detection signals are input to the first control device 310 from a plurality of sensors provided by the engine 20. Specifically, detection signals from the crank angle sensor 31 and the cam angle sensor 32 are input to the first control device 310.

[0029] The second control device 320 includes a second processing circuit 321 that controls the power transmission device 50. The second processing circuit 321 includes a CPU and a memory that stores a control program executed by the CPU. The CPU executes the control program in the memory, thereby controlling the power transmission device 50. Detection signals are input to the second control device 320 from a plurality of sensors provided by the power transmission device 50. Specifically, detection signals from the first rotation angle sensor 53b and the second rotation angle sensor 55b are input to the second control device 320.

[0030] The drive control device 300 is equipped with a signal line 301. The signal line 301 is used to transmit the crank counter CNTcr, which has been acquired by the first control device 310, to the second control device 320. The value of the crank counter CNTcr is counted up each time the rotation angle of the crankshaft 21 increases by a predetermined rotation angle. When one cycle of the engine 20 is completed, the crank counter CNTcr is reset to 0 (zero). For example, in one cycle of the engine 20, the crank counter CNTcr will be counted up to "15".

[0031] Signal line 301 is a dedicated signal line for transmitting the crank counter CNTcr from the first control device 310. Therefore, the delay when transmitting the crank counter CNTcr to the second control device 320 using signal line 301 is sufficiently suppressed to the extent that it does not affect the execution of various processes based on the crank counter CNTcr.

[0032] The drive control device 300 is equipped with a CAN communication line 302. The CAN communication line 302 is used to send and receive various types of information between the first control device 310 and the second control device 320. The CAN communication line 302 is used to send and receive information between a number of control devices mounted on the vehicle 10. Therefore, for example, if information obtained by the second control device 320 has been transmitted to the first control device 310 via the CAN communication line 302, a delay will occur between the time the second control device 320 transmits the information and the time the first control device 310 receives the information.

[0033] <Estimation of Engine Torque> Figure 2 illustrates the series of processes for calculating engine torque Te. Engine torque Te is an estimated value of engine torque.

[0034] <Multiple processes executed by the second control device 320> The second processing circuit 321 of the second control device 320 executes the motor rotation speed acquisition process M21, the information acquisition process M23, and the transmission process M24.

[0035] In the motor rotation speed acquisition process M21, the second processing circuit 321 acquires the first motor rotation speed Nmg1 based on the detection signal of the first rotation angle sensor 53b. The second processing circuit 321 acquires the second motor rotation speed Nmg2 based on the detection signal of the second rotation angle sensor 55b. The first motor rotation speed Nmg1 is the rotation speed of the first rotor 53a of the first motor generator 53. The second motor rotation speed Nmg2 is the rotation speed of the second rotor 55a of the second motor generator 55. The second processing circuit 321 acquires the first motor rotation speed Nmg1 and the second motor rotation speed Nmg2 by repeatedly executing the motor rotation speed acquisition process M21 at predetermined cycles.

[0036] In the information acquisition process M23, the second processing circuit 321 calculates and acquires information to be transmitted to the first control device 310. For example, 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.

[0037] In the first motor torque acquisition process M231, the second processing circuit 321 acquires the first motor torque Tmg1. The first motor torque Tmg1 is the output torque of the first motor generator 53. For example, the second processing circuit 321 acquires the first motor current value Img1. The first motor current value Img1 indicates the current flowing through the first motor generator 53. The second processing circuit 321 acquires the calculated output torque of the first motor generator 53 based on the first motor current value Img1 as the first motor torque Tmg1.

[0038] For example, the second processing circuit 321 acquires the first motor torque Tmg1 by executing the first motor torque acquisition process M231 each time the crank counter CNTcr transmitted from the first control device 310 changes.

[0039] In the motor rotation angular velocity acquisition process M232, the second processing circuit 321 acquires the first motor rotation angular velocity ωmg1 and the second motor rotation angular velocity ωmg2. The first motor rotation angular velocity ωmg1 is the rotation angular velocity of the first rotor 53a. The second motor rotation angular velocity ωmg2 is the rotation angular velocity of the second rotor 55a. The second processing circuit 321 acquires the first motor rotation angular velocity ωmg1 by converting the first motor rotation speed Nmg1 into angular velocity. The second processing circuit 321 acquires the second motor rotation angular velocity ωmg2 by converting the second motor rotation speed Nmg2 into angular velocity.

[0040] For example, the second processing circuit 321 obtains the first motor rotational angular velocity ωmg1 and the second motor rotational angular velocity ωmg2 by executing the motor rotational angular velocity acquisition process M232 each time the crank counter CNTcr changes.

[0041] In the input shaft rotational angular velocity calculation process M233, the second processing circuit 321 calculates the input shaft rotational angular velocity ωinp. The input shaft rotational angular velocity ωinp is the rotational angular velocity of the input shaft 51 of the power transmission device 50. The second processing circuit 321 calculates the input shaft rotational angular velocity ωinp based on the first motor rotational speed Nmg1 and the second motor rotational speed Nmg2 obtained in the motor rotational speed acquisition process M21. For example, the second processing circuit 321 can calculate 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 (D1). In relational expression (D1), "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. "Gr" is the gear ratio of the gear mechanism 54 of the power transmission device 50.

[0042]

[0043] The second processing circuit 321 obtains the input shaft rotational angular velocity ωinp by converting the input shaft rotational speed Ninp into an angular velocity. For example, the second processing circuit 321 obtains the input shaft rotational angular velocity ωinp by executing an input shaft rotational angular velocity calculation process M233 every time the crank counter CNTcr changes.

[0044] In the transmission process M24, the second processing circuit 321 transmits information required for the first control device 310 to calculate the engine torque Te to the first control device 310. The second processing circuit 321 associates the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp with timing-related information and outputs them to the CAN communication line 302. The timing-related information is the calculation timing of each of the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp. For example, the information calculation timing T Md is the crank counter CNTcr at the time when the transmitted first motor rotational angular velocity ωmg1 has been acquired.

[0045] The second control device 320 transmits the information obtained by the information acquisition process M23 and the information calculation timing T Md from the CAN communication line 302. Then, the first control device 310 receives the above information and the information calculation timing T Md through the CAN communication line 302.

[0046] <Multiple processes executed by the first control device 310> The first processing circuit 311 of the first control device 310 executes a crank counter update process M11, an engine rotational angular velocity acquisition process M13, an inertia torque calculation process M14, a resonance influence torque calculation process M15, a calculation timing adjustment process M16, and an engine torque calculation process M17.

[0047] In the crank counter update process M11, the first processing circuit 311 updates the crank counter CNTcr. The first processing circuit 311 monitors the crank angle based on the detection signal of the crank angle sensor 31. The crank angle is the rotation angle of the crankshaft 21. The first processing circuit 311 updates the crank counter CNTcr such that the crank counter CNTcr increases by one each time the crank angle increases by a predetermined angle. When one cycle of the engine 20 ends, the first processing circuit 311 resets the crank counter CNTcr to "0".

