JP2009154714A - Power output device, and control method for vehicle and the power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately specify a cylinder causing misfire when misfire occurs in an internal combustion engine. <P>SOLUTION: When misfire is determined on the basis of fluctuation of engine rotation (S220), it is determined whether or not an operation point of the engine belongs to a resonance region on a latter stage including a dumper (S230, S240), specifies a cylinder causing the misfire in accordance with a clunk angle CA in which the misfire is determined if the operation point does not belong to the resonance region (S250), and a value "1" is set to an operation point restriction flag F by which re-setting of the operation point is instructed so that the operation point comes apart from the resonance region if the operation point belongs to the resonance region (S270). As a result, specifying the cylinder causing the misfire in a state where the operation point of the engine belongs to the resonance region on the later stage including the dumper can be avoided, and the cylinder causing the misfire when the misfire occurs in the engine can be accurately specified. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output device, a vehicle, and a method for controlling the power output device. More specifically, the present invention relates to a power output device that outputs power to a drive shaft, and a vehicle in which the power output device is mounted and the axle is connected to the drive shaft. The present invention relates to a method for controlling an output device.

Conventionally, as this kind of power output device, an engine, a planetary gear mechanism connected to the output shaft of the engine via a torsion element such as a damper and connected to the drive shaft, and a motor connected to the planetary gear mechanism An engine that is mounted on a hybrid vehicle including MG1 and a motor MG2 connected to a drive shaft and determines engine misfire based on rotational fluctuations at the crank angle position of the engine has been proposed (for example, Patent Document 1). reference).
JP 2007-170248 A

  In a power output device of the type described above, when a misfire occurs in the engine, resonance based on the twist of the torsion element occurs depending on the operating point, and it is difficult to specify which cylinder is misfiring. .

  The main object of the power output apparatus, vehicle, and method of controlling the power output apparatus of the present invention is to more accurately identify the cylinder that misfires when a misfire occurs in a multi-cylinder internal combustion engine.

  The power output apparatus, the vehicle, and the control method of the power output apparatus of the present invention employ the following means in order to achieve the main object described above.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
A multi-cylinder internal combustion engine whose output shaft is connected to the rear shaft of the rear stage via a torsion element;
Electric power that is connected to the drive shaft and is connected to the rear shaft so as to be rotatable independently of the drive shaft, and can input and output power to and from the rear shaft and the drive shaft with input and output of electric power and power. Power input / output means;
An electric motor capable of inputting and outputting power to the drive shaft;
Rotational position detecting means for detecting the rotational position of the internal combustion engine;
Rotation fluctuation calculating means for calculating the rotation fluctuation of the internal combustion engine based on the detected rotation position;
Misfire determination means for determining misfire of the internal combustion engine based on the calculated rotation fluctuation;
When misfire is determined by the misfire determination means, the misfire cylinder specifying means for specifying the misfired cylinder based on the rotational position corresponding to the calculated rotational fluctuation when the misfire is determined. When,
When the misfire determination means has not determined the misfire of the internal combustion engine, an operating point of the internal combustion engine is set based on a required driving force required for the drive shaft and a predetermined restriction imposed on the internal combustion engine. Driving the internal combustion engine, the power drive input / output means, and the electric motor so that the internal combustion engine is operated at the set operation point and a driving force based on the required driving force is output to the drive shaft; When the misfire determination means determines the misfire of the internal combustion engine, the internal combustion engine is operated at an operating point outside the range of the resonance region where resonance based on torsion of the torsion element occurs, and driving force based on the required driving force And a drive control means for controlling the drive of the internal combustion engine, the power drive input / output means, and the electric motor so as to be output to the drive shaft.

