JP2008232072A - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more appropriately determine abnormality of an internal combustion engine without causing a trouble of the internal combustion engine. <P>SOLUTION: Abnormality counter C1 is incremented when actual power is insufficient to engine demand power in travel accompanied by engine operation, and the abnormality counter C1 is set to value 0 when the actual power is not insufficient. Abnormality counter C2 is incremented when engine speed after start of fuel injection control and ignition control is less than predetermined speed in engine start, and the abnormality counter C2 is set to value 0 when the engine speed is the predetermined speed or higher. Engine operation is controlled with accompanied by increase of target suction air quantity Q* when the abnormality counter C1 is in a range of a threshold α2 or greater, and less than a threshold α1 for abnormality settlement, or when the abnormality counter C2 is in a range of a threshold β2 or greater, and less than a threshold β1 for abnormality settlement, or fuel remaining quantity Fr is predetermined quantity Fref right before fuel starvation or more. Engine operation is controlled without accompanied by increase of target suction air quantity Q* when fuel remaining quantity Fr is less than predetermined quantity Fref. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle including an internal combustion engine that receives supply of fuel and outputs power by combustion of the fuel, and a control method thereof.

Conventionally, in this type of vehicle, the engine is controlled to a predetermined number of revolutions by a motor, fuel injection control and ignition control are started, and engine start control for stopping motoring when engine complete explosion is determined. When the motoring is continued for a predetermined time (preliminary time) in a state where the complete explosion of the engine is not judged (combustion failure), the engine is controlled to operate with an increase in the intake air amount. A system has been proposed in which engine abnormality is determined when motoring is continued for an abnormality determination time longer than the preliminary time without determining whether the complete explosion of the engine is determined despite the increase in the intake air amount. (For example, refer to Patent Document 1). In this vehicle, before the engine abnormality is determined, the engine operation is controlled with an increase in the intake air amount, thereby preventing the engine abnormality from being determined due to a temporary decrease in the engine output. .
JP 2006-274937 A

  By the way, in the above-described vehicle, when the fuel tank is in a state of almost running out of fuel, the supply of fuel to the engine may be intermittent. In this case, an increase in intake air amount occurs due to the occurrence of combustion failure. When the engine is operated and controlled, normal combustion and poor combustion are repeated, and there is a possibility that a state in which the abnormality of the engine is not determined continues for a long time. Such a situation causes the occurrence of an engine failure such as an increase in the temperature of the catalyst, so it is desired to deal with it more appropriately.

  An object of the vehicle and the control method thereof according to the present invention is to more appropriately determine a combustion abnormality of an internal combustion engine without causing a malfunction in the internal combustion engine.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
A vehicle including an internal combustion engine that receives supply of fuel and outputs power by combustion of the fuel,
Combustion state detection estimating means for detecting or estimating the combustion state of the internal combustion engine;
Abnormality determination for stepwise determining abnormality of the internal combustion engine based on the duration of the abnormal combustion state when the abnormal combustion state of the internal combustion engine different from normal is detected or estimated by the combustion state detection estimation unit Means,
Fuel remaining amount detecting means for detecting the remaining amount of fuel;
When the abnormality determination means determines that there is a possibility of abnormality of the internal combustion engine, prior to determining the abnormality, when the remaining fuel amount detected by the remaining fuel amount detection means is greater than or equal to a predetermined amount before the fuel shortage Operation control of the internal combustion engine is performed with an increase in the intake air amount to the internal combustion engine, and the increase in the intake air amount is not performed when the remaining fuel amount detected by the remaining fuel amount detecting means is less than the predetermined amount. And an abnormality determination time control means for controlling the operation of the internal combustion engine.

  In the vehicle according to the present invention, when the internal combustion engine is in a non-normal combustion state different from normal, the abnormality of the internal combustion engine is determined stepwise based on the duration of the non-normal combustion state, and there is a risk of abnormality of the internal combustion engine. Prior to determining the abnormality when judged, when the remaining fuel amount is equal to or greater than the predetermined amount before the fuel runs out, the internal combustion engine is controlled to operate with an increase in the intake air amount to the internal combustion engine, and the remaining fuel amount is determined. When it is less than the fixed amount, the internal combustion engine is controlled to operate without increasing the intake air amount. Therefore, it is possible to more appropriately determine the abnormality of the internal combustion engine and to solve the problem caused by delaying the determination of the abnormality of the internal combustion engine due to the increase of the intake air amount when the remaining amount of fuel is less than a predetermined amount immediately before the fuel runs out. Occurrence can be suppressed.

  In such a vehicle of the present invention, the abnormality determination means determines the abnormality of the internal combustion engine when the non-normal combustion state is continuously detected or estimated over a first predetermined time by the combustion state detection estimation means. There is a risk of abnormality of the internal combustion engine when the non-normal combustion state is continuously detected or estimated over a second predetermined time shorter than the first predetermined time by the combustion state detection estimating means. It can also be a means for judging.