[0048] In the engine rotational angular velocity acquisition process M13, the first processing circuit 311 acquires the engine rotational angular velocity ωe. The engine rotational angular velocity ωe is the rotational angular velocity of the crankshaft 21. The first processing circuit 311 calculates the engine rotational speed Ne based on the detection signal of the crank angle sensor 31. The engine rotational speed Ne as the engine rotational speed is the rotational speed of the crankshaft 21. The first processing circuit 311 acquires the engine rotational angular velocity ωe by converting the engine rotational speed Ne into an angular velocity.

[0049] For example, the first processing circuit 311 acquires the engine rotational angular velocity ωe by executing the engine rotational angular velocity acquisition process M13 each time the crank counter CNTcr changes. In the inertia torque calculation process M14, the first processing circuit 311 calculates the engine inertia torque Tei. The engine inertia torque Tei is the inertia torque of the engine 20. For example, the first processing circuit 311 can calculate the engine inertia torque Tei by substituting the engine rotational angular velocity ωe into the following relational expression (D2). In the relational expression (D2), "Ie" is the moment of inertia of the engine 20. That is, the first processing circuit 311 can calculate the engine inertia torque Tei by using the value obtained by differentiating the engine rotational angular velocity ωe with respect to time.

[0050]

[0051] For example, the first processing circuit 311 obtains the engine inertia torque Tei by executing the inertia torque calculation process M14 each time the crank counter CNTcr changes. As shown in Figure 1, the output of the engine 20 is input to the input shaft 51 of the power transmission device 50 via the damper 40. When the output torque of the engine 20 fluctuates, torsional vibration occurs in the damper 40. Resonance caused by the torsional vibration of the damper 40 may occur in the input shaft 51. When resonance occurs in the input shaft 51, the torque caused by the resonance is input to the crankshaft 21. The torque caused by resonance that occurs in the power transmission device 50 is referred to as the "resonance-influenced torque".

[0052] In the resonance-influenced torque calculation process M15, the first processing circuit 311 calculates the resonance-influenced torque Tdmp. The first processing circuit 311 calculates the resonance-influenced torque Tdmp based on the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp. The first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp are information that the first processing circuit 311 has received via the CAN communication line 302. For example, the first processing circuit 311 can calculate the resonance-influenced 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 (D3). In relational equation (D3), "Iinp" is the moment of inertia of the input shaft 51. "Ig" is the moment of inertia of the first motor generator 53. According to relation (D3), the first processing circuit 311 can calculate the resonance-influenced torque Tdmp using the time derivative of the input shaft rotational angular velocity ωinp and the time derivative of the first motor rotational angular velocity ωmg1.

[0053]

[0054] For example, the first processing circuit 311 calculates the resonance-influenced torque Tdmp by executing the resonance-influenced torque calculation process M15 each time it receives the above information through the CAN communication line 302.

[0055] In the calculation timing adjustment process M16, the first processing circuit 311 adjusts the calculation timing TMa according to the ignition timing TMi. For example, if the ignition timing TMi is retarded, the first processing circuit 311 delays the calculation timing TMa. In this case, the first processing circuit 311 should set the calculation timing TMa to a timing that is delayed by a predetermined delay period ΔTM from the ignition timing TMi. The delay period ΔTM is set to a period that is less than half the length of one cycle of the engine 20, for example.

[0056] When the ignition timing TMi is reached, the air-fuel mixture in cylinder 22 is combusted by the spark discharge of the spark plug 26. As a result, the actual value of the engine torque increases due to the combustion of the air-fuel mixture. When the actual value of the engine torque reaches its peak, the actual value of the engine torque decreases until the combustion of the air-fuel mixture in the next cylinder 22 begins. In other words, immediately after the ignition timing TMi, the effect of combustion in cylinder 22 is greatly reflected in the actual value of the engine torque. However, if the ignition timing is delayed from TMi, the effect of combustion in cylinder 22 is less likely to be reflected in the actual value of the engine torque. Therefore, the above delay period ΔTM is set so that the calculation timing TMa can be set to the time when the effect of combustion in cylinder 22 is greatly reflected in the actual value of the engine torque.

[0057] In the engine torque calculation process M17, the first processing circuit 311 calculates the engine torque Te. The first processing circuit 311 calculates the engine torque Te as the sum of the engine inertia torque Tei and the resonance influence torque Tdmp. The engine inertia torque Tei has already been calculated in the inertia torque calculation process M14. The resonance influence torque Tdmp has already been calculated in the resonance influence torque calculation process M15.

[0058] For example, the first processing circuit 311 selects the engine inertia torque Tei(TMa) calculated based on the engine rotational angular velocity ωe derived at the calculation time TMa from among the multiple engine inertia torques Tei calculated in the inertia torque calculation process M14. That is, the first processing circuit 311 selects the engine inertia torque Tei(TMa) when the crank counter CNTcr is equal to the value indicating the calculation time TMa.

[0059] The first processing circuit 311 selects the resonance influence torque Tdmp(TMa) calculated based on the first motor rotational angular velocity ωmg1 calculated at calculation time TMa from among the multiple resonance influence torques Tdmp calculated in the resonance influence torque calculation process M15. That is, the first processing circuit 311 selects the resonance influence torque Tdmp calculated based on the first motor rotational angular velocity ωmg1 when the information calculation time TMd is equal to the calculation time TMa as the resonance influence torque Tdmp(TMa).

[0060] The first processing circuit 311 calculates the engine torque Te(TMa) as the sum of the engine inertia torque Tei(TMa) and the resonance-influenced torque Tdmp(TMa). For example, each time the first processing circuit 311 receives the above information through the CAN communication line 302, it calculates the engine torque Te by executing the engine torque calculation process M17.

[0061] <Estimation of Disturbance Torque> Figure 3 illustrates the series of processes for calculating the disturbance torque Tdb. The disturbance torque Tdb is an estimated value of the disturbance torque. The disturbance torque is the disturbance component that is input from the road surface to the power plant 200 via the drive wheels 13 when the vehicle 10 is traveling on the road surface.

[0062] <Multiple processes executed by the second control device 320> The second processing circuit 321 of the second control device 320 executes the planetary torque calculation process M41, the second motor torque acquisition process M43, and the axle torque calculation process M45.

[0063] In the planetary torque calculation process M41, the second processing circuit 321 calculates the planetary torque Tpc. The planetary torque Tpc is the torque of the planetary carrier 52c. The second processing circuit 321 calculates the planetary torque Tpc based on the first motor torque Tmg1 and the first motor rotation speed Nmg1. The value of the first motor torque Tmg1 used here has already been obtained in the first motor torque acquisition process M231. The value of the first motor rotation speed Nmg1 used here has already been obtained in the motor rotation speed acquisition process M21 described above.

