JP2008298047A - Device for sensing output state of internal combustion engine, and method for sensing output state of vehicle and internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately sense the output state of an internal combustion engine having a plurality of cylinders in which an output shaft is connected with a rear stage through a twist element. <P>SOLUTION: A resonance influence component Nde(CA) as an influence of resonance based on the twist of the twist element is calculated using the damper rear stage rotation speed Nd(CA) of the rear stage side of a damper and the engine rotation speed Ne(CA) calculated from the motor rotation speeds Nm1(CA) and Nm2(CA) (S110-S140), and the rotation speed for sensing Nj(CA) is calculated by subtracting the resonance influence component Nde(CA) from the engine rotation speeds Ne(CA) (S150). The torque fluctuation σJ30 to represent the dispersion of an engine output is determined from the rotation speed for sensing Nj(CA), and the output state of each cylinder of the engine is sensed using this torque fluctuation σJ30. Thereby the engine output state can be sensed accurately even if resonance based on the twist of the damper is generated. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an output state detection device for an internal combustion engine, a vehicle, and an output state detection method for an internal combustion engine, and more particularly, an output state of a multi-cylinder internal combustion engine in which an output shaft is connected to a subsequent shaft through a torsion element. The present invention relates to an output state detection device for an internal combustion engine that detects the output, an output state detection method for detecting the output state of such an internal combustion engine, and a vehicle equipped with such an output state detection device.

Conventionally, as an output state detection device for an internal combustion engine, a rotation speed that appears with an explosion stroke of each cylinder of the engine is detected by a sensor at at least two points in one ignition cycle, and rotation is performed using the detected rotation speed. It has been proposed that the speed change amount is sequentially obtained, the difference between the previous value and the current value of the obtained rotational speed change amount is calculated, and the combustion state of the engine is determined using the calculated result (for example, Patent Document 1).
JP 61-11440 A

  By the way, in a device mounted on a vehicle or the like that is connected to the engine crankshaft through a twisting element such as a damper, the torque fluctuation of the crankshaft due to the explosion combustion of the engine is caused by the twisting element or the twisting element. As a result of inducing a resonance in the subsequent stage and causing a rotational fluctuation in the crankshaft due to the resonance, even if it is attempted to detect the combustion state of any cylinder of the engine based on the rotational fluctuation of the crank angle, it cannot be detected with high accuracy was there.

  The output state detection apparatus for an internal combustion engine, the vehicle, and the output state detection method for an internal combustion engine according to the present invention accurately detect the output state of a multi-cylinder internal combustion engine in which the output shaft is connected to the subsequent stage shaft via a torsion element. The purpose is to do.

  The present invention adopts the following means in order to achieve the above-mentioned object.

The internal combustion engine output state detection device of the present invention,
An output state detection device for an internal combustion engine that detects an output state of a multi-cylinder internal combustion engine in which an output shaft is connected to a rear shaft of a rear stage via a torsion element,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
A rear shaft rotational speed detection means for detecting a rear shaft rotational speed which is the rotational speed of the rear shaft;
Resonance influence component calculation for calculating a resonance influence component in which resonance based on torsion of the torsion element affects the rotation speed of the output shaft based on the detected output shaft rotation speed and the detected rear shaft rotation speed Means,
Output state detecting means for detecting an output state of the internal combustion engine based on a detection rotational speed obtained by subtracting the calculated resonance effect component from the detected output shaft rotational speed;
Is provided.

  In this output state detection apparatus for an internal combustion engine, the resonance based on the torsion of the torsion element is based on the output shaft rotational speed that is the rotational speed of the output shaft and the rear shaft rotational speed that is the rotational speed of the rear shaft. The resonance influence component that affects the engine is calculated, and the output state of the internal combustion engine is detected based on the detection rotation speed obtained by subtracting the calculated resonance influence component from the output shaft rotation speed. Thus, the influence of resonance based on the torsion of the torsion element included in the rotational speed of the internal combustion engine is eliminated. Therefore, it is possible to accurately detect the output state of the multi-cylinder internal combustion engine in which the output shaft is connected to the rear stage shaft through the torsion element.

  In the output state detection apparatus for an internal combustion engine according to the present invention, the resonance influence component calculation means calculates a twist angle of the torsion element based on the detected output shaft rotational speed and the detected rear-stage shaft rotational speed. The resonance influence component may be calculated based on the calculated torsion angle, the spring constant of the torsion element, and the inertia moment on the internal combustion engine side from the torsion element. At this time, the resonance effect component calculating means calculates the torsion angle based on an integral calculation of a value obtained by subtracting the detected subsequent shaft rotational speed from the detected output shaft rotational speed, and the spring constant and the The resonance influence component may be calculated based on an integral calculation of a value obtained by multiplying a constant relation value with the moment of inertia by the torsion angle.

