JP2009280082A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a vehicle, for accurately deciding the misfire of an internal combustion engine even when a vehicle travels under misfire erroneous detection estimation conditions. <P>SOLUTION: The controller for the vehicle includes: an internal combustion engine; a power generator for generating a power by driving the internal combustion engine; an electricity accumulator for supplying a power to a motor; a motor to be driven with power supply from at least either the electricity accumulator or the power generator; and a power transmission disconnection part arranged between the power generator and the driving wheel for disconnecting the transmission path of a power from the internal combustion engine through the power generator to a driving wheel. The controller for the vehicle which travels with a power from at least either the power generator or the internal combustion engine includes: an misfire decision part for deciding the misfire occurrence of the internal combustion engine; a power transmission disconnection control part for controlling the power transmission disconnection part to disconnect a transmission path when it is determined that misfire has occurred in the internal combustion engine by the misfire decision part; and a control part for controlling the misfire decision part to decide again the misfire occurrence of the internal combustion engine in a state where the transmission path is disconnected after it is determined that the misfire has occurred in the internal combustion engine by the misfire decision part. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus that accurately determines misfire of an internal combustion engine.

  The cylinder abnormality detection device for an internal combustion engine disclosed in Patent Document 1 detects a cylinder abnormality that causes misfire based on the rotational fluctuation of the internal combustion engine. In addition, the misfire detection device disclosed in Patent Document 2 may detect a vehicle operating condition based on the operation state of the electric motor of the hybrid vehicle and then establish a condition for erroneously detecting the misfire of the internal combustion engine. When the vehicle is operated under the misfire misdetection assumption condition, the misfire detection process of the internal combustion engine is reliably avoided by suppressing or stopping the misfire detection process. Note that the false detection assumption condition described in Patent Document 2 does not immediately falsely detect misfire, but is an operating condition on which the condition for false detection of misfire appears. This refers to traveling (for example, traveling on a rough road) in which the internal combustion engine vibrates due to the influence of vibration.

JP-A-2-49955 JP 2001-317402 A

  The misfire detection device disclosed in Patent Document 2 described above suppresses or cancels the misfire detection process when a misfire misdetection assumption is satisfied. However, if the misfire detection process is suppressed or stopped, the number (frequency) of proceeding to the process of performing an accurate misfire diagnosis is reduced as compared with the normal time. For this reason, even when a misfire that has a great influence on the catalyst actually occurs in the internal combustion engine when the vehicle travels under a misfire misdetection assumption condition, the possibility that the misfire will be accurately detected becomes low. End up.

  An object of the present invention is to provide a vehicle control device that can accurately determine misfire of an internal combustion engine even when the vehicle is running under a misfire misdetection assumption condition.

  In order to solve the above-described problems and achieve the object, a vehicle control apparatus according to a first aspect of the present invention includes an internal combustion engine (for example, the multi-cylinder internal combustion engine 107 in the embodiment) and the internal combustion engine. A generator that generates electric power by driving (for example, the generator 109 in the embodiment), a capacitor that supplies power to the motor (for example, the capacitor 101 in the embodiment), and at least one of the capacitor and the generator An electric motor (for example, the electric motor 105 in the embodiment) that is driven by power supply from the generator, and the generator and the driving wheel (for example, the driving wheel 129 in the embodiment). A power transmission connecting / disconnecting part (for example, lock-up clutch 113 in the embodiment) for connecting / disconnecting a power transmission path to the driving wheel via a generator, and the electric motor and the internal combustion engine A control device for a vehicle that travels with power from at least one of the internal combustion engine and a misfire determination unit that determines the occurrence of misfire in the internal combustion engine (for example, the management ECU 117 in the embodiment) and the misfire determination unit When it is determined that a misfire has occurred, a power transmission connection / disconnection control unit (for example, the management ECU 117 in the embodiment) that controls the power transmission connection / disconnection unit to disconnect the transmission path, and the misfire determination unit A controller that controls the misfire determination unit so that the misfire determination unit determines again the occurrence of misfire in the internal combustion engine in a state where the transmission path is disconnected after it is determined that the misfire has occurred in the internal combustion engine. For example, the management ECU 117) according to the embodiment is provided.