  In the vehicle of the present invention, the motoring means for motoring the internal combustion engine, and when the start of the internal combustion engine is requested, the motoring means is controlled so that the internal combustion engine is motored, and the motor Start control means for starting fuel injection control and ignition control of the internal combustion engine after ringing, and the combustion state detection estimating means is configured to detect the internal combustion engine after the fuel injection control and the ignition control are started. Means for detecting or estimating the engine speed or torque, and the abnormality determining means is means for determining a start abnormality of the internal combustion engine based on the detected or estimated engine speed or torque. It can also be. In this way, it is possible to more appropriately determine the start abnormality of the internal combustion engine while suppressing the occurrence of the malfunction of the internal combustion engine.

  The vehicle of the present invention further includes operation control means for controlling the operation of the internal combustion engine based on required power required for the internal combustion engine, wherein the combustion state detection estimating means is a power output from the internal combustion engine. The abnormality determining means may be means for determining an output abnormality of the internal combustion engine based on the power output from the detected or estimated internal combustion engine. . In this way, it is possible to more appropriately determine the output abnormality of the internal combustion engine while suppressing the occurrence of the malfunction of the internal combustion engine.

  Further, in the vehicle of the present invention, the drive shaft connected to the axle and the output shaft of the internal combustion engine connected to the output shaft of the internal combustion engine so as to be independently rotatable with respect to the drive shaft. And power output input / output means capable of inputting / outputting power to / from the output shaft, and an electric motor capable of inputting / outputting power to / from the drive shaft. In this case, the electric power drive input / output means is connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and the drive shaft. Or a three-axis power input / output means for inputting / outputting power to the remaining one axis based on power input / output to / from the two axes.

The vehicle control method of the present invention includes:
A control method for a vehicle including an internal combustion engine that receives supply of fuel and outputs power by combustion of the fuel,
(A) When the internal combustion engine is in a non-normal combustion state different from normal, the abnormality of the internal combustion engine is determined stepwise based on the duration of the non-normal combustion state;
(B) Prior to establishing the abnormality when it is determined that there is a possibility of abnormality of the internal combustion engine, an increase in the amount of intake air to the internal combustion engine is accompanied when the remaining amount of fuel is equal to or greater than a predetermined amount immediately before the fuel runs out. The gist of the invention is to control the operation of the internal combustion engine, and to control the operation of the internal combustion engine without increasing the intake air amount when the remaining fuel amount is less than the predetermined amount.

  According to the vehicle control method of the present invention, when the internal combustion engine is in a non-normal combustion state that is different from the normal state, the abnormality of the internal combustion engine is determined stepwise based on the duration of the non-normal combustion state. Prior to determining the abnormality when the possibility of abnormality is determined, when the remaining amount of fuel is equal to or greater than a predetermined amount immediately before the fuel runs out, the operation of the internal combustion engine is controlled with an increase in the amount of intake air to the internal combustion engine, and the fuel When the remaining amount is less than a predetermined amount, the internal combustion engine is controlled to operate without increasing the intake air amount. Therefore, it is possible to more appropriately determine the abnormality of the internal combustion engine and to solve the problem caused by delaying the determination of the abnormality of the internal combustion engine due to the increase of the intake air amount when the remaining amount of fuel is less than a predetermined amount immediately before the fuel runs out. Occurrence can be suppressed.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power by combustion of hydrocarbon fuel such as gasoline or light oil supplied from the fuel tank 23, and is cleaned by an air cleaner 122 as shown in FIG. The air is sucked in through the throttle valve 124 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes a crank position sensor for detecting signals from various sensors for detecting the state of the engine 22, a fuel remaining amount Fr from the fuel remaining amount sensor 23 a attached to the fuel tank 23, and a rotational position of the crankshaft 26. The crank position from 140, the cooling water temperature from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, and the intake valve 128 that performs intake and exhaust to the combustion chamber And a cam position from a cam position sensor 144 that detects a rotational position of a camshaft that opens and closes an exhaust valve, a throttle position from a throttle valve position sensor 146 that detects a position of a throttle valve 124, and an air flow meter 148 attached to an intake pipe The air flow meter signal AF, the intake air temperature from the temperature sensor 149 attached to the intake pipe, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, etc. are input via the input port. . The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 manages the battery 50 based on the charge / discharge power Pb (= Vb × Ib) based on the inter-terminal voltage Vb detected by the voltage sensor 51a and the charge / discharge current Ib detected by the current sensor 51b. ), The remaining capacity (SOC) is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, or the battery 50 is calculated based on the calculated remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may be charged and discharged, are calculated. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout. Further, the battery ECU 52 sets a charge / discharge required power Pb * as power to be charged / discharged by the battery 50 based on the calculated remaining capacity (SOC) of the battery 50.