  In the output state detection apparatus for an internal combustion engine according to the present invention, the output state detection means is a unit rotation angle which is a time required for rotation of the output shaft of the internal combustion engine for each predetermined unit rotation angle from the obtained rotation speed for detection. The required time is calculated for each rotation of the output shaft of the internal combustion engine, and the degree of dispersion with respect to the calculated unit rotational angle required time is obtained, and when the calculated degree of dispersion is outside a predetermined stable range, the output of the internal combustion engine It may be a means for detecting that the state is an abnormal state. In this way, it is possible to accurately detect the output state of the multi-cylinder internal combustion engine using the degree of dispersion regarding the unit rotation angle required time. Here, the “dispersion degree” can indicate the degree of variation of values. At this time, the output state detecting means obtains a difference of 720 degrees in the calculated unit rotation angle required time and obtains a degree of dispersion of the calculated 720 degree difference as a degree of dispersion relating to the unit rotation angle required time. It is good also as a means to detect the output state of the said internal combustion engine using the dispersion degree of a 720 degree difference. Thus, by using the difference in unit rotation angle required time indicating the value in one ignition cycle of a specific cylinder, the output state of the multi-cylinder internal combustion engine can be detected with high accuracy relatively easily.

  The vehicle according to the present invention includes a multi-cylinder internal combustion engine whose output shaft is connected to a rear stage shaft via a torsion element, and the output state of the internal combustion engine according to any one of the above-described embodiments that detects the output state of the internal combustion engine. And a detection device. Since this vehicle includes the output state detection device for an internal combustion engine of the present invention according to any one of the above-described aspects, the effect produced by the output state detection device for an internal combustion engine of the present invention, for example, resonance based on the twist of a torsion element occurs. However, it is possible to obtain the same effect as that capable of accurately detecting the output state of the internal combustion engine.

  The vehicle of the present invention includes an electric motor capable of outputting power to the rear shaft side downstream of the torsion element, and the rear shaft rotational speed detection means includes means for detecting an electric motor rotational speed that is the rotational speed of the electric motor. It may also serve as means for detecting the rear shaft rotational speed by converting the detected motor rotational speed. In this case, it is not necessary to newly provide the rear-stage shaft rotation speed detection means by using the high-precision sensor that detects the rotation speed of the electric motor as the rear-stage shaft rotation speed detection means.

  The vehicle of the present invention includes power power input / output means connected to the rear stage shaft and the axle side, and for inputting / outputting power to / from the rear stage shaft and the axle side with input / output of power and power, The electric motor is connected to the axle side so that power can be output, and the rear shaft rotational speed detection means also serves as a means for detecting a driving state of the power power input / output means, and the detected motor rotational speed and the It is good also as a means to detect the said back | latter stage axis | shaft rotation speed by the calculation based on the detected drive state.

The internal combustion engine output state detection method of the present invention,
An output state detection method for an internal combustion engine for detecting an output state of a multi-cylinder internal combustion engine in which an output shaft is connected to a rear stage shaft via a torsion element,
Resonance effect that the resonance based on the twist of the torsion element affects the rotation speed of the output shaft based on the output shaft rotation speed that is the rotation speed of the output shaft and the rear-stage shaft rotation speed that is the rotation speed of the rear-stage shaft. A component is calculated, and an output state of the internal combustion engine is detected based on a detection rotational speed obtained by subtracting the calculated resonance effect component from the output shaft rotational speed.

  In this output state detection method for an internal combustion engine, the resonance based on the twist of the torsion element is based on the output shaft rotational speed that is the rotational speed of the output shaft and the rear shaft rotational speed that is the rotational speed of the rear shaft. The resonance influence component that affects the engine is calculated, and the output state of the internal combustion engine is detected based on the detection rotation speed obtained by subtracting the calculated resonance influence component from the output shaft rotation speed. Thus, the influence of resonance based on the torsion of the torsion element included in the rotational speed of the internal combustion engine is eliminated. Therefore, it is possible to accurately detect the output state of the multi-cylinder internal combustion engine in which the output shaft is connected to the rear stage shaft through the torsion element.

