JP2018105142A - Hybrid car - Google Patents

Abstract

The present invention aims to regenerate a filter for removing particulate matter in an exhaust system and suppress erroneous determination of engine misfire.
A hybrid vehicle that performs a misfire determination that determines whether or not a misfire has occurred in an engine based on engine rotation fluctuation when a predetermined determination condition is satisfied, wherein the predetermined determination condition is satisfied, Further, when the predetermined operating condition is satisfied, when the vehicle is stopped, the dither control for controlling the engine and the misfire determination are executed so that the air-fuel ratio of the engine repeats rich and lean.
[Selection] Figure 2

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine having a filter that removes particulate matter in an exhaust system, and a motor for traveling.

  Conventionally, as this type of hybrid vehicle, a vehicle including an engine and a motor has been proposed (see, for example, Patent Document 1). The engine includes a port injection valve and a cylinder injection valve. In this automobile, it is determined whether or not an abnormality has occurred in the port injection valve based on the engine output torque fluctuation amount when the engine is controlled so that fuel is injected only from the port injection valve. Whether or not there is an abnormality in the in-cylinder injection valve is determined based on the output torque fluctuation amount when the engine is controlled so that the fuel is injected only from the engine.

Japanese Patent Laid-Open No. 2008-14198

  By the way, in a hybrid vehicle equipped with an engine having a filter that removes particulate matter in the exhaust system, when there is a request for regeneration of the filter, a dither control is executed to control the engine air-fuel ratio to repeat rich and lean. Yes. During the execution of the dither control, the engine rotational fluctuation becomes large. Therefore, in a hybrid vehicle that determines whether or not the engine has misfired based on engine rotation fluctuation, if dither control is performed, engine rotation fluctuation may increase even when the engine is not misfiring. Misjudgment of misfire.

  The main purpose of the hybrid vehicle of the present invention is to suppress misjudgment of engine misfire.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An engine having a filter for removing particulate matter in the exhaust system;
A motor for traveling,
A control device for controlling the engine and the motor;
A misfire determination device that executes a misfire determination that determines whether or not a misfire has occurred in the engine based on fluctuations in rotation of the engine when a predetermined determination condition is satisfied;
A hybrid vehicle comprising:
The control device controls the engine so that the air-fuel ratio of the engine repeats rich and lean when the vehicle is stopped when the predetermined determination condition is satisfied and the predetermined operation condition is satisfied. Executing dither control and misfire determination,
This is the gist.

  In the hybrid vehicle of the present invention, the engine is controlled so that the air-fuel ratio of the engine repeats rich and lean when the vehicle is stopped when the predetermined determination condition is satisfied and the predetermined operation condition is satisfied. Perform dither control and misfire determination. When the dither control is executed, the engine rotational fluctuation increases. When traveling, the vehicle may be vibrated by input from the road surface due to the unevenness of the road surface, and the rotational fluctuation of the engine may increase. For this reason, if the dither control is executed during traveling, the engine rotational fluctuation further increases. When misfire is determined in such a situation, it may be erroneously determined that misfire has occurred even when no misfire has occurred. In the present invention, when the vehicle is stopped, the dither control for controlling the engine and the misfire determination are executed so that the air-fuel ratio of the engine repeats rich and lean, so that misfire misjudgment can be suppressed. Here, the “predetermined determination condition” is a condition in which the engine speed is in a range larger than the lower limit speed and smaller than the upper limit speed, or air actually sucked in one cycle with respect to the stroke volume per one cycle of the engine. The volume efficiency, which is the volume ratio, may be a condition that is a predetermined rate or more. The “predetermined operating conditions” are a condition that the PM accumulation amount as the accumulation amount of the particulate matter accumulated on the filter is a threshold value or more, a condition that the engine warm-up is completed, and the engine cooling water temperature is a predetermined temperature or more. It is good also as conditions.