[0064] For example, the second processing circuit 321 can calculate the planetary torque Tpc by substituting the first motor torque Tmg1 and the first motor rotational speed Nmg1 into the following relational equation (D4). In relational equation (D4), "Ig" is the moment of inertia of the first motor generator 53.

[0065]

[0066] For example, the second processing circuit 321 calculates the planetary torque Tpc by executing the planetary torque calculation process M41 each time the crank counter CNTcr changes. In the second motor torque acquisition process M43, the second processing circuit 321 acquires the second motor torque Tmg2. The second motor torque Tmg2 is the output torque of the second motor generator 55. For example, the second processing circuit 321 acquires the second motor current value Img2. The second motor current value Img2 indicates the current flowing through the second motor generator 55. The second processing circuit 321 acquires the calculated value of the output torque of the second motor generator 55 based on the second motor current value Img2 as the second motor torque Tmg2.

[0067] For example, the second processing circuit 321 acquires the second motor torque Tmg2 by executing the second motor torque acquisition process M43 each time the crank counter CNTcr changes. In the axle torque calculation process M45, the second processing circuit 321 calculates the axle torque Tds. The axle torque Tds is the torque of the axle 12. The second processing circuit 321 calculates the axle torque Tds based on the second motor torque Tmg2, the second motor rotation speed Nmg2, and the planetary torque Tpc. The value of the second motor rotation speed Nmg2 used here has already been obtained in the motor rotation speed acquisition process M21 described above.

[0068] For example, the second processing circuit 321 can calculate the axle torque Tds by substituting the second motor torque Tmg2, the second motor rotational speed Nmg2, and the planetary torque Tpc into the following relational equation (D5). In relational equation (D5), "Im" is the moment of inertia of the second motor generator 55.

[0069]

[0070] For example, the second processing circuit 321 calculates the axle torque Tds by executing the axle torque calculation process M45 each time the crank counter CNTcr changes. The axle torque Tds calculated by the second processing circuit 321 is transmitted to the first control device 310 in the transmission process M24 shown in Figure 2, along with the information necessary to calculate the engine torque Te.

[0071] <Processing performed by the first control device 310> The first processing circuit 311 of the first control device 310 executes disturbance torque calculation processing M31. In disturbance torque calculation processing M31, the first processing circuit 311 calculates disturbance torque Tdb based on axle torque Tds. The first processing circuit 311 has already received the axle torque Tds from the second control device 320 via the CAN communication line 302. The first processing circuit 311 calculates the magnitude of the amplitude of the axle torque Tds as the disturbance torque Tdb. For example, the first processing circuit 311 applies filtering processing using a high-pass filter to the time-series data of the axle torque Tds. Thus, the vibration component of the axle torque Tds is extracted. In other words, the first processing circuit 311 calculates the magnitude of the vibration component of the axle torque Tds as the disturbance torque Tdb.

[0072] For example, the first processing circuit 311 calculates the disturbance torque Tdb by executing the disturbance torque calculation process M31 each time it receives the axle torque Tds. <Control of the engine 20> Referring to Figures 4 and 5, several processes performed by the first control device 310 when controlling the engine 20 will be explained.

[0073] As shown in Figure 4, the first processing circuit 311 of the first control device 310 performs catalyst warm-up treatment M51 and fuel injection treatment M53. The catalyst warm-up treatment M51 is a treatment to warm up the catalyst 28 early. If the temperature of the catalyst 28 is below a determination value, the first processing circuit 311 starts the catalyst warm-up treatment M51. The determination value is the lower limit of the temperature range in which the catalyst 28 is activated, or a temperature slightly higher than the lower limit.

[0074] For example, in the catalyst warm-up process M51, the first processing circuit 311 retards the ignition timing TMi. The reference ignition timing TMib is the ignition timing when the catalyst warm-up process M51 is not performed. The first processing circuit 311 sets the ignition timing TMi to a timing that is retarded by a predetermined timing ΔTM1 from the reference ignition timing TMib.

[0075] The fuel injection process M53 sets target values ​​for the fuel injection amounts of the multiple fuel injectors 25. If the catalyst warm-up process M51 has not been performed, the first processing circuit 311 sets the target fuel injection amount so that the air-fuel ratio of the engine 20 becomes the target air-fuel ratio. Based on the target fuel injection amount, the first processing circuit 311 operates the multiple fuel injectors 25.

[0076] Figure 5 shows a series of processes performed by the first processing circuit 311 when the catalyst warm-up treatment M51 is being performed. The process in Figure 5 corrects the fuel injection amount of the multiple fuel injectors 25, that is, the amount of fuel supplied to the multiple cylinders 22, for each cylinder 22. When the catalyst warm-up treatment M51 is being performed, the first processing circuit 311 repeatedly performs the process in Figure 5 at predetermined intervals.

[0077] In step S11 shown in Figure 5, the first processing circuit 311 determines whether the disturbance torque Tdb is less than or equal to the threshold Tdbth. The threshold Tdbth is the criterion for determining whether the disturbance torque Tdb is large enough to affect the accuracy of the engine torque Te calculation. If the disturbance torque Tdb is less than or equal to the threshold Tdbth (S11: YES), the first processing circuit 311 proceeds to step S13. On the other hand, if the disturbance torque Tdb is greater than the threshold Tdbth (S11: NO), the first processing circuit 311 proceeds to step S19.

[0078] In step S13, the first processing circuit 311 obtains the target engine torque Tetr. The target engine torque Tetr is the target value of the engine torque Te. For example, the engine torque Te at the ignition timing of multiple cylinders 22 is obtained. As shown in Figure 1, if the engine 20 has four cylinders, the first processing circuit 311 obtains the average value of engine torques Te1 to Te4. Engine torque Te1 is the engine torque at the ignition timing of the first cylinder. Engine torque Te2 is the engine torque at the ignition timing of the second cylinder. Engine torque Te3 is the engine torque at the ignition timing of the third cylinder. Engine torque Te4 is the engine torque at the ignition timing of the fourth cylinder. Based on the above average value for the most recent few cycles of the engine 20, the first processing circuit 311 obtains the target engine torque Tetr.

[0079] In the following step S15, the first processing circuit 311 calculates the engine torque deviation ΔTe(n) for each cylinder. "n" is substituted with values ​​from 1 to 4. Engine torque deviation ΔTe(1) is the deviation between the engine torque Te1 at the ignition timing of the first cylinder and the target engine torque Tetra. Engine torque deviation ΔTe(2) is the deviation between the engine torque Te2 at the ignition timing of the second cylinder and the target engine torque Tetra. Engine torque deviation ΔTe(3) is the deviation between the engine torque Te3 at the ignition timing of the third cylinder and the target engine torque Tetra. Engine torque deviation ΔTe(4) is the deviation between the engine torque Te4 at the ignition timing of the fourth cylinder and the target engine torque Tetra.