  In the output state detection method for an internal combustion engine of the present invention, when the output state of the internal combustion engine is detected based on the detection rotational speed, a predetermined unit rotation of the output shaft of the internal combustion engine is obtained from the obtained detection rotational speed. A unit rotation angle required time, which is a time required for rotation for each angle, is calculated for each rotation of the output shaft of the internal combustion engine, and a degree of dispersion for the calculated unit rotation angle required time is obtained, and the obtained degree of dispersion is a predetermined value. It may be detected that the output state of the internal combustion engine is abnormal when it is outside the stable range. In this way, it is possible to accurately detect the output state of the multi-cylinder internal combustion engine using the degree of dispersion regarding the unit rotation angle required time.

  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 a configuration of a hybrid vehicle 20 equipped with an output state detection device for an internal combustion engine according to an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 and a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28 as a torsion element. A motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, a reduction gear 35 attached to the ring gear shaft 32a connected to the power distribution and integration mechanism 30, and a motor MG2 connected to the reduction gear 35; And a hybrid electronic control unit 70 for controlling the entire vehicle. Here, the output state detection device for the internal combustion engine of the embodiment mainly includes an engine electronic control unit 24 that mainly controls the engine 22, a crank position sensor 140 that detects a rotational position of a crankshaft 26 of the engine 22 described later, and a motor MG1. , Rotational position detection sensors 43 and 44 for detecting the rotational position of the motor MG2 and the like.

  The engine 22 is configured as an eight-cylinder internal combustion engine that can output power by using a hydrocarbon fuel such as gasoline or light oil. As shown in FIG. 2, as shown in FIG. The fuel is injected from the fuel injection valve 126 provided for each cylinder, and the intake air and the gasoline are mixed. The 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 receives signals from various sensors that detect the state of the engine 22, the crank position (crank angle CA) from the crank position sensor 140 that detects the rotational position (crank angle CA) of the crankshaft 26, and the engine 22. Cooling water temperature from a water temperature sensor 142 that detects the temperature of the cooling water, intake valve 128 that performs intake and exhaust to the combustion chamber, cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and throttle valve The throttle position from the throttle valve position sensor 146 for detecting the position 124, the air flow meter signal AF from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, and the air-fuel ratio Air-fuel ratio AF from capacitors 135a, such as oxygen signal from an oxygen sensor 135b is 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 above-described crank position sensor 140 is mounted so as to rotate in synchronization with the crankshaft 26, and teeth are formed every 10 degrees and two missing teeth are formed for detecting the reference position. It is configured as an electromagnetic pickup sensor having a rotor, and generates a shaped wave every time the crankshaft 26 rotates 10 degrees. The engine ECU 24 calculates the number of revolutions of the engine 22 as the number of revolutions Ne of the engine 22 based on the shaped wave from the crank position sensor 140 every time the crankshaft 26 rotates 30 degrees.

  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 carrier shaft 34 a connected to the carrier 34 is decelerated via the damper 28, the crankshaft 26 of the engine 22, the sun gear 31 is motor MG 1, and the ring gear 32 is decelerated via the ring gear shaft 32 a. When gears 35 are connected and motor MG1 functions as a generator, power from engine 22 input from carrier 34 is distributed to sun gear 31 side and ring gear 32 side according to the gear ratio, and motor MG1 When functioning as an electric motor, the power from the engine 22 input from the carrier 34 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 rotational position detection sensors 43 and 44 are configured by a resolver, and the motor ECU 40 motors MG1 and MG2 at predetermined time intervals (for example, every 50 μsec or every 100 μsec) based on signals from the rotational position detection sensors 43 and 44. The rotation speeds Nm1 and Nm2 are calculated.

  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, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage 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 a required torque to be output to the ring gear shaft 32a based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the 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 at the time of detecting the output state (combustion state) of any cylinder of the engine 22 mounted in the hybrid vehicle 20 of the embodiment configured as described above will be described. FIG. 3 is a flowchart showing an example of an output state detection process executed by the engine ECU 24. This routine is repeatedly executed every predetermined time.

