JP2005351138A - Correction factor setting device in hybrid type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain a detection error caused by a processing tolerance of a sensor, by highly accurately correcting a detecting result of the sensor for detecting rotation of a crankshaft of an internal combustion engine in a hybrid type vehicle. <P>SOLUTION: In motoring for traveling only by driving force of a motor by stopping the internal combustion engine, the crankshaft is rotated at a constant rotating speed by controlling rotation of the motor. Afterwards, actual time t_NEJ required for rotating an angle until the next cylinder becomes TDC after a certain cylinder becomes the TDC (during TDC), is measured on the basis of an NE signal (S250). While, reference time t_NEK being theoretical required time when rotating at the constant rotating speed during the TDC, is calculated in advance (S230). A temporary correction quantity BUF_H_NER corresponding to this TDC is calculated on the basis of a difference between the reference time t_NEK and actual time t_NEJ (S260). The temporary correction quqantity is acquired in a plurality during the same TDC, and its average value is set as the final correction quantity H_NER. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a correction coefficient setting device that sets a correction coefficient used when correcting a detection result of a sensor that detects a rotation state of an internal combustion engine in a hybrid vehicle.

  In an internal combustion engine mounted on a vehicle or the like, a so-called misfire phenomenon may occur in which fuel supplied to a combustion chamber of a cylinder constituting the internal combustion engine does not burn normally. If misfire occurs, unburned fuel is released into the atmosphere together with the exhaust gas, which may further deteriorate the exhaust gas purification catalyst and cause air pollution.

  For this reason, conventionally, it is possible to detect misfires when they occur, and to notify the driver if misfires occur frequently so as to encourage maintenance, repair, etc. of the internal combustion engine. Yes.

  Various methods for detecting misfire are known. For example, a method using a rotational fluctuation of an output shaft (crankshaft) of an internal combustion engine is well known. When a misfire occurs in the combustion stroke of a cylinder, the rotational speed of the crankshaft decreases momentarily, and the time required for the crankshaft to rotate at a certain crank angle (CA) is relatively compared to that in normal combustion. It becomes long. Therefore, it is determined whether or not misfire has occurred by comparing the angular velocity of the crankshaft during the combustion stroke with a preset misfire determination reference value.

  More specifically, for each cylinder that constitutes the internal combustion engine, the cylinder in any one of the cylinders from the timing at which the cylinder in the cylinder comes to the top dead center (TDC) at the start of the combustion stroke The time until the timing of starting TDC (hereinafter referred to as “TDC time”) is measured. That is, the rotation time per rotation angle (hereinafter referred to as “TDC angle”) from its own TDC position until any of the other cylinders reaches the TDC position next is measured. On the other hand, the misfire determination reference value is set in advance as a misfire determination pattern. Then, when the TDC time is measured in a certain cylinder, the presence or absence of misfire is determined by comparing the measured value with a misfire determination reference value set corresponding to the cylinder.

  By the way, when the misfire is detected based on the rotation time (TDC time) per predetermined rotation angle (TDC angle) during the combustion stroke as described above, naturally the rotation position of the crankshaft is detected, and based on this. It is necessary to detect the TDC, which is usually a crankshaft rotation signal (hereinafter referred to as “NE signal”) from the crankshaft sensor 25 and a camshaft rotation signal (hereinafter referred to as “NE signal”) as shown in FIG. (Referred to as “G signal”).

  As shown in FIG. 2, the crankshaft sensor 25 is provided so as to face a rotor (hereinafter referred to as “NE rotor”) 25 a fixed to the crankshaft 23 of the engine and an outer periphery of the NE rotor 25 a, and the NE rotor. A signal output unit 25b such as an electromagnetic pickup type or a Hall IC type that detects teeth 31 formed on the outer periphery of 25a at intervals of a predetermined angle (10 ° in the example of this figure) and outputs a pulsed NE signal; Consists of. Note that, on the outer periphery of the NE rotor 25a, missing tooth portions 33, 35, and 37 in which two teeth 31 are missing are provided.

  Therefore, the NE signal output from the crankshaft sensor 25 (specifically, its signal output unit 25b) is low level → high level → low level every time the crankshaft 23 rotates 10 ° (every 10 ° CA).・ It changes like a pulse. This pulsed NE signal is input to an engine ECU (not shown in FIG. 2) that controls the internal combustion engine, and is shaped into a rectangular pulse wave. FIG. 3 shows an outline of the NE signal after waveform shaping. As shown in FIG. 3, twelve pulses are generated during 120 ° CA, and the portions corresponding to the missing tooth portions 33, 35, and 37 are in a state where two pulses are missing. Based on the NE signal after the waveform shaping, the rotation angle and rotation position of the crankshaft 23 and the rotation time are detected.

  A cam shaft sensor 27 (detailed explanation is omitted here) detects the rotation of the cam shaft and outputs it as a G signal. This signal is also input to the engine ECU and shaped in waveform. Then, the TDC for each cylinder is detected by the NE signal and the G signal in the engine ECU.

  However, when the NE signal from the crankshaft sensor 25 is used as described above at the time of misfire detection, the machining tolerance of each tooth 31 of the NE rotor 25a may affect the detection accuracy. That is, originally, the rotation angle obtained based on the NE signal should match the actual rotation angle of the crankshaft 23, but based on the NE signal due to machining tolerances at the time of manufacturing the NE rotor 25a. Therefore, the rotation angle obtained in this way and the actual rotation angle of the crankshaft 23 do not coincide with each other.

  In other words, in the above example, even if it is detected that the TDC angle is rotated based on the NE signal, the crankshaft 23 actually has an error different from the TDC angle (for example, a predetermined angle error of 1 ° CA or less). In some cases, the angle is rotated by the angle including the angle.

  In this case, the TDC time detected based on the NE signal also includes an error due to the above-described machining tolerance of the NE rotor 25a. Therefore, the reliability of misfire determination based on the TDC time is reduced, and accurate misfire detection cannot be performed.

  On the other hand, in recent years, a so-called hybrid type vehicle has been proposed that includes a motor as well as an internal combustion engine, and uses (or uses) the rotational output of the motor to drive the drive wheels. Since the hybrid vehicle uses a motor as a driving force, the load on the internal combustion engine is reduced and the exhaust gas is reduced. Therefore, it has already been put into practical use as an environmentally friendly next-generation vehicle.

  Among these, in particular, a parallel series hybrid (PSHV) type vehicle capable of applying driving force to driving wheels by both an internal combustion engine and a motor is driven by only a motor when starting, for example, during normal running or The driving source and driving force transmission rate are controlled by driving conditions, such as using an internal combustion engine and a motor at the time of acceleration. Energy efficiency is better than each hybrid type of so-called series type and parallel type. The hybrid system is becoming mainstream.

  Even in this PSHV type hybrid vehicle, although the load on the internal combustion engine is reduced, the internal combustion engine is also driven, so misfire detection is performed by the above-described method or the like. In this case, the same problem as described above that the accuracy of misfire detection is reduced due to the machining tolerance of the NE rotor. If it does so, there exists a possibility that the advantage of the hybrid vehicle which is environmentally friendly may be impaired.