  In such a vehicle of the present invention, a first motor that generates electric power with power from the engine, a second motor as the motor, a power storage device that exchanges electric power with the first and second motors, an auxiliary machine, A DC / DC converter for stepping down the power of the first power line to which the power storage device is connected and supplying the power to the second power line to which the auxiliary device is connected. When the vehicle is stopped when the predetermined operating condition is satisfied, the dither control and the misfire determination are executed, and the auxiliary machine is driven by the power of the power storage device. The auxiliary machine and the DC / DC converter may be controlled. In this way, since the power of the power storage device can be consumed by the auxiliary machine, overcharging of the power storage device can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is a flowchart illustrating an example of a processing routine executed by an engine ECU 24. An example of the time change of the rotational fluctuation amount Δω of the engine 22 is shown.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, an auxiliary machine 62, a DC / DC converter 64, and a hybrid. Electronic control unit (hereinafter referred to as HVECU) 70.

  The engine 22 is configured as a multi-cylinder internal combustion engine that outputs power using gasoline or light oil as a fuel. Operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. An exhaust purification device 23 and a particulate matter removal filter (hereinafter referred to as PM filter) 25 are attached to the exhaust system of the engine 22. The exhaust purification device 23 is filled with a catalyst 23a that removes unburned fuel and nitrogen oxides in the exhaust. The PM filter 25 is formed as a porous filter using ceramics, stainless steel, or the like, and captures particulate matter (PM) such as soot.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

  Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. The signals from the various sensors include, for example, a crank position from a crank position sensor (not shown) that detects the rotational position of the crankshaft 26, a cooling water temperature Tw from a water temperature sensor (not shown) that detects the temperature of cooling water of the engine 22 and the like. Can be mentioned. Further, a throttle opening TH from a throttle valve position sensor (not shown) for detecting the throttle valve position, an intake air amount Qa from an air flow meter (not shown) attached to the intake pipe, and a temperature sensor (not shown) attached to the intake pipe. The intake air temperature Ta can also be mentioned. Further, the air-fuel ratio AF from the air-fuel ratio sensor 23b attached on the upstream side of the exhaust purification device 23 of the exhaust system and the oxygen signal O2 from the oxygen sensor 23c attached on the downstream side of the exhaust purification device 23 The pressures P1 and P2 from the pressure sensors 25a and 25b attached to the upstream side and the downstream side can also be mentioned.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Examples of the various control signals include a drive signal to the fuel injection valve, a drive signal to the throttle motor that adjusts the position of the throttle valve, and a control signal to the ignition coil integrated with the igniter.

  The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 by a control signal from the HVECU 70. The engine ECU 24 outputs data relating to the operating state of the engine 22 to the HVECU 70 as necessary.