  Furthermore, in the vehicle control apparatus according to the second aspect of the present invention, the internal combustion engine is misfired by the misfire determination unit while the internal combustion engine is driven in a state where the transmission path is connected by the power transmission connection / disconnection unit. When it is determined that the power transmission / disconnection has occurred, the power transmission / disconnection control unit controls the power transmission / disconnection unit to disconnect the transmission path, and the control unit determines at least the power generation mode of the vehicle. It is characterized by setting to the 1st run by the driving force from the electric motor driven by the electric power supply from the machine.

  Furthermore, in the vehicle control apparatus according to claim 3, when the misfire determination unit determines again that the internal combustion engine has misfired in a state where the transmission path is disconnected, the control unit The electric motor driven by only the electric power supplied from the battery by stopping the driving of the internal combustion engine by stopping the driving of the internal combustion engine at least in the first driving by the driving force from the electric motor driven by the electric power supply from the generator It is set to either the 2nd driving | running | working by the driving force from.

  Furthermore, in the vehicle control device of the invention according to claim 4, the internal combustion engine includes a plurality of cylinders and a crankshaft rotated by at least one of the plurality of cylinders. Includes a rotation detection unit (for example, the rotation speed sensor 108 in the embodiment) for detecting the rotation angular velocity of the crankshaft, and the misfire determination unit is synchronized with the combustion stroke of each cylinder of the internal combustion engine. A misfiring cylinder is discriminated based on a crank angle at which the rotational angular velocity detected by the rotation detector varies or decreases.

  Furthermore, in the vehicle control device according to the fifth aspect of the present invention, a remaining capacity detection unit (for example, battery ECU 123 in the embodiment) that detects the remaining capacity of the battery, and a vehicle speed detection that detects the speed of the vehicle. (For example, a vehicle speed sensor in the embodiment) and a driving force detection unit (for example, a requested driving force sensor in the embodiment) that detects the driving force of the vehicle requested by the driver of the vehicle. And when the misfire determination unit determines that a misfire has occurred in at least one cylinder of the internal combustion engine, but not all cylinders of the internal combustion engine, the control unit generates a remaining capacity of the capacitor and a misfire in the internal combustion engine. A vehicle including the first region in which the vehicle can travel first and the second region in which the second vehicle can travel based on electric power that can be generated by the generator by driving the internal combustion engine by a cylinder that is not When the driving force requested by the driver of the vehicle with respect to the speed of the vehicle is located in the first region on the map, the driving form of the vehicle is When the driving force requested by the driver of the vehicle with respect to the vehicle speed is set in the second region on the map, the driving mode of the vehicle is set to the second driving. It is characterized by setting.

  Furthermore, the vehicle control apparatus according to the sixth aspect of the present invention further includes a remaining capacity detection unit (for example, battery ECU 123 in the embodiment) that detects the remaining capacity of the battery, and the misfire determination unit performs the internal combustion engine. When it is determined that misfire has occurred in all of the cylinders and the remaining capacity of the battery is larger than a predetermined value, the control unit sets the travel mode of the vehicle to the second travel.

  Furthermore, in the vehicle control apparatus according to claim 7, when the misfire determination unit determines that misfire has occurred in all cylinders of the internal combustion engine, and the remaining capacity of the capacitor is equal to or less than the predetermined value, The control unit controls the vehicle to stop traveling.

  Furthermore, in the vehicle control apparatus according to an eighth aspect of the present invention, the second region on the map is wider as the remaining capacity of the battery is higher.

  According to the vehicle control device of the first and second aspects of the present invention, when misfire is determined, misfire detection is performed again while the misfire determination is performed again with the power transmission path from the internal combustion engine to the drive wheels disconnected. Even when the vehicle is running under the assumed conditions, it is possible to accurately determine misfire of the internal combustion engine.

