JP2009298365A - Power output device, vehicle having the same, and method of controlling power output device - Google Patents

Abstract

To accurately identify a misfire cylinder of an internal combustion engine.
A multi-cylinder internal combustion engine, a generator, a planetary gear mechanism connected to the output shaft of the internal combustion engine via a damper as a torsion element, and connected to the rotating shaft and the drive shaft of the generator. In a hybrid vehicle including a two-speed transmission capable of switching between a Hi gear and a Lo gear and an electric motor connected to the drive shaft via the transmission, one cylinder of the internal combustion engine is continuously misfired. When (when the continuous misfire determination flag is 1) and the required torque Tr * and the vehicle speed V required for the drive shaft are not within the Hi gear prohibited region where the Hi gear is prohibited (S310, S330), the transmission is The Hi gear state is set (S340, S360). Thereby, the influence of the resonance based on the torsion of the damper on the rotational fluctuation of the internal combustion engine can be reduced, and when the misfire is determined based on the rotational fluctuation of the internal combustion engine and the misfire cylinder is specified, the misfire cylinder is Can be prevented.
[Selection] Figure 6

Description

  The present invention relates to a power output device, a vehicle equipped with the power output device, and a control method for the power output device, and more specifically, a multi-cylinder internal combustion engine in which an output shaft is mechanically connected to a drive shaft through a torsion element, A power output device comprising: an electric motor capable of inputting / outputting power; and a transmission transmission means connected to the rotating shaft of the motor and the drive shaft and capable of transmitting power between the two shafts with a change in gear ratio. The present invention relates to a vehicle that is mounted and travels with an axle connected to the drive shaft, and a method for controlling a power output apparatus.

Conventionally, as this type of power output device, an engine, a planetary gear mechanism connected to a crankshaft of the engine via a torsion element such as a damper and connected to a drive shaft, and a motor connected to the planetary gear mechanism An engine that is mounted on a hybrid vehicle including MG1 and a motor MG2 connected to a drive shaft and that determines engine misfire based on rotational fluctuation at the crank angle position of the engine has been proposed (for example, Patent Document 1). reference).
JP 2007-170247 A

  In a device mounted on a vehicle or the like that is connected to the engine crankshaft via a torsional element such as a damper, the torque fluctuation of the crankshaft due to engine explosion combustion is caused by the torsional element or the latter stage including this torsional element. As a result of the rotation fluctuation occurring in the crankshaft due to resonance, the crankshaft rotation fluctuation may appear small in the misfiring cylinder and appear large in the non-misfired cylinder. Even if it can be determined that misfiring has occurred in any of the cylinders, it is difficult to specify which cylinder has misfiring.

  The main object of the power output apparatus, the vehicle equipped with the same, and the control method for the power output apparatus of the present invention is to accurately identify the misfire cylinder when a misfire occurs in any of the plurality of cylinders of the internal combustion engine. .

  The power output apparatus of the present invention, the vehicle equipped with the power output apparatus, and the control method of the power output apparatus employ the following means in order to achieve the main object described above.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
A multi-cylinder internal combustion engine whose output shaft is mechanically connected to the drive shaft via a torsion element;
An electric motor that can input and output power;
Shift transmission means connected to the rotating shaft of the motor and the drive shaft, and capable of transmitting power between the two shafts with a change in gear ratio;
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Rotation fluctuation calculating means for calculating the rotation fluctuation of the internal combustion engine based on the detected rotation position;
Misfire determination means for determining misfire of the internal combustion engine based on the calculated rotation fluctuation;
When one of the plurality of cylinders of the internal combustion engine is determined to be continuously misfired by the misfire determination means, the speed is changed in a direction in which the influence on the rotational fluctuation of the internal combustion engine is reduced by resonance based on the torsion of the torsion element. A misfire shift control means for controlling the shift transmission means so that the ratio is changed;
Misfire cylinder specifying means for specifying a misfired cylinder by a rotational position corresponding to the rotational fluctuation of the internal combustion engine used for the misfire determination when the misfire determination means determines the misfire of the internal combustion engine;
It is a summary to provide.