  The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θcr. Further, the engine ECU 24 determines the volume efficiency (the volume of air actually sucked in one cycle with respect to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter and the rotational speed Ne of the engine 22. The ratio KL is also calculated. The engine ECU 24 determines the PM accumulation amount as an estimated accumulation amount of the particulate matter captured by the PM filter 25 based on the pressure difference ΔP (ΔP = P1−P2) between the pressures P1 and P2 from the pressure sensors 25a and 25b. Qpm is calculated, or the filter temperature Tf as the estimated temperature of the PM filter 25 is calculated based on the operating state of the engine 22. Further, the engine ECU 22 requires 30 degrees rotation, which is the time required for the crankshaft 26 to rotate by 30 degrees each time the crankshaft 26 rotates by a predetermined angle (for example, 10 degrees) based on the crank angle θcr. The time T30 (msec) is acquired, and the angular velocity ωeg (rad / sec) of the crankshaft 26 (engine 22) is calculated based on the required 30-degree rotation time T30. The angular velocity ωeg is calculated as ωeg = 2π × (30/360) / T30 × 1000.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as a well-known synchronous generator motor including a rotor in which permanent magnets are embedded and a stator in which a three-phase coil is wound, and the rotor is connected to the sun gear of the planetary gear 30 as described above. Has been. The motor MG2 is configured as a synchronous generator motor similar to the motor MG1, and the rotor is connected to the drive shaft 36. Motors MG1 and MG2 are driven by controlling inverters 41 and 42 by motor ECU 40. The inverters 41 and 42 are connected to a power line 54a to which the battery 50 is connected. The inverters 41 and 42 are configured as well-known inverters including six transistors and six diodes. Since the inverters 41 and 42 share the power line 54a, the power generated by either the motor MG1 or MG2 can be supplied to another motor.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. As signals from the various sensors, for example, rotational positions θm1 and θm2 from a rotational position detection sensor (not shown) that detects the rotational positions of the rotors of the motors MG1 and MG2, and currents flowing through the phases of the motors MG1 and MG2 are detected. Phase voltage from the current sensor, voltage VL of the capacitor 46 (power line 54a) from a voltage sensor (not shown) attached between the terminals of the capacitor 46, and the like. From the motor ECU 40, switching control signals to the transistors of the inverters 41 and 42 for driving and controlling the motors MG1 and MG2 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70. In addition, motor ECU 40 outputs data relating to the driving state of motors MG1 and MG2 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and exchanges electric power with the motors MG1 and MG2 via the inverters 41 and 42. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . A signal necessary for managing the battery 50 is input to the battery ECU 52 via the input port, and data regarding the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. As a signal input via the input port, for example, the voltage Vb between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50 or the power line 54a connected to the output terminal of the battery 50 is attached. Examples thereof include a charge / discharge current Ib from a current sensor (not shown), a battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like. Further, the battery ECU 52 calculates the storage ratio SOC and input / output limits Win and Wout in order to manage the battery 50. The storage ratio SOC is a ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity, and is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor. The input / output limits Win and Wout are the maximum allowable power that may charge and discharge the battery 50, and are calculated based on the calculated storage ratio SOC and the battery temperature Tb.

  Examples of the auxiliary machine 62 include an air conditioner and a seat heater.

  The DC / DC converter 64 is connected to the power line 54a and the power line 54b to which the auxiliary device 62 is connected. By being controlled by the HVECU 70, the power of the power line 54a is stepped down and supplied to the power line 54b. To do.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signals from the various sensors include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. From the HVECU 70, various control signals, for example, a drive signal to the auxiliary machine 62 and a control signal to the DC / DC converter 64 are output via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment configured in this way is in a hybrid travel mode (HV travel mode) that travels with the operation of the engine 22 or in an electric travel mode (EV travel mode) that travels while the operation of the engine 22 is stopped. Run.

  When traveling in the HV traveling mode, the HVECU 70 is first requested for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (should be output to the drive shaft 36). ) Set the required torque Tr *. Subsequently, the set power demand Tr * is multiplied by the rotational speed Nr of the drive shaft 36 to calculate the travel power Pdrv * required for travel. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is set by subtracting the charge / discharge required power Pb * of the battery 50 (a positive value when discharging from the battery 50) from the calculated traveling power Pdrv *. Here, the charge / discharge required power Pb * is set so that the absolute value of the difference ΔSOC becomes smaller based on the difference ΔSOC between the storage ratio SOC of the battery 50 and the target ratio SOC *. Next, the target operating point of the engine 22 (target rotational speed Ne *, target torque Te *), so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36, Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set. The target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 is an optimal operating line that optimizes fuel consumption by taking into account noise and vibration among the operating points (rotational speed, torque) of the engine 22. The operating point (rotation speed, torque) on the optimum operation line corresponding to the required power Pe * is determined and set in advance. The target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 is transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target operation point. Motor ECU 40 performs switching control of each transistor of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  During traveling in the EV traveling mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and sets the required torque Tr *. The traveling power Pdrv * is calculated by multiplying the rotational speed Nr of the drive shaft 36. Subsequently, the torque command Tm1 * of the motor MG1 is set to a value 0, and the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * (travel power Pdrv *) is output to the drive shaft 36. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when determining whether or not misfire has occurred in the engine 22 will be described. FIG. 2 is a flowchart showing an example of a processing routine executed by the engine ECU 24. This routine is repeatedly executed when the engine 22 is operating (when the engine 22 is not stopped or fuel is not being cut).