  When the output state detection processing is executed, first, the CPU 24a of the engine ECU 24 first determines the crank angle CA for every 30 degrees of crank angle, the rotational speed Ne (CA) of the engine 22, and the rotational speed Nm1 (CA) of the motors MG1 and MG2. Nm2 (CA) is input (step S100), and the input motor rotation speeds Nm1 (CA) and Nm2 (CA) and the gear ratio ρ of the power distribution and integration mechanism 30 (the number of teeth of the sun gear / the teeth of the ring gear) Number) and the gear ratio Gr of the reduction gear 35, the number of revolutions of the damper 28 on the power distribution and integration mechanism 30 side, that is, the number of revolutions of the rear stage of the damper Nd (CA), which is the number of revolutions of the carrier shaft 34a, is ) (Step S110). Here, regarding the rotational speed Ne (CA) of the engine 22, the crank angle CA of the rotational speed Ne of the engine 22 calculated each time the crankshaft 26 rotates 30 degrees based on the shaped wave from the crank position sensor 140. The rotation speeds Nm1 (CA) and Nm2 (CA) of the motors MG1 and MG2 are input based on signals from the rotation position detection sensors 43 and 44, and the crank angle CA is calculated. Those corresponding to the above are input from the motor ECU 40.

  Nd (CA) = [Nm2 (CA) ・ Gr + ρ ・ Nm1 (CA)] / (1 + ρ) (1)

  Next, the torsion angle θd (CA) of the damper 28 is calculated by the following equation (2) using the rotation speed Ne (CA) of the engine 22 and the calculated rear-stage rotation speed Nd (CA) of the damper (step S120). The engine 22 caused by resonance of the damper 28 using a constant relation value (K / J) which is a ratio between the spring constant K of the damper 28 and the moment of inertia J on the engine 22 side from the damper 28 and the calculated torsion angle θd (CA). A noise-containing resonance influence component Nden (CA) including low-frequency noise is calculated as an influence on the rotation speed of the motor (step S130).

θd (CA) = ∫ [Ne (CA) -Nd (CA)] dt (2)
Nden (CA) = (K / J) ・ ∫θd (CA) dt (3)

  Subsequently, a high-pass filter is applied to the noise-containing resonance influence component Nden (CA) to remove the low-frequency noise of the noise-containing resonance influence component Nden (CA), thereby calculating the resonance influence component Nde (CA) (step S140). The resonance influence component Nde (CA) calculated from the rotation speed Ne (CA) of the engine 22 is subtracted to calculate the detection rotation speed Nj (CA) (step S150). Here, for the high-pass filter, the cut-off frequency may be set so as not to attenuate the resonance frequency band of the damper 28 but to attenuate the lower frequency band. By applying such a high-pass filter, it is possible to remove the low-frequency component accumulated by the integral calculation according to the above formulas (2) and (3). The detection rotational speed Nj (CA) calculated by the detection rotational speed calculation process is the rotational speed detected and calculated by the crank position sensor 140, that is, the rotational speed affected by resonance based on the twist of the damper 28. Since the resonance influence component Nde (CA), which is a component of the influence of resonance based on the torsion of the damper 28, is subtracted from the rotation speed Ne of the engine 22, the rotation caused by the explosion (combustion) of each cylinder of the engine 22 Only changes will be reflected.

  Subsequently, a 30-degree required rotation time T30 (CA) required for the crankshaft 26 to rotate 30 degrees is calculated by the reciprocal of the calculated detection rotation speed Nj (CA), and the calculated 30-degree rotation required time T30 is calculated. A process of storing (CA) in the RAM 24c is executed (step S160). Next, it is determined whether or not it is the calculation timing of the predetermined cylinder (step S170). Here, it is determined whether all the cylinders (1st to 8th cylinders) are the calculation timings as the predetermined cylinders. The calculation timing is determined 60 degrees after the top dead center of the compression stroke of the target cylinder (ATDC 60). When it is not the calculation timing of the predetermined cylinder, this routine is finished as it is, and when it is the calculation timing of the predetermined cylinder (for example, the first cylinder), it is 30 degrees after the top dead center of the compression stroke of the target cylinder (ATDC 30). The difference [T30 (ATDC30) −T30 (ATDC60)] between the required rotation times T30 (ATDC30) and T30 (ATDC60) after 60 degrees (ATDC60) is calculated as the required time difference TD30 and the calculated required time difference TD30 is calculated. The difference from the value calculated as the required time difference TD30 (720 ° difference of the required time difference TD30) [TD30−TD30 (720 degrees before) is stored in the RAM 24c (step S180) and calculated as the required time difference TD30 720 ° before the calculated required time difference TD30. )] Is calculated as the torque fluctuation equivalent value J30 (step S19). ). Here, the required time difference TD30 is negative if the cylinder is normally combusted (exploded) from the degree of acceleration of the piston 132 due to combustion (explosion) of the engine 22 when considered from the angle from the compression top dead center. It becomes the value of. The torque fluctuation equivalent value J30 is a value near 0 because the required time difference TD30 becomes a substantially constant value if the target cylinder is normally combusted (exploded), and the combustion state of the target cylinder deteriorates. If it does, it becomes a positive value larger than the absolute value of the required time difference TD30 of the cylinder that is burning normally.