  According to the control device for a vehicle of the invention described in claims 3 to 8, even if misfire occurs in the internal combustion engine, it is possible to switch to an appropriate traveling mode according to the misfire situation.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  A HEV (Hybrid Electrical Vehicle) includes an electric motor and an internal combustion engine, and travels by the driving force of the electric motor and / or the internal combustion engine according to the traveling state of the vehicle. There are two types of HEVs: a series method and a parallel method. The series-type HEV travels by the driving force of an electric motor using a capacitor as a power source. The internal combustion engine is used only for power generation, and the electric power generated by the driving force of the internal combustion engine is charged in a capacitor or supplied to an electric motor. On the other hand, the parallel HEV travels by the driving force of one or both of the electric motor and the internal combustion engine.

  A series-parallel HEV that combines both of the above-mentioned methods is also known. FIG. 1 is a block diagram showing a power system and a power supply system of a series / parallel HEV. In the HEV shown in FIG. 1, the driving force from the internal combustion engine (ENG) 107 is transmitted to the drive wheels 129 via the gear box 115 according to the state of the clutch 113. That is, if the clutch 113 is disengaged, the driving force from the internal combustion engine 107 is not transmitted to the driving wheel 129, and if the clutch 113 is in the connected state, the driving force from the internal combustion engine 107 is transmitted to the driving wheel 129. The

  In the HEV shown in FIG. 1, the driving force transmission system is switched by disconnecting or connecting (disconnecting) the clutch 113. Depending on the driving power transmission system and the driving of the internal combustion engine 107, the HEV traveling mode shown in FIG. 1 is one of “EV traveling”, “series traveling”, and “engine traveling”. The HEV during EV travel travels by the driving force of an electric motor (MOT) 105 that is driven by power supply from a battery (BATT) 101. FIG. 2 is a diagram showing a driving force transmission path and power supply when the series-parallel HEV is traveling in EV. During EV travel, the internal combustion engine 107 is not driven and the clutch 113 is in a disconnected state.

  Further, the HEV during the series running is driven by the driving force of the electric motor 105 that is driven by the supply of power from the battery 101 and the supply of electric power generated by the generator (GEN) 109 by driving the internal combustion engine 107. FIG. 3 is a diagram showing a driving force transmission path and power supply when a series-parallel HEV travels in series. During series running, the internal combustion engine 107 is driven and the clutch 113 is in a disconnected state.

  Further, the HEV during engine travel travels by the driving force of the internal combustion engine 107. FIG. 4 is a diagram showing a driving force transmission path and power supply when the series-parallel HEV is running the engine. When the engine is running, the electric motor 105 is not driven and the clutch 113 is in a connected state. The generator 109 and the electric motor 105 are also rotated by driving the internal combustion engine 107.

  FIG. 5 is a block diagram showing an internal configuration of a series / parallel HEV. A series-parallel HEV shown in FIG. 5 (hereinafter simply referred to as “vehicle”) includes a battery (BATT) 101, a first inverter (first INV) 103, an electric motor (MOT) 105, and a multi-cylinder internal combustion engine. (ENG) 107, a rotation speed sensor 108, a generator (GEN) 109, a second inverter (second INV) 111, a lock-up clutch (hereinafter simply referred to as “clutch”) 113, and a gear box (hereinafter referred to as “clutch”). 115, management ECU (MG ECU) 117, motor ECU (MOT ECU) 119, engine ECU (ENG ECU) 121, battery ECU (BATT ECU) 123, warning light ( MIL) 125. The configuration of the power system and power supply system of the vehicle is the same as the configuration shown in the block diagram of FIG. For this reason, the same reference numerals given to the corresponding components in FIG. 5 are attached to the components included in the power system and the power supply system in FIG.

  The storage battery 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200V. The first inverter 103 converts the DC voltage from the battery 101 into an AC voltage and supplies a three-phase current to the electric motor 105. The electric motor 105 generates power (torque) for the vehicle to travel. Torque generated by the electric motor 105 is transmitted to the drive shaft 127 of the drive wheel 129 via the gear 115.