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the drive control that travels with the operation of the engine 22 and the start control that starts the engine 22 will be described. First, drive control will be described, and then start control will be described. FIG. 5 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, charge / discharge required power Pb * of the battery 50, charge / discharge power Pb of the battery 50, input / output limit Win, Wout of the battery 50, and the like. Step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the charge / discharge power Pb of the battery 50 is calculated based on the inter-terminal voltage Vb of the battery 50 and the charge / discharge current Ib and is input from the battery ECU 52 by communication. The charge / discharge required power Pb * of the battery 50 is set based on the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and subtracting the charge / discharge required power Pb * of the battery 50 and further adding loss Loss. . The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S120). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the power deviation ΔPb (= Pb−previous Pb *) is calculated by subtracting the charge / discharge request power (previous Pb *) previously input in this routine from the input charge / discharge power Pb of the battery 50 (step S130). It is determined whether or not the calculated power deviation ΔPb is greater than or equal to a threshold value Pref (step S140). As will be described later, it is assumed that the engine 22 is obtained by reducing the charge / discharge required power Pb * of the battery 50 by adding the required torque Tr * to the ring gear shaft 32a to the rotation speed Nr of the ring gear shaft 32a and further adding loss Loss. The calculated required power Pe * is controlled to be output, and the motors MG1 and MG2 are controlled to output the required torque Tr * to the ring gear shaft 32a. Since the motors MG1 and MG2 have better controllability than the engine 22, if the actual power actually output from the engine 22 matches the required power Pe *, the charge / discharge power Pb of the battery 50 is charged / discharged. If the required power (previous Pb *) matches the actual power of the engine 22 with respect to the required power Pe *, a deviation occurs between the charge / discharge power Pb and the required charge / discharge power (previous Pb *). That is, when the actual power matches the required power Pe *, the power deviation ΔPb becomes a value of 0. When the actual power is insufficient with respect to the required power Pe *, the power deviation ΔPb becomes larger than the value 0, and in some cases, exceeds the threshold value Pref. Become. Therefore, the determination in step S140 is to determine whether or not the actual power of the engine 22 is insufficient beyond the allowable range with respect to the required power Pe *. The threshold value Pref defines an allowable range of actual power with respect to the required power Pe *, and is set according to vehicle specifications. When the power deviation ΔPb is less than the threshold value Pref, the value 0 is set in the abnormality counter C1 (step S150), and when the power deviation ΔPb is greater than or equal to the threshold value Pref, the abnormality counter C1 is incremented by a value 1 (step S160).

  Then, using the target rotational speed Ne * of the engine 22, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32 a and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated, and based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated by Equation (2) ( Step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ- (Nm2 / Gr) / ρ (1)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower torque limits even if output from the motor MG1 satisfying both the expressions (3) and (4) (step S180, the set temporary torque Tm1tmp is expressed by the expression (5)). The torque command Tm1 * of the motor MG1 is set by limiting the torque with the torque limits Tm1min and Tm1max (step S190), where equation (3) is the sum of the torques output to the ring gear shaft 32a by the motor MG1 and the motor MG2. Is within the range from the value 0 to the required torque Tr *, and Equation (4) is a relationship in which the sum of the power input and output by the motors MG1 and MG2 is within the range of the input / output limits Win and Wout. An example of torque limits Tm1min and Tm1max is shown in Fig. 9. Torque limits Tm1min and Tm1 ax can be determined as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by oblique lines in FIG.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Tr * (3)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (6) (step S200), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And formula (8) (step S210) and the set temporary torque Tm2tmp is calculated by formula (9). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S220). Here, Equation (6) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and the drive control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel. The drive control routine has been described above.

  Next, start control of the engine 22 will be described. FIG. 10 is a flowchart illustrating an example of a start control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is executed when the engine 22 is requested to start.

  When the start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotational speeds Nm1, Nm2, input / output limits Win, Wout of the battery 50, and other data necessary for control are input (step S300), and the required torque shown in FIG. 6 is based on the input accelerator opening Acc and vehicle speed V. The required torque Tr * to be output to the ring gear shaft 32a is set using the setting map (step S310). The rotational speed Ne of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input / output limits Win and Wout of the battery 50 have been described above.

  Subsequently, the torque command Tm1 * of the motor MG1 is set based on the torque map at the start and the elapsed time t from the start of the engine 22 (step S320). FIG. 11 shows an example of a torque map that is set in the torque command Tm1 * of the motor MG1 when the engine 22 is started, and an example of how the rotational speed Ne of the engine 22 changes. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after the time t1 when the engine 22 is instructed to start, and the rotational speed Ne of the engine 22 is rapidly increased. The engine 22 is stably motored at a rotational speed N1 (for example, 800 rpm) or more at a time t2 after the rotational speed Ne of the engine 22 has passed the resonant rotational speed band or after the time necessary for passing through the resonant rotational speed band. The torque that can be generated is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Then, the engine 22 is completely exploded from the time t3 when the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed N2 (for example, 1000 rpm) higher than the rotational speed N1 to the time t4 when the state (Ne ≧ N2) continues for a predetermined time. When it is determined that the torque is generated, the power generation torque is set in the torque command Tm1 *. Here, the rotational speed N1 is the rotational speed at which the fuel injection control and the ignition control of the engine 22 are started.

