JP2000199420A - Deterioration detection system for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately detect deterioration of engine related parts for a hybrid car. SOLUTION: This deterioration detection system comprises motors MG1, MG2 connected to the output shaft of an engine and a control device 180 which temporarily stops or runs the engine 100 under a predetermined driving condition and also controls the actuation of the motors MG1, MG2. The deterioration detection system further comprises an engine operating time counting device to count an engine operating time from a combustion operating time when a driving force generated by engine combustion energy is transmitted to an output shaft and a non-combustion operating time when the engine is not running and as a result no force is transmitted from the engine to the output shaft. The system is further equipped with a deterioration determination device to determine deterioration of engine related parts based on the engine operating times.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a device for detecting deterioration of an internal combustion engine, and more particularly to a device for detecting deterioration of an internal combustion engine in a hybrid vehicle using both an internal combustion engine and a motor as a power source.

[0002]

2. Description of the Related Art Oil and oil filters of vehicles are changed by an occasional visual inspection or at the time of periodic inspection of the vehicle. The oil or oil filter deteriorates according to the mileage of the vehicle or the cumulative operation time of the internal combustion engine (hereinafter simply referred to as the engine). If the distance is large, the replacement is delayed, and if the traveling distance within the predetermined period is small, the replacement is useless despite the deterioration.

[0003] The vehicle maintenance time notification device disclosed in Japanese Patent Application Laid-Open No. 10-38605 discloses a vehicle maintenance time notification system which includes a predetermined vehicle maintenance operation time including inspection, replacement or replenishment of vehicle equipment or time-deteriorating materials or consumable materials used therein. The vehicle travel distance and the engine drive time are accumulated so that the arrival can be accurately notified, and when the accumulated value exceeds a predetermined value, the vehicle maintenance work time is notified.

[0004]

However, the application of the device disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 10-38605 is limited to a device that drives a vehicle only by the power of an engine. The reason is that when this device is applied to a hybrid vehicle, when the vehicle maintenance work time is determined based on the accumulated value of the vehicle mileage, the engine unique to the hybrid vehicle is stopped and the vehicle is driven only by the power of the motor (electric motor). Is added to the accumulated value, the vehicle maintenance work time for the engine-related parts is determined earlier by that much, and the engine is determined to have deteriorated quickly even though it has not deteriorated, so the wasteful replacement is performed. Will be.

On the other hand, when the vehicle maintenance work time is determined based on the accumulated value of the engine driving time, the engine does not burn due to the motoring peculiar to the hybrid vehicle, but the driving period is not added to the accumulated value. On the other hand, the determination of the vehicle maintenance work time is delayed by that much, and the replacement time is delayed because it is not determined that the vehicle has been deteriorated even though it is deteriorated,
This is because fuel efficiency is deteriorated, engine failure occurs, and the life of the engine is shortened.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to solve the above-mentioned problems and to provide an internal combustion engine deterioration detection device capable of accurately determining the timing of deterioration of engine-related parts even when applied to a hybrid vehicle. And

[0007]

According to a first aspect of the present invention, there is provided a deterioration detecting device for an internal combustion engine which solves the above-mentioned problems. Control means for temporarily stopping or motoring and controlling to drive the electric motor, in a deterioration detection device for the internal combustion engine, comprising: an engine operation time counting means for counting the operation time of the internal combustion engine;
A deterioration judging means for judging the deterioration of the engine-related parts from the operation time.

According to the above configuration, the operating time of the engine is counted while excluding the operating time when the internal combustion engine is not operating, so that the timing of deterioration of engine-related parts can be accurately determined. According to a second aspect of the present invention, there is provided a deterioration detection device for an internal combustion engine that solves the above-described problem. The deterioration detection device includes a motor connected to an output shaft of the internal combustion engine, and temporarily stops or motorizes the internal combustion engine in a predetermined traveling state Control means for controlling the driving of the electric motor, the deterioration detecting device for the internal combustion engine comprising: a combustion operating time when power by combustion energy of the internal combustion engine is transmitted to the output shaft; Engine operating time counting means for counting engine operating time from non-combustion operating time when power from the internal combustion engine is not transmitted to the output shaft, and deterioration determining means for determining deterioration of engine-related components from the engine operating time. It is characterized by having.