  Therefore, even in a hybrid type vehicle, it is required to improve the accuracy of misfire detection by suppressing the influence of processing tolerance of the NE rotor so that the environmental advantages can be fully exhibited.

Therefore, as a technique for suppressing the influence of the machining tolerance of the NE rotor as described above and improving the accuracy of misfire detection, for example, the angular velocity for each misfire detector is measured as a correction value during deceleration and during fuel cut. It is known that when the misfire is actually detected, the angular velocity at the time of misfire detection is corrected with the correction value (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 6-346779

  However, in the technique described in Patent Document 1 described above, the angular velocity correction amount is calculated while the crankshaft rotation is relatively stable during deceleration and during fuel cut. The rotation is caused by the fact that the rotational force of the driving wheel being decelerated is transmitted through a decelerating mechanism or the like, so that there is a problem that rotational pulsation occurs and the accuracy of the correction amount is lowered.

  That is, even when the vehicle is decelerating and the fuel is being cut, the rotation of the crankshaft pulsates due to the influence of speed fluctuation and road surface conditions during deceleration, and it is difficult to completely remove the rotational pulsation. The greater the rotational pulsation, the lower the accuracy of the angular velocity correction amount obtained during the rotation.

  And even if the said technique is applied to a PSHV type hybrid vehicle, the problem by rotational pulsation arises similarly to the above. That is, in the case of a PSHV type hybrid vehicle, when the vehicle is decelerated, the internal combustion engine is usually stopped so that the motor functions as a generator, and the crankshaft is also rotated by rotation of the drive wheel (that is, rotation of the motor output shaft). It will be in the state. Therefore, the problem of rotational pulsation arises and the accuracy of the correction amount is lowered.

  The NE signal is not used only for misfire detection, but is used for various vehicle controls such as fuel injection control and ignition timing control for an internal combustion engine, or vehicle brake control. These various controls may also be affected by the NE rotor processing tolerances.

  The present invention has been made in view of the above problems, and a detection result of a sensor that detects rotation of a crankshaft of an internal combustion engine in a hybrid vehicle driven by the driving force of one or both of the internal combustion engine and a motor. It is an object of the present invention to suppress a detection error caused by a processing tolerance of a sensor by accurately correcting the above.

  In order to solve the above problems, the present inventor, among the configurations unique to the hybrid type vehicle, transmits the rotational driving force of the motor to the internal combustion engine when traveling only by the motor, and the internal combustion engine is stopped. We paid attention to the fact that the crankshaft is rotating. Then, when only the motor is driven as described above and the rotational driving force is transmitted to the crankshaft of the internal combustion engine, the motor is controlled so that the crankshaft has a constant rotational speed. From the idea that the crankshaft can be rotated at a constant speed without pulsating, the present invention has been achieved.

  That is, in order to solve the above-mentioned problem, the invention according to claim 1 is any one of an internal combustion engine and an electric motor that generate a driving force for driving a driving wheel, and an internal combustion engine and an electric motor according to traveling conditions. Or a drive control means for operating both, a rotating body, a rotation signal generating means for generating a rotation signal along with the rotation of the rotating body, and a physical quantity related to the actual rotation state of the crankshaft based on the rotation signal. A correction coefficient setting device used in a hybrid vehicle including a rotation state detection means for detecting, and sets a correction coefficient for correcting a physical quantity detected by the rotation state detection means.

  The rotating body is provided to rotate according to the rotation of the crankshaft of the internal combustion engine transmitted directly or indirectly, and generates a rotation signal every time the crankshaft rotates by a predetermined angle. For this purpose, a plurality of rotation detectors are formed along the rotation direction.

The rotation signal generation means is provided so that the rotation detectors sequentially face each other according to the rotation of the rotating body, and generates the rotation signal each time the rotation detectors face each other.
According to another aspect of the present invention, a correction coefficient setting device includes power transmission means, reference rotation time calculation means, constant rotation command means, actual rotation time measurement means, and correction coefficient calculation means.

  The power transmission means transmits a part of the rotational driving force from the electric motor to the internal combustion engine and rotates the crankshaft during the single motor driving period in which the drive control means stops the internal combustion engine and operates the electric motor. The reference rotation time calculation means calculates a required time when the crankshaft is rotated from the first specific position to the second specific position at a constant rotation speed as the reference rotation time.

  The constant rotation command means outputs a constant rotation command for rotating the crankshaft at the constant rotation speed to the drive control means during the single motor driving period, and after the constant rotation command is output, the actual rotation time is measured. Based on the physical quantity detected by the rotation state detection means, the actual rotation time required for the crankshaft to rotate from the first specific position to the second specific position is measured.

  Then, the correction coefficient calculation means calculates a correction coefficient corresponding to the rotation range from the first specific position to the second specific position based on the difference between the calculated reference rotation time and the measured actual rotation time. To do.

  The rotation detector formed on the rotating body may be, for example, a tooth 31 in the NE rotor 25a as shown in FIG. 2 or, for example, on the rotating surface of a disk-shaped rotating body. A plurality of convex shapes may be formed along the rotation direction. Further, for example, a plurality of holes formed along the rotation direction of the rotating body may be used as in a known encoder that is frequently used for detecting the rotation of an electric motor, and a rotation signal is generated according to the rotation of the rotating body. Various configurations and shapes are conceivable as long as the rotation signal generating means can generate the rotation signal by sequentially facing the means.

As the physical quantity detected by the rotation state detection means, for example, the rotation speed, rotation speed, rotation angle, rotation position, etc. of the crankshaft can be considered.
The correction coefficient setting device having the above configuration controls the rotational speed to a constant rotational speed when the crankshaft is rotated by the driving force of the electric motor during the single motor driving period. Thus, by controlling to a constant rotational speed by the driving force from the electric motor, the crankshaft can be rotated at a constant speed without rotational pulsation.

  Then, the actual rotation time required for the crankshaft to rotate from the first specific position to the second specific position (for example, from 0 ° CA to 120 ° CA) is measured, and the actual rotation time is compared with the reference rotation time.

  At this time, if the rotation state detecting means can accurately detect the rotation from the first specific position to the second specific position, the actual rotation time and the reference rotation time should theoretically match. However, the actual rotation time and the reference rotation time coincide with each other due to various effects such as errors in the formation positions of multiple rotation detectors formed on the rotating body, or mechanical processing tolerances of the rotation detectors themselves. Mostly not.

  Therefore, the difference between the reference rotation time and the actual rotation time is obtained, and the correction coefficient is calculated based on the difference. The correction coefficient obtained in this way is a correction coefficient corresponding to the rotation range from the first specific position to the second specific position, and thereafter, from the first specific position to the second specific position by the rotation state detecting means. When a physical quantity that represents various rotation states such as the rotation time and rotation speed of the machine is detected, it is possible to obtain an accurate physical quantity that suppresses the influence of the machining tolerance of the rotating body by correcting the physical quantity with the above correction coefficient. it can.