  A multi-cylinder internal combustion engine (hereinafter simply referred to as “internal combustion engine”) 107 generates power (torque) for the vehicle to travel in a state where the clutch 113 is connected and the vehicle is switched to the parallel system. The torque generated in the internal combustion engine 107 in this state is transmitted to the drive shaft 127 of the drive wheel 129 via the generator 109, the clutch 113, and the gear 115. The generator 109 is directly connected to the internal combustion engine 107. Further, the gear 115 and the rotor of the electric motor 105 are directly connected. For this reason, the torque generated in the internal combustion engine 107 is consumed not only for rotating the drive wheels 129 but also for rotating the generator 109 and the electric motor 105. The rotational speed sensor 108 detects the rotational angular speed of the crankshaft of the internal combustion engine 107. A signal indicating the rotational angular velocity detected by the rotational speed sensor 108 is sent to the management ECU 117.

  The generator 109 is driven by the internal combustion engine 107 to generate electric power. The electric power generated by the generator 109 is charged in the battery 101 or supplied to the electric motor 105. The second inverter 111 converts the AC voltage generated by the generator 109 into a DC voltage. The electric power converted by the second inverter 111 is charged in the battery 101 or supplied to the electric motor 105 via the first inverter 103.

  The clutch 113 connects and disconnects the transmission path of the driving force from the internal combustion engine 107 to the driving wheel 129 based on an instruction from the management ECU 117. The gear 115 is a transmission that converts the driving force from the internal combustion engine 107 or the driving force from the electric motor 105 via the generator 109 into a rotation speed and torque at a desired gear ratio, and transmits them to the drive shaft 127. is there.

  The management ECU 117 performs switching of the driving force transmission system, detection of the rotational speed of the internal combustion engine 107, control of the electric motor 105 and the internal combustion engine 107, connection / disconnection instruction to the clutch 113, and the like. The management ECU 117 also includes a requested driving force sensor (not shown) that detects information from a vehicle speed sensor (not shown) that detects the speed of the vehicle and a driving force of the vehicle that is requested by the driver, such as the accelerator opening. ) Is input. Furthermore, the management ECU 117 detects misfire that has occurred in the internal combustion engine 107 based on the rotational speed of the internal combustion engine 107 and the like. When the management ECU 117 determines that a misfire has occurred in the internal combustion engine 107, the management ECU 117 controls the warning lamp 125 to be lit.

  The management ECU 117 that performs misfire detection compares the rotational angular speed NE of the internal combustion engine 107 obtained from the rotational speed sensor 108 with the reference angular speed NEB, and the rotational fluctuation DLNE (= NEB-NE), which is the deviation between the two, determines the determination value X. When it exceeds, it is determined that misfire has occurred in the internal combustion engine 107. Further, the management ECU 117 can also specify a misfired cylinder when the rotational angular speed NE detected in synchronization with the combustion stroke of each cylinder of the internal combustion engine 107 fluctuates or decreases for each specific crank angle.

  The motor ECU 119 controls the electric motor 105 in accordance with an instruction from the management ECU 117. The motor ECU 119 limits the current supplied from the battery 101 to the electric motor 105 when vehicle speed restriction is instructed from the management ECU 117. The engine ECU 121 controls the start and stop of the internal combustion engine 107, throttle valve opening / closing control and fuel injection control in each cylinder, and the number of rotations of the crankshaft of the internal combustion engine 107 in accordance with instructions from the management ECU 117. The battery ECU 123 detects a remaining capacity (SOC: State of Charge) indicating the state of the battery 101 and sends information indicating the state to the management ECU 117.

  Hereinafter, the management ECU 117 will be described in detail regarding misfire detection of the internal combustion engine 107. FIG. 6 is a flowchart showing the operation of the management ECU 117 that performs misfire detection of the internal combustion engine 107. As shown in FIG. 6, the management ECU 117 determines whether a misfire has occurred in the internal combustion engine 107 based on a signal indicating the rotational angular speed NE of the crankshaft of the internal combustion engine 107 obtained from the rotational speed sensor 108 (step When it is determined that a misfire has occurred (S101), the process proceeds to step S103.