With the above configuration, the non-combustion operation time during which the engine does not burn and the power from the engine is not transmitted to the output shaft, that is, the operation time of the so-called motoring engine in which the engine runs idle is reduced by the power by the combustion energy of the engine to the output shaft. Since the operating time of the engine is counted by excluding or subtracting from the transmitted operating time of the combustion, the timing of deterioration of the engine-related parts is accurately determined.

In the first and second aspects of the present invention, the control means includes means for stopping or stopping the internal combustion engine when the deterioration determining means determines that the engine-related parts have deteriorated. Inhibit motoring. When the deterioration determination means determines that the engine-related parts have deteriorated, the stopping of the engine or the motoring is prohibited, so that the progress of the deterioration of the engine-related parts can be suppressed.

[0011]

FIG. 1 is an overall configuration diagram of an embodiment of a deterioration detection device for an internal combustion engine according to the present invention. In the figure, reference numeral 1 denotes a cylinder block of an engine generally designated by 100;
Reference numeral 2 denotes a piston, 3 denotes a cylinder head, 4 denotes a combustion chamber, 5 denotes an intake manifold, and 6 denotes an exhaust manifold.
The intake manifold 5 is connected to an air cleaner 10 via a surge tank 7, an intake duct 8, and an air flow meter 9. A throttle valve 11 is provided in the intake duct 8, and a fuel injection valve 12 is provided in the intake manifold 5 so as to inject fuel toward the intake port 13. An exhaust pipe 14 is connected to the exhaust manifold 6, and a three-way catalytic converter 15 that simultaneously purifies three components of HC, CO, and NOx is disposed in the exhaust pipe 14.

The electronic control unit 40 is composed of a digital computer, and is connected to a ROM 42, a RAM 43, a B.B. RAM 43a, C
A PU 44, an input port 45 and an output port 46 are provided. B. The RAM 43a is a backup RAM provided to keep stored data even when the supply voltage from the battery is lost. Next, a plurality of detectors for detecting the state of the engine 100 and an input unit of the electronic control unit 40 will be described. A water temperature sensor 30 for detecting a cooling water temperature is provided in the water jacket of the cylinder block 1, and detects a cooling water temperature THW. This output signal is A /
The data is input to the input port 45 via the D converter 47. The air flow meter 9 generates an output voltage proportional to the amount of intake air, and this output voltage is also input to the input port 45 via the A / D converter 47. An upstream air-fuel ratio sensor 31 disposed in the exhaust manifold 6 and a downstream air-fuel ratio sensor 32 disposed in the exhaust pipe 14 respectively detect the oxygen concentration in the exhaust, and their output signals are respectively A / A The data is input to the input port 45 via the D converter 47.

A crank angle sensor 33 built in the distributor 25 detects the crank angle of the engine 100 and outputs one pulse signal every time the engine 100 rotates at a crank angle of 30 degrees (hereinafter referred to as 30 ° CA). The crank angle reference sensor 34 detects the top dead center T of the compression stroke of the first cylinder every two rotations (720 ° CA) of the crankshaft of the engine 100.
In the vicinity of DC and near the top dead center TDC of the compression stroke of the fourth cylinder having a phase difference of 360 ° CA from this top dead center,
Two pulse signals serving as references are output to determine the injection timing and ignition timing of each cylinder. The cylinder discrimination is performed during two revolutions of the crankshaft after the start of the engine 100 using the two pulse signals. These pulse signals are directly input to the input port 45.

On the other hand, the output of the electronic control unit 40
It comprises an output port 46 and a drive circuit 50. The fuel injection valve 12 is connected to the drive circuit 50, is opened according to a conventional fuel injection control, and injects fuel toward the intake port 13. The engine 100 sucks into the combustion chamber 4 a mixture of air sucked from the intake system through the throttle valve 11 and fuel injected from the fuel injection valve 12, and the straight line of the piston 2 pushed down by the explosion of the mixture. The movement is converted into a rotational movement of the crankshaft 51.

The crankshaft 51 includes a planetary gear 52,
The power transmission gear 53 is mechanically coupled to a power transmission gear 53 via a starter motor MG1 and a drive motor MG2, and the power transmission gear 53 is gear-coupled to a differential gear 54. Therefore, the power output from any of the engine 100, the motor MG1, and the motor MG2 is finally transmitted to the left and right drive wheels 55, 56 of the vehicle.