  In the power output apparatus of the present invention, the rotational fluctuation of the internal combustion engine is calculated based on the rotational position of the internal combustion engine, the misfire of the internal combustion engine is determined based on the calculated rotational fluctuation, and the misfire is detected when the misfire of the internal combustion engine is determined. The cylinder that misfires is identified based on the rotational position corresponding to the calculated rotational fluctuation when the engine is determined, and when the misfire of the internal combustion engine is not determined, the required driving force required for the drive shaft and the internal combustion engine The internal combustion engine and the electric power are operated so that the internal combustion engine is operated at the operation point set by setting the operation point of the internal combustion engine based on the predetermined constraints imposed and the driving force based on the requested driving force is output to the drive shaft. Drive control is performed on the input / output means and the electric motor, and when the misfire determination means determines that the internal combustion engine has misfired, the resonance occurs based on the torsion of the torsion element. Engine driving force based on the required driving force with the operation for driving and controlling the internal combustion engine and an electric power-mechanical power input output means and the electric motor so as to be output to the drive shaft. Therefore, it is possible to determine a cylinder that misfires while the internal combustion engine is operated at an operating point outside the resonance region, and therefore a cylinder that misfires when a misfire occurs in a multi-cylinder internal combustion engine. Can be identified more accurately.

  In such a power output apparatus of the present invention, the drive control means controls the internal combustion engine to be operated at an operating point equal to or higher than a predetermined rotational speed when the misfire determination means determines the misfire of the internal combustion engine. It can also be assumed.

  In the power output apparatus of the present invention, the power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the rotating shaft of the internal combustion engine and is connected to any two of the three shafts. It is also possible to provide means comprising: a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the input / output power; and an electric motor capable of inputting / outputting power to / from the rotating shaft. .

The vehicle of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to the drive shaft, and the output shaft is connected to the rear stage shaft via the torsion element. A multi-cylinder internal combustion engine, connected to the drive shaft and connected to the rear shaft so as to be rotatable independently of the drive shaft, and the rear shaft and the drive shaft with input and output of electric power and power. Based on the detected rotational position, electric power power input / output means capable of inputting / outputting power to / from the motor, an electric motor capable of inputting / outputting power to / from the drive shaft, rotational position detecting means for detecting the rotational position of the internal combustion engine, and the like. Rotation fluctuation calculating means for calculating the rotation fluctuation of the internal combustion engine, misfire determination means for determining misfire of the internal combustion engine based on the calculated rotation fluctuation, and misfire determination of the internal combustion engine determined by the misfire determination means. When said misfire Misfiring cylinder specifying means for specifying the misfiring cylinder based on the rotational position corresponding to the calculated rotational fluctuation at the time of determination, and when the misfire of the internal combustion engine is not determined by the misfire determining means, An operating point of the internal combustion engine is set based on a required driving force required for the drive shaft and a predetermined restriction imposed on the internal combustion engine, and the internal combustion engine is operated at the set operating point and the required driving is performed. When the misfire of the internal combustion engine is determined by the misfire determination means, the torsion is determined when the internal combustion engine, the electric power drive input / output means and the electric motor are driven and controlled so that a driving force based on the force is output to the drive shaft. The internal combustion engine is operated at an operating point outside the range of a resonance region where resonance based on element torsion occurs, and a driving force based on the required driving force is output to the driving shaft It is as a and the internal combustion engine electric power-mechanical power input output mechanism and the electric motor equipped with a power output apparatus and a drive control means for controlling driving axle is summarized in that made is connected to the drive shaft.

  Since the vehicle of the present invention is equipped with the power output device of the present invention described above, the same effect as the power output device of the present invention, for example, when a misfire occurs in a multi-cylinder internal combustion engine, a misfire occurs. The effect which can specify the cylinder which is more correctly can be show | played.

The method for controlling the power output apparatus of the present invention includes:
A multi-cylinder internal combustion engine whose output shaft is connected to the rear shaft of the rear stage via a torsion element, and connected to the drive shaft and connected to the rear shaft for rotation independently of the drive shaft. A power output input / output means capable of inputting / outputting power to / from the rear-stage shaft and the drive shaft, and an electric motor capable of inputting / outputting power to / from the drive shaft. And
(A) calculating the rotational fluctuation of the internal combustion engine based on the rotational position of the internal combustion engine;
(B) determining misfire of the internal combustion engine based on the calculated rotational fluctuation;
(C) When the misfire of the internal combustion engine is determined, the misfired cylinder is identified based on the rotational position corresponding to the calculated rotational fluctuation when the misfire is determined;
(D) When the misfire of the internal combustion engine has not been determined, the operating point of the internal combustion engine is set based on a required driving force required for the drive shaft and a predetermined restriction imposed on the internal combustion engine. The internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that the internal combustion engine is operated at the operating point and a driving force based on the required driving force is output to the drive shaft. When it is determined that the engine misfire has occurred, the internal combustion engine is operated at an operating point outside the range of a resonance region where resonance based on torsion of the torsion element occurs, and driving force based on the required driving force is output to the driving shaft. The gist is to drive and control the internal combustion engine, the power drive input / output means, and the electric motor.