  In step S103, the management ECU 117 sets a temporary misfire flag (temporary misfire flag ← 1). Next, the management ECU 117 shifts to the misfire determination mode, and determines the traveling mode of the vehicle based on the connection / disconnection state of the clutch 113, the state of the electric motor 105, and the state of the internal combustion engine 107 (step S105). If the engine is running, the process proceeds to step S107, and if the series is running, the process proceeds to step S109. Note that when the vehicle is traveling in EV, the internal combustion engine 107 is not driven, and thus the process does not proceed from step S101 to step S103.

  In step S107, the management ECU 117 disengages the clutch 113 by lowering the clutch connection permission flag (clutch connection permission flag ← 0) and drives the electric motor 105 to change the vehicle travel mode from engine travel to series travel. Change to Since the clutch 113 is connected while the engine is running, a disturbance due to a change in the road surface is transmitted from the drive wheels 129 to the internal combustion engine 107. On the other hand, since the clutch 113 is disengaged during the series running, the influence of the disturbance due to the change of the road surface on the internal combustion engine 107 is small. In step S101, since the rotational angular speed NE of the internal combustion engine 107 fluctuates due to disturbance, the management ECU 117 may have determined that a misfire has occurred in the internal combustion engine 107. For this reason, in this embodiment, the management ECU 117 performs misfire determination of the internal combustion engine 107 again in the series running state.

  In step S109, similarly to step S101, the management ECU 117 performs misfire determination of the internal combustion engine 107 based on the signal indicating the rotational angular speed NE of the crankshaft of the internal combustion engine 107 obtained from the rotational speed sensor 108, and the occurrence of misfire is detected. When it is determined, the process proceeds to step S111, and when it is determined that no misfire has occurred, the process proceeds to step S113. In step S111, the management ECU 117 sets the main misfire flag (main misfire flag ← 1) and controls to turn on the warning lamp 125, and then ends the misfire detection process. On the other hand, in step S113, the management ECU 117 lowers the temporary misfire flag (temporary misfire flag ← 0). Next, in step S115, the management ECU 117 sets a clutch connection permission flag (clutch connection permission flag ← 1), cancels the misfire mode, and ends the misfire detection process.

  Hereinafter, the control of the traveling mode of the vehicle when misfire is detected by the management ECU 117 will be described in detail. FIGS. 7 to 9 are flowcharts showing the operation of the management ECU 117 that controls the traveling mode of the vehicle when the internal combustion engine misfires. As shown in FIG. 7, the management ECU 117 determines whether or not the main misfire flag is set (step S201). If the main misfire flag is set (the main misfire flag = 1), the process proceeds to step S203, where the main misfire flag is set. If the flag is off (this misfire flag = 0), the process is terminated.

  In step S203, the management ECU 117 identifies a misfired cylinder of the internal combustion engine 107. The management ECU 117 detects the rotational angular velocity of the crankshaft in synchronization with the combustion stroke of each cylinder of the internal combustion engine 107, and determines the cylinder corresponding to the crank angle at which the rotational angular velocity fluctuates or decreases as a misfiring cylinder. Next, the management ECU 117 determines whether or not all the cylinders are misfired in step S203 (step S205). If all the cylinders are misfired, the process proceeds to step S207 shown in FIG. In this case, the process proceeds to step S231 shown in FIG.

  In step S207, the management ECU 117 sets an all cylinder deactivation flag (all cylinder deactivation flag ← 1), and instructs the engine ECU 121 to stop driving the internal combustion engine 107. Next, in step S209, the management ECU 117 lowers the clutch connection permission flag (clutch connection permission flag ← 0). Next, the management ECU 117 determines whether the remaining capacity (SOC) of the battery 101 detected by the battery ECU 123 is larger than a predetermined value (SOC lower limit value), and the SOC is equal to or lower than the SOC lower limit value (SOC ≦ SOC lower limit value). If so, the process proceeds to step S213. If the SOC is larger than the SOC lower limit value (SOC> SOC lower limit value), the process proceeds to step S215.