The engine and motor power output device shown in FIG. 1 will be described below. FIG. 2 is a schematic configuration diagram of the power output device of the engine and the motor shown in FIG. Power output device 20
Reference numeral 0 denotes the engine 100, a planetary gear 52 in which a planetary carrier 64 is mechanically coupled to a crankshaft 51 of the engine 100, a motor MG1 coupled to a sun gear 61 of the planetary gear 52, and a ring gear 62 of the planetary gear 52.
MG2 and motors MG1, MG2 coupled to
The motor control device 180 controls the driving of the motor.
As shown in FIG. 2, a resolver 71 for detecting a rotation angle θs of the sun gear 61 is provided on a shaft of the sun gear 61.
The second shaft is provided with a resolver 72 for detecting the rotation angle θr. Here, the planetary gear 52 will be described.

Next, the motor control device 180 for controlling the driving of the motors MG1 and MG2 will be described. The motor control device 180 includes a first drive circuit 191 for driving the motor MG1 and a second drive circuit 19 for driving the motor MG2.
2, a motor control unit (MCU) 190 for controlling the first and second drive circuits, a battery 194 as a secondary battery, and the like. Motor control unit 1
Reference numeral 90 denotes a CPU, a RAM, a ROM, an input port, an output port, an A / D converter, a drive circuit, and the like (not shown), as in the electronic control unit (ECU) 40.
An interface for communicating with the ECU 40 is provided. The motor control unit 190 includes a rotation angle θs of the sun gear shaft from the resolver 71, a rotation angle θr of the ring gear shaft from the resolver 72, an accelerator pedal position AP from the accelerator pedal position sensor 164a (the amount of depression of the accelerator pedal 164), and a brake pedal position. Brake pedal position BP from sensor 165a
(The amount of depression of the brake pedal 165), the shift position SP from the shift position sensor 184 (the switching position of the shift lever 182), and the current values Iu from the two current detectors 195 and 196 provided in the first drive circuit 191.
1, Iv1, the current values Iu2 and Iv2 from the two current detectors 197 and 198 provided in the second drive circuit 192, the remaining capacity BRM from the remaining capacity detector 199 for detecting the remaining capacity of the battery 194, and the like. , Directly or via an A / D converter.

A hybrid system that drives wheels by the power of an engine and a motor is roughly classified into a series hybrid system and a parallel hybrid system. The series hybrid system is a system in which a generator is driven by an engine, and wheels are driven by a motor using the generated power.
The parallel hybrid system is a system in which an engine and a motor drive wheels to selectively use two powers according to running conditions. In the embodiment of the present invention, a method in which these two methods are combined, that is, a method in which the roles of the engine 100 and the motors MG1 and MG2 are determined in accordance with the driving situations (1) to (6) as follows. Is adopted.

(1) At the time of starting and / or at a light load The fuel to the engine 100 is cut, and the vehicle is driven by the motor MG2. (2) During normal running The engine 100 is started in response to a request for an accelerator opening and the like, and the power of the engine 100 is divided by a power split mechanism using a planetary gear 52, one of which is a motor MG2 for driving a vehicle.
And the other is assigned to drive the motor MG1 for the generator. The energy generated by motor MG1 is used to assist driving of motor MG2.

(3) Acceleration at full-open acceleration Electric power is also supplied from the battery 194 to the motor MG2. (4) At the time of deceleration and at the time of braking Since the drive wheels 55 and 56 drive the motor MG2, the motor MG2 acts as a generator, thereby performing regenerative braking. The energy recovered by the regenerative braking is stored in the battery 194. Charged.

(5) At the time of charging the battery The battery 194 is controlled so as to maintain a constant charged state. If the charged amount is too small, the battery 194 is charged by operating the MG1 as a generator, and if the charged amount is too large. If possible, power is also supplied from the battery 194 to the MG2. (6) At stop When the vehicle stops, the engine 100 also stops automatically.

The running conditions (1) to (6) are determined by an ignition key (not shown), an accelerator pedal position sensor 164a, and a brake pedal position sensor 16.
Based on the output signals of the battery 5a and the remaining capacity detector 199 of the battery 194, etc., it is possible to determine which driving condition is currently in use. In the operation control according to the embodiment of the present invention, the execution of the roles of the engine 100, the motor MG1, and the motor MG2 according to the driving conditions (1) to (6) described above is performed in order from the driving condition (1). The motor drive mode, the normal operation mode, the power assist mode, the lock-up mode, the charge / discharge mode, and the motor drive mode.