  When this routine is executed, the engine ECU 24 executes a process for inputting the vehicle speed V and the dither control request flag F (step S100). The vehicle speed V is detected by the vehicle speed sensor 88 and input via the HVECU 70 by communication. The dither control request flag F is a flag that is set to a value of 0 when execution of dither control is not requested and is set to a value of 1 when execution of dither control is requested.

  Here, dither control will be described. The dither control is a control for operating the engine 22 by performing fuel injection so that the air-fuel ratio of the engine 22 is rich (a state in which the amount of fuel is increased compared to the theoretical air-fuel ratio) and lean are repeated. In this dither control, some of the plurality of cylinders of the engine 22 are made rich, the remaining cylinders are made lean, and the average value of increase / decrease in the fuel injection amount of the engine 22 as a whole becomes 0. To drive. For example, when the engine 22 is a 6-cylinder internal combustion engine, the fuel injection amount of each cylinder is the cylinder average injection amount obtained by dividing the fuel injection amount of the cylinder to be ignited first by the fuel injection amount of the engine 22 by the number of cylinders. The fuel injection amount of the next cylinder to be ignited is 10% rich with respect to the cylinder average injection amount, and the fuel injection amount of the remaining cylinders is reduced by 5% in the order of ignition thereafter. The engine 22 is operated as 5% lean, 10% rich, 5% lean. By such control, the temperature of the PM filter 25 is quickly raised to a state above the reproducible temperature (for example, 600 ° C.) to regenerate the PM filter 25.

  In such dither control, the first condition for requesting regeneration of the PM filter 25 and the air-fuel ratio of the engine 22 are stable (the feedback correction amount in the air-fuel ratio control of the engine 22 is within a predetermined range and the air-fuel ratio is empty). The second condition (learning about the fuel ratio is completed) and the engine 22 have been warmed up (the cooling water temperature Tw of the engine 22 is equal to or higher than a predetermined temperature (for example, 70 ° C, 75 ° C, 80 ° C, etc.)). ) An execution request is made when all the conditions with the third condition are satisfied. The regeneration request for the PM filter 25 is made when the PM deposition amount Qpm as the deposition amount of the particulate matter deposited on the PM filter 25 is equal to or greater than the threshold value Qpmref. Here, the PM accumulation amount Qpm is calculated (estimated) based on the differential pressure ΔP (ΔP = P1−P2) between the pressures P1 and P2 from the pressure sensors 25a and 25b. The threshold value Qpmref is a PM deposition amount Qpm that can be determined that the regeneration of the PM filter 25 is necessary. The dither control request flag F is set to a value of 0 when at least one of the first condition to the third condition described above is not satisfied, and all the conditions of the first condition to the third condition are satisfied. Sometimes set to value 1.

  Subsequently, it is determined whether or not a misfire determination condition is satisfied (step S110). Here, the first determination condition in which the rotational speed Ne of the engine 22 is higher than the lower limit rotational speed Nmin (for example, 800 rpm, 850 rpm, 900 rpm, etc.) and lower than the upper limit rotational speed Nmax (for example, 6000 rpm, 6500 rpm, 7000 rpm, etc.), or volume When the second determination condition in which the efficiency KL is equal to or higher than a predetermined rate Kref (for example, 9.0%, 9.5%, 10%, etc.) is determined, it is determined that the misfire determination condition is satisfied.

  If it is determined in step S110 that the misfire determination condition is not satisfied, it is determined that it is not necessary to execute the misfire determination, and this routine is terminated.