  According to the control method for a power output apparatus of the present invention, the rotational fluctuation of the internal combustion engine is calculated based on the rotational position of the internal combustion engine, the misfire of the internal combustion engine is determined based on the calculated rotational fluctuation, and the misfire of the internal combustion engine is determined. Is determined based on the rotational position corresponding to the rotational fluctuation calculated when misfire is determined, and the required drive required for the drive shaft when the misfire of the internal combustion engine is not determined The internal combustion engine is operated at the operation point set by setting the operation point of the internal combustion engine based on the force and the predetermined constraint imposed on the internal combustion engine, and the driving force based on the required driving force is output to the drive shaft When the internal combustion engine, the power input / output means, and the motor are driven and controlled, and the misfire determination means determines that the internal combustion engine has misfired, the operation is outside the range of the resonance region in which resonance based on torsion of the torsion element occurs. Point drives and controls the internal combustion engine and an electric power-mechanical power input output means and the electric motor so that the driving force based on the required driving force with the internal combustion engine is operated is output to the drive shaft. Therefore, it is possible to determine a cylinder that misfires while the internal combustion engine is operated at an operating point outside the resonance region, and therefore a cylinder that misfires when a misfire occurs in a multi-cylinder internal combustion engine. Can be identified more accurately.

  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 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. The motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30; the reduction gear 35 attached to the ring gear shaft 32a as the drive shaft connected to the power distribution and integration mechanism 30; and the reduction gear 35 A motor MG2 and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is configured as a 6-cylinder internal combustion engine that can output power using a hydrocarbon-based fuel such as gasoline or light oil. For example, 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 that 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 signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cam position sensor 144 that detects the temperature of the cooling water from the engine, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle valve position sensor that detects the position of the throttle valve 124 146, air flow meter signal AF from air flow meter 148 attached to the intake pipe, intake air temperature from temperature sensor 149 also attached to the intake pipe, air-fuel ratio AF from air-fuel ratio sensor 135a, oxygen Such as oxygen signal from capacitors 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 power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged 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 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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

  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 the 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 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 so as 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 thus configured, in particular, whether or not any cylinder of the engine 22 is misfiring is determined and the cylinder that is misfiring is determined when misfiring is determined. The operation at that time will be described. First, drive control of the hybrid vehicle 20 will be described. FIG. 3 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.

  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 Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output restrictions Win and Wout of the battery 50 is executed (step S100). Here, 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. To do. 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. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the 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 the operation line and the required power Pe * as constraints imposed on the engine 22 in order to operate the engine 22 efficiently. FIG. 5 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 *).

  Once the target speed Ne * and the target torque Te * of the engine 22 are set, the value of the operating point limit flag F is next checked (step S130). If the operating point limit flag F is a value 1, it is set in step S120. The target rotational speed Ne * and the target torque Te * are reset so that the target rotational speed Ne * and the target torque Te * of the engine 22 are out of the resonance region of the subsequent stage including the damper 28 (such as the power distribution and integration mechanism 30). (Step S140) When the operation point restriction flag F is 0, the process proceeds to the next process without resetting the target rotational speed Ne * and the target torque Te *. Here, the operation point restriction flag F is set by executing a misfire determination processing routine described later by the engine ECU 24 from the engine ECU 24 by communication. Further, the target rotational speed Ne * and the target torque Te * are reset by obtaining the rotational speed and torque of the engine 22 as a resonance region in advance through experiments or the like and storing them in the ROM 24b as the resonance operation range, in step S120. When the set target engine speed Ne * and target torque Te * do not belong to the stored resonance operation range, the target engine speed Ne * and target torque Te * are maintained, and the set target engine speed Ne * and target engine speed Ne * are maintained. When the torque Te * belongs to the resonance operation range, the target rotation speed Ne * and the target torque Te * are reset so as to be out of the range. For example, when the target rotational speed Ne * set in step S120 is less than a predetermined rotational speed Nset (for example, 2000 rpm) near the upper limit rotational speed of the resonance operation range, the set target rotational speed Ne * is reset to the predetermined rotational speed Nset. In addition, the value (Pe * / Ne *) obtained by dividing the required power Pe * by the reset target rotational speed Ne * can be reset to the target torque Te *. Note that the resonance operation range can be obtained by experiments based on the characteristics of the engine 22 and the characteristics downstream of the damper 28.