[0080] In the next step S17, the first processing circuit 311 corrects the fuel injection amount Qf(n) for each cylinder. For example, if the engine torque deviation ΔTe(1) is greater than 0, the first processing circuit 311 corrects the fuel injection amount Qf(1) of the fuel injector 25 for the first cylinder by decreasing it. If the engine torque deviation ΔTe(2) is less than 0, the first processing circuit 311 corrects the fuel injection amount Qf(2) of the fuel injector 25 for the second cylinder by increasing it. In other words, the processing in step S17 corresponds to inter-cylinder adjustment processing. Inter-cylinder adjustment processing adjusts the amount of fuel supplied to each of the multiple cylinders 22 in order to correct the variation in the magnitude of the engine torque Te at the ignition timing of the multiple cylinders 22.

[0081] The first processing circuit 311 corrects the fuel injection amount Qf(n) for each cylinder and then temporarily terminates the series of processes shown in Figure 5. In step S19, the first processing circuit 311 holds the fuel injection amount Qf(n) for each cylinder. After that, the first processing circuit 311 temporarily terminates the series of processes shown in Figure 5.

[0082] In other words, while the inter-cylinder adjustment process (especially S13 to S17) is being executed, if the disturbance torque Tdb transitions from a state where it is less than or equal to the threshold Tdbth (S11: YES) to a state where it is greater than the threshold Tdbth (S11: NO), the inter-cylinder adjustment process (especially S13 to S17) is interrupted. Subsequently, when the disturbance torque Tdb becomes less than or equal to the threshold Tdbth again (S11: YES), the inter-cylinder adjustment process (especially S13 to S17) is resumed. The inter-cylinder adjustment process (especially S13 to S17) is the control content of the engine 20 using the engine torque Te when the disturbance torque Tdb is less than or equal to the threshold Tdbth (S11: YES). In other words, the inter-cylinder adjustment process (especially S13 to S17) is the second engine control content. The interruption of the inter-cylinder adjustment process (especially S13 to S17) is a control operation of the engine 20 using engine torque Te when the disturbance torque Tdb is greater than the threshold Tdbth (S11: NO). In other words, the interruption of the inter-cylinder adjustment process (especially S13 to S17) is a first engine control operation. The first engine control operation is different from the second engine control operation.

[0083] <Operation and Effects of this Embodiment> (1-1) The first processing circuit 311 calculates the engine torque Te and the disturbance torque Tdb.

[0084] When the vehicle 10 is traveling on rough roads such as wavy roads, disturbances are input to the power plant 200 from the road surface via the drive wheels 13, etc. Therefore, the power plant 200 may vibrate. When the power plant 200 vibrates, the various sensors installed in the power plant 200 also vibrate. In other words, the detection signal of the crank angle sensor 31, which is used to calculate the engine torque Te, may have a component superimposed on it that is caused by the vibration of the sensor. As a result, the accuracy of calculating the engine torque Te may decrease. If the accuracy of calculating the engine torque Te decreases, there is a risk that engine control using the engine torque Te may not be performed properly.

[0085] Therefore, in the drive control device 300 of this embodiment, the first processing circuit 311 makes the first engine control content (S19) different from the second engine control content (S13 to S17). The first engine control content (S19) is an engine control content that uses the engine torque Te when the disturbance torque Tdb is greater than the threshold Tdbth (S11: NO). The second engine control content (S13 to S17) is an engine control content that uses the engine torque Te when the disturbance torque Tdb is less than or equal to the threshold Tdbth (S11: YES). Thus, the drive control device 300 can respond appropriately when a disturbance is input from the road surface to the power plant 200 via the drive wheels 13.

[0086] (1-2) The first processing circuit 311 performs the inter-cylinder adjustment process shown in Figure 5 as an example of engine control using engine torque Te. The inter-cylinder adjustment process adjusts the amount of fuel supplied to multiple cylinders 22 in order to correct for the variation in the magnitude of the engine torque Te at the ignition timing of multiple cylinders 22. If the calculation accuracy of the engine torque Te is low, the amount of fuel supplied to multiple cylinders 22 cannot be properly corrected.

[0087] Therefore, in the drive control device 300 of this embodiment, the first processing circuit 311 executes inter-cylinder adjustment processing (S13 to S17) when the disturbance torque Tdb is less than or equal to the threshold Tdbth (S11: YES). However, if the disturbance torque Tdb becomes greater than the threshold Tdbth while the first processing circuit 311 is executing the inter-cylinder adjustment processing (S11: NO), the first processing circuit 311 interrupts the execution of the inter-cylinder adjustment processing (S13 to S17). Thus, the drive control device 300 can suppress the erroneous correction of the fuel injection amount to multiple cylinders 22.

[0088] (1-3) When disturbances from the road surface are input to the power plant 200 via the drive wheels 13, the axle torque Tds may be affected by the disturbances. Specifically, the axle torque Tds may oscillate depending on the magnitude of the disturbance.

[0089] Therefore, in the drive control device 300 of this embodiment, the second processing circuit 321 calculates the axle torque Tds based on the second motor rotational angular velocity ωmg2 and the second motor torque Tmg2 of the second motor generator 55. The first processing circuit 311 calculates the magnitude of the vibration component of the axle torque Tds as the disturbance torque Tdb. In other words, the drive control device 300 can calculate the disturbance torque Tdb by using the detected value of the sensor provided by the power plant 200.

[0090] (1-4) In the drive control device 300, the first processing circuit 311 synchronizes both the engine inertia torque Tei and the resonance influence torque Tdmp, and uses both to calculate the engine torque Te. Therefore, the first processing circuit 311 can accurately calculate the engine torque Te when the disturbance torque Tdb is relatively small. Consequently, the first processing circuit 311 can appropriately perform engine control using the engine torque Te.

[0091] Figure 6 illustrates a second embodiment of the drive control device and drive control method. The following description mainly focuses on the differences from the first embodiment. Components identical or equivalent to those in the first embodiment are denoted by the same reference numerals to avoid redundant explanations.

[0092] The first processing circuit 311 of the first control device 310 performs a misfire detection process as an example of engine control using engine torque Te. The misfire detection process determines whether or not a misfire has occurred for each cylinder 22 based on the engine torque Te.

[0093] Figure 6 illustrates a series of processes performed by the first processing circuit 311 when executing a misfire detection process. The first processing circuit 311 repeatedly executes the processes shown in Figure 6 at predetermined intervals. In step S31, the first processing circuit 311 determines whether the disturbance torque Tdb is less than or equal to the threshold Tdbth. If the disturbance torque Tdb is less than or equal to the threshold Tdbth (S31: YES), the first processing circuit 311 proceeds to step S33. On the other hand, if the disturbance torque Tdb is greater than the threshold Tdbth (S31: NO), the first processing circuit 311 proceeds to step S35.

[0094] In step S33, the first processing circuit 311 sets the determination value STeth, which is used for the misfire determination process, to a first value STe1. The first processing circuit 311 then proceeds to step S37.

[0095] In step S35, the first processing circuit 311 sets the second value STe2 to the determination value STeth used for the misfire determination process. The second value STe2 is different from the first value STe1. For example, the second value STe2 is greater than the first value STe1. The first processing circuit 311 then proceeds to step S37.