  Then, the torque fluctuation σJ30 during a predetermined cycle is calculated using the predetermined number of torque fluctuation equivalent values J30 calculated before and before this time (step S200). This torque fluctuation σJ30 is a value representing variation (dispersion degree) of the required time difference TD30, and can be a value such as a standard deviation, for example. That is, when the torque fluctuation σJ30 is a non-distributed value, it indicates that the target cylinder is stably exploded, and when the torque fluctuation σJ30 is a distributed value, the target cylinder varies in combustion. Indicates an explosion in condition. The torque fluctuation σJ30 is not dispersed even when the target cylinder is misfired. This misfire is detected by executing misfire determination processing different from the output state detection processing. did.

  Subsequently, the calculated torque fluctuation σJ30 is compared with a threshold σref (step S210). This threshold value σref is a value for determining whether or not the combustion state of the target cylinder is out of the stable range where it can be considered stable, and can be obtained empirically by experiments or the like. When the torque fluctuation σJ30 does not exceed the threshold value σref, that is, when the torque fluctuation σJ30 is equal to or less than the threshold value σref, it is considered that the combustion state of the target cylinder is within the stable range, and this routine is ended as it is. On the other hand, when the torque fluctuation σJ30 exceeds the threshold σref, it is considered that the combustion state of the target cylinder is outside the stable range, and information indicating that the target cylinder is an abnormal combustion cylinder is stored in the RAM 24c. (Step S220), this routine is finished. Thus, the torque fluctuation σJ30 of each cylinder of the engine 22 is calculated using the detection rotational speed Nj (CA) from which the resonance influence component Nde (CA) generated by the damper 28 is removed, and the output state of each cylinder is calculated. It detects. The combustion abnormality occurs due to excessive supply or supply of fuel from the fuel injection valve 126, poor ignition of the spark plug 130, or the like.

  According to the output state detection device for an internal combustion engine mounted on the hybrid vehicle 20 of the embodiment described above, the rotational speed Ne (CA) of the engine 22 and the damper post-stage rotational speed Nd (CA) on the rear stage side of the damper 28 are used. The resonance influence component Nde (CA) is calculated, the resonance influence component Nde (CA) is subtracted from the rotation speed Ne (CA) of the engine 22 to obtain the detection rotation speed Nj (CA), and the detection rotation speed Nj (CA) is calculated. ) To obtain a 30-degree rotation required time T30, obtain a torque fluctuation σJ30 from the 720-degree difference of the 30-degree required rotation time T30, and detect the output state of the engine 22 based on the torque fluctuation σJ30. In this way, the influence of resonance based on the torsion of a torsion element such as the damper 28 included in the rotational speed Ne of the engine 22 is eliminated. Therefore, the output state of the engine 22 can be detected with high accuracy. Further, since the rotational speed Ne (CA) of the engine 22 and the post-damper rotational speed Nd (CA) of the engine 22 are detected and the influence of resonance based on the torsion of the torsion element is excluded, which resonance frequency based on the torsion of the torsion element is determined. Even with such a value, it is possible to accurately detect the output state of the engine 22 by eliminating the influence of this resonance. Further, the torque fluctuation σJ30 is obtained from the 720 degree difference of the required rotation time T30 of 30 degrees indicating the value in one ignition cycle of the specific cylinder to detect the output state of the engine 22, that is, the degree of dispersion of the torque fluctuation due to the explosion in the same cylinder. Therefore, since the output state of the cylinder is detected, the output state of the internal combustion engine can be detected more accurately. Further, since the damper post-stage rotation speed Nd (CA) on the rear stage side of the damper 28 is calculated based on the signals from the rotational position detection sensors 43 and 44, the damper post-stage rotation speed Nd (CA) on the rear stage side of the damper 28 is newly calculated. There is no need to provide a sensor for detecting the above. Furthermore, since a high-pass filter is applied to remove low-frequency noise when obtaining the detection rotational speed Nj (CA), the torsion angle θd (CA) of the damper 28 and the noise-containing resonance influence component Nden (CA) are calculated. It is possible to remove the low frequency component accumulated by the integration calculation. As a result, the output state of the engine 22 can be detected with higher accuracy. Then, the detected resonance speed component Ne (CA) of the engine 22 and the damper rear-stage rotation speed Nd (CA) on the rear stage side of the damper 28 are used to detect the resonance influence component from the rotation speed Ne (CA) of the engine 22. Since the rotation speed Nj (CA) is obtained, the influence can be relatively easily eliminated regardless of the frequency of the resonance component.