  If it is determined in the process of step S110 that the misfire determination requirement is satisfied, then it is determined whether or not the dither control flag F is a value 1 (step S120). When the dither control flag F is 0, misfire determination is executed without executing dither control (step S150), and this routine is terminated. In the misfire determination, first, when the ignition timing arrives for each combustion chamber, the rotational fluctuation amount Δω of the engine 22 is calculated based on the angular velocity ωeg calculated at that time and the angular velocity ωeg at the previous ignition timing of the combustion chamber. Then, the rotation fluctuation amount Δω is compared with the determination threshold value dωref. Here, the threshold value for determination dωr is set to a constant value when the dither control is not executed. When the rotational fluctuation amount Δω is equal to or greater than the determination threshold value dωref, it is determined that the rotational fluctuation amount Δω may be increased due to the occurrence of misfire in the combustion chamber. Subsequently, the rotational fluctuation amount The time waveform of Δω is compared with a predetermined determination waveform. When the time waveform of the rotational fluctuation amount Δω is the same as the determination waveform within the error range, it is determined that misfire has occurred. With such determination, it can be determined whether or not misfire has occurred.

  If it is determined in step S120 that the dither control flag F is a value 1, then it is determined whether the vehicle speed V is a value 0 (step S130). When the vehicle speed V is not 0, that is, when the vehicle is running, the misfire determination is executed without executing the dither control (step S150), and this routine is terminated. Here, the reason why the dither control is not executed will be described later.

  When the vehicle speed V is 0, that is, when the vehicle is stopped, a request for execution of charge control during stoppage and a drive request for the auxiliary device 62 are transmitted to the HVECU 70 and dither control is executed (step S140). Is executed (step S150), and this routine is terminated. The HVECU 70 that has received the request for execution of the charge control at the time of stopping the engine ECU 24, so that the battery 50 is charged to a predetermined rate SOCref that is slightly lower than the upper limit value SOCmax of the storage rate SOC with the generated power of the motor MG 1 by the power from the engine 22. Various commands are transmitted to the motor ECU 40 to control the engine 22 and the motor MG1, and when the storage ratio SOC reaches a predetermined ratio SOCref, the auxiliary machine 62 is driven by the power of the battery 50 stepped down by the DC / DC converter 64. The auxiliary machine 62 and the DC / DC converter 64 are controlled. At this time, the engine ECU 40 further performs misfire determination while performing the above-described dither control. In the misfire determination here, the determination threshold value dωref is set larger when the ignited cylinder is lean and when it is rich.

  FIG. 3 shows an example of the temporal change of the rotational fluctuation amount Δω of the engine 22. In the figure, the solid line indicates the time variation of the rotational fluctuation amount Δω and the determination threshold value dωref when the dither control is executed. The broken line indicates the time variation of the rotational fluctuation amount Δω and the determination threshold value dωref when the dither control is not executed. In the dither control, the engine 22 is operated by performing fuel injection so that the air-fuel ratio of the engine 22 becomes rich or lean for each cylinder. At this time, the rotational fluctuation amount Δω of the engine 22 when igniting the lean cylinder increases. Therefore, the determination threshold value dωref for igniting a lean cylinder is set larger than that for igniting a rich cylinder. If the dither control is executed while the vehicle is running, the rotational fluctuation amount Δω is increased by the input from the road surface. Therefore, the rotational fluctuation amount Δω is actually set to the determination threshold value dωref even though no misfire has occurred. And misjudgment of misfire determination. In the embodiment, misjudgment of misfire can be suppressed by judging misfire without executing dither control when the vehicle speed V is not zero. In the embodiment, when the vehicle speed V is 0, by executing dither control and determining misfire, the regeneration of the PM filter 25 can be achieved, and misjudgment of misfire can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the misfire determination condition is satisfied and the dither control request flag F is a value 1, when the vehicle speed V is a value 0, the dither control and the misfire determination are performed. By executing this, it is possible to suppress misjudgment of misfire.