  When the torque command Tm1 * of the motor MG1 is set, the temporary torque of the motor MG2 based on the required torque Tr *, the torque command Tm1 * of the motor MG1, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. Tm2tmp is calculated by the above-described equation (6) (step S330), and torque limits Tm2min and Tm2max of the motor MG2 are calculated by the above-described equation (7) and equation (8) (step S340). ) To limit the temporary torque Tm2tmp with the torque limits Tm2min and Tm2max and set the torque command Tm2 * of the motor MG2 (step S350), and transmit the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 to the motor ECU 40 (Step S360). FIG. 12 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 during motoring of the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. In FIG. 12, two thick arrows on the R axis indicate torque as a reaction force acting on the ring gear shaft 32a as the drive shaft when the torque of the torque command Tm1 * is output from the motor MG1 and the engine 22 is cranked. And the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. By setting the torque command Tm2 * of the motor MG2 in this way, the motor MG2 takes over the torque as a reaction force that acts on the ring gear shaft 32a as the drive shaft when the engine 22 is motored by the motor MG1 and operates. Torque based on the required torque Tr * requested by the person can be output.

  Then, it is determined whether or not the rotational speed Ne of the engine 22 is equal to or higher than a predetermined rotational speed N1 as the rotational speed at which the fuel injection control and the ignition control are started (step S370). Considering immediately after the motoring of the engine 22 is started, it is determined that the rotational speed Ne of the engine 22 is less than the predetermined rotational speed N1, the process returns to step S300, and the processes of steps S300 to S370 are repeated. When the motoring of the engine 22 is continued and the engine speed Ne becomes equal to or higher than the predetermined engine speed N1, the fuel injection control and the ignition control are not performed unless the fuel injection control and the ignition control of the engine 22 are started (step S380). Is sent to the engine ECU 24 (step S390). As a result, the engine ECU 24 that has received an instruction to start the combustion injection control and the ignition control starts the combustion injection control and the ignition control so that the engine 22 is started.

  After the fuel injection control and ignition control of the engine 22 are started, the rotational speed Ne of the engine 22 is compared with the rotational speed N2 larger than the rotational speed N1 (step S400), and the rotational speed Ne of the engine 22 rotates. When the number is less than the number N2, the abnormality counter C2 is incremented by 1 (step S410), the process returns to step S300, and the processes of steps S300 to S400 are repeated. On the other hand, when the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed N2, the abnormality counter C2 is set to 0 (step S420), and the state (Ne ≧ N2) continues for a predetermined time (for example, 0.5 seconds). (Step S430), if the engine 22 has not continued for a predetermined time, it is determined that the engine 22 has not yet completely exploded, and the process returns to step S300 to repeat the process. It is determined that the routine has been completed, and this routine is terminated.

  Next, the operation control of the engine 22 by the engine ECU 24 that has received various set values and control instructions transmitted from the hybrid electronic control unit 70 in the drive control routine of FIG. 5 and the start control routine of FIG. 10 will be described. Operation control of the engine 22 is performed with determination of abnormality of the engine 22 using the abnormality counter C1 set in the drive control routine of FIG. 5 and the abnormality counter C2 set in the start control routine of FIG. FIG. 13 is a flowchart showing an example of an engine control routine executed by the engine ECU 24. This routine is executed when various set values and control instructions are received from the hybrid electronic control unit 70.

  When the engine control routine is executed, the CPU 24a of the engine ECU 24 first starts the target rotational speed Ne * and the target torque Te * of the engine 22, a start instruction for fuel injection control and ignition control when starting the engine 22, and an abnormality counter. A process of inputting data necessary for control and abnormality determination of the remaining fuel amount Fr from the C1, C2 and remaining fuel amount sensor 23a is executed (step S500). Here, the target rotational speed Ne *, the target torque Te *, the fuel injection control and ignition control start instructions, and the abnormality counters C1 and C2 are set in the drive control routine of FIG. 5 or the start control routine of FIG. Input from the electronic control unit for hybrid 70 by communication.

  When the data is input in this way, when the target rotational speed Ne * and the target torque Te * set in the drive control routine of FIG. 5 are input, the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. When the target intake air amount Q * (target throttle opening) is set so as to be operated and the start instruction of fuel injection control or ignition control transmitted in the start control routine of FIG. 10 is input, the engine 22 has good startability. The target intake air amount Q * is set so that the engine is started (step S510).