  In the embodiment described above, the torsion angle θd (CA) of the damper 28 is calculated from the rotation speed Ne (CA) of the engine 22 and the damper rear rotation speed Nd (CA) on the rear stage side of the damper 28 and the spring constant of the damper 28 is calculated. A noise-containing resonance influence component Nden (CA) is calculated from K, a constant relation value (K / J), and a torsion angle θd (CA), and subjected to high-pass filtering to calculate a resonance influence component Nde (CA). Then, the resonance influence component Nde (CA) is subtracted from the rotation speed Ne (CA) of the engine 22 to obtain the detection rotation speed Nj (CA), and the output state of the engine 22 is determined based on the detection rotation speed Nj (CA). Although detected, the resonance effect component Nde (CA) is calculated by using the rotational speed Ne (CA) of the engine 22 and the post-damper speed Nd (CA) of the damper 28 on the rear stage side. Any calculation method may be used. Further, although the high-pass filter process is performed on the noise-containing resonance influence component Nden (CA), this may be omitted.

  In the above-described embodiment, the damper post-stage rotational speed Nd is calculated from the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, but the rotational speed sensor of the carrier shaft 34a is directly detected by attaching the rotational speed sensor to the carrier shaft 34a. It is good also as what is set as the latter stage rotation speed Nd of a damper.

  In the embodiment described above, the crank angle CA for every 30 degrees of crank angle, the rotational speed Ne (CA) of the engine 22 and the rotational speeds Nm1 (CA) and Nm2 (CA) of the motors MG1 and MG2 are input, and the post-damper rotational speed While calculating Nd (CA) and calculating the resonance influence component Nde (CA) and calculating the detection speed Nj (CA), the crank angle for calculating the detection speed Nj (CA) may be any number. Therefore, the resonance influence component Nde (CA) and the detection rotational speed Nj (CA) may be calculated every 10 degrees or 5 degrees of the crank angle.

  In the embodiment described above, the required rotation time T30 (CA) is determined from the detection rotational speed Nj (CA), and 30 degrees (ATDC30) and 60 degrees (ATDC60) after the top dead center of the compression stroke of the target cylinder. ), The required time difference TD30 is calculated as the difference between the required rotation times T30 (ATDC30) and T30 (ATDC60), and the torque fluctuation equivalent value J30 due to the difference of 720 degrees in the required time difference TD30 is calculated. If the state is detected but the output state of the engine 22 is detected by using the detection rotational speed Nj (CA), for example, after the first angle from the top dead center of the compression stroke of the target cylinder, Required time difference TD3 as a difference after a second angle that is different from the angle of 1 (for example, a difference between 30-degree rotation required time T30 (ATDC30), T30 (ATDC90), etc.) The or calculation, calculating the torque fluctuation value corresponding J30 due 120 degrees difference or 360 ° difference required time difference TD30, it may be configured to detect the output state of the engine 22 by any calculation method.

  In the above-described embodiment, the output state of any one of the eight-cylinder engine 22 is detected. However, the output state of any one of the six-cylinder engines is detected, or the four-cylinder engine is detected. Any number of cylinders may be used as long as the output state of any cylinder of a multi-cylinder engine is detected.

  In the above-described embodiment, the output state of the engine 22 in the configuration in which the motor MG2 is connected to the ring gear shaft 32a via the reduction gear 35 is detected, but the motor MG2 is replaced via the transmission instead of the reduction gear 35. The output state of the engine 22 in the configuration connected to the ring gear shaft 32a may be detected. Alternatively, the output state of the engine 22 in a configuration in which the motor MG2 is directly connected to the ring gear shaft 32a without using the reduction gear 35 or the transmission may be detected.

  In the above-described embodiment, it is not premised that the vibration suppression control for suppressing the vibration based on the torque fluctuation of the ring gear shaft 32a connected to the axle side is performed by the motor MG1 or the motor MG2. Even when the vibration suppression control is performed, the output state of the engine 22 can be detected by the output state detection process described above.