  Next, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a torque command Tm1 * to be output from the motor MG1 is calculated by the equation (2) (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 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. Equation (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 / ρ (1)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  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 (3) (step S160), 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 (5) (step S170), and the set temporary torque Tm2tmp is calculated by formula (6). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S180). Here, Expression (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  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. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S190), and the drive control routine is terminated. 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. Further, 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.

  Next, a process for determining misfire of the engine 22 will be described. FIG. 7 is a flowchart showing an example of a misfire determination processing routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time.

  When the misfire determination process is executed, the CPU 24a of the engine ECU 24 first inputs the crank angle CA detected by the crank position sensor 140, and the crank angle CA calculated by the N30 calculation process illustrated in FIG. 8 is 30 degrees. 30 degrees N30, which is the number of revolutions for each, is input (step S200), and the reciprocal of the input 30 degrees rotation N30 is taken to calculate the time required for 30 degrees rotation T30 required for the crankshaft 26 to rotate 30 degrees. (Step S210). Here, as shown in the N30 calculation process, the 30-degree rotation speed N30 is inputted with the crank angle CA every 30 degrees from the reference crank angle (step S300), and the time required to rotate 30 degrees by 30 degrees Is calculated by calculating 30-degree rotation speed N30 (step S310). Accordingly, the 30-degree required time T30 is obtained by taking the reciprocal of the 30-degree required time T30, which is the 30-degree rotation speed N30. . Subsequently, it is determined whether or not the time required for 30-degree rotation T30 is greater than a threshold value Tref (step S220). Here, the threshold value Tref is greater than the required 30-degree rotation time T30 when the cylinder that is in the combustion stroke is not misfiring at the crank angle CA that is the reference of the required 30-degree rotation time T30, and the cylinder is misfired. Is set as a value smaller than the required 30-degree rotation time T30, and can be obtained by experiments or the like. When the 30-degree rotation required time T30 is less than or equal to the threshold Tref, it is determined that the engine 22 has not misfired, a value 0 is set in the operation point limit flag F (step S260), and this routine is terminated.

  When the required rotation time T30 is greater than the threshold value Tref, it is determined that the engine 22 has misfired, and the engine speed Ne and torque Te of the engine 22 are input (step S230), and the input engine speed Ne and torque Te are input. Based on the above, a process of determining whether or not the operating point of the engine 22 is in the subsequent resonance region including the damper 28 is executed (step S240). Here, in the embodiment, the rotation speed Ne of the engine 22 is inputted by calculation based on the crank angle CA from the crank position sensor 140, and the torque Te is a torque command of the motor MG1. A value calculated from Tm1 * and the rotational speed Ne of the engine 22 is input. Whether or not the operation point of the engine 22 is in the subsequent resonance region including the damper 28 is determined based on whether or not the input rotational speed Ne and torque Te of the engine 22 belong to the above-described resonance operation range. . If it is determined that the operating point of the engine 22 is not in the subsequent resonance region including the damper 28, the misfired cylinder is identified based on the crank angle CA input in step S200 (step S250), and the operating point restriction is performed. A value 0 is set in the flag F (step S260), and this routine is terminated. A cylinder that has misfired can be identified as a cylinder that has a combustion stroke at a crank angle CA that is a reference for the time required for 30-degree rotation T30 that exceeds the threshold Tref. On the other hand, if it is determined that the operation point of the engine 22 is in the subsequent resonance region including the damper 28, the operation point restriction flag F is set to 1 (step S270), and this routine is terminated. When the value 1 is set in the operation point limit flag F, as described above, in the drive control routine of FIG. 3, the target rotational speed Ne * and the target torque Te * of the engine 22 include the damper 28 in step S140. 7, the misfire determination processing routine of FIG. 7 determines that the operation point of the engine 22 is not in the subsequent resonance region including the damper 28 in step S240 as time elapses. Then, the cylinder that misfires is specified based on the input crank angle CA (step S250), the value 0 is set to the operation point limit flag F (step S260), and this routine is terminated.