  In the power output apparatus of the present invention, the rotational fluctuation of the internal combustion engine is calculated based on the rotational position of the output shaft of the internal combustion engine, the misfire of the internal combustion engine is determined based on the calculated rotational fluctuation, and the multiple cylinders of the internal combustion engine are determined. When one of them is continuously determined to be misfiring, the transmission transmission means is controlled so that the gear ratio is changed in a direction in which the influence on the rotational fluctuation of the internal combustion engine is reduced by the resonance based on the torsion of the torsion element. When the misfire is determined, the cylinder that misfires is specified by the rotational position corresponding to the rotational fluctuation of the internal combustion engine used for the misfire determination. Thereby, it is possible to prevent the misfire cylinder from being erroneously specified due to the influence of the resonance based on the twist of the torsion element on the rotational fluctuation of the internal combustion engine, and to specify the misfire cylinder with high accuracy.

  In such a power output apparatus of the present invention, the misfire-time shift control means may be means for controlling the shift transmission means so that the gear ratio is changed in a direction in which the reduction gear ratio decreases. In this case, the misfire shift control means may be means for controlling the shift transmission means so as to be changed to a gear ratio with the smallest reduction ratio. In this way, the accuracy of specifying the misfire cylinder can be further improved.

  Further, in the power output apparatus of the present invention, it is means for controlling the speed change transmission means so that the speed change ratio is changed within a range of the speed change ratio that can be changed by the speed change transmission means based on the drive state of the drive shaft. It can also be. By so doing, it is possible to reduce the influence of the resonance based on the torsion of the torsion element on the rotational fluctuation of the internal combustion engine within a range that does not affect the driving of the drive shaft. Here, the “driving state of the drive shaft” includes the required torque required for the drive shaft, the rotational speed of the drive shaft, and the like.

  Further, in the power output apparatus of the present invention, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft are connected to three shafts, and two of the three shafts are connected. Three-axis power input / output means for inputting / outputting power to the remaining one axis based on power input / output to / from one axis may be provided. Here, the “three-axis power input / output means” includes a planetary gear mechanism, a differential gear, and the like.

The vehicle of the present invention
The power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output device that outputs power to the drive shaft, wherein the output shaft is mechanically connected to the drive shaft via a torsion element. Connected to a multi-cylinder internal combustion engine connected to the motor, an electric motor capable of inputting / outputting power, the rotating shaft of the motor and the drive shaft, and transmission of power between both shafts is possible with a change in gear ratio Shift transmission means, rotation position detection means for detecting the rotation position of the output shaft of the internal combustion engine, rotation fluctuation calculation means for calculating rotation fluctuation of the internal combustion engine based on the detected rotation position, and the calculation Misfire determination means for determining misfiring of the internal combustion engine based on the rotational fluctuation, and when any one of the plurality of cylinders of the internal combustion engine is continuously determined to be misfiring by the misfire determination means, Based on twist Misfire in the misfire is determined by the misfire determination means and the misfire determination means for controlling the shift transmission means so that the gear ratio is changed in a direction in which the influence on the rotational fluctuation of the internal combustion engine is reduced by vibration. A misfire cylinder identifying means for identifying a cylinder that misfires based on the rotational position corresponding to the rotational fluctuation of the internal combustion engine used for the misfire determination, and an axle on the drive shaft. The gist is that the vehicle is connected.

  In the vehicle according to the present invention, the power output device according to any one of the above-described aspects is mounted. Therefore, the effect produced by the power output device according to the present invention, for example, resonance based on the twist of the torsion element is caused by rotation of the internal combustion engine. An effect similar to the effect of suppressing the misfiring cylinder from being erroneously specified due to the influence on the fluctuation can be obtained.