  Alternatively, when the rotation state detection unit detects the physical quantity, a correction coefficient is taken into account, so that the physical quantity detected by the rotation state detection unit itself can be a corrected high-accuracy physical quantity.

  Therefore, according to the correction coefficient setting means having the above configuration, the correction coefficient is calculated in a state where the crankshaft is controlled to a stable constant rotational speed without pulsation by the driving force of the electric motor. The detection result of the means can be accurately corrected by the correction coefficient, and the detection error caused by the machining tolerance of the rotating body can be suppressed.

  Here, for example, the correction coefficient calculation means may calculate the time difference between the reference rotation time and the actual rotation time as it is as the correction coefficient, but converts the time difference into an angle as described in claim 2, for example. You may do it.

  In other words, the correction coefficient setting device according to claim 2 is the correction coefficient setting device in the hybrid type vehicle according to claim 1, wherein the correction coefficient calculation means calculates the difference between the reference rotation time and the actual rotation time as the constant rotation. The crankshaft rotation angle is converted based on the speed, and the converted rotation angle is set as a correction coefficient. If the angle-converted correction coefficient is set in this way, when the rotation angle between the specific positions is detected by the rotation state detecting means, the correction coefficient is directly applied to the detection result (addition or subtraction). It is possible to reduce the processing load of the correction calculation process using the correction coefficient.

  Next, a third aspect of the present invention is the correction coefficient setting device for a hybrid vehicle according to the first or second aspect, wherein the actual rotation time measuring means outputs a constant rotation command after the constant rotation command is output by the constant rotation command means. After the rotation speed of the shaft reaches the constant rotation speed, the actual rotation time is measured.

  That is, for example, even if a constant rotation command is output immediately after the start of the single motor driving period and the rotation pulsation of the crankshaft is large, the constant rotation speed is not immediately stabilized but gradually stabilized. For this reason, if the actual rotation time is measured during the transition period from when the constant rotation command is output until the rotation speed is stabilized, the correction coefficient obtained based on the actual rotation time is low in accuracy.

  Therefore, as described in claim 3, if the actual rotation time is not measured immediately after the output of the constant rotation command and the measurement is performed after the crankshaft has actually reached the constant rotation speed, a stable rotation state can be obtained. Thus, the correction coefficient is calculated, so that the accuracy of the correction coefficient can be further improved.

  Further, the correction coefficient based on the difference between the reference rotation time and the actual rotation time may be calculated only once and set as the correction coefficient formally, but more preferably, for example, as in claim 4 The correction coefficient may be calculated a plurality of times and the representative value may be taken.

  That is, the invention described in claim 4 is the correction coefficient setting device in the hybrid type vehicle according to any one of claims 1 to 3, wherein the actual rotation time measuring means measures the actual rotation time a plurality of times and calculates a correction coefficient. The means calculates a correction coefficient for each actual rotation time measured a plurality of times, and sets representative values of the calculated plurality of correction coefficients as final correction coefficients.

  According to the correction coefficient setting device configured as described above, variations in the correction coefficient itself can be absorbed, and a correction coefficient with higher accuracy can be calculated. The representative value is a value representing the central tendency of the distribution of a plurality of correction coefficients calculated, and can be, for example, an average value, median (median value), mode (mode value), or the like.

  Then, calculation (setting) of the correction coefficient by the correction coefficient setting device of the present invention (Claims 1 to 4) may be performed every time the motor single drive period is reached, as in, for example, Claim 5. In this way, it is possible to calculate a correction coefficient with higher accuracy corresponding to the driving state of the hybrid vehicle using the correction coefficient setting device. Therefore, even if the shape and positional relationship of each rotation detection unit of the rotating body change due to, for example, secular change or temperature change, it is possible to prevent a decrease in detection accuracy due to the change.

  Next, a sixth aspect of the present invention is the correction coefficient setting device for a hybrid type vehicle according to any one of the first to fifth aspects, wherein the rotational state detecting means is configured such that the cylinder of each cylinder constituting the internal combustion engine is in an upper position. The rotation position of the crankshaft when it is located at the dead center can be detected. The first specific position is the rotational position of the crankshaft when any cylinder is located at top dead center, and the second specific position is any cylinder located at top dead center at the first specific position. Then, the rotation position of the crankshaft when any one of the cylinders is located at the top dead center next.

  According to the correction coefficient setting device configured as described above, the correction coefficient corresponding to the rotation range of the crankshaft between the top dead center and the top dead center is calculated. For example, in the combustion stroke of a cylinder of the internal combustion engine, When it is configured to detect misfire of the cylinder based on the rotation time from the top dead center of the cylinder to (combustion of the cylinder) to the top dead center of the next cylinder, the measured value of the rotation time is Correction can be made with the correction coefficient, and misfire detection can be performed with high accuracy. Further, not only misfire detection, but also various vehicle controls performed using physical quantities relating to the rotation state between the top dead center and the top dead center, the control accuracy can be improved.

Preferred embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic configuration diagram illustrating a hybrid vehicle according to the present embodiment. As shown in FIG. 1, the hybrid type vehicle of this embodiment is a so-called parallel series hybrid (PSHV) type vehicle, and includes an engine 1 as an internal combustion engine, a motor 3 as an electric motor, a generator 5, and these The engine 1, the motor 3, and the generator 5 are connected to each other, and a power split mechanism 7 is provided for splitting and transmitting the power from the engine 1 to the motor 3 side and the generator 5 side.

  The engine 1 is a gasoline engine having six cylinders in the present embodiment, and is configured such that each cylinder # 1 to # 6 is sequentially fuel-injected and ignited for each predetermined crank angle (120 ° CA). Is. The motor 3 is an AC synchronous type that drives a DC brushless motor with an alternating current, and the generator 5 also uses an AC synchronous type motor.

  The power split mechanism 7 is configured by a so-called planetary gear mechanism (not shown), and the rotation shaft of the planetary carrier in the gear mechanism is connected to the crankshaft 23 of the engine 1. The power of the engine 1 is transmitted to the outer ring gear and the inner sun gear through pinion gears (for example, four) attached to the planetary carrier. The rotating shaft of the ring gear is directly connected to the motor 3, and the rotating shaft of the sun gear is connected to the generator 5.

  The rotation of the output shaft of the motor 3, that is, the rotation of the ring gear constituting the power split mechanism 7, is transmitted to the drive shaft 18 via the speed reduction mechanism 17 such as a differential gear, and rotates the drive wheels 19, 20.

  Furthermore, in the hybrid vehicle of this embodiment, the AC power generated by the generator 5 is converted to DC and supplied to the battery 15, or the DC power from the battery 15 is converted to AC and supplied to the motor 3. Between the power control unit 9 having a function such as, a motor / generator control device 13 for controlling each of the motor 3 and the generator 5 via the power control unit 9, and the motor / generator control device 13. And an engine ECU 11 that controls the engine 1 while exchanging control information.