FIG. 3 is a flowchart of the operation control routine. This routine is executed at a predetermined cycle, for example, every 1 second. First, in step 301, the motor control unit (MCU) 190 of the motor control device 180 performs a process of inputting the rotation speed Nr of the ring gear shaft. The rotation speed Nr can be obtained from the rotation angle θr of the ring gear shaft read from the resolver 72. Then step 3
In step 02, the accelerator pedal position AP is read from the accelerator pedal position sensor 164a. Since the accelerator pedal 164 is depressed when the driver feels that the output torque is insufficient, the accelerator pedal position AP is the output torque desired by the driver, that is, the drive wheels 55, 5
6 correspond to the torque output.

In step 303, a process for deriving a torque command value Trt which is a target value of the torque to be output to the ring gear shaft in accordance with the read accelerator pedal position AP is executed. Here, to derive the torque to be output to the ring gear shaft without deriving the torque to be output to the drive wheels 55 and 56 according to the accelerator pedal position AP,
Since the ring gear shaft is mechanically coupled to the drive wheels 55 and 56 via a power take-out gear (not shown), a power transmission gear 53 and a differential gear 54, if the torque to be output to the ring gear shaft is derived, Drive wheels 55,5
This is because the torque to be output to No. 6 is derived. In the present embodiment, a map (FIG. 4) indicating the relationship between the torque command value Trt, the rotation speed Nr of the ring gear shaft, and the accelerator pedal position AP is stored in the ROM in advance, and the accelerator pedal position AP is read. Then, a torque command value Trt is derived based on the accelerator pedal position AP and the rotational speed Nr of the ring gear shaft read from this map and the read.

In step 304, the energy Pr to be output to the ring gear is determined from the following equation based on the derived torque command value Trt and the read rotational speed Nr of the ring gear shaft. Pr = Trt × Nr In step 305, the remaining capacity BRM of the battery 194 detected by the remaining capacity detector 199 is read.

In step 306, an operation mode determination routine, which will be described later with reference to FIG. 5, is executed to determine which of the normal operation mode, charge / discharge mode, power assist mode, lock-up mode and motor drive mode should be selected. judge. According to the operation mode selected in step 306, in step 307, the engine 100 and the motor M
The normal driving torque control for driving the vehicle with the power of G2, the charge / discharge torque control for keeping the remaining capacity BRM of the battery 194 within a desired range in step 308, and the power assist torque for assisting the motor MG2 with the engine 100 in step 309 In step 310, lock-up torque control in which the rotation of the sun gear shaft driven by the motor MG1 is fixed and the output of the engine 100 is directly output to the ring gear coupled to the motor MG2, and in step 311 the vehicle is powered only by the motor MG2. Is performed, respectively.

FIG. 5 is a flowchart of the operation mode determination routine. This routine has a predetermined period, for example, 1 second.
It is executed every time. First, in step 501, the remaining capacity of the battery 194 for supplying power to the motor is detected by a remaining capacity detector 199 for detecting the remaining capacity of the battery. BL
(BL ≦ BRM ≦ BH). If the determination result is YES, the process proceeds to step 502, and if NO, the process proceeds to step 503. The upper limit threshold BH is set to a value equal to or less than a value obtained by subtracting the amount of electricity regenerated by the motors MG1 and MG2 when stopping the vehicle in the normal running state from the remaining capacity when the battery is fully charged. The lower threshold value BL is set to a value equal to or more than the amount of power required to continuously drive for a predetermined period of time, for example, driving only the motor MG2 in the motor driving mode or adding power using the discharged power from the battery in the power assist mode. Here, the planetary gear will be described.

FIG. 6 is a sectional view of the planetary gear. The planetary gear 52 is provided inside the planetary gear 52, and is connected to a hollow sun gear shaft penetrating through the center of the crankshaft 51, and a planetary gear 5.
2 and a plurality of (four in the figure) planetary pinion gears provided between the sun gear 61 and the ring gear 62 and revolving around the sun gear 61 while rotating. 63, a planetary carrier 64 coupled to the end of the crankshaft 51 and supporting the rotating shaft of each planetary pinion gear 63;
It is comprised including.