[0096] In step S37, the first processing circuit 311 calculates the reference engine torque Teb. The reference engine torque Teb is a reference value of engine torque. The first processing circuit 311 calculates the reference engine torque Teb based on engine torques Te1 to Te4. Engine torque Te1 is the engine torque at the ignition timing of the first cylinder. Engine torque Te2 is the engine torque at the ignition timing of the second cylinder. Engine torque Te3 is the engine torque at the ignition timing of the third cylinder. Engine torque Te4 is the engine torque at the ignition timing of the fourth cylinder. For example, the first processing circuit 311 calculates the average value of multiple engine torques Te1 to Te4 as the reference engine torque Teb.

[0097] In the following step S39, the first processing circuit 311 calculates the torque deviations STe(n) of the multiple cylinders 22. That is, the first processing circuit 311 calculates the torque deviations STe(1) to STe(4). The torque deviation STe(1) of the first cylinder is the difference between the engine torque Te1 and the reference engine torque Teb. The torque deviation STe(2) of the second cylinder is the difference between the engine torque Te2 and the reference engine torque Teb. The torque deviation STe(3) of the third cylinder is the difference between the engine torque Te3 and the reference engine torque Teb. The torque deviation STe(4) of the fourth cylinder is the difference between the engine torque Te4 and the reference engine torque Teb.

[0098] In step S41, the first processing circuit 311 compares the torque deviation STe(n) with the determination value STeth for each cylinder 22. If any of the multiple torque deviations STe(1) to STe(4) are greater than the determination value STeth (S41: YES), the first processing circuit 311 proceeds to step S43. On the other hand, if all of the multiple torque deviations STe(1) to STe(4) are less than or equal to the determination value STeth (S41: NO), the first processing circuit 311 proceeds to step S45.

[0099] In step S43, the first processing circuit 311 determines that there is a misfired cylinder among the multiple cylinders 22. After that, the first processing circuit 311 temporarily terminates the series of processes shown in Figure 6.

[0100] In step S45, the first processing circuit 311 determines that there are no misfired cylinders among the multiple cylinders 22. After that, the first processing circuit 311 temporarily terminates the series of processes shown in Figure 6.

[0101] <Operation and Effects of the Second Embodiment> In addition to the operations and effects (1-1) to (1-4) of the first embodiment described above, the drive control device 300 of the second embodiment can further obtain the following effects.

[0102] (2-1) The first processing circuit 311 executes the misfire determination process shown in Figure 6 as an example of engine control using engine torque Te. The larger the disturbance torque Tdb, the lower the accuracy of calculating the engine torque Te. In contrast, the first processing circuit 311 of the second embodiment changes the magnitude of the determination value STeth depending on whether the disturbance torque Tdb is greater than the threshold Tdbth (S31: NO) or whether the disturbance torque Tdb is less than or equal to the threshold Tdbth (S31: YES). Therefore, when the calculation accuracy of the engine torque Te is low, the first processing circuit 311 can suppress the erroneous determination that there is a misfired cylinder 22 even though there is no misfired cylinder 22 in reality. The misfired cylinder determination using the first value STe1 (S33, S39-S45) is the second engine control content using engine torque Te when the disturbance torque Tdb is less than or equal to the threshold Tdbth (S31: YES). The misfire cylinder detection using the second value STe2 (S35, S39-S45) is the first engine control operation using engine torque Te when the disturbance torque Tdb is greater than the threshold Tdbth (S31: NO). The first engine control operation differs from the second engine control operation.

[0103] Figure 7 illustrates a third embodiment of the drive control device and drive control method. The third embodiment differs from the above-described embodiments in that the disturbance torque is calculated by the second control device. In the following description, the differences from the above-described embodiments will be mainly explained. The same reference numerals are used for components that are the same as or equivalent to those in the above-described embodiments, and redundant explanations will be omitted.

[0104] As shown in Figure 7, the second processing circuit 321 of the second control device 320 executes planetary torque calculation processing M41, axle torque calculation processing M45, and disturbance torque calculation processing M47. The contents of disturbance torque calculation processing M47 are substantially the same as the disturbance torque calculation processing M31 shown in Figure 3.

[0105] The second processing circuit 321 transmits the disturbance torque Tdb, which has been calculated in the disturbance torque calculation process M47, to the first control device 310 via the CAN communication line 302 in the transmission process M24. In this case, the first processing circuit 311 of the first control device 310 does not need to calculate the disturbance torque Tdb.

[0106] Figure 8 illustrates a fourth embodiment of the drive control device and drive control method. The fourth embodiment differs from the above-described embodiments in that the second control device calculates the resonance-affected torque, among other things. In the following description, we will mainly explain the parts that differ from the above-described embodiments. The same reference numerals are used for components that are the same as or equivalent to those in the above-described embodiments, and redundant explanations will be omitted.

[0107] Figure 8 illustrates a series of processes for calculating engine torque Te. The explanation will focus on the parts that differ from the multiple embodiments described above. The second control device 320 performs information acquisition processing M23A and transmission processing M24A. Information acquisition processing M23A includes first motor torque acquisition processing M231, motor rotational angular velocity acquisition processing M232, input shaft rotational angular velocity calculation processing M233, and resonance-influenced torque calculation processing M234.

[0108] The resonance-influenced torque calculation process M234 calculates the resonance-influenced torque Tdmp in the same manner as the resonance-influenced torque calculation process M15 described above. In the resonance-influenced torque calculation process M234, the second processing circuit 321 calculates the resonance-influenced torque Tdmp using the above relational expression (D3). For example, the second processing circuit 321 calculates the resonance-influenced torque Tdmp by executing the resonance-influenced torque calculation process M234 each time the crank counter CNTcr changes.

[0109] In transmission process M24A, the second processing circuit 321 outputs the resonance-influenced torque Tdmp and timing-related information to the CAN communication line 302, relating them to each other. The resonance-influenced torque Tdmp and the information calculation timing TMd are transmitted to the CAN communication line 302 from the second control device 320. The first control device 310 then receives the resonance-influenced torque Tdmp and the information calculation timing TMd through the CAN communication line 302.

[0110] In the engine torque calculation process M17, the first processing circuit 311 of the first control device 310 calculates the engine torque Te as the sum of the engine inertia torque Tei and the resonance-influenced torque Tdmp. The engine inertia torque Tei has already been calculated in the inertia torque calculation process M14. The first processing circuit 311 has already received the resonance-influenced torque Tdmp via the CAN communication line 302.