  When the vehicle is decelerated, the power control unit 9 operates the motor 3 as a generator based on a command from the motor / generator control device 13, converts the generated power at that time into direct current, and charges the battery 15. Further, during normal traveling or acceleration, the generated power from the generator 5 driven by the driving force of the engine 1 is supplied to the motor 3 based on a command from the motor / generator control device 13. Further, when the charge amount of the battery 15 is insufficient, the generated power from the generator 5 driven by the driving force of the engine 1 is converted into direct current based on a command from the motor / generator control device 13. To charge the battery 15. In addition, the battery 15 of this embodiment is a known nickel metal hydride battery.

  The rotation of the drive wheels 19 and 20 depends on the control of the engine 1 by the engine ECU 1 and the control of the motor 3 and the generator 5 by the power control unit 9. The speeds of the machine 5 and the motor 3 are increased and decelerated while being continuously changed.

  As a specific example, for example, when the vehicle starts or runs at a low speed, only the motor 3 is driven by the power of the battery 15 while the engine 1 is stopped, and the drive wheels 19 and 20 are rotated. In this manner, the state where the engine 1 is stopped and only the motor 3 is driven is hereinafter also referred to as “motoring”. At the time of this motoring, although the operation of the engine 1 is stopped, the rotational driving force of the motor 3 is also transmitted to the engine 1 through the power split mechanism 7, so that the crankshaft 23 rotates (idles).

  Further, for example, during normal traveling of the vehicle, the engine 1 is operated and the driving force is divided into two paths by the power split mechanism 7. One of them drives the generator 5 to generate power. This generated power drives the motor 3. The other drives the drive wheels 19 and 20 via the speed reduction mechanism 17. The motor / generator control device 13 controls the ratio of these two paths so that the energy efficiency is maximized.

  The motor / generator control device 13 as drive control means controls the motor 3 and the generator 5 as described above, and responds to an inquiry from the engine ECU 11 as to whether motoring is in progress, A function for controlling the constant rotation of the motor 3 when a request for constant rotation control is received from the engine ECU 11, and also when a request for canceling the constant rotation control is received from the engine ECU 11 after the start of the constant rotation control. It also has a function to stop. In addition, it is configured so that it can be determined whether or not the motor 3 is rotating at a constant speed by inputting a signal corresponding to the rotation amount of the motor 3.

  An NE rotor 25a as a rotating body is attached to the end of the crankshaft 23 of the engine 1 and rotates together with the rotation of the crankshaft 23. The NE rotor 25a and the signal output unit 25b serving as a rotation signal generating means constitute the crankshaft sensor 25 described above, and an NE signal (rotation according to the present invention) corresponding to the rotational speed / rotational position of the crankshaft 23. Is output to the engine ECU 11. In addition, each tooth | gear 31 formed in the outer periphery of NE rotor 25a is equivalent to the rotation detection part of this invention.

  Further, a rotor (hereinafter referred to as “G rotor”) 27a is attached to a camshaft 41 for opening and closing an intake valve and an exhaust valve (not shown) in the engine 1, and this G rotor 27a and a signal output unit 27b. The camshaft sensor 27 is comprised by these. The camshaft 41 rotates at a ratio of 1/2 with respect to the rotation of the crankshaft 23 when the rotational driving force of the crankshaft 23 is transmitted via a gear, a belt, or the like (not shown). That is, when the crankshaft 23 rotates twice, the camshaft 41 rotates once. Then, the G rotor 27a also rotates with the rotation of the camshaft 41, whereby a G signal to be described later is generated and output to the engine ECU 11.

  As shown in FIG. 2, the camshaft sensor 27 is provided opposite to the outer periphery of the G rotor 27a and the G rotor 27a, and is spaced by a predetermined angle (90 ° in the present embodiment) on the outer periphery of the G rotor 27a. And a signal output unit 27b for detecting the two teeth 43 and 45 formed in the above and outputting a pulsed G signal. The signal output unit 27b is also of an electromagnetic pickup type, Hall IC type or the like, similar to the signal output unit 25b constituting the crankshaft sensor 25.

  For this reason, the cam shaft sensor 27 (specifically, its signal output unit 27b) indicates that the G level is high when the teeth 43 and 45 are opposite to the signal output unit 27b, and low otherwise. A signal is output. This G signal is input to the engine ECU 11 and shaped into a rectangular pulse wave. Then, the rotational position of the cam shaft 41 is detected based on the G signal after the waveform shaping.

  The configuration of the crankshaft sensor 25 and the camshaft sensor 27 shown in FIG. 2 is merely an example of a configuration as a sensor that generates an NE signal and a G signal, and the rotational speed and rotational position of the crankshaft 23 are determined. As long as various information necessary for the control of the engine 1 and other various controls in the vehicle can be acquired based on the NE signal and the G signal, such as detection, TDC detection, cylinder discrimination, etc., its specific configuration (for example, the tooth 31 of the rotor 25a) The interval and the position and number of the missing tooth portions 33, 35, and 37) can be determined as appropriate.

  The engine ECU 11 injects fuel into the engine 1 based on the NE signal from the crankshaft sensor 25, the G signal from the camshaft sensor 27, and various sensors and switch signals such as an accelerator sensor, a shift position sensor, and a temperature sensor. The ECU controls the entire operation of the engine 1 by performing various controls such as timing, injection amount, and ignition timing.

  The engine ECU 11 stops the engine 1 based on a command from the motor / generator control device 13 when the driving force of the engine 1 is not required, for example, when the motor 3 is running or when the vehicle is stopped. When the driving force of the engine 1 is required, for example, when the engine 1 is running or the battery 15 is charged, the engine 1 is operated.

  The engine ECU 11 also detects the TDC (top dead center) of each cylinder of the engine 1 based on the NE signal and the G signal, and generates a TDC signal when the TDC is detected. In the present embodiment, as an example, as shown in FIG. 3, each cylinder becomes TDC at six locations where the crank angle is 0 ° CA, 120 ° CA, 240 ° CA, 360 ° CA, 480 ° CA, and 600 ° CA. A pulsed TDC signal is output.

  More specifically, cylinders # 1 and # 4 simultaneously become TDC at positions of 0 ° CA and 360 ° CA, and cylinders # 2 and # 5 simultaneously become TDC at positions of 120 ° CA and 480 ° CA, and 240 ° At positions CA and 600 ° CA, cylinders # 3 and # 6 simultaneously become TDC. However, as described above, in the present embodiment, each cylinder is configured to inject and ignite fuel independently. Therefore, fuel injection into cylinder # 1 is performed at 0 ° CA, and cylinder # at 120 ° CA. The fuel is injected into cylinder # 3 at 240 ° CA, the fuel is injected into cylinder # 4 at 360 ° CA, and the fuel is injected into cylinder # 5 at 480 ° CA. The fuel is injected into the cylinder # 6 at 600 ° CA.