The method for controlling the power output apparatus of the present invention includes:
A multi-cylinder internal combustion engine whose output shaft is mechanically connected to the drive shaft via a torsion element, an electric motor capable of inputting / outputting power, and a change in gear ratio connected to the rotating shaft and the drive shaft of the motor And a shift transmission means capable of transmitting power between the two shafts with a control method of a power output device,
(A) calculating rotational fluctuation of the internal combustion engine based on the rotational position of the output shaft of the internal combustion engine; (b) determining misfire of the internal combustion engine based on the calculated rotational fluctuation;
(C) When any of the plurality of cylinders of the internal combustion engine is determined to be continuously misfired in the step (b), the influence on the rotational fluctuation of the internal combustion engine is small due to resonance based on the torsion of the torsion element. Controlling the shift transmission means so that the gear ratio is changed in the direction of
(D) When the misfire of the internal combustion engine is determined in the step (b), the gist is to identify the cylinder that has misfired by the rotational position corresponding to the rotational fluctuation used for the misfire determination.

  According to the control method for a power output apparatus of the present invention, the rotational fluctuation of the internal combustion engine is calculated based on the rotational position of the output shaft of the internal combustion engine, the misfire of the internal combustion engine is determined based on the calculated rotational fluctuation, and the internal combustion engine When one of the plurality of cylinders of the engine is determined to be continuously misfired, the transmission transmission means is arranged so that the gear ratio is changed in a direction in which the effect on the rotational fluctuation of the internal combustion engine is reduced by the resonance based on the torsion of the torsion element. When the misfire of the internal combustion engine is determined, the cylinder that misfires is specified by the rotational position corresponding to the rotational fluctuation of the internal combustion engine used for the misfire determination. Thereby, it is possible to prevent the misfire cylinder from being erroneously specified due to the influence of the resonance based on the twist of the torsion element on the rotational fluctuation of the internal combustion engine, and to specify the misfire cylinder with high accuracy.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 and a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28 as a torsion element. A motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, a two-stage transmission 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, and the transmission 35 And a hybrid electronic control unit 70 that controls the entire vehicle.

  The engine 22 is configured as an eight-cylinder internal combustion engine that can output power by using a hydrocarbon fuel such as gasoline or light oil. As shown in FIG. 2, as shown in FIG. The fuel is injected from the fuel injection valve 126 provided for each cylinder, and the intake air and the gasoline are mixed. The mixture is sucked into the fuel chamber through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, the crank position (crank angle CA) from the crank position sensor 140 that detects the rotational position (crank angle CA) of the crankshaft 26, and the engine 22. Cooling water temperature from a water temperature sensor 142 that detects the temperature of the cooling water, intake valve 128 that performs intake and exhaust to the combustion chamber, cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and throttle valve The throttle position from the throttle valve position sensor 146 for detecting the position 124, the air flow meter signal AF from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, and the air-fuel ratio Air-fuel ratio AF from capacitors 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The above-described crank position sensor 140 is mounted so as to rotate in synchronization with the crankshaft 26, and teeth are formed every 10 degrees and two missing teeth are formed for detecting the reference position. It is configured as an electromagnetic pickup sensor having a rotor, and generates a shaped wave every time the crankshaft 26 rotates 10 degrees.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the transmission 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  Although not shown, the transmission 35 includes two planetary gears, two brakes that non-rotatably fix the ring gears of the two planetary gears to the case, and a hydraulic circuit that turns on and off the two brakes. By turning one of the two on and turning off the other, the rotational speed of the motor MG2 is reduced and transmitted to the ring gear shaft 32a, and one of the two brakes is turned off and the other is turned on. It is possible to switch between three states: a Hi gear that transmits to the ring gear shaft 32a without reducing the rotational speed of the motor MG2, and a neutral that separates the motor MG2 from the ring gear shaft 32a by turning off both brakes. It is configured as a neutral two-stage transmission that can be used.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. A drive signal is output from the hybrid electronic control unit 70 to a hydraulic circuit that turns on and off the two brakes of the transmission 35. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured has a required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque Tr * is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the misfire determination process for determining the misfire of the engine 22 and the drive control of the transmission 35 associated therewith will be described. First, the misfire determination process of the engine 22 will be described, and then the drive control of the transmission 35 will be described. FIG. 3 is a flowchart showing an example of a misfire determination process executed by the engine ECU 24. This process is repeatedly executed every predetermined time.