  FIG. 9 shows an example of a time change between the required rotation time T30 and the crank angle CA of the engine 22 in which one cylinder continuously misfires when the operation point of the engine 22 is not in the resonance region. FIG. 10 shows an example of a time change of the 30-degree rotation required time T30 and the crank angle CA of the engine 22 in which one cylinder continuously misfires when the operation point belongs to the resonance region. When the operating point of the engine 22 is not in the resonance region, as shown in FIG. 9, the crank angle CA is once every 720 degrees, and the time required for 30-degree rotation T30 exceeds the threshold value Tref. It is determined that the cylinder is misfiring based on the corresponding crank angle CA. On the other hand, when the operating point of the engine 22 belongs to the resonance region, as shown in FIG. 10, not only the crank angle CA corresponding to the misfiring cylinder but also misfire is not caused by the influence of the subsequent resonance including the damper 28. Even at the crank angle CA corresponding to the cylinder, the time required for 30-degree rotation T30 of the power distribution and integration mechanism 30 exceeds the threshold value Tref, and it is difficult to specify which cylinder is misfiring. In the embodiment, when the misfire of the engine 22 is determined and the operating point of the engine 22 belongs to the subsequent resonance region including the damper 28, the target rotational speed Ne * and the target torque Te * of the engine 22 are the resonance region. Therefore, the misfired cylinder can be accurately identified based on the crank angle CA.

  According to the hybrid vehicle 20 of the embodiment described above, when the misfire of the engine 22 is determined, the crank angle when the misfire is determined when the operation point of the engine 22 does not belong to the subsequent resonance region including the damper 28. When the cylinder misfiring due to the CA is specified and the operating point of the engine 22 belongs to the subsequent resonance region including the damper 28, the target rotational speed Ne * and the target torque Te * are set so that the operating point of the engine 22 is out of the resonance region. Therefore, it is possible to avoid the specification of the cylinder that misfires in a state where the operation point of the engine 22 belongs to the subsequent resonance region including the damper 28, and misfire occurs when the engine 22 misfires. The cylinder can be specified with high accuracy.

  In the hybrid vehicle 20 according to the embodiment, the misfire of the engine 22 is determined based on the time T30 required as the time required for the crankshaft 26 to rotate 30 degrees, but the crankshaft 26 rotates 5 degrees. The misfire of the engine 22 may be determined using various required times such as the required time of 5 degrees T5 as the time required for the rotation and the required time of 10 degrees as the time required for the rotation of 10 degrees. Further, misfiring of the engine 22 is caused by using various rotation speeds such as 5 degrees rotation speed N5 which is the rotation speed of the crankshaft 26 every 5 degrees and 10 degrees rotation speed N10 which is the rotation speed of the crankshaft 26 every 10 degrees. It does not matter as a judgment.