The engine ECU 11 is configured to detect misfire of each cylinder during operation of the engine 1 using, for example, the above-described misfire detection method described as the prior art.
Specifically, for example, when the rotational position of the crankshaft 23 is 0 ° CA, the cylinder # 1 becomes TDC and fuel injection / ignition is performed. The rotation time until # 5) reaches TDC, that is, the time required for rotation by 120 ° CA from TDC in the combustion stroke of # 1 (TDC time) is measured based on the NE signal. Then, by comparing the measured time with a preset misfire determination pattern, it is determined whether or not misfire has occurred. The TDC time corresponds to the reference rotation time of the present invention.

  Here, the TDC time measured based on the NE signal includes an error due to the machining tolerance of the NE rotor 25a as described above. That is, even if it is detected by the NE signal that the rotation is 120 ° CA, the rotation is not actually performed correctly by 120 ° CA. For example, an error of about ± 0.5 to 1 ° CA occurs. Therefore, strictly speaking, the TDC time measured based on the NE signal is not the rotation time per 120 ° CA, which is the TDC angle, but the rotation time per angle of “120 ° ± error”. .

  Therefore, in the hybrid type vehicle of this embodiment, in order to correct the error due to the machining tolerance of the NE rotor 25a from the TDC time measured at the time of misfire detection, each TDC to TDC (0 ° CA to 120 ° CA) is corrected. Correction amounts (hereinafter referred to as “NE processing tolerance correction amounts”) corresponding to the respective intervals of 120 ° CA to 240 ° CA and 240 ° CA to 360 ° CA. The NE machining tolerance correction amount is a crank angle correction amount in the present embodiment, and is calculated during motoring (during the single motor driving period of the present invention).

  That is, when it is detected based on the NE signal that it has been rotated by a TDC angle (120 ° CA) from one TDC to the next TDC, in fact, it corresponds to that TDC to TDC with respect to 120 ° CA. This means that the angle is rotated by an angle added with the correction amount (crank angle).

  Thus, the NE machining tolerance correction amount is calculated for each TDC to TDC, and when the TDC time is calculated based on the NE signal, the NE machining tolerance correction amount corresponding to the TDC to TDC is converted into a time. If this is added to the TDC time, the machining tolerance of the NE rotor 25a is corrected, and a rotation time of 120 ° CA, which is the original TDC angle, is obtained. If misfire detection is performed based on the corrected TDC time, misfire can be detected with high accuracy.

  The calculation process of the NE machining tolerance correction amount will be specifically described with reference to FIG. When motoring is started by starting the vehicle or shifting to low-speed running, the engine ECU 11 controls the motor / generator control device 13 to rotate the motor 3 at a constant speed (and thus the crankshaft 23 driven thereby is fixed). Rotation control) is requested. Upon receiving this request, the motor / generator control device 13 controls the motor 3 to rotate at a constant rotational speed.

  Due to the request for constant rotation control from the engine ECU 11, the crankshaft 23 that has been pulsating until then starts to rotate at a constant speed with stable rotation. After this constant speed rotation is started, in this embodiment, cylinders # 3 and # 6 are first TDC (at this time 600 ° CA). The timing at which one of the cylinders becomes TDC is hereinafter referred to as “TDC timing”. The detection of the TDC timing is performed based on the NE signal and the G signal as described above.

  Thereafter, when the crankshaft 23 rotates and reaches the rotational position of 0 ° CA, the cylinders # 1 and # 4 become TDC. Here, the actual time t_NEJ from the previous TDC timing (that is, the TDC timing of cylinders # 3 and # 6 at 600 ° CA) to the current TDC timing is measured. On the other hand, a reference time t_NEK that is an accurate TDC time during the constant rotation control is calculated in advance based on the NE signal from the crankshaft sensor 25. For example, if the time per rotation of the crankshaft 23 is measured based on the NE signal, one third of the time is obtained as the reference time t_NEK. In addition, if the rotation speed of the crankshaft 23 with respect to the rotation speed of the motor 3 is accurately known in advance, the reference time t_NEK can be calculated based on the rotation speed of the motor 3.

  Then, by converting the difference between the reference time t_NEK and the measured actual time t_NEJ into the rotation angle of the crankshaft 23, a provisional value of the NE rotor machining tolerance correction amount (hereinafter also simply referred to as “provisional correction amount”) is calculated. This is defined as BUF_H_NER [0] [0]. Specifically, it is calculated by multiplying the division result of (t_NEK−t_NEJ) / t_NEK by a predetermined angle conversion constant.

  As shown in FIG. 3, array number n is set for each of two cylinders that simultaneously become TDC, cylinders # 1 and # 4 have n = 0, cylinders # 2 and # 5 have n = 1, In # 3 and # 6, n = 2. Of the “[0] [0]” in the provisional correction amount, the first [0] represents the array element number n. That is, it is a provisional correction amount corresponding to the TDC angle until # 1 and # 4 which are cylinders of n = 0 become TDC, more specifically, the previous TDC timing (cylinders # 3 and # 6). Represents the provisional correction amount corresponding to the rotation range (120 ° CA) from the current to the current TDC timing.

  The second [0] represents the cumulative calculation number kn of provisional correction amounts corresponding to the same array number n. That is, if it is the first provisional correction amount corresponding to n = 0, k0 = 0, and the provisional correction corresponding to cylinders # 1, # 4 (n = 0) again at the TDC timing after 360 ° CA rotation as will be described later. When the amount is calculated, k0 = 1 because it is the second time. When the temporary correction amount corresponding to the cylinders # 1 and # 4 (n = 0) is calculated again at the TDC timing at which the rotation further proceeds to 720 ° CA, k0 = 2 because it is the third time.

  After the provisional correction amount BUF_H_NER [0] [0] is calculated at the first 0 ° CA, when the next TDC timing (120 ° CA) is reached, the previous TDC timing (0 ° CA) is first calculated as described above. ) Until the current TDC timing is measured. Then, a temporary correction amount BUF_H_NER [1] [0] corresponding to the cylinders # 2 and # 5 is calculated from the difference between the measured actual time and the reference time t_NEK. This is a provisional correction amount corresponding to the TDC angle until n and 1 cylinders # 2 and # 5 become TDC, more specifically, from the previous TDC timing (cylinders # 1 and # 4). The provisional correction amount corresponding to the rotation range (120 ° CA) until the TDC timing is expressed.

  Thereafter, when the next TDC timing (240 ° CA) comes again, first, the TDC time (real time) from the previous TDC timing (120 ° CA) to the current TDC timing is measured. Then, a temporary correction amount BUF_H_NER [2] [0] corresponding to the cylinders # 3 and # 6 is calculated from the difference between the measured actual time and the reference time t_NEK. This is a provisional correction amount corresponding to the TDC angle until # 3 and # 6, which are n = 2 cylinders, become TDC, more specifically, from the previous TDC timing (cylinder # 2, # 5). The provisional correction amount corresponding to the rotation range (120 ° CA) until the TDC timing is expressed.