  When the misfire determination process is executed, the CPU 24a of the engine ECU 24 first rotates the crank angle CA detected by the crank position sensor 140 and the crankshaft 26 calculated by the T30 calculation process illustrated in FIG. 4 by 30 degrees. The process for inputting the required 30-degree rotation time T30 (CA), which is the time required for the operation, is executed (step S100). As shown in the T30 calculation process of FIG. 4, the 30-degree required rotation time T30 (CA) is inputted with the crank angle CA every 30 degrees from the reference crank angle and the detection time t when the crank angle CA is detected ( It can be obtained by calculating the difference between the input detection time t and the detection time (previous time) of the crank angle CA 30 degrees before (step S210). Here, since the 30-degree rotation required time T30 (CA) is the reciprocal number, it becomes the rotation speed of the engine 22 every time the crankshaft 26 rotates 30 degrees (hereinafter, 30-degree rotation speed N30 (CA)). The degree of change of the 30-degree rotational speed N30 (CA), that is, the rotational fluctuation is expressed using a unit of time.

  Subsequently, the input required 30-degree rotation time T30 is compared with the threshold value Tref (step S110). Here, the threshold value Tref is greater than the required 30-degree rotation time T30 when the cylinder that is in the combustion stroke is not misfiring at the crank angle CA that is the reference of the required 30-degree rotation time T30, and the cylinder is misfired. Is set as a value smaller than the required 30-degree rotation time T30, and can be obtained by experiments or the like. If the 30 degree rotation required time T30 is less than or equal to the threshold value Tref, it is determined that the engine 22 has not misfired, and the misfire determination process ends. If the 30 degree rotation required time T30 is greater than the threshold value Tref, It is determined that a misfire has occurred in each of the cylinders, and the misfire cylinder is specified by the crank angle CA (step S120). Among the cylinders of the engine 22, there is one misfire cylinder, and that one cylinder continuously misfires. It is determined whether or not a continuous misfire has occurred (step S130), and in the case of a continuous misfire, a value 1 is set to the continuous misfire determination flag F (step S140), and the misfire determination process is terminated.

  FIG. 5 shows how the crank angle CA and the time required for 30-degree rotation T30 change over time when one cylinder continuously misfires in the engine 22. FIG. 5A shows a state of time change when resonance due to torsion does not occur in the damper 28, and FIG. 5B shows a state of time change when resonance occurs. As shown in the figure, when a continuous misfire of one cylinder occurs in the engine 22, the required rotation time T30 exceeds the threshold value Tref for every 720 degrees of the crank angle CA, but the damper 28 has resonance based on torsion. The crank angle CA exceeding the threshold value Tref differs depending on when the resonance is not occurring, and it is difficult to specify misfire based on the crank angle CA.

  Next, drive control of the transmission 35 will be described. FIG. 6 is a flowchart illustrating an example of a shift control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time.

  When the shift control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly requires the required torque Tr * set based on the accelerator opening Acc and the vehicle speed V, the vehicle speed V from the vehicle speed sensor 88, and the continuous misfire. Processing for inputting data necessary for control such as the determination flag F is executed (step S300). The continuous misfire determination flag F is set by the above-described misfire determination process and is input from the engine ECU 24 by communication.