  Subsequently, the input abnormality counter C1 is compared with the threshold values α1 and α2, and the input abnormality counter C2 is compared with the threshold values β1 and β2 (steps S520 to S550). Here, the threshold values α1 and α2 are for stepwise determination of the output abnormality of the engine 22 by the drive control routine of FIG. 5, for example, the threshold value α1 is drive control for determining the output abnormality of the engine 22. The routine is set as a value when the increment of the abnormality counter C1 continues for about 7 to 8 seconds, and the threshold α2 is incremented to determine the possibility of an output abnormality before the output abnormality of the engine 22 is determined. It is set as a value when it lasts for about 4 to 5 seconds. Further, the threshold values β1 and β2 are used for stepwise determination of the start abnormality of the engine 22 by the start control routine of FIG. 10. For example, the threshold value β1 is a start control routine for determining the start abnormality of the engine 22. Is set as a value when the increment of the abnormality counter C2 continues for about 7 to 8 seconds, and the threshold value β2 is set to 4 to determine the possibility of a start abnormality before the start abnormality of the engine 22 is determined. It is set as a value when it lasts for about 5 seconds. When it is determined in step S540 that the abnormality counter C1 is less than the threshold value α2 and in step S550, it is determined that the abnormality counter C2 is less than the threshold value β2, the engine 22 is operated using the target intake air amount Q * set in step S510. Control is performed (step S580), and this routine is terminated. Specifically, the operation of the engine 22 is controlled by controlling the drive of the throttle motor 136 so that the air is sucked with the target intake air amount Q *, and the fuel is set to a predetermined air-fuel ratio based on the intake air amount Qair from the air flow meter 148. This is done by controlling the injection valve 126 and controlling the ignition plug 130 to be ignited at a predetermined timing in the compression stroke. On the other hand, when the abnormality counter C1 is determined to be equal to or greater than the threshold value α1, the output abnormality of the engine 22 is determined. When the abnormality counter C2 is determined to be equal to or greater than the threshold value β1 in step S530, the engine 22 is determined to be abnormal for start (step S590). ), This routine is terminated.

  When the abnormality counter C1 is determined to be greater than or equal to the threshold value α2 and less than the threshold value α1, or when the abnormality counter C2 is determined to be greater than or equal to the threshold value β2 and less than the threshold value β1, it is determined that there is a risk of output abnormality or start abnormality in the engine 22 It is determined whether the remaining fuel amount Fr is less than the predetermined amount Fref (step S560). When the remaining fuel amount Fr is equal to or greater than the predetermined amount Fref, the target intake air amount Q * set in step S510 is increased by the predetermined amount ΔQ. Then, the target intake air amount Q * is reset (step S570), the operation of the engine 22 is controlled with the reset target intake air amount Q * (step S580), and this routine ends. If the target intake air amount Q * is increased when the abnormality counter C1 is greater than or equal to the threshold value α2 and less than the threshold value α1, the actual power of the engine 22 increases, so that the power deviation ΔPb calculated in step S130 of the drive control routine of FIG. When the power deviation ΔPb becomes equal to or smaller than the threshold value Pref, the abnormality counter C1 is reset to 0. Further, if the target intake air amount Q * is increased when the abnormality counter C2 is equal to or larger than the threshold value β2 and less than the threshold value β1, the combustion state of the engine 22 becomes good, and the engine speed is increased in step S400 of the start control routine of FIG. When Ne becomes equal to or higher than the rotation speed N2, the abnormality counter C2 is reset to a value of zero. Thus, when the abnormal counter C1 is greater than or equal to the threshold α2 and less than the threshold α1, or when the abnormal counter C2 is greater than or equal to the threshold β2 and less than the threshold β1, the target intake air amount Q * is increased to temporarily The abnormality counters C1 and C2 are incremented to the threshold values α1 and β1 due to the combustion failure, thereby suppressing the abnormality. Thereby, erroneous determination of abnormality of the engine 22 can be suppressed. Further, the predetermined amount Fref is a threshold value for determining whether or not the fuel tank 23 is in a state just before the fuel runs out.