  When the processing proceeds to step S213, the storage battery 101 is in a state where it cannot supply the electric power necessary for driving the vehicle to the electric motor 105. Therefore, the management ECU 117 instructs the motor ECU 119 to stop the driving of the electric motor 105, thereby driving the vehicle. To stop. On the other hand, when the processing proceeds to step S215, the management ECU 117 refers to the EV region map corresponding to the remaining capacity (SOC) of the battery 101 detected by the battery ECU 123. This EV area map is a database indicating the driving force that the electric motor 105 can output with respect to the vehicle speed during EV traveling, and is stored in a storage unit (not shown).

  FIG. 10 is a diagram illustrating an example of the EV area map. The driving force that can be output by the electric motor 105 with respect to the vehicle speed during EV traveling varies depending on the SOC of the battery 101. When the SOC of the battery 101 is sufficient, the electric motor 105 can output a driving force in a region indicated by a symbol Y in FIG. 10, but as indicated by a symbol X in FIG. However, the driving force that can be output decreases.

  Based on the vehicle speed indicated by the vehicle speed information, the driving force requested by the driver, and the EV area map referenced in step S215, the management ECU 117 indicates the EV area (X) in which the driving force for the vehicle speed is indicated in the EV area map. It is determined whether it is located within (step S217). As a result of the determination in step S217, if the driving force for the vehicle speed is located in the EV area (X), the process proceeds to step S219, and if not in the EV area (X), the process proceeds to step S221.

  In step S219, the management ECU 117 sets the travel mode of the vehicle to EV travel. On the other hand, in step S221, the management ECU 117 sets the travel mode of the vehicle to EV travel as in step S219. However, the electric motor 105 cannot output the driving force requested by the driver with the electric power supplied from the battery 101. For this reason, the EV traveling in step S221 is traveling by the electric motor 105 driven according to the electric power that can be supplied from the battery 101, that is, traveling in which the vehicle speed is limited.

  When the management ECU 117 determines in step S205 that some cylinders of the internal combustion engine 107 have misfired, the process proceeds to step S231. In step S231, the engine ECU 121 is instructed to stop driving in the misfire cylinder by closing the throttle valve in the misfire cylinder specified in step S203 and stopping the fuel injection control. Next, in step S233, the management ECU 117 lowers the clutch connection permission flag (clutch connection permission flag ← 0).

  Next, the management ECU 117 refers to the torque map of the internal combustion engine 107 with respect to the number of normally operating cylinders (step S235). The torque map is a database indicating the torque with respect to the rotational speed of the crankshaft of the internal combustion engine 107 for each number of normally operating cylinders, and is stored in a storage unit (not shown). FIG. 11 is a diagram illustrating an example of a torque map of the internal combustion engine 107. As shown in FIG. 11, when the crankshaft of the internal combustion engine 107 is rotating at a certain rotational speed or higher, the torques B and C when some cylinders of the internal combustion engine 107 are not operating are It is lower than the torque A when all 107 cylinders are operating normally. A dotted line in FIG. 11 is an equi-output line connecting points where the electric power generated from the generator 109 by driving the internal combustion engine 107 is equal.

  The management ECU 117 calculates the electric power that can be generated by the generator 109 by driving the internal combustion engine 107, based on the number of cylinders operating normally and the torque map referred to in step S235 (step S237). Next, the management ECU 117 refers to the EV / series region map corresponding to the remaining capacity (SOC) of the battery 101 detected by the battery ECU 123 and the total power calculated in step S237 (step S239). This EV / series area map is a database indicating the driving force that can be output by the electric motor 105 with respect to the vehicle speed during EV traveling or series traveling, and is stored in a storage unit (not shown).

  FIG. 12 is a diagram showing an example of the EV / series area map. The driving force that can be output by the electric motor 105 with respect to the vehicle speed during EV traveling varies depending on the SOC of the battery 101. Further, the driving force that can be output by the electric motor 105 with respect to the vehicle speed at the time of series traveling differs depending on the electric power that can be generated by the generator 109 by the SOC of the battery 101 and the driving of the internal combustion engine 107. When the generator 109 generates electric power by driving the internal combustion engine 107 in which the SOC of the battery 101 is sufficient and no misfire has occurred, the electric motor 105 can output driving force in the region indicated by the symbol Q in FIG. When a misfire occurs in some of the cylinders of the internal combustion engine 107 as indicated by reference numeral P in FIG. 12, the driving force that the motor 105 can output decreases as the number of misfire cylinders increases.