  When the data is input in this manner, it is determined whether or not the input continuous misfire determination flag F has a value of 1 (step S310), and the continuous misfire determination flag F has a value of 0, that is, the engine 22 has a continuous misfire of one cylinder. If it is determined that there is not, the target gear stage G * is set using the shift map based on the input requested torque Tr * and the vehicle speed V (step S320), and the gear stage corresponding to the set target gear stage G * is set. The hydraulic circuit of the transmission 35 is driven and controlled so as to become (step S360), and this routine is finished. FIG. 7 is an explanatory diagram showing an example of a shift map. The Lo-Hi line in the figure indicates the Lo-Hi shift line for upshifting the transmission 35 from the Lo gear to the Hi gear, and the Hi-Lo line indicates the transmission 35 from the Hi gear to the Lo gear. Shows a Hi-Lo shift line for downshifting. Moreover, the area | region enclosed with the oblique line in a figure is a Hi gear prohibition area | region which prohibits a Hi gear. This Hi gear prohibited area is defined as a high torque area in which the torque output to the ring gear shaft 32a as the drive shaft may be insufficient with respect to the required torque Tr * when the transmission 35 travels in the Hi gear state. ing.

  If it is determined in step S310 that the continuous misfire determination flag F has a value of 1, that is, it is determined that one cylinder of continuous misfire has occurred in the engine 22, the input requested torque Tr * and the vehicle speed V are within the Hi gear prohibited region described above. It is determined whether or not there is (Step S330), and if it is determined that it is not within the Hi gear prohibited region, the Hi gear Ghi is set to the target gear stage G * (Step S340), and according to the set target gear stage G *. The transmission 35 is driven and controlled so as to achieve the selected gear position (step S360), and this routine is terminated. This is because the inertia of the motor MG2 as viewed from the ring gear shaft 32a side increases as the reduction ratio of the transmission 35 increases, so that the resonance period based on the twist of the damper 28 as the twist element is the misfire period (2 of the engine 22). This is based on the fact that the resonance gain tends to increase as the frequency approaches a period corresponding to rotation. Therefore, by setting the transmission 35 to the state of the Hi gear with a small reduction ratio, the influence of the resonance based on the twist of the damper 28 on the time required for 30-degree rotation T30 as the rotational fluctuation of the engine 22 can be reduced. Thus, it is possible to suppress the cylinder that has not misfired from being specified as the misfired cylinder.

  If the continuous misfire determination flag F is determined to be 1 in step S310 and is within the Hi gear prohibited region in step S330, the torque output to the ring gear shaft 32a as the drive shaft may be insufficient with respect to the required torque Tr *. The Lo gear Glo is set to the target gear stage G * (step S350), and the hydraulic circuit of the transmission 35 is driven and controlled to achieve the gear stage according to the set target gear stage G *. (Step S160), this routine is finished.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is continuously misfired by one cylinder, the transmission 35 is in the Hi gear state, and therefore resonance based on the twist of the damper 28 is caused by the resonance of the engine 22. The influence on the time required for 30 ° rotation T30 as a rotational fluctuation can be reduced, and misfire of the engine 22 is determined using the time required for 30 ° rotation T30, and the misfire cylinder is specified by the crank angle CA. It can suppress that the cylinder which has not been specified as a misfire cylinder. As a result, the misfire cylinder can be specified with high accuracy. In addition, even when one cylinder of the engine 22 is continuously misfired, if the required torque Tr * and the vehicle speed V are within the Hi gear prohibited region, the Lo gear state is maintained, so the required torque Tr * On the other hand, it is possible to more reliably suppress the shortage of torque output to the ring gear shaft 32a as the drive shaft.

  In the hybrid vehicle 20 of the embodiment, the misfire of the engine 22 is determined based on the time required for 30 ° rotation T30 as the time required for the crankshaft 26 to rotate 30 °. However, the crankshaft 26 rotates 5 °. The misfire of the engine 22 may be determined using various required times such as a time required for 5 ° rotation T5 as a time required for the rotation and a time required for 10 ° rotation T10 as a time required for the rotation 10 °. Further, misfiring of the engine 22 is caused by using various rotation speeds such as 5 degrees rotation speed N5 which is the rotation speed of the crankshaft 26 every 5 degrees and 10 degrees rotation speed N10 which is the rotation speed of the crankshaft 26 every 10 degrees. It does not matter as a judgment.