In the planetary gear 52, the sun gear 61 is connected to a shaft of MG1 via a sun gear shaft, and a ring gear 62 is connected to a shaft of MG2 and a ring gear shaft.
Differential gear 54 via power transmission gear 53
, And the planetary pinion gear 63 is connected to the crankshaft 51. When the power to be input / output to any two of the three shafts of the sun gear shaft, the ring gear shaft and the crank shaft 51 respectively connected to the sun gear 61, the ring gear 62 and the planetary carrier 64 is determined, the remaining 1
The power input / output to / from the shaft is determined based on the determined power input / output to / from the two shafts.

Returning to FIG. In step 502, it is determined whether or not the energy Pr to be output to the ring gear shaft on the outer periphery of the planetary gear 52 exceeds the maximum energy Pemax that can be output from the engine (Pr> Pemax). If the determination result is YES, In the case of Pemax from the engine, it is determined that it is necessary to make up for the insufficient energy with the energy stored in the battery, and the process proceeds to step 504. If NO, the process proceeds to step 505.

In step 503, a charge / discharge mode is selected, and in step 504, a power assist mode is selected. The energy Pr is equal to a torque command value T described below.
r and the rotational speed Nr of the ring gear shaft are obtained by the following equation. Pr = Tr × Nr Next, in step 505, it is determined whether or not the torque command value Tr and the number of revolutions Nr are within a predetermined range. If the result of the determination is YES, the process proceeds to step 506. If so, the process proceeds to step 507. Here, the torque command value Tr, the rotational speed Nr, and the predetermined range will be described.

Next, the predetermined range is a range in which the engine can be efficiently operated with the rotation of the sun gear 61 stopped. Specifically, when the engine is operated at each operating point within a range where the engine can be operated efficiently with the sun gear 61 stopped, a map is created from the respective torques and rotation speeds output to the ring gear shaft, and a map is created in advance. It is stored in the ROM 42. Next, the above determination is made based on whether or not the operating point represented by the torque command value Tr and the rotation speed Nr is within the range of this map.

FIG. 7 is a diagram showing a specific example of a range in which the engine can be operated efficiently. In FIG. 7, the horizontal axis represents the rotation speed Nr.
The vertical axis indicates the torque Tr, the region PE is a region where the engine can be operated, and the region PA is a range where the engine can be operated efficiently. This area PA is determined in consideration of the exhaust emission and the like in addition to the operation efficiency of the engine, and can be set in advance by experiments or the like.

Returning to FIG. In step 506, the lock-up mode in which the rotation of the sun gear shaft is stopped is selected. In step 507, it is determined whether or not oil deterioration has been detected based on the execution result of an oil deterioration detection routine described later. If the result of the determination is YES, the process proceeds to step 510. If the result of the determination is NO, the process proceeds to step 510. Proceed to step 508. By executing step 507, when the oil deterioration is detected, the motor drive mode in which the engine 100 is not operated is made unselectable. When the oil deterioration is not detected, not only the motor MG2 but also the operation of the engine 100 is performed. The normal operation mode is selected. This is the normal operation mode and the engine 100
Is repeatedly switched to the state of operation and non-operation, it becomes difficult to form an oil film on a portion requiring lubrication with oil such as an engine crankshaft or a camshaft. That is, step 50
7, when it is determined that the oil has deteriorated, there is no opportunity to switch the engine 100 between the operating and non-operating states.
0 to secure the oil film of the required lubrication area, prevent seizure,
This is for suppressing the progress of oil deterioration.

In step 508, the remaining capacity detector 199
It is determined whether or not the detected value BRM has exceeded the threshold value BH1 lower than the upper limit threshold value BH in step 501 (BRM> BH1). If the determination result is YES, the process proceeds to step 509, and if NO, the process proceeds to step 511. move on. By executing step 508, when BRM> BH1 is satisfied, the capacity of the battery can be considered to be sufficient to drive the motor MG2 without continuously operating the engine 100.
The motor drive mode in which the engine 100 is not operated can be selected according to the determination result of No. 9, and when BRM> BH1 is not satisfied, the capacity of the battery is not sufficient to drive the motor MG2 unless the engine 100 is operated. Motor MG2 regardless of the result of the determination in step 509.
In addition, the normal operation mode involving the operation of the engine 100 is selected. This is also for the same reason as in step 507.
That is, step 508 is provided, and when it is determined in step 507 that the oil has deteriorated, the chance of switching the engine 100 to the operation or non-operation state is reduced, the oil film at the above-described lubrication required portion of the engine 100 is secured, and seizure is prevented. However, this is to suppress the progress of oil deterioration.