  On the other hand, when it is determined that the remaining fuel amount Fr is less than the predetermined amount Fref, the engine 22 is operated and controlled while maintaining the target intake air amount Q * set in step S510 (step S580), and this routine is terminated. Now, while the drive control routine of FIG. 5 is being executed, the fuel supply to the engine 22 becomes intermittent when the fuel remaining amount Fr is less than the predetermined amount Fref, and the engine 22 repeats normal combustion and poor combustion. Think of the state you are in. If the target intake air amount Q * is increased in this state, the torque output from the engine 22 fluctuates greatly. Therefore, in step S140 of the drive control routine of FIG. 5, the determination that the power deviation ΔPb is less than the threshold value Pref and the power deviation ΔPb are The determination above the threshold value Pref may be repeated. When the power deviation ΔPb is equal to or greater than the threshold value Pref, the abnormality counter C1 is reset to the value 0. Therefore, when the remaining fuel amount Fr is less than the predetermined amount Fref (before fuel shortage), the abnormality counter C1 is set to the threshold value α1 until the fuel is completely exhausted. It is conceivable that a state of less than that (a state in which an abnormality in the output of the engine 22 is not determined) continues for a long time, leading to problems such as an abnormally high temperature of the catalyst of the purification device 134. In the embodiment, since the intake air amount Q * is not increased when the remaining fuel amount Fr is less than the predetermined amount Fref when the abnormality counter C1 is greater than or equal to the threshold value α2 and less than the threshold value α1, the determination of the output abnormality of the engine 22 is delayed. The occurrence of the above-described malfunction of the engine 22 based on the above can be suppressed. Next, while the start control routine of FIG. 10 is being executed, the supply of fuel to the engine 22 is intermittent when the fuel remaining amount Fr is less than the predetermined amount Fref, and the engine 22 performs normal combustion and poor combustion. Consider the state of repetition. If the target intake air amount Q * is increased in this state, the torque output from the engine 22 fluctuates greatly. Therefore, in step S400 of the start control routine of FIG. 10, it is determined that the rotational speed Ne of the engine 22 is less than the rotational speed N2. The determination that the rotational speed Ne is equal to or higher than the rotational speed N2 may be repeated. When the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed N2, the abnormality counter C2 is reset to a value of 0. Therefore, when the remaining fuel amount Fr is less than the predetermined amount Fref (immediately before the fuel runs out), the abnormal counter is used until the fuel is completely exhausted. It is conceivable that a state where C2 is less than the threshold value β1 (a state where the start abnormality of the engine 22 is not determined) continues for a long time, leading to problems such as an abnormally high temperature of the catalyst of the purification device 134. In the embodiment, if the remaining fuel amount Fr is less than the predetermined amount Fref when the abnormality counter C2 is equal to or larger than the threshold value β2 and less than the threshold value β1, the intake air amount Q * is not increased, so that the start abnormality determination of the engine 22 is delayed. The occurrence of the above-described malfunction of the engine 22 based on the above can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the power deviation ΔPb is equal to or greater than the threshold value Pref (the actual power of the engine 22 is insufficient with respect to the required power Pe *) in the drive control routine of FIG. When the power deviation ΔPb is less than the threshold value Pref by incrementing by 1, the abnormality counter C1 is reset to the value 0, and when the abnormality counter C1 is greater than or equal to the threshold value α1, the abnormality abnormality of the engine 22 is determined. When the fuel remaining amount Fr is equal to or greater than a predetermined amount Fref just before the fuel shortage when less than α1 and smaller than the threshold α1, the engine 22 is controlled to operate with an increase in the intake air amount Q *, and the fuel remaining amount Fr is controlled. Is less than the predetermined amount Fref, the operation of the engine 22 is controlled without increasing the intake air amount Q *. When Fr is equal to or greater than the predetermined amount Fref, it is possible to prevent the abnormality from being determined due to a temporary combustion failure of the engine 22, and when the remaining fuel amount Fr is less than the predetermined amount Fref, the determination of the abnormality is delayed. Occurrence of defects (problems such as an abnormally high temperature of the catalyst of the purification device 134) can be suppressed.

  Further, according to the hybrid vehicle 20 of the embodiment, the abnormality counter C2 is set when the rotational speed Ne of the engine 22 is less than the rotational speed N2 after starting the fuel injection control and the ignition control of the engine 22 in the start control routine of FIG. When the revolution number Ne is incremented by 1 and the revolution speed Ne is equal to or greater than the revolution speed N2, the abnormality counter C2 is reset to a value 0, and when the abnormality counter C2 is greater than or equal to the threshold value β1, the engine 22 startup abnormality is determined. When the fuel remaining amount Fr is equal to or greater than the predetermined amount Fref immediately before the fuel shortage when the fuel amount Fr is equal to or greater than the threshold value β2 that is less than the threshold value β1 and less than the threshold value β1, the operation of the engine 22 is controlled with an increase in the intake air amount Q *. When the amount Fr is less than the predetermined amount Fref, the operation of the engine 22 is controlled without increasing the intake air amount Q *. When the fuel amount is greater than or equal to the predetermined amount Fref, it is possible to prevent the abnormality from being determined due to a temporary combustion failure of the engine 22, and when the remaining fuel amount Fr is less than the predetermined amount Fref, a malfunction of the engine 22 based on the delay in determining the abnormality ( It is possible to suppress the occurrence of problems such as an abnormally high temperature of the catalyst of the purification device 134.