  In the hybrid vehicle 20 of the embodiment, misfire is determined by comparing the time required for 30-degree rotation T30 (CA) and the threshold value Tref. However, the present invention is not limited to this. Any method may be used as long as the misfire of the engine 22 can be determined based on the above.

  In the misfire determination apparatus for an internal combustion engine mounted on the hybrid vehicle 20 of the embodiment, the misfire of any cylinder of the 8-cylinder engine 22 is determined. However, the misfire of any cylinder of the 6-cylinder engine is determined. Any number of cylinders may be used as long as it can determine misfire of any cylinder of a multi-cylinder engine, such as to determine misfire of any cylinder of a four-cylinder engine. .

  In the internal combustion engine misfire determination apparatus mounted on the hybrid vehicle 20 of the embodiment, the determination of misfire of the engine 22 in the configuration in which the motor MG2 is connected to the ring gear shaft 32a via the two-speed transmission 35 is performed. The determination of misfire of the engine 22 in a configuration in which the motor MG2 is connected to the ring gear shaft 32a via a transmission of three or more stages or a continuously variable transmission may be performed. In this case, the gear ratio of a transmission of three or more stages or a continuously variable transmission is set by setting an allowable range of the gear ratio allowed for the transmission based on the required torque Tr * and the vehicle speed V. Of these, the gear ratio with the smallest reduction ratio can be set, or the gear ratio on the speed increasing side can be set by a predetermined amount.

In the misfire determination device for an internal combustion engine mounted on the hybrid vehicle 20 of the embodiment, the ring gear shaft 32a is connected to the crankshaft 26 of the engine 22 via a damper 28 as a torsion element and the rotation shaft of the motor MG1 or the drive shaft. It is assumed that the misfire of the engine 22 in the vehicle including the power distribution and integration mechanism 30 connected to the motor and the motor MG2 connected to the ring gear shaft 32a via the transmission 35 is determined. However, the crankshaft of the engine serves as a torsion element. Therefore, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 8, the power of the motor MG2 is driven by the axle (drive wheel 63a) to which the ring gear shaft 32a is connected. , 63b is connected to an axle (wheels 64a, 64b in FIG. 8) different from the axle. 9 may be used to determine misfire of the engine 22 or connected to the crankshaft 26 of the engine 22 via a damper 28, as illustrated in the hybrid vehicle 220 of the modified example of FIG. The inner rotor 232 and the outer rotor 234 connected to the drive shaft that outputs power to the drive wheels 63a and 63b, and a part of the power of the engine 22 is transmitted to the drive shaft and the remaining power is converted into electric power. It is good also as what determines the misfire of the engine 22 of what is provided with the counterrotor electric motor 230 to convert.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, an 8-cylinder engine 22 connected to the crankshaft 26 via a damper 28 serving as a torsional element corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the rotation of the motor MG2 The two-speed transmission 35 connected to the shaft and the ring gear shaft 32a as the drive shaft corresponds to the “transmission transmission means”, and a crank position sensor 140 that detects the rotational position (crank angle CA) of the crankshaft 26 is provided. Corresponding to “rotational position detecting means”, a T30 calculation process is performed for calculating a 30-degree rotation required time T30, which is a time required for the crankshaft 26 to rotate 30 degrees based on the shaped wave from the crank position sensor 140. The engine ECU 24 corresponds to “rotational fluctuation calculating means”, and each engine 22 is controlled based on a required rotation time T30 of 30 degrees. The engine ECU 24 that determines whether any of the cylinders misfires corresponds to “misfire determination means”. When continuous misfire is determined for one cylinder of the engine 22, the transmission 35 is set so that the transmission 35 becomes a Hi gear. The hybrid electronic control unit 70 that executes a shift control routine for driving and controlling the hydraulic circuit of the engine corresponds to the “misfire shift control means”, and when misfire is determined in the engine 22, a misfire is specified by the crank angle CA. The engine ECU 24 that executes the process of step S120 of the determination process corresponds to “misfire cylinder specifying means”. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. . The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power, such as an induction motor. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems is the same as that of the embodiment described in the column of means for solving the problems. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  In the embodiment, the hybrid vehicle 20 having the power output device is described. However, the hybrid vehicle 20 may be applied to a power output device mounted on a moving body such as a vehicle other than an automobile, a ship, or an aircraft, or may be incorporated in a facility that does not move. It may be applied to a power output device. Moreover, it is good also as a form of the control method of a power output device instead of the form of a power output device or a vehicle carrying this.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the power output device manufacturing industry and the vehicle manufacturing industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of a misfire determination process. It is a flowchart which shows an example of T30 arithmetic processing. It is explanatory drawing which shows the mode of the time change of crank angle CA and 30 degree | times rotation required time T30 when the continuous misfire of 1 cylinder has arisen in the engine 22. FIG. 3 is a flowchart illustrating an example of a shift control routine. It is explanatory drawing which shows an example of the shift map. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 transmission, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 RO M, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing machine 230, rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (7)