  In the hybrid vehicle 20 of the embodiment, the drive request for the auxiliary machine 62 is transmitted to the HVECU 70 in the process of step S140. However, the drive request for the auxiliary machine 62 may not be transmitted. In this case, it is desirable to stop the execution of the dither control by causing the engine 22 to perform a load operation or operation stop when the storage ratio SOC of the battery 50 reaches a predetermined ratio SOCref by the stop-time charging control.

  In the hybrid vehicle 20 of the embodiment, the dither control request flag F is set to 0 when at least one of the first condition to the third condition is not satisfied, and all of the first condition to the third condition are set. The value is set to 1 when the condition is satisfied. However, since it is sufficient to set the value 1 when at least the first condition is satisfied, the value 1 is set when the first and second conditions are satisfied without considering the third condition. The value 1 may be set when only the first condition is satisfied without considering the second and third conditions. Further, the dither control request flag F may be set based on other conditions without being limited to the first to third conditions.

  In the hybrid vehicle 20 of the example, it is determined in the process of step S100 that the misfire determination condition is satisfied when the first determination condition or the second determination condition is satisfied. However, it may be determined that the misfire determination condition is satisfied when both the first and second determination conditions are satisfied. Moreover, it is not limited to the first and second determination conditions, and it may be determined that the misfire determination condition is satisfied when another different condition is satisfied.

  In the embodiment, the hybrid vehicle 20 is a hybrid vehicle of the type including the engine 22, the motor MG1, the motor MG2, and the battery 50, but AC power from an external power source supplied via a power plug is supplied via a charger. Plug-in hybrid vehicle that can charge the battery and supply power from the battery 50 to the plug when an external device (for example, household appliance) that is not a vehicle component is plugged in It is good. In this case, in the process of step S140, a drive request for an external device may be output instead of the drive request for the auxiliary device 62, and the HVECU 70 may be controlled to drive the external device.

  Although the hybrid vehicle 20 of the embodiment includes the battery 50, any type of power storage device may be used. For example, the battery 50 may be replaced with a capacitor.

  In the embodiment, the present invention is applied to a hybrid vehicle of the type in which the engine 22, the motor MG1, and the motor MG2 are connected to the planetary gear 30, but the engine having a particulate matter removing filter for removing particulate matter in the exhaust system. Various types of hybrid vehicles including, for example, a motor that outputs motive power for traveling, for example, a drive shaft connected to a drive wheel is connected to a motor via a transmission, and a rotation shaft of the motor is connected to a clutch via a clutch You may apply this invention to the hybrid vehicle etc. which connect an engine.

  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, the PM filter 25 corresponds to a “filter”, the engine 22 corresponds to an “engine”, the motor MG2 corresponds to a “motor”, and the engine ECU 24, the motor ECU 40, and the HVECU 70 correspond to a “control device”. The engine ECU 24 corresponds to a “misfire determination device”.

  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 problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 23 exhaust purification device, 23a catalyst, 23b air-fuel ratio sensor, 23c oxygen sensor, 24 engine electronic control unit (engine ECU), 25 particulate matter removal filter (PM filter), 25a, 25b pressure Sensor, 26 Crankshaft, 30 Planetary gear, 36 Drive shaft, 37 Differential gear, 38a, 38b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 46 Condenser, 50 Battery, 52 Battery electronic control Unit (battery ECU), 54a, 54b Power line, 62 Auxiliary machine, 64 DC / DC converter, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An engine having a filter for removing particulate matter in the exhaust system;
A motor for traveling,
A control device for controlling the engine and the motor;
A misfire determination device that executes a misfire determination that determines whether or not a misfire has occurred in the engine based on fluctuations in rotation of the engine when a predetermined determination condition is satisfied;
A hybrid vehicle comprising:
The control device controls the engine so that the air-fuel ratio of the engine repeats rich and lean when the vehicle is stopped when the predetermined determination condition is satisfied and the predetermined operation condition is satisfied. Executing dither control and misfire determination,
Hybrid car.

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