In step 509, the energy Pr to be output to the ring gear shaft is smaller than the predetermined energy PML,
In addition, it is determined whether or not the rotation speed Nr of the ring gear shaft is 1 smaller than the predetermined rotation speed NML. If the determination result is YES, the process proceeds to step 510, and if NO, the process proceeds to step 511. Here, the predetermined energy PML and the predetermined rotation speed NML
Is set based on the fact that the efficiency decreases when the engine is at a low rotational speed and a low torque, and is set as the energy Pr and the rotational speed Nr that are in a region of less than a predetermined efficiency as the operating region of the engine.

At step 510, the motor drive mode is selected, and at step 511, the normal operation mode is selected. When any one of the modes is selected as described above, the flag FLG of the selected mode is set, and each flag of the mode not selected is reset. Then, although detailed description is omitted, torque control by the engine 100, the motor MG1, and the motor MG2 according to the selected mode is executed. The details are described in, for example, JP-A-9-308012.

Next, detection of deterioration of engine-related parts according to the present invention will be described below based on an embodiment of oil deterioration detection. FIG. 8 is a flowchart of an oil deterioration detection routine according to the present invention. This routine is executed at a predetermined cycle, for example, every 100 ms. First, in step 801, it is determined whether an ignition switch IGSW (not shown) is on or off. If it is determined that the ignition switch IGSW is on, the process proceeds to step 802. If it is determined that the ignition switch IGSW is off, the routine ends. In step 802, it is determined whether or not the engine is operating based on whether or not the motor drive mode flag MDFLG is set in step 510 in FIG.
If FLG = 0, it is determined that the engine is operating, and the routine proceeds to step 803. If MDFLG = 1, it is determined that the engine is not operating, and the routine proceeds to step 805.

In step 803, it is determined whether or not the engine is being motored, that is, whether or not the fuel is being cut during deceleration. The determination at the time of deceleration is performed by detecting the engine speed NE from the output signal of the crank angle sensor and from the change in NE. The motoring is a state in which the engine is running but is ignited without supplying fuel, that is, the engine is running idle. By providing this step 803, the counting of the operating time of the engine in step 804 is not performed during motoring. In step 804, C =
Calculate C + 1 and count the operating hours of the engine.

At step 805, the count value C calculated at step 804 is compared with a set value Csv of the engine operating time required for oil deterioration, which is stored in advance in the ROM.
If Csv, the process proceeds to step 807. In step 806, the oil deterioration determination flag ODFLG is set and an indicator lamp (not shown) is turned on. If C <Csv, step 8 is executed.
Proceed to 07.

In step 807, it is determined whether or not the oil has been changed. If it is determined that the oil has been changed, the process proceeds to step 808.
Is cleared to 0, and if it is determined that the oil change has not been performed, this routine is ended. This oil change is determined, for example, by providing a sensor for detecting that the oil cap has been removed, determining that the oil has been changed by detecting the sensor, or providing a dedicated reset button and pressing the reset button. At this time, it is determined that the oil has been changed.

Further, the present invention provides the above-mentioned steps 803 and 8
In step 04, instead of prohibiting the counting in step 804 when the motoring is determined in step 803,
The engine operating time may be calculated by subtracting the engine operating time count when the motoring is determined from the engine operating time. That is, when the count value during engine operation and non-motoring is Ce, and the count value during engine operation and motoring is Cm, the operating time C of the engine is obtained by the following equation.

C = Ce + kCm (k is a coefficient of 0 <k <1) Since fuel is being injected during non-motoring, fuel or a combustion substance enters oil to accelerate deterioration. However, since no fuel is injected at the time of motoring, the above-mentioned deterioration factor is eliminated, and the coefficient k is reduced because it is merely a deterioration factor such as dirt and chips due to the operation of the piston.