[0111] The first processing circuit 311, similar to the multiple embodiments described above, selects an engine inertia torque Tei(TMa) calculated based on the engine rotational angular velocity ωe derived at calculation time TMa from among the multiple engine inertia torques Tei calculated in the inertia torque calculation process M14. The first processing circuit 311 selects a resonance influence torque Tdmp(TMa) calculated based on the first motor rotational angular velocity ωmg1 derived at calculation time TMa from among the multiple resonance influence torques Tdmp received from the second control device 320. For example, the first processing circuit 311 selects a resonance influence torque Tdmp associated with an information calculation time TMd equal to calculation time TMa as the resonance influence torque Tdmp(TMa). The first processing circuit 311 calculates the sum of the engine inertia torque Tei(TMa) and the resonance influence torque Tdmp(TMa) as the engine torque Te(TMa).

[0112] Figures 9 and 10 illustrate a fifth embodiment of the drive control device and drive control method. The configuration of the power plant and the method for calculating engine torque in the fifth embodiment differ from those of the embodiments described above. In the following description, we will mainly explain the parts that differ from the embodiments described above. The same reference numerals are used for components that are the same as or equivalent to those in the embodiments described above, and redundant explanations will be omitted.

[0113] The drive system 100A comprises a power plant 200A and a drive control device 300A. <Configuration of Power Plant 200A> The power plant 200A comprises an engine 20, a damper 40, and a power transmission device 50A. The power plant 200A is applied to a so-called parallel hybrid system.

[0114] The power transmission device 50A includes a first motor generator 53A and a second motor generator 55A. The first motor generator 53A has a first rotor 53Aa and a first rotation angle sensor 53Ab. The first rotor 53Aa is connected to the crankshaft 21 of the engine 20 via a damper 40. The first rotation angle sensor 53Ab detects the rotation angle of the first rotor 53Aa. The detection signal from the first rotation angle sensor 53Ab is output to the drive control device 300A.

[0115] The second motor generator 55A includes a second rotor 55Aa and a second rotation angle sensor 55Ab. The second rotor 55Aa is connected to the axle 12 via an operating mechanism 11. On the other hand, the second rotor 55Aa is not connected to the first rotor 53Aa or the crankshaft 21. The second rotation angle sensor 55Ab detects the rotation angle of the second rotor 55Aa. The detection signal from the second rotation angle sensor 55Ab is output to the drive control device 300A.

[0116] <Drive control device 300A> The drive control device 300A comprises a first control device 310 and a second control device 320.

[0117] The first control device 310 includes a first processing circuit 311 for controlling the engine 20. The second control device 320 includes a second processing circuit 321 for controlling the power transmission device 50A. The second control device 320 receives detection signals from the first rotation angle sensor 53Ab and the second rotation angle sensor 55Ab, as well as detection signals from the wheel speed sensor 15.

[0118] The wheel speed sensor 15 detects the rotational speed of the drive wheel 13. The wheel speed VW of the drive wheel 13 indicates the rotational speed of the drive wheel 13 based on the detection signal from the wheel speed sensor 15. <Processing related to engine torque estimation> As shown in Figure 10, the drive control device 300A performs a number of processes to estimate the engine torque. The processes in Figure 10 include inertia torque calculation process M14A, resonance effect torque calculation process M15A, engine torque calculation process M17A, axle torque calculation process M45A, disturbance torque calculation process M31A, and engine torque correction process M61.

[0119] The inertial torque calculation process M14A calculates the engine inertial torque Tei. The inertial torque calculation process M14A is equivalent to the inertial torque calculation process M14 described above. For example, the first processing circuit 311 of the first control device 310 executes the inertial torque calculation process M14A each time the crank counter CNTcr changes.

[0120] The resonance-influenced torque calculation process M15A calculates the resonance-influenced torque Tdmp. For example, the first processing circuit 311 executes the resonance-influenced torque calculation process M15A each time the crank counter CNTcr changes.

[0121] In the resonance-influenced torque calculation process M15A, the first processing circuit 311 calculates the resonance-influenced torque Tdmp based on the first motor torque Tmg1, the first motor rotational angular velocity ωmg1, and the input shaft rotational angular velocity ωinp.

[0122] The engine torque calculation process M17A calculates the engine torque Te based on the engine inertia torque Te and the resonance influence torque Tdmp. For example, the first processing circuit 311 executes the engine torque calculation process M17A each time the crank counter CNTcr changes. In the engine torque calculation process M17A, the first processing circuit 311 synchronizes both the engine inertia torque Te and the resonance influence torque Tdmp, and calculates the sum of the two as the engine torque Te.

[0123] The axle torque calculation process M45A calculates the axle torque Tds. For example, the second processing circuit 321 of the second control device 320 executes the axle torque calculation process M45A each time the crank counter CNTcr changes.

[0124] In the axle torque calculation process M45A, the second processing circuit 321 calculates the axle torque Tds based on the rotational angular acceleration dωmg2 of the second rotor 55Aa and the second motor torque Tmg2. For example, the second processing circuit 321 can calculate the axle torque Tds by substituting the rotational angular acceleration dωmg2 and the second motor torque Tmg2 into the following relational equation (D6). In relational equation (D6), "ImA" is the moment of inertia of the second motor generator 55A.

[0125]

[0126] The disturbance torque calculation process M31A calculates the disturbance torque Tdb. The disturbance torque calculation process M31A is equivalent to the disturbance torque calculation process M31 described above. For example, the first processing circuit 311 executes the disturbance torque calculation process M31A each time the crank counter CNTcr changes.

[0127] The engine torque correction process M61 corrects the engine torque Te calculated in the engine torque calculation process M17A. For example, the first processing circuit 311 executes the engine torque correction process M61 each time the crank counter CNTcr changes.

[0128] In the engine torque correction process M61, the first processing circuit 311 corrects the engine torque Te based on the disturbance torque Tdb. TeB represents the corrected engine torque. For example, if the engine torque tends to decrease as the disturbance torque Tdb increases, the first processing circuit 311 in the engine torque correction process M61 increases the engine torque Te according to the disturbance torque Tdb. As a result, the corrected engine torque TeB is calculated. Conversely, if the engine torque tends to increase as the disturbance torque Tdb increases, the first processing circuit 311 in the engine torque correction process M61 decreases the engine torque Te according to the disturbance torque Tdb. As a result, the corrected engine torque TeB is calculated.

[0129] (Examples of modifications) The above embodiments can be implemented with the following modifications. The above embodiments and the following examples of modifications can be combined with each other to the extent that they do not contradict each other technically.

[0130] - The first processing circuit 311 may perform the inter-cylinder adjustment process shown in Figure 5 as engine control using engine torque Te. In this case, the first processing circuit 311 does not need to perform the misfire detection process shown in Figure 6. Alternatively, the first processing circuit 311 may perform the misfire detection process shown in Figure 6 as engine control using engine torque Te. In this case, the first processing circuit 311 does not need to perform the inter-cylinder adjustment process shown in Figure 5.

[0131] - The first processing circuit 311 does not have to perform a process to retard the ignition timing TMi. In other words, unlike the catalyst warm-up process M51 shown in Figure 4, the first processing circuit 311 does not have to complete the warm-up of the catalyst 28 early. In this case, the first processing circuit 311 may perform the inter-cylinder adjustment process shown in Figure 5. In the inter-cylinder adjustment process, the first processing circuit 311 can correct the variation in the magnitude of the engine torque Te at the ignition timing TMi of multiple cylinders 22 by adjusting the ignition timing TMi of each cylinder 22.