A power output device that outputs power to a drive shaft,
A multi-cylinder internal combustion engine whose output shaft is mechanically connected to the drive shaft via a torsion element;
An electric motor that can input and output power;
Shift transmission means connected to the rotating shaft of the motor and the drive shaft, and capable of transmitting power between the two shafts with a change in gear ratio;
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Rotation fluctuation calculating means for calculating the rotation fluctuation of the internal combustion engine based on the detected rotation position;
Misfire determination means for determining misfire of the internal combustion engine based on the calculated rotation fluctuation;
When one of the plurality of cylinders of the internal combustion engine is determined to be continuously misfired by the misfire determination means, the speed is changed in a direction in which the influence on the rotational fluctuation of the internal combustion engine is reduced by resonance based on the torsion of the torsion element. A misfire shift control means for controlling the shift transmission means so that the ratio is changed;
Misfire cylinder specifying means for specifying a misfired cylinder by a rotational position corresponding to the rotational fluctuation of the internal combustion engine used for the misfire determination when the misfire determination means determines the misfire of the internal combustion engine;
A power output device comprising:   2. The power output apparatus according to claim 1, wherein the misfire-time shift control means is means for controlling the shift transmission means so that the gear ratio is changed in a direction in which the reduction gear ratio decreases.   3. The power output according to claim 2, wherein the misfire-time shift control means is a means for controlling the shift transmission means so as to be changed to a gear ratio with the smallest reduction ratio among the changeable gear ratios of the shift transmission means. apparatus.   4. The means for controlling the speed change transmission means so that the speed change ratio is changed within a range of an allowable speed change ratio allowed by the speed change transmission means with respect to a driving state of the drive shaft. The power output device described in 1. The power output device according to any one of claims 1 to 4,
A generator capable of inputting and outputting power;
It is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the drive shaft, and power is applied to the remaining one shaft based on the power input / output to / from two of the three shafts. 3-axis power input / output means to be output;
A power output device comprising:   A vehicle on which the power output device according to any one of claims 1 to 5 is mounted and an axle is connected to the drive shaft. A multi-cylinder internal combustion engine whose output shaft is mechanically connected to the drive shaft via a torsion element, an electric motor capable of inputting / outputting power, and a change in gear ratio connected to the rotating shaft and the drive shaft of the motor And a shift transmission means capable of transmitting power between the two shafts with a control method of a power output device,
(A) calculating rotational fluctuation of the internal combustion engine based on the rotational position of the output shaft of the internal combustion engine; (b) determining misfire of the internal combustion engine based on the calculated rotational fluctuation;
(C) When any of the plurality of cylinders of the internal combustion engine is determined to be continuously misfired in the step (b), the influence on the rotational fluctuation of the internal combustion engine is small due to resonance based on the torsion of the torsion element. Controlling the transmission means so that the transmission ratio is changed in the direction
(D) A method for controlling a power output apparatus, wherein when a misfire of the internal combustion engine is determined in the step (b), a cylinder that has misfired is identified by a rotational position corresponding to a rotational fluctuation used for the misfire determination.

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