  Based on the vehicle speed indicated by the vehicle speed information, the driving force requested by the driver, and the EV / series area map referred to in step S239, the management ECU 117 displays the EV indicating the driving force relative to the vehicle speed in the EV / series area map. It is determined whether it is located in the region (X) (step S241). As a result of the determination in step S241, if the driving force for the vehicle speed is located in the EV area (X), the process proceeds to step S243, and if not in the EV area (X), the process proceeds to step S245.

  In step S243, the management ECU 117 sets the travel mode of the vehicle to EV travel. On the other hand, in step S245, based on the vehicle speed indicated by the vehicle speed information, the driving force requested by the driver, and the EV / series area map referred to in step S239, the driving force relative to the vehicle speed is indicated in the EV / series area map. It is determined whether it is located in the series area (P). As a result of the determination in step S245, if the driving force for the vehicle speed is located in the series region (P), the process proceeds to step S247, and if not in the series region (P), the process proceeds to step S249.

  In step S247, the management ECU 117 sets the travel mode of the vehicle to series travel. On the other hand, in step S249, the management ECU 117 sets the travel mode of the vehicle to series travel as in step S247, but the motor 105 is requested by the driver for the power supplied from the battery 101 and the power supplied from the generator 109. Output power cannot be output. Therefore, the series travel in step S249 is travel by the electric motor 105 driven according to the electric power that can be supplied from the battery 101 and the generator 109, that is, travel in which the vehicle speed is limited.

  As described above, according to the series-parallel HEV of the present embodiment, when it is determined that a misfire has occurred in the internal combustion engine 107, the clutch 113 is disengaged and the series running is performed if the vehicle is running the engine. After changing to, perform misfire determination again. Since the clutch 113 is connected while the engine is running, a disturbance due to a change in the road surface is transmitted from the drive wheel 129 to the internal combustion engine 107, but during the series running, the clutch 113 is disconnected, so that a disturbance due to a change in the road surface is caused by the internal combustion engine. The influence on the engine 107 is small. If the vehicle travel mode is switched to the series travel and the misfire determination is performed as in the present embodiment, the misfire of the internal combustion engine 107 can be accurately determined even when the vehicle is traveling on a rough road. Furthermore, even if misfire occurs in the internal combustion engine 107, it is possible to switch to an appropriate travel mode according to the misfire situation.

Block diagram showing the series and parallel HEV power and power systems A diagram showing a driving force transmission path and power supply when a series-parallel HEV is traveling by EV Diagram showing driving force transmission path and power supply when series / parallel HEV is traveling in series A diagram showing a driving force transmission path and power supply when a series-parallel HEV runs an engine. Block diagram showing the internal configuration of a series-parallel HEV Flowchart showing operation of management ECU for detecting misfire of internal combustion engine Flowchart showing the operation of the management ECU that controls the running mode of the vehicle when the internal combustion engine misfires Flowchart showing the operation of the management ECU that controls the running mode of the vehicle when the internal combustion engine misfires Flowchart showing the operation of the management ECU that controls the running mode of the vehicle when the internal combustion engine misfires The figure which shows an example of EV area map The figure which shows an example of the torque map of an internal combustion engine Figure showing an example of EV / series area map

Explanation of symbols

101 Battery (BATT)
103 1st inverter (1st INV)
105 Electric motor (MOT)
107 Multi-cylinder internal combustion engine (ENG)
108 Rotational speed sensor 109 Generator (GEN)
111 Second inverter (second INV)
113 Lock-up clutch 115 Gearbox 117 Management ECU (MG ECU)
119 Motor ECU (MOT ECU)
121 Engine ECU (ENG ECU)
123 Battery ECU (BATT ECU)
125 Warning light (MIL)

Claims (8)