  In the hybrid vehicle 20 of the embodiment, the misfire of the 6-cylinder engine 22 has been described. However, the misfire of the 4-cylinder engine may be determined, or the misfire of the 8-cylinder engine may be determined. As long as there are a plurality of cylinders, any engine misfire may be determined.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is connected to the crankshaft 26 of the engine 22 via a damper 28 as a torsion element and is connected to the rotation shaft of the motor MG1 and the ring gear shaft 32a as a drive shaft. And the motor MG2 connected to the ring gear shaft 32a via the reduction gear 35, the engine 22 misfire determination device is used, but the crankshaft of the engine is connected to the subsequent stage via a damper as a torsion element. 11, 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) as illustrated in the hybrid vehicle 120 of the modification of FIG. Connected to axle (axle connected to wheels 64a and 64b in FIG. 11) Alternatively, as illustrated in the hybrid vehicle 220 of the modification of FIG. 12, power is output 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. An outer rotor 234 connected to the drive shaft may be included, and a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  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 engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power / power input / output means”, the motor MG2 corresponds to a “motor”, and the crank position sensor 140. Corresponds to "rotational position detecting means", and the crankshaft 26 is 30 degrees by calculating the 30-degree rotational speed N30, which is the rotational speed every 30 degrees, and the inverse of the calculated 30-degree rotational speed N30. The N30 calculation processing routine for calculating the required 30 degree rotation time T30 required for rotation and the inverse number of the 30 degree rotation speed N30 are used to calculate the required 30 degree rotation time T30 required for the crankshaft 26 to rotate 30 degrees. The engine ECU 24 that executes the processing of steps S200 and S210 of the misfire determination processing routine corresponds to “rotational fluctuation calculating means”. The engine ECU 24 that executes the process of step S220 of the misfire determination process routine that determines that the engine 22 has not misfired when the required rotation time T30 is equal to or less than the threshold Tref, and determines that the engine 22 has misfired when it is greater than the threshold Tref. Corresponding to “misfire determination means”, a misfire determination process for determining a cylinder that is misfired based on the crank angle CA when it is determined that the engine 22 is misfired and the operating point of the engine 22 does not belong to the resonance region The engine ECU 24 that executes the processing of steps S230 to S250 of the routine corresponds to “misfire cylinder specifying means”, and the operation point of the engine 22 sets the damper 28 when the engine 22 is not misfired or even when the engine 22 is misfired. Operation point limit flag when it does not belong to the following resonance region If the engine 22 is misfired and the operation point of the engine 22 belongs to the resonance region, the misfire determination processing routine of steps S220 to S240, S260, S270 of setting the value 1 to the operation point restriction flag F is set. The target engine speed Ne * and the target torque Te * are set based on the required power Pe * and the operation line of the engine 22 when the engine ECU 24 that executes the process and the operation point limit flag F is 0, and the required torque Tr Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to be output to the ring gear shaft 32a as a drive shaft and transmitted to the engine ECU 24 or the motor ECU 40. When the operation point limit flag F is 1, the engine 22 The operating point is outside the range of the subsequent resonance region including the damper 28. The target rotational speed Ne * and the target torque Te * are reset so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. 3 and the engine ECU 24 for controlling the engine 22 based on the target rotational speed Ne * and the target torque Te * and the torque command Tm1. The motor ECU 40 that controls the motors MG1 and MG2 based on * and Tm2 * corresponds to “drive control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but a hydrogen engine or the like and a subsequent stage through a torsion element such as a damper. Any type of internal combustion engine may be used as long as it has a plurality of cylinders connected to the shaft. 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 to the rotor motor 230, but is connected to the drive shaft and independent of the drive shaft. As long as it is connected to the rear stage shaft so as to be rotatable and can input / output power to / from the rear stage shaft and the drive shaft together with input / output of electric power and power, it may be anything. 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 “rotational position detecting means” is not limited to the crank position sensor 140, and any other device such as a cam position sensor 144 may be used as long as the rotational position of the internal combustion engine can be detected. As the “rotation fluctuation calculating means”, the crankshaft 26 rotates 30 degrees by calculating the 30-degree rotation speed N30, which is the rotation speed every 30 degrees, and taking the inverse of the calculated 30-degree rotation speed N30. However, the present invention is not limited to the calculation of the time required for 30-degree rotation T30 required for this, and any other method may be used as long as the rotation fluctuation is calculated based on the rotation position of the internal combustion engine. The “misfire determination means” is limited to one that determines that the engine 22 has not misfired when the time required for 30-degree rotation T30 is equal to or less than the threshold value Tref, and determines that the engine 22 has misfired when greater than the threshold value Tref. Any other method may be used as long as it determines misfire of the internal combustion engine based on the rotational fluctuation of the internal combustion engine. The “misfire cylinder identification means” is limited to the one that identifies the cylinder that is misfiring based on the crank angle CA when it is determined that the engine 22 has misfired and the operation point of the engine 22 does not belong to the resonance region. However, any cylinder may be used as long as it identifies the cylinder that misfires based on the rotational position corresponding to the rotation fluctuation calculated when misfire is determined. As the “drive control means”, when the engine 22 is not misfired or when the engine 22 is misfired, the operation point of the engine 22 does not belong to the subsequent resonance region including the damper 28. When 0 is set and the engine 22 has misfired and the operation point of the engine 22 belongs to the resonance region, a value 1 is set to the operation point limit flag F, and when the operation point limit flag F is a value 0, the required power Pe * The engine 22 and the motors MG1 and MG2 are set so that the target rotational speed Ne * and the target torque Te * are set based on the operation line of the engine 22 and the required torque Tr * is output to the ring gear shaft 32a as a drive shaft. When the control point limit flag F is 1, the operation point of the engine 22 includes the damper 28. The target rotational speed Ne * and the target torque Te * are reset so as to be outside the range of the resonance region of the stage, and the engine 22 and the motors MG1, MG2 are output so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. The operating point of the internal combustion engine is based on the required driving force required for the drive shaft and predetermined restrictions imposed on the internal combustion engine when the misfire of the internal combustion engine has not been determined. The internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that the internal combustion engine is operated at the set operation point and the driving force based on the required driving force is output to the drive shaft. When misfire is determined, the internal combustion engine is operated at an operating point outside the range of the resonance region where resonance based on torsion of the torsion element occurs, and driving based on the required driving force is performed. Forces may be any other thing as long as it drives and controls the internal combustion engine and an electric power-mechanical power input output means and the electric motor so as to be output to the drive shaft. Further, the “drive control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. 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 includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Or a differential gear such as a differential gear that is different from a planetary gear, such as a drive shaft, an output shaft, and a rotating shaft of a generator. As long as power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device 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. That is, the interpretation of the invention described in the column of means for solving the problems 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 problems. 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 and the like.