  In the hybrid vehicle 20 of the embodiment, the determination of the abnormality of the engine 22 in the engine control routine of FIG. 13 is applied to both the drive control routine of FIG. 5 and the start control routine of FIG. It may be applied.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within the range satisfying the above-described formulas (3) and (4) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the equations (7) and (8), and the torque command Tm2 * of the motor MG2 is set. The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 *. Tm2 * may be set. In addition, if the torque command Tm1 * Tm2 * of the motors MG1, MG2 is set within the range of the input / output limits Win, Wout of the battery 50 using the rotational speed Nm2 of the motor MG2 and the expected motor rotational speed Nm2est, Any method may be used.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 14) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the present invention is applied to a hybrid vehicle including the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2. However, the present invention is not limited to the hybrid vehicle, and only the internal combustion engine is used as a power source. The present invention may be applied to an automobile to be mounted.

  Moreover, it is not limited to what is applied to such a motor vehicle, It does not matter as forms of vehicles other than a motor vehicle. Furthermore, it is good also as a form of the control method of such a vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, when the engine 22 corresponds to an “internal combustion engine” and the power deviation ΔPb is equal to or greater than the threshold value Pref (the actual power of the engine 22 is insufficient with respect to the required power Pe *), the abnormality counter C1 is incremented by a value of 1 When the deviation ΔPb is less than the threshold value Pref, fuel injection control when starting the hybrid electronic control unit 70 or the engine 22 for executing the processing of steps S130 to S160 of the drive control routine of FIG. When the engine speed Ne is less than the engine speed N2, the abnormal counter C2 is incremented by a value of 1. When the engine speed Ne is greater than the engine speed N2, the engine counter 22 is reset to a value of 0. Steps S400 to S420 of the start control routine of FIG. The hybrid electronic control unit 70 to be executed corresponds to the “combustion state detection estimating means”, and the output abnormality of the engine 22 is determined step by step by comparing the abnormality counter C1 with the threshold values α1 and α2, and the abnormality counter C2 and the threshold value β1. , Β2, and the engine ECU 24 that executes the processing of steps S520 to S550 and S590 of the engine control routine of FIG. The sensor 23a corresponds to “fuel remaining amount detecting means”, and when the abnormality counter C1 is greater than or equal to the threshold α2 and less than the threshold α1, or when the abnormality counter C2 is greater than or equal to the threshold β2 and less than the threshold β1, the remaining fuel amount Fr is a predetermined amount Fref. In the above case, when the engine 22 is controlled to operate with an increase in the target intake air amount Q * and the remaining fuel amount Fr is less than the predetermined amount Fref. The engine ECU 24 that executes the processing of steps S560 to S580 of the engine control routine of FIG. 13 for controlling the operation of the engine 22 without increasing the target intake air amount Q * corresponds to “abnormality determination control means”. The power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, and the motor MG2 corresponds to “electric motor”. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. As the “combustion state detection estimating means”, when the power deviation ΔPb is greater than or equal to the threshold value Pref, the abnormality counter C1 is incremented by a value of 1. When the power deviation ΔPb is less than the threshold value Pref, the abnormality counter C1 is reset to a value of 0, or When the engine speed Ne is less than the engine speed N2 after starting the fuel injection control or ignition control when starting the engine, the abnormal counter C2 is incremented by 1 and when the engine speed Ne is greater than the engine speed N2. The abnormality counter C2 is not limited to the one that resets the value to 0. The torque output from the motor MG1 that directly detects the torque output from the internal combustion engine or receives the torque reaction force from the engine 22 is output from the internal combustion engine. Detect or estimate the combustion state of an internal combustion engine, such as estimating the output torque Anything can be used. As the “abnormality determination means”, output abnormality of the engine 22 is determined in a stepwise manner by comparing the abnormality counter C1 with the threshold values α1, α2, and a start abnormality of the engine 22 is determined by comparing the abnormality counter C2 with the threshold values β1, β2. It is not limited to the stepwise judgment. When an abnormal combustion state different from the normal combustion state of the internal combustion engine is detected or estimated, the abnormality of the internal combustion engine is staged based on the duration of the abnormal combustion state. Any judgment can be made as long as it is determined automatically. The “remaining fuel amount detecting means” is not limited to the remaining fuel amount sensor 23a, and any device that detects the remaining fuel amount may be used. As the “abnormality determination control means”, when the abnormality counter C1 is greater than or equal to the threshold α2 and less than the threshold α1, or when the abnormality counter C2 is greater than or equal to the threshold β2 and less than the threshold β1, the target fuel amount Fr is greater than or equal to the predetermined amount Fref. When the engine 22 is controlled to operate with an increase in the intake air amount Q * and the remaining fuel amount Fr is less than the predetermined amount Fref, the engine 22 is controlled to operate without increasing the target intake air amount Q *. When the remaining amount of fuel detected by the remaining fuel amount detecting means is greater than or equal to a predetermined amount immediately before the fuel runs out before the abnormality is determined when the abnormality determining portion determines that there is a possibility of abnormality of the internal combustion engine. When the operation of the internal combustion engine is controlled with an increase in the amount of intake air to the internal combustion engine, and the remaining amount of fuel detected by the remaining fuel amount detection means is less than a predetermined amount, an increase in the intake air amount is accompanied. May be any as long as it controls the operation of the internal combustion engine. Further, the “power power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 230, but is connected to a drive shaft connected to an axle. And connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and capable of inputting / outputting power to / from the drive shaft and the output shaft with input / output of electric power and power. It doesn't matter what. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but a mechanism using a double pinion planetary gear mechanism or a combination of a plurality of planetary gear mechanisms and four or more shafts. Connected to the three shafts, such as those connected to the shaft and those having a different operation action from the planetary gear such as a differential gear, and connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