  As a result, provisional correction amounts corresponding to each TDC to TDC are calculated one by one for the time being. The provisional correction amount may be used as it is as a formal NE rotor machining tolerance correction amount for the corresponding rotation range. However, in this embodiment, each array number n is used to calculate a more accurate NE rotor processing tolerance correction amount. A plurality of (α) provisional correction amounts are calculated for each time, and an average value thereof is taken to absorb variations in the provisional correction amount. The average value is set as the final NE rotor machining tolerance correction amount.

  Therefore, after 240 ° CA, BUF_H_NER [0] [1] is the second (k0 = 1) provisional correction amount corresponding to cylinders # 1 and # 4 (n = 0) when 360 ° CA is reached. , BUF_H_NER [1] [1], which is the second provisional correction amount corresponding to cylinders # 2 and # 5 (n = 1) when 480 ° CA is obtained, and 600 ° CA Then, BUF_H_NER [2] [1], which is the second provisional correction amount corresponding to cylinders # 3 and # 6 (n = 2), is calculated and further rotated to 0 ° CA (720 ° CA). ) Again, the third (k0 = 2) provisional correction amount BUF_H_NER [0] [2] corresponding to cylinders # 1 and # 4 (n = 0) is calculated, and so on. Every time it comes to TDC timing, this time TDC timing from the previous TDC timing Successively calculating a provisional correction amount corresponding to the rotation range up.

  Then, for example, if BUF_H_NER [0] [α-1], which is the α-th provisional correction amount corresponding to n = 0, is calculated (the leftmost portion of 360 ° CA in FIG. 3), it corresponds to n =. The calculation of the provisional correction amount ends here. Then, the average value of the provisional correction amounts BUF_H_NER [0] [0] to BUF_H_NER [0] [α-1] calculated so far is calculated. The average value obtained in this way is the official NE rotor machining tolerance correction amount corresponding to n = 0, that is, cylinders # 3 and # 6 become TDC and the next cylinders # 1 and # 4 become TDC. NE rotor processing tolerance correction amount H_NER [0] with respect to the rotation range (angle) until.

  After that, when the rotation further proceeds, and the α-th provisional correction amount BUF_H_NER [1] [α−1] corresponding to n = 1 is calculated (480 ° CA in the lower part of FIG. 3), n = 1. The calculation of the corresponding temporary correction amount ends here. Then, the average value of the provisional correction amounts BUF_H_NER [1] [0] to BUF_H_NER [1] [α-1] calculated so far is calculated. The average value obtained in this way is an official NE rotor machining tolerance correction amount corresponding to n = 1, that is, cylinders # 1 and # 4 become TDC, and the next cylinders # 2 and # 5 become TDC. NE rotor processing tolerance correction amount H_NER [1] with respect to the rotation range (angle) until

  After that, when the rotation further proceeds and the α-th provisional correction amount BUF_H_NER [2] [α−1] corresponding to n = 2 is calculated (600 ° CA in the lower part of FIG. 3), n = 2. The calculation of the corresponding temporary correction amount ends here. Then, an average value of the provisional correction amounts BUF_H_NER [2] [0] to BUF_H_NER [2] [α-1] calculated so far is calculated. The average value obtained in this way is a formal NE rotor machining tolerance correction amount corresponding to n = 2, that is, cylinders # 2 and # 5 become TDC and the next cylinders # 3 and # 6 become TDC. NE rotor machining tolerance correction amount H_NER [2] with respect to the rotation range (angle) until.

  Therefore, in misfire detection after the calculation timing of the NE rotor machining tolerance correction amount H_NER [2] corresponding to n = 2, correction based on each newly calculated NE rotor machining tolerance correction amount [n] is performed. It will be.

  For example, the TDC time from the calculation timing of this NE rotor machining tolerance correction amount H_NER [2] (TDC timing of cylinders # 3 and # 6) to the TDC timing of the next cylinders # 1 and # 4 is based on the NE signal. The obtained TDC time is corrected based on the NE rotor machining tolerance correction amount H_NER [0] corresponding to n = 0. Then, the presence or absence of misfire is determined based on the corrected TDC time.

  Subsequently, when the TDC time from the TDC timing of the cylinders # 1 and # 4 to the TDC timing of the next cylinders # 2 and # 5 is obtained based on the NE signal, the obtained TDC time is set to n Is corrected based on the NE rotor machining tolerance correction amount H_NER [1] corresponding to = 1. Furthermore, when the TDC time from the TDC timing of cylinders # 2 and # 5 to the TDC timing of the next cylinder # 3 and # 6 is obtained based on the NE signal, the obtained TDC time is Correction is performed based on the NE rotor machining tolerance correction amount H_NER [2] corresponding to n = 2. As described above, after each NE rotor machining tolerance correction amount is calculated, correction is performed using the corresponding NE rotor machining tolerance correction amount for each cylinder of the misfire detection target.

  The provisional correction amount BUF_H_NER [n] [kn] and the NE rotor processing tolerance correction amount H_NER [n] that are finally obtained correspond to the correction coefficient of the present invention.

  Next, a process executed by the engine ECU 11 to calculate the NE rotor machining tolerance correction amount H_NER [n] as described above will be described with reference to FIGS. 4 and 5. First, FIG. 4 shows NE timing processing executed at each rising timing (hereinafter referred to as “NE timing”) of each pulse of the NE signal.

  When this process is started at the NE timing, it is first determined in step (hereinafter abbreviated as “S”) 110 whether or not motoring is in progress. This determination is made by making an inquiry to the motor / generator control device 13. If the motoring is not in progress, the correction amount calculation completion flag is set to OFF (S160). Further, the motor / generator control device (in FIG. (Notation) 13 is requested to cancel (stop) the constant rotation control (S170). And it transfers to S180 and performs misfire detection processing. This misfire detection process is performed by reflecting the latest NE rotor machining tolerance correction amount that has already been calculated. As described above, while the hybrid type vehicle is not in motoring, the process is performed as described above, and the NE rotor processing tolerance correction amount is not calculated.

  On the other hand, when motoring is started due to the start of traveling of the vehicle or shifting to low speed traveling, an affirmative determination is made in S110 and the process proceeds to S120 to determine whether or not the correction amount calculation completion flag is OFF. If it is ON here, the NE rotor machining tolerance correction amount has already been calculated after the start of motoring, so the process proceeds to S170 and subsequent steps. However, motoring has just started and the NE rotor machining tolerance correction is still in progress. When the amount is not calculated, the correction amount calculation completion flag is OFF, so that the process proceeds to S130 and the motor / generator control device 13 is requested to perform constant rotation control. This requirement corresponds to the constant rotation command of the present invention. As a result, the motor / generator control device 13 starts control such that the motor 3 rotates at a constant rotational speed.