An internal combustion engine;
A generator for generating electric power by driving the internal combustion engine;
A battery for supplying power to the motor;
An electric motor driven by power supply from at least one of the capacitor and the generator;
A power transmission connecting / disconnecting portion that is disposed between the generator and the drive wheel and connects / disconnects a power transmission path from the internal combustion engine to the drive wheel via the generator,
A control device for a vehicle that travels by power from at least one of the electric motor and the internal combustion engine,
A misfire determination unit for determining the occurrence of misfire in the internal combustion engine;
A power transmission connection / disconnection control unit that controls the power transmission connection / disconnection unit to disconnect the transmission path when the misfire determination unit determines that a misfire has occurred in the internal combustion engine;
After the misfire determination unit determines that a misfire has occurred in the internal combustion engine, the misfire determination unit is configured so that the misfire determination unit again determines the occurrence of misfire in the internal combustion engine in a state where the transmission path is disconnected. A control unit to control;
A vehicle control device comprising: The vehicle control device according to claim 1,
When it is determined by the misfire determination unit that misfire has occurred in the internal combustion engine while the transmission path is connected by the power transmission connecting / disconnecting unit,
The power transmission connection / disconnection control unit controls the power transmission connection / disconnection unit to cut the transmission path,
The said control part sets the driving | running | working form of the said vehicle to the 1st driving | running | working by the driving force from the said electric motor driven by the electric power supply from the said generator at least, The vehicle control apparatus characterized by the above-mentioned. The vehicle control device according to claim 1 or 2,
When the misfire determination unit again determines that the misfire has occurred in the internal combustion engine in a state where the transmission path is disconnected,
The controller is configured to stop the driving of the vehicle, the first driving by the driving force from the electric motor driven by at least power supply from the generator, or the driving of the internal combustion engine, and the electric power from the battery A vehicle control device, wherein the vehicle control device is set to any one of the second traveling by the driving force from the electric motor driven only by supply. The vehicle control device according to any one of claims 1 to 3,
The internal combustion engine has a plurality of cylinders and a crankshaft rotated by at least one of the plurality of cylinders,
The control device includes a rotation detection unit that detects a rotation angular velocity of the crankshaft,
The misfire determination unit determines a misfire cylinder based on a crank angle at which a rotation angular velocity detected by the rotation detection unit fluctuates or decreases in synchronization with a combustion stroke of each cylinder of the internal combustion engine. Vehicle control device. The vehicle control device according to claim 4,
A remaining capacity detector for detecting the remaining capacity of the battery;
A vehicle speed detector for detecting the speed of the vehicle;
A driving force detector for detecting the driving force of the vehicle requested by the driver of the vehicle,
When the misfire determination unit determines that a misfire has occurred in at least one cylinder, but not all the cylinders of the internal combustion engine,
The controller is
Based on the remaining capacity of the battery and the electric power that can be generated by the generator by driving the internal combustion engine by a cylinder in which no misfire has occurred in the internal combustion engine, the first region in which the vehicle can perform the first travel And a map showing a driving force that can be output with respect to vehicle speed, including the second region where the second traveling is possible,
If the driving force requested by the driver of the vehicle relative to the speed of the vehicle is located in the first region on the map, the traveling form of the vehicle is set to the first traveling,
The vehicle travel mode is set to the second travel when the driving force requested by the driver of the vehicle with respect to the speed of the vehicle is located in the second region on the map. Control device. The vehicle control device according to claim 4,
A remaining capacity detector for detecting the remaining capacity of the battery;
When the misfire determination unit determines that a misfire has occurred in all cylinders of the internal combustion engine and the remaining capacity of the battery is greater than a predetermined value, the control unit sets the travel mode of the vehicle to the second travel. A control apparatus for a vehicle. The vehicle control device according to claim 6,
When the misfire determination unit determines that a misfire has occurred in all the cylinders of the internal combustion engine, and the remaining capacity of the battery is equal to or less than the predetermined value, the control unit performs control to stop the traveling of the vehicle. A vehicle control device characterized by the above. The vehicle control device according to claim 5,
The vehicle control apparatus, wherein the second region on the map is wider as a remaining capacity of the battery is higher.

Images