[0132] - If the disturbance torque Tdb is greater than the threshold Tdbth (S31: NO), the first processing circuit 311 may prohibit the execution of the misfire determination process (S39 to S45). - In the first embodiment described above, the first processing circuit 311 may correct the engine torque Te based on the disturbance torque Tdb, as shown in M61 of Figure 10.

[0133] - The power plant is equipped with an engine 20, and the drive control device only needs to be able to calculate the engine torque Te. In this case, the configuration of the power plant 200 shown in Figure 1 may differ from the configuration of the power plant 200A shown in Figure 9. For example, the power plant may be a power plant applied to a serial hybrid system. The power plant is equipped with an engine 20, but does not need to be equipped with a motor generator.

[0134] The first processing circuit 311 and the second processing circuit 321 are not limited to those that include a CPU and ROM and execute software processing. In other words, the first processing circuit 311 and the second processing circuit 321 may have any of the following configurations: (a), (b), and (c).

[0135] (a) The first processing circuit 311 and the second processing circuit 321 each include one or more processors that perform various processes according to a computer program. 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 perform the processes. The memory, i.e., computer-readable media, includes any available medium that can be accessed by a general-purpose or dedicated computer.

[0136] (b) The first processing circuit 311 and the second processing circuit 321 are each equipped with one or more dedicated hardware circuits that perform various processing tasks. Examples of dedicated hardware circuits include application-specific integrated circuits, i.e., ASICs or FPGAs. ASIC is an abbreviation for "Application Specific Integrated Circuit," and FPGA is an abbreviation for "Field Programmable Gate Array."

[0137] (c) The first processing circuit 311 and the second processing circuit 321 each include one or more processors that execute a part of the various processes according to a computer program, and one or more dedicated hardware circuits that execute the remaining parts of the various processes.

Claims

1. A drive control device applied to a vehicle, wherein the drive control device comprises a processing circuit for controlling the power plant of the vehicle, the vehicle comprises the power plant, drive wheels, and axles, the axles are configured to transmit torque output from the power plant to the drive wheels, the power plant comprises an engine, the engine comprises a crankshaft and a crank angle sensor, the crank angle sensor is configured to detect the rotation angle of the crankshaft, and the processing circuit is configured to perform the following: calculate engine torque, which is the output torque of the engine, based on the detection signal of the crank angle sensor; calculate disturbance torque input from the drive wheels to the power plant; and make the first engine control content different from the second engine control content, wherein the first engine control content is the control content of the engine using the engine torque when the disturbance torque is greater than a threshold, and the second engine control content is the control content of the engine using the engine torque Te when the disturbance torque is less than or equal to the threshold, and make the first engine control content different from the second engine control content.

2. The drive control device according to claim 1, wherein the power plant comprises a power transmission device, the power transmission device comprises a motor generator, the motor generator comprises a rotor connected to the axle, and a rotation angle sensor for detecting the rotation angle of the rotor, and the processing circuit is configured to perform the following: calculate the motor rotation angular velocity, which is the rotation angular velocity of the rotor, based on the detection signal of the rotation angle sensor; calculate the axle torque, which is the torque of the axle, based on the motor rotation angular velocity and the output torque of the motor generator; and calculate the magnitude of the vibration component of the axle torque as the disturbance torque.

3. The power plant comprises a damper connected to the crankshaft, and a power transmission device connected to the crankshaft via the damper, the power transmission device comprising a planetary gear mechanism, a first motor generator, and a second motor generator, the first motor generator comprising a first rotor and a first rotation angle sensor for detecting the rotation angle of the first rotor, the second motor generator comprising a second rotor connected to the axle and a second rotation angle sensor for detecting the rotation angle of the second rotor, the planetary gear mechanism comprising a sun gear, a ring gear, a pinion gear, and a planetary carrier, the ring gear being coaxially arranged with the sun gear, the pinion gear meshing with the sun gear and the ring gear, the planetary carrier supporting the pinion gear in a manner that allows the planetary carrier to rotate and revolve, the crankshaft being connected to the planetary carrier via the damper, and the first rotor being connected to the sun gear. The drive control device according to claim 1, wherein the second rotor and the axle are connected to the ring gear, and the processing circuit is configured to perform the following: calculate the first motor rotational angular velocity, which is the rotational angular velocity of the first rotor, based on the detection signal of the first rotational angle sensor; calculate the second motor rotational angular velocity, which is the rotational angular velocity of the second rotor, based on the detection signal of the second rotational angle sensor; calculate the planetary torque, which is the torque of the planetary carrier, based on the output torque of the first motor generator and the rotational angular velocity of the first motor; calculate the axle torque, which is the torque of the axle, based on the output torque of the second motor generator, the rotational angular velocity of the second motor, and the planetary torque; and calculate the magnitude of the vibration component of the axle torque as the disturbance torque.

4. The drive control device according to claim 3, wherein the processing circuit is configured to perform the following: calculate a resonance effect torque caused by resonance generated in the power transmission device based on the rotational angular velocity of the first motor; calculate the engine rotational angular velocity, which is the rotational angular velocity of the crankshaft, based on the detection signal of the crank angle sensor; calculate the engine inertia torque, which is the inertia torque of the engine, based on the rotational angular velocity of the engine; and calculate the engine torque, which is the sum of the engine inertia torque and the resonance effect torque, wherein the engine inertia torque has already been calculated at the same time as the rotational angular velocity of the first motor used to calculate the resonance effect torque.

5. The processing circuit comprises a first processing circuit to which the detection signal of the crank angle sensor is input, and a second processing circuit to which the detection signals of the first rotation angle sensor and the second rotation angle sensor are input, wherein the second processing circuit is configured to transmit to the first processing circuit the resonance influence torque or the first motor rotation angular velocity and timing-related information relating to each other, wherein the resonance influence torque is calculated based on the first motor rotation angular velocity, and the timing-related information relates to the calculation timing of the first motor rotation angular velocity, and transmit to the first processing circuit the disturbance torque or the axle torque, wherein the first processing circuit calculates the engine rotation angular velocity and the engine inertia torque, A drive control device according to claim 4, configured to calculate the engine torque by calculating the sum of the resonance-influenced torque and the engine inertia torque, wherein the resonance-influenced torque is based on the first motor rotational angular velocity calculated at the calculation time indicated by the timing-related information received from the second processing circuit, and the engine inertia torque is calculated at the calculation time; and to control the engine using the engine torque.