  In the above-described embodiment, the power distribution integrated mechanism 30 connected to the crankshaft 26 of the engine 22 via the damper 28 as a torsion element and connected to the rotating shaft of the motor MG1 and the ring gear shaft 32a and the ring gear shaft 32a are decelerated. Although the output state of the engine 22 in the vehicle including the motor MG2 connected via the gear 35 is detected, the engine crankshaft is connected to the subsequent stage via a damper as a torsion element. Therefore, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 4, the power of the motor MG2 is different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected) (see FIG. 4). The output state of the engine 22 connected to the wheels 64a and 64b in FIG. As illustrated in the hybrid vehicle 220 of the modified example of FIG. 5, power is transmitted to the inner rotor 232 and the drive wheels 63a and 63b connected to the crankshaft 26 of the engine 22 via the damper 28. The output state of the engine 22 includes an outer rotor 234 connected to the axle side for output and includes a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle side and converts the remaining power into electric power. It is good also as what detects. In this case, the motor MG2 may be connected to the axle side via the reduction gear 35 or the transmission, or may be connected to the axle side without passing through the reduction gear 35 or the transmission. Alternatively, the present invention may be applied to any hybrid vehicle (series hybrid, parallel hybrid, etc.) equipped with the engine 22 to which the damper 28 is connected and a driving motor.

  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, the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the number of revolutions every 30 degrees of rotation of the crankshaft 26 based on the shaped wave from the crank position sensor 140 are defined as the rotational speed Ne of the engine 22. The engine ECU 24 to be calculated corresponds to “output shaft rotational speed detection means”, and based on rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2 and signals from the rotational position detection sensors 43 and 44. Based on the motor ECU 40 for calculating the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the rotational speed of the rear carrier shaft 34a (corresponding to the rear-stage shaft) The engine ECU 24 that calculates the rear-stage rotational speed Nd of the damper is “the rear-stage shaft rotational speed”. The twisting angle θd of the damper 28 is calculated by the equation (2) using the rotational speed Ne of the engine 22 and the post-damper rotational speed Nd, and the engine 22 is calculated from the spring constant K of the damper 28 and the damper 28. A noise-containing resonance influencing component including low-frequency noise as an effect on the rotational speed of the engine 22 due to resonance of the damper 28 using a constant relation value (K / J) that is a ratio to the inertia moment J on the side and the torsion angle θd The engine ECU 24 that calculates Nden (CA) and further calculates the resonance influence component Nde (CA) by removing low-frequency noise with a high-pass filter corresponds to “resonance influence component calculation means”, and the engine speed Ne (CA) of the engine 22 is calculated. ) To reduce the resonance influence component Nde (CA) to calculate the rotational speed for detection Nj (CA), and the engine 2 using this rotational speed for detection Nj (CA). Engine ECU24 for performing the output state detection processing of FIG. 3 for detecting the output state corresponds to the "output state detecting means". Further, the motor MG2 output to the rear carrier shaft 34a side of the damper 28, that is, the rear ring gear shaft 32a via the reduction gear 35 corresponds to the “electric motor”, and the rear carrier shaft 34a and the axle side of the damper 28 are provided. The power distribution and integration mechanism 30 connected to the ring gear shaft 32a and the motor MG1 connected to the sun gear 31 of the power distribution and integration mechanism 30 correspond to “power power input / output means”. 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.

  In the embodiment, the output state detection device for an internal combustion engine mounted on the hybrid vehicle 20 has been described. However, the output state detection device for an internal combustion engine mounted on a vehicle that does not include a motor or generator for traveling may be used. Moreover, it is good also as an output state detection apparatus of the internal combustion engine mounted in moving bodies, such as vehicles other than a motor vehicle, a ship, and an aircraft, and it does not matter as an output state detection apparatus of the internal combustion engine incorporated in the equipment which does not move. Moreover, it is good also as a form of the output state detection method of an internal combustion engine instead of the form of the output state detection apparatus of an internal combustion engine or the vehicle which mounts this.

  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.