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

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is a flowchart which shows an example of the starting control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the torque map at the time of starting. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 during motoring of the engine 22. It is a flowchart which shows an example of the engine control routine performed by engine ECU24 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 23 fuel tank, 23a fuel remaining amount sensor, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power Distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery , 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 Differential gear, 63a, 63b Drive wheel , 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 Brake Pedal Position Sensor, 88 Vehicle Speed Sensor, 122 Air Cleaner, 124 Throttle Valve, 126 Fuel Injection Valve, 128 Intake Valve, 130 Spark Plug, 132 Piston, 134 Purifier, 136, Throttle Motor, 138 Ignition Coil, 140 Crank Position Sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Airflow Meter, 149 temperature sensor, 150 a variable valve timing mechanism, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (7)

A vehicle including an internal combustion engine that receives supply of fuel and outputs power by combustion of the fuel,
Combustion state detection estimating means for detecting or estimating the combustion state of the internal combustion engine;
Abnormality determination for stepwise determining abnormality of the internal combustion engine based on the duration of the abnormal combustion state when the abnormal combustion state of the internal combustion engine different from normal is detected or estimated by the combustion state detection estimation unit Means,
Fuel remaining amount detecting means for detecting the remaining amount of fuel;
When the abnormality determination means determines that there is a possibility of abnormality of the internal combustion engine, prior to determining the abnormality, when the remaining fuel amount detected by the remaining fuel amount detection means is greater than or equal to a predetermined amount before the fuel shortage Operation control of the internal combustion engine is performed with an increase in the intake air amount to the internal combustion engine, and the increase in the intake air amount is not performed when the remaining fuel amount detected by the remaining fuel amount detecting means is less than the predetermined amount. A vehicle comprising: an abnormality determination time control means for controlling the operation of the internal combustion engine.   The abnormality determining means is means for determining an abnormality of the internal combustion engine when the non-normal combustion state is continuously detected or estimated over a first predetermined time by the combustion state detection estimating means. A means for determining a possibility of abnormality of the internal combustion engine when the non-normal combustion state is continuously detected or estimated over a second predetermined time shorter than the first predetermined time by the state detection estimating means. Item 1. The vehicle according to item 1. The vehicle according to claim 1 or 2,
Motoring means for motoring the internal combustion engine;
When the start of the internal combustion engine is required, the start control means controls the motoring means so that the internal combustion engine is motored and starts fuel injection control and ignition control of the internal combustion engine after the motoring. And comprising
The combustion state detection estimating means is means for detecting or estimating the rotational speed or torque of the internal combustion engine after the fuel injection control and the ignition control are started,
The abnormality determination unit is a unit that determines a start abnormality of the internal combustion engine based on the detected or estimated rotation speed or torque of the internal combustion engine. A vehicle according to any one of claims 1 to 3,
An operation control means for controlling the operation of the internal combustion engine based on required power required for the internal combustion engine;
The combustion state detection estimating means is means for detecting or estimating power output from the internal combustion engine,
The abnormality determination means is means for determining an output abnormality of the internal combustion engine based on the power output from the detected or estimated internal combustion engine. The vehicle according to any one of claims 1 to 4,
A drive shaft connected to the axle and an output shaft of the internal combustion engine are connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of power and power Power input / output means capable of input / output;
A vehicle comprising: an electric motor capable of inputting and outputting power to the drive shaft.   The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator and the drive shaft, and any two of the three shafts. The vehicle according to claim 5, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the power input / output to / from the vehicle. A control method for a vehicle including an internal combustion engine that receives supply of fuel and outputs power by combustion of the fuel,
(A) When the internal combustion engine is in a non-normal combustion state different from normal, the abnormality of the internal combustion engine is determined stepwise based on the duration of the non-normal combustion state;
(B) Prior to establishing the abnormality when it is determined that there is a possibility of abnormality of the internal combustion engine, an increase in the amount of intake air to the internal combustion engine is accompanied when the remaining amount of fuel is equal to or greater than a predetermined amount immediately before the fuel runs out. A control method for a vehicle that controls the operation of the internal combustion engine and controls the operation of the internal combustion engine without increasing the intake air amount when the remaining fuel amount is less than the predetermined amount.

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