  In subsequent S140, it is determined whether or not it is TDC timing. That is, it is determined whether or not it is time to calculate the provisional correction amount or the NE rotor processing tolerance correction amount when any one of the cylinders becomes the TDC position. If it is not the TDC timing, the process proceeds to S180 without performing the TDC timing process which will be described later and the misfire detection process is performed. If it is the TDC timing, the process proceeds to S150 and the TDC timing process shown in FIG. 5 is executed. .

  As shown in FIG. 5, when the TDC timing process is started, first, in S210, it is determined whether or not the crankshaft 23 is actually rotating at a constant speed. Then, for example, immediately after the request for constant rotation control and the rotation is not stable yet, such as when the rotation is not yet stable, this TDC timing process is terminated as it is. On the other hand, if the rotation is actually constant, the process proceeds to S220, and it is determined whether or not the TDC timing is the first TDC timing after the constant rotation (that is, after the constant rotation is determined in S210). .

  At this time, if it is the first TDC timing, this TDC timing process is terminated as it is. If it is not the first (after the second time), the TDC time at the fixed rotation (required rotation time per 120 ° CA) The reference time t_NEK is calculated (S230). In FIG. 3, if the crank angle is 600 ° CA, which is the first TDC timing after the start of constant rotation, an affirmative determination is made in S220, and the crank angle 0 ° CA, which is the next TDC timing, is determined. If it is after the timing, a negative determination is made in S220, and the process proceeds to S230.

  In subsequent S240, the array element number n is set based on the cylinder whose cylinder is at the TDC position at the current TDC timing. As described above, for example, if cylinders # 1 and # 4 are in the TDC position, n = 0 is set. If cylinders # 2 and # 5 are in the TDC position, n is set to 1 and cylinders # 3 and # 6 are set. If n is a TDC position, set n = 2. In S250, the actual time t_NEJ [n] from the previous TDC timing to the current TDC timing is measured. This real time t_NEJ [n] corresponds to the real rotation time of the present invention.

  After measuring the actual time t_NEJ [n], a temporary correction amount BUF_H_NER [n] [kn] is calculated in S260. The specific calculation formula is as already described, and is also shown in FIG. Note that the initial value of kn is 0.

  In this way, when the knth (kn = 0 to (α-1)) provisional correction amount BUF_H_NER [n] [kn] in the array element number n (n = 0, 1, 2) is calculated, 1 is set to kn. Are added (S270), and it is determined whether or not kn after the addition is greater than or equal to α (S280). At this time, if α is not greater than or equal to kn, α provisional correction amounts have not yet been calculated for the array element number n, and thus this TDC timing process is temporarily terminated.

  Then, when the next TDC timing comes again, the TDC timing process is executed in order from S210. And until kn becomes more than (alpha), the process to S210-S280 will be repeated for every TDC timing. In the meantime, the provisional correction amount BUF_H_NER [n] [kn] is calculated alternately in the order of n = 0, 1, 2 as described with reference to FIG. When the provisional correction amount is calculated until any one of n (0, 1, 2) becomes kn = α−1, an affirmative determination is made in S280 for the array number n.

  When an affirmative determination is made in S280 and the flow proceeds to S290, kn is reset to the initial value 0, and in the subsequent S300, the NE rotor machining tolerance correction amount H_NER [n], which is an average value of the temporary correction amount, is calculated. Specifically, it is calculated by the following equation (1).

  That is, for example, in the TDC timing process executed when the crank angle at the lower leftmost part of FIG. 3 becomes 360 ° CA (timing when cylinders # 1 and # 4 become TDC), n = Α provisional correction amounts BUF_H_NER [0] [k0] corresponding to 0 are calculated. Therefore, the NE rotor machining tolerance correction amount corresponding to n = 0 is obtained by averaging α in the above equation (1) from BUF_H_NER [0] [0] to BUF_H_NER [0] [α-1]. The correction amount of the TDC angle from the timing at which H_NER [0], that is, cylinders # 3 and # 6 becomes TDC to the time when cylinders # 1 and # 4 become TDC is obtained.

  After calculating the NE rotor machining tolerance correction amount H_NER [n], it is determined in S310 whether or not the NE rotor machining tolerance correction amount H_NER [n] has been calculated for all the array element numbers n. If so, the correction amount calculation completion flag is turned on in S320 and the TDC timing process is terminated. If there is an uncalculated array number, the TDC timing process is temporarily terminated there and the subsequent TDC timing and thereafter. The NE rotor machining tolerance correction amount is calculated for the uncalculated portion.

  In the example of FIG. 3, following calculation of the NE rotor machining tolerance correction amount H_NER [0] when n = 0 illustrated above, at the next TDC timing (480 ° CA in the lower stage of FIG. 3), n = 1. The α-th provisional correction amount BUF_H_NER [1] [α-1] corresponding to is calculated, whereby the NE rotor machining tolerance correction amount H_NER [1] is calculated.

  Further, following the calculation of the NE rotor machining tolerance correction amount H_NER [1], at the next TDC timing (600 ° CA in the lower part of FIG. 3), the α-th provisional correction amount BUF_H_NER [2] [2] corresponding to n = 2. α-1] is calculated, and thereby the NE rotor machining tolerance correction amount H_NER [2] is calculated.

  Thereafter, when the motoring period ends, a negative determination is made in S110 in the NE timing process, and the correction amount calculation completion flag is turned off again in S160. Therefore, when the motoring is started again, the NE rotor machining tolerance correction amount is newly calculated by repeating the TDC timing process in the same procedure as described above. That is, every time the motoring is started, the NE rotor machining tolerance correction amount is calculated.

  According to the hybrid vehicle of the present embodiment described above, the rotational speed of the motor 3 is controlled during motoring to control the crankshaft 23 to a constant rotational speed, and the NE rotor machining tolerance correction amount is calculated during that time. Therefore, various physical quantities (rotation time, angle, etc.) obtained based on the NE signal from the crankshaft sensor 25 can be accurately corrected, and detection errors due to machining tolerances of the NE rotor 25a can be suppressed. It becomes.

  Further, since the NE rotor machining tolerance correction amount is calculated as an angle, when the TDC angle is detected based on the NE signal from the crankshaft sensor 25, the TDC angle can be directly corrected by the NE rotor machining tolerance correction amount. . Therefore, it is possible to reduce the load of the correction calculation using the NE rotor machining tolerance correction amount in the engine ECU 11.

  Further, the calculation of the correction amount is not started immediately after the start of motoring, and the calculation of the correction amount is started after the rotational speed of the crankshaft 23 actually reaches a constant rotational speed. Moreover, the correction amount (provisional correction amount) is calculated a plurality of times, and the average value is used as the final correction amount (NE rotor processing tolerance correction amount). Therefore, the NE rotor machining tolerance correction amount can be calculated with higher accuracy, and correction with higher accuracy can be performed based on the NE rotor processing tolerance correction amount.

Then, by correcting the TDC time based on the highly accurate correction amount obtained as described above, misfire detection based on the TDC time can be performed with higher accuracy.
Here, the correspondence between the components of the present embodiment and the components of the present invention will be clarified. In the present embodiment, the engine ECU 11 corresponds to a rotation state detection unit, a reference rotation time calculation unit, a constant rotation command unit, an actual rotation time measurement unit, and a correction coefficient calculation unit according to the present invention. It corresponds to power transmission means.