The counting of the engine operating time according to the present invention can be carried out as follows in addition to the above-described embodiment. That is, it may be configured that the engine is operated or not operated (stopped) based on the output signal of the crank angle sensor that detects the rotation of the crankshaft, and the engine operating time is calculated from the output signal of the crank angle sensor. Good.

[0045]

As described above, according to the present invention, the operating time when the internal combustion engine is not operating is excluded, that is, the engine specific to the hybrid vehicle is stopped and the vehicle is driven only by the power of the motor (electric motor). Since the operating time of the engine is counted while excluding the period in which the engine is operated, it is possible to provide a deterioration detection device for an internal combustion engine that can accurately detect deterioration of engine-related components even when applied to a hybrid vehicle.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of an embodiment of a deterioration detection device for an internal combustion engine according to the present invention.

FIG. 2 is a schematic configuration diagram of a power output device for an engine and a motor shown in FIG. 1;

FIG. 3 is a flowchart of an operation control routine.

FIG. 4 is a diagram showing a map for calculating a torque command value Tr from a rotational speed Nr and an accelerator pedal position AP.

FIG. 5 is a flowchart of an operation mode determination routine.

FIG. 6 is a sectional view of a planetary gear.

FIG. 7 is a diagram showing a specific example of a range in which the engine can be operated efficiently.

FIG. 8 is a flowchart of an oil deterioration detection routine according to the present invention.

[Explanation of symbols]

1 ... cylinder block 2 ... piston 4 ... combustion chamber 5 ... intake manifold 6 ... exhaust manifold 12 ... Fuel injection valve 15 ... three-way catalytic converter 31, 32 an air-fuel ratio sensor (O ₂ sensor) 40 ... an electronic control unit (ECU) Reference Signs List 51 crankshaft 52 planetary gear 61 sun gear 62 ring gear 63 planetary pinion gear 64 planetary carrier 71, 72 resolver 100 internal combustion engine 180 motor control device 190 motor control unit (MCU) 194 battery 195, 196 197, 198 ... Current detector MG1, MG2 ... Motor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 45/00 345 F02D 45/00 345L // B60K 6/00 B60K 9/00 Z 8/00 (72) Inventor Hiroshi Kanai 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Toshifumi Takaoka 1 Toyota Town Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Toshio Inoue Toyota City, Aichi Prefecture 1 Toyota Town Toyota Motor Co., Ltd. (72) Inventor Takahiro Nishigaki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Masayoshi Kojima 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Stock In-house F term (reference) 3G015 EA17 EA29 EA33 FA01 FA04 FC02 FE00 3G084 AA03 BA02 BA05 BA33 CA01 CA07 DA14 DA27 EA11 FA03 FA0 5 FA06 FA07 FA10 FA20 FA26 FA30 FA33 FA35 FA39 3G092 AA01 AB02 AC02 BA01 BA03 BA04 BA05 BA06 BA07 BB01 BB10 CA01 CA03 CB05 DC03 EA05 EA06 EA07 EA08 EA11 EA17 3G093 AA05 AA07 AA16 BA04 DA16 DA01 DA05 DA06 DA03 EB03 EB09 EC02 FA11

Claims (3)

[Claims] 1. An electric motor connected to an output shaft of an internal combustion engine, and control means for temporarily stopping or motoring the internal combustion engine in a predetermined running state and controlling the electric motor to be driven. An internal combustion engine deterioration detection device, comprising: an engine operation time counting unit that counts the operation time of the internal combustion engine; and a deterioration determination unit that determines deterioration of engine-related components from the operation time. Engine deterioration detection device. 2. An electric motor connected to an output shaft of the internal combustion engine, and control means for temporarily stopping or motoring the internal combustion engine and driving the electric motor in a predetermined traveling state. In the deterioration detection device for an internal combustion engine, the combustion operation time in which the power by the combustion energy of the internal combustion engine is transmitted to the output shaft and the non-combustion in which the power by the internal combustion engine is not transmitted to the output shaft without combustion of the internal combustion engine A deterioration detecting device for an internal combustion engine, comprising: engine operating time counting means for counting engine operating time from operating time; and deterioration determining means for determining deterioration of engine-related components from the engine operating time. 3. The control unit prohibits stopping or motoring of the internal combustion engine when the deterioration determination unit determines that the engine-related component has deteriorated.
Or the deterioration detection device for an internal combustion engine according to 2.