6. The drive control device according to any one of claims 1 to 5, wherein the engine is a spark-ignition type having a plurality of cylinders, the processing circuit is configured to perform inter-cylinder adjustment processing to adjust the amount of fuel supplied to each cylinder or the ignition timing for each of the plurality of cylinders in order to correct for variations in the magnitude of the engine torque at the ignition timing of the plurality of cylinders, and the processing circuit is configured to perform the inter-cylinder adjustment processing when the disturbance torque is less than or equal to the threshold, while interrupting the execution of the inter-cylinder adjustment processing when the disturbance torque is greater than the threshold.

7. The drive control device according to any one of claims 1 to 6, wherein the engine is a spark-ignition type having multiple cylinders, the processing circuit performs a misfire determination process to determine whether or not a misfire has occurred for each of the multiple cylinders based on the engine torque, and the processing circuit is configured to change the magnitude of the determination value used in the misfire determination process depending on whether the disturbance torque is greater than the threshold or whether the disturbance torque is less than or equal to the threshold.

8. A drive control device applied to a vehicle, wherein the drive control device comprises a processing circuit for controlling the vehicle's powerplant, the vehicle comprises the powerplant, drive wheels, and axles, the axles are configured to transmit torque output from the powerplant to the drive wheels, the powerplant comprises an engine, the engine comprises a crankshaft and a crank angle sensor, the crank angle sensor detects the rotation angle of the crankshaft, and the processing circuit is configured to perform: calculate engine torque, which is the output torque of the engine, based on the detection signal of the crank angle sensor; calculate disturbance torque input from the drive wheels to the powerplant; and correct the engine torque based on the disturbance torque.

9. The drive control device according to claim 8, wherein the power plant comprises a power transmission device, the power transmission device comprises a motor generator, the motor generator comprises a rotor connected to the axle, and a rotation angle sensor for detecting the rotation angle of the rotor, and the processing circuit is configured to perform the following: calculate the motor rotation angular velocity, which is the rotation angular velocity of the rotor, based on the detection signal of the rotation angle sensor; calculate the axle torque, which is the torque of the axle, based on the motor rotation angular velocity and the output torque of the motor generator; and calculate the magnitude of the vibration component of the axle torque as the disturbance torque.

10. The power plant comprises a damper connected to the crankshaft and a power transmission device connected to the crankshaft via the damper, the power transmission device comprising a planetary gear mechanism, a first motor generator, and a second motor generator, the first motor generator comprising a first rotor and a first rotation angle sensor for detecting the rotation angle of the first rotor, the second motor generator comprising a second rotor connected to the axle and a second rotation angle sensor for detecting the rotation angle of the second rotor, the planetary gear mechanism comprising a sun gear, a ring gear, a pinion gear, and a planetary carrier, the ring gear being coaxially arranged with the sun gear, the pinion gear meshing with the sun gear and the ring gear, the planetary carrier supporting the pinion gear in a manner that allows the planetary carrier to rotate and revolve, the crankshaft being connected to the planetary carrier via the damper, and the first rotor being connected to the sun gear. The drive control device according to claim 8, wherein the second rotor and the axle are connected to the ring gear, and the processing circuit is configured to perform the following: calculate the first motor rotational angular velocity, which is the rotational angular velocity of the first rotor, based on the detection signal of the first rotational angle sensor; calculate the second motor rotational angular velocity, which is the rotational angular velocity of the second rotor, based on the detection signal of the second rotational angle sensor; calculate the planetary torque, which is the torque of the planetary carrier, based on the output torque of the first motor generator and the rotational angular velocity of the first motor; calculate the axle torque, which is the torque of the axle, based on the output torque of the second motor generator, the rotational angular velocity of the second motor, and the planetary torque; and calculate the magnitude of the vibration component of the axle torque as the disturbance torque.

11. The drive control device according to claim 10, wherein the processing circuit is configured to perform the following: calculate a resonance effect torque caused by resonance generated in the power transmission device based on the rotational angular velocity of the first motor; calculate the engine rotational angular velocity, which is the rotational angular velocity of the crankshaft, based on the detection signal of the crank angle sensor; calculate the engine inertia torque, which is the inertia torque of the engine, based on the rotational angular velocity of the engine; and calculate the engine torque, wherein the engine inertia torque has been calculated at the same time as the rotational angular velocity of the first motor used to calculate the resonance effect torque.

12. The processing circuit comprises a first processing circuit to which the detection signal of the crank angle sensor is input, and a second processing circuit to which the detection signals of the first rotation angle sensor and the second rotation angle sensor are input, wherein the second processing circuit is configured to transmit to the first processing circuit the resonance influence torque or the first motor rotation angular velocity and timing-related information relating to each other, wherein the resonance influence torque is calculated based on the first motor rotation angular velocity, and the timing-related information relates to the calculation timing of the first motor rotation angular velocity, and transmit to the first processing circuit the disturbance torque or the axle torque relating to each other, wherein the first processing circuit calculates the engine rotation angular velocity and the engine inertia torque, A drive control device according to claim 11, configured to calculate the engine torque, wherein the sum of the resonance-influenced torque and the engine inertia torque is calculated as the engine torque, the resonance-influenced torque is based on the first motor rotational angular velocity calculated at the calculation time indicated by the timing-related information received from the second processing circuit, and the engine inertia torque is calculated at the calculation time; and to control the engine using the engine torque.

13. The drive control device according to any one of claims 8 to 12, wherein the engine is a spark-ignition type having multiple cylinders, the processing circuit is configured to perform inter-cylinder adjustment processing to adjust the amount of fuel supplied to each cylinder or the ignition timing for each of the multiple cylinders in order to correct for variations in the magnitude of the engine torque at the ignition timing of the multiple cylinders, and the processing circuit is configured to perform the inter-cylinder adjustment processing when the disturbance torque is below a threshold, while interrupting the execution of the inter-cylinder adjustment processing when the disturbance torque is greater than the threshold.

14. The drive control device according to any one of claims 8 to 13, wherein the engine is a spark-ignition type having multiple cylinders, the processing circuit performs a misfire determination process to determine whether or not a misfire has occurred for each of the multiple cylinders based on the engine torque, and the processing circuit is configured to change the magnitude of the determination value used in the misfire determination process depending on whether the disturbance torque is greater than a threshold or whether the disturbance torque is less than or equal to the threshold.

15. A drive control method applied to a vehicle, wherein the drive control method is executed by a processing circuit that controls the power plant of the vehicle, the vehicle comprises the power plant, drive wheels, and axles, the axles are configured to transmit torque output from the power plant to the drive wheels, the power plant comprises an engine, the engine comprises a crankshaft and a crank angle sensor, the crank angle sensor is configured to detect the rotation angle of the crankshaft, the drive control method comprises, by the processing circuit, calculating engine torque, which is the output torque of the engine, based on the detection signal of the crank angle sensor, calculating disturbance torque input from the drive wheels to the power plant, and making the first engine control content different from the second engine control content, wherein the first engine control content is the control content of the engine using the engine torque when the disturbance torque is greater than a threshold, and the second engine control content is the control content of the engine using the engine torque Te when the disturbance torque is less than or equal to the threshold, and making the first engine control content different from the second engine control content. Drive control method.

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