  Further, the process of S130 in the NE timing process of FIG. 4 corresponds to the process executed by the constant rotation command means of the present invention. In the TDC timing process of FIG. 5, the process of S230 is executed by the reference rotation time calculation means of the present invention. The processing of S250 corresponds to the processing executed by the actual rotation time measuring means of the present invention, and the processing of S260 and S300 corresponds to the processing executed by the correction coefficient calculating means of the present invention.

The embodiment of the present invention is not limited to the above-described embodiment, and it goes without saying that various forms can be adopted as long as it belongs to the technical scope of the present invention.
For example, in the above embodiment, a plurality of provisional correction amounts BUF_H_NER [n] [kn] are calculated and the average value is used as the formal NE rotor machining tolerance correction amount H_NER [n]. The maximum value and the minimum value may be removed, and an average value may be calculated for the remaining provisional correction amount after the removal, so as to be a formal NE rotor machining tolerance correction amount. By doing so, it is possible to suppress the variation of the provisional correction amount and further increase the accuracy of the NE rotor machining tolerance correction amount.

  In addition to using the average value of the plurality of provisional correction amounts as the NE rotor processing tolerance correction amount, for example, the median (median) or mode value (mode) of the plurality of provisional correction amounts is used as the formal NE rotor processing tolerance correction amount. The so-called representative values of a plurality of provisional correction amounts can be calculated by various appropriate methods.

  Furthermore, in the above embodiment, the six-cylinder engine 1 is taken as an example, but the six cylinders are merely an example, and the number of cylinders is not particularly limited. As the number of cylinders increases, the interval between TDC and TDC (TDC angle) decreases and the influence of machining tolerance of the NE rotor 25a increases. Therefore, the application of the present invention is more effective as the number of cylinders increases.

The configuration shown in FIG. 2 is merely an example of the configuration of the NE rotor 25a that constitutes the crankshaft sensor 25.
Further, the NE rotor machining tolerance correction amount H_NER [n] obtained as in the above embodiment is used not only when misfire is detected, but also in various controls that require the accuracy of the NE signal, such as various engine controls and brake controls. Is possible.

It is a lineblock diagram showing a schematic structure of a hybrid type vehicle of this embodiment. It is a block diagram which shows schematic structure of a crankshaft sensor and a camshaft sensor. It is a time chart for demonstrating the calculation progress of the NE rotor processing tolerance correction amount of this embodiment. It is a flowchart which shows the NE timing process of this embodiment. 6 is a flowchart showing details of a TDC timing process in S150 in the NE timing process of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Motor, 5 ... Generator, 7 ... Power split mechanism, 9 ... Power control unit, 11 ... Engine ECU, 13 ... Motor / generator control Device: 15 ... Battery, 17 ... Deceleration mechanism, 18 ... Drive shaft, 19 ... Drive wheel, 23 ... Crank shaft, 25 ... Crank shaft sensor, 25a ... NE rotor 25b, 27b ... signal output unit, 27 ... camshaft sensor, 27a ... G rotor, 31 ... teeth, 33, 35, 37 ... missing teeth, 41 ... camshaft , 43, 45 ... Teeth

Claims (6)

An internal combustion engine and an electric motor for generating a driving force for driving the driving wheels;
Drive control means for operating either one or both of the internal combustion engine and the electric motor in accordance with running conditions;
The rotation of the crankshaft of the internal combustion engine is provided to rotate according to the rotation by being transmitted directly or indirectly, and a plurality of rotation signals are generated each time the crankshaft rotates by a predetermined angle. A rotation body having a rotation detector formed along the rotation direction;
A plurality of rotation detectors formed on the rotating body according to the rotation of the rotating body so as to sequentially face each other, and a rotation signal generating means for generating the rotation signal each time the rotation detecting parts face each other; ,
A rotation state detection unit that detects a physical quantity related to an actual rotation state of the crankshaft based on a rotation signal from the rotation signal generation unit;
Used for hybrid vehicles with
A correction coefficient setting device for setting a correction coefficient for correcting the physical quantity detected by the rotation state detection means,
Power transmission means for transmitting a part of the rotational driving force from the motor to the internal combustion engine and rotating the crankshaft during the single motor driving period in which the drive control means stops the internal combustion engine and operates the electric motor. When,
Reference rotation time calculation means for calculating a required time when the crankshaft is rotated at a constant rotation speed from the first specific position to the second specific position as a reference rotation time;
A constant rotation command means for outputting a constant rotation command for rotating the crankshaft at the constant rotation speed to the drive control means during the single motor drive period;
A time required for the crankshaft to rotate from the first specific position to the second specific position based on a physical quantity detected by the rotation state detection means after the constant rotation command is output by the constant rotation command means. An actual rotation time measuring means for measuring the actual rotation time;
Correction coefficient calculation means for calculating the correction coefficient corresponding to the rotation range from the first specific position to the second specific position based on the difference between the reference rotation time and the actual rotation time;
A correction coefficient setting device for a hybrid vehicle characterized by comprising: A correction coefficient setting device for a hybrid vehicle according to claim 1,
The correction coefficient calculating means converts a difference between the reference rotation time and the actual rotation time into a rotation angle of the crankshaft based on the constant rotation speed, and sets the converted rotation angle as the correction coefficient. A correction coefficient setting device for a hybrid vehicle characterized by the above. A correction coefficient setting device for a hybrid vehicle according to claim 1 or 2,
The actual rotation time measuring means measures the actual rotation time after the rotation speed of the crankshaft becomes the constant rotation speed after the output of the constant rotation command by the constant rotation command means. Correction coefficient setting device for type vehicle. A correction coefficient setting device for a hybrid vehicle according to any one of claims 1 to 3,
The actual rotation time measuring means measures the actual rotation time a plurality of times,
The correction coefficient calculation means calculates the correction coefficient for each actual rotation time measured a plurality of times, and sets representative values of the calculated plurality of correction coefficients as final correction coefficients. Correction coefficient setting device for a hybrid vehicle. A correction coefficient setting device for a hybrid vehicle according to any one of claims 1 to 4,
The correction coefficient setting apparatus sets the correction coefficient every time the electric motor single drive period is reached. A correction coefficient setting apparatus for a hybrid vehicle, characterized in that: A correction coefficient setting device for a hybrid vehicle according to any one of claims 1 to 5,
The rotational state detecting means is configured to detect a rotational position of the crankshaft when a cylinder of each cylinder constituting the internal combustion engine is located at a top dead center.
The first specific position is a rotational position of the crankshaft when any one of the cylinders is at top dead center, and the second specific position is any one of the cylinders at the first specific position. A correction coefficient setting device in a hybrid vehicle, which is a rotational position of the crankshaft when any one of the cylinders is located at a top dead center after being located at a dead center.