  INDUSTRIAL APPLICABILITY The present invention is applicable to an output state detection device for an internal combustion engine and a vehicle manufacturing industry including the same.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with an output state detection device for an internal combustion engine 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 a flowchart which shows an example of an output state detection process. 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, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a Ring gear shaft, 33 pinion gear, 34 carrier, 34a carrier shaft, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 electric power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 2 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 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Varying valve timing mechanism, 230 pair-rotor motor, 232 an inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (10)

An output state detection device for an internal combustion engine that detects an output state of a multi-cylinder internal combustion engine in which an output shaft is connected to a rear shaft of a rear stage via a torsion element,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
A rear shaft rotational speed detection means for detecting a rear shaft rotational speed which is the rotational speed of the rear shaft;
Resonance influence component calculation for calculating a resonance influence component in which resonance based on torsion of the torsion element affects the rotation speed of the output shaft based on the detected output shaft rotation speed and the detected rear shaft rotation speed Means,
Output state detecting means for detecting an output state of the internal combustion engine based on a detection rotational speed obtained by subtracting the calculated resonance effect component from the detected output shaft rotational speed;
An output state detection device for an internal combustion engine.   The resonance influence component calculation means calculates a twist angle of the torsion element based on the detected output shaft rotation speed and the detected rear shaft rotation speed, and calculates the torsion angle and the spring constant of the torsion element. The output state detection apparatus for an internal combustion engine according to claim 1, wherein the resonance influence component is calculated based on an inertia moment on the internal combustion engine side from the torsion element.   The resonance influence component calculation means calculates the torsion angle based on an integral calculation of a value obtained by subtracting the detected rear shaft rotational speed from the detected output shaft rotational speed, and calculates the spring constant, the inertia moment, The output state detection apparatus for an internal combustion engine according to claim 2, wherein the resonance influence component is calculated based on an integral calculation of a constant relation value obtained by multiplying the constant angle value by the torsion angle.   The output state detecting means calculates a unit rotation angle required time, which is a time required for rotation for each predetermined unit rotation angle of the output shaft of the internal combustion engine from the obtained rotation speed for detection, for each rotation of the output shaft of the internal combustion engine. And calculating a dispersion degree related to the calculated unit rotation angle required time, and detecting that the output state of the internal combustion engine is abnormal when the calculated dispersion degree is outside a predetermined stable range. An output state detection apparatus for an internal combustion engine according to any one of claims 1 to 3.   The output state detecting means obtains a difference of 720 degrees in the calculated unit rotation angle required time and obtains a degree of dispersion of the obtained 720 degree difference as a degree of dispersion relating to the unit rotation angle required time. The output state detection device for an internal combustion engine according to claim 4, which is means for detecting the output state of the internal combustion engine using a degree of dispersion of the internal combustion engine. A multi-cylinder internal combustion engine whose output shaft is connected to the rear shaft of the rear stage via a torsion element;
The output state detection device for an internal combustion engine according to any one of claims 1 to 5, which detects an output state of the internal combustion engine,
A vehicle comprising: The vehicle according to claim 6,
An electric motor capable of outputting power to the rear shaft side downstream of the twist element;
The latter-stage shaft rotation speed detection means also serves as a means for detecting the motor rotation speed, which is the rotation speed of the electric motor, and detects the latter-stage shaft rotation speed by converting the detected motor rotation speed. ,vehicle. The vehicle according to claim 7,
Power power input / output means connected to the rear shaft and the axle side, and for inputting and outputting power to the rear shaft and the axle side with input and output of electric power and power,
The electric motor is connected to the axle side so that power can be output,
The latter-stage shaft rotation speed detection means also serves as a means for detecting the drive state of the electric power drive input / output means, and calculates the latter-stage shaft rotation speed by calculation based on the detected motor rotation speed and the detected drive state. A vehicle that is means for detecting. An output state detection method for an internal combustion engine for detecting an output state of a multi-cylinder internal combustion engine in which an output shaft is connected to a rear stage shaft via a torsion element,
Resonance effect that the resonance based on the twist of the torsion element affects the rotation speed of the output shaft based on the output shaft rotation speed that is the rotation speed of the output shaft and the rear-stage shaft rotation speed that is the rotation speed of the rear-stage shaft. A component is calculated, and an output state of the internal combustion engine is detected based on a rotational speed for detection obtained by subtracting the calculated resonance effect component from the rotational speed of the output shaft.
An output state detection method for an internal combustion engine.   When detecting the output state of the internal combustion engine based on the rotation speed for detection, a unit rotation angle that is a time required for rotation of the output shaft of the internal combustion engine for each predetermined unit rotation angle from the obtained rotation speed for detection The required time is calculated for each rotation of the output shaft of the internal combustion engine, and the degree of dispersion with respect to the calculated unit rotational angle required time is obtained, and when the calculated degree of dispersion is outside a predetermined stable range, the output of the internal combustion engine The internal combustion engine output state detection method according to claim 9, wherein the state is detected as an abnormal state.

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