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 a configuration of an engine 22. FIG. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 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; 5 is a flowchart showing an example of misfire determination processing executed by an engine ECU 24. It is a flowchart which shows an example of the calculation process of 30 degree | times rotation speed N30. It is explanatory drawing which shows an example of a time change of 30 degree | times rotation required time T30 and the crank angle CA of the engine 22 in which one cylinder is misfiring continuously when the operating point of the engine 22 is not in a resonance region. It is explanatory drawing which shows an example of a time change of 30 degree | times rotation required time T30 and the crank angle CA of the engine 22 in which one cylinder is misfiring continuously when the operating point of the engine 22 exists in a resonance area. 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, 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 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 R OM, 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 Variable valve timing Mechanism, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (5)

A power output device that outputs power to a drive shaft,
A multi-cylinder internal combustion engine whose output shaft is connected to the rear shaft of the rear stage via a torsion element;
Electric power that is connected to the drive shaft and is connected to the rear shaft so as to be rotatable independently of the drive shaft, and can input and output power to and from the rear shaft and the drive shaft with input and output of electric power and power. Power input / output means;
An electric motor capable of inputting and outputting power to the drive shaft;
Rotational position detecting means for detecting the rotational position of the internal combustion engine;
Rotation fluctuation calculating means for calculating the rotation fluctuation of the internal combustion engine based on the detected rotation position;
Misfire determination means for determining misfire of the internal combustion engine based on the calculated rotation fluctuation;
When misfire is determined by the misfire determination means, the misfire cylinder specifying means for specifying the misfired cylinder based on the rotational position corresponding to the calculated rotational fluctuation when the misfire is determined. When,
When the misfire determination means has not determined the misfire of the internal combustion engine, an operating point of the internal combustion engine is set based on a required driving force required for the drive shaft and a predetermined restriction imposed on the internal combustion engine. Driving the internal combustion engine, the power drive input / output means, and the electric motor so that the internal combustion engine is operated at the set operation point and a driving force based on the required driving force is output to the drive shaft; When the misfire determination means determines the misfire of the internal combustion engine, the internal combustion engine is operated at an operating point outside the range of the resonance region where resonance based on torsion of the torsion element occurs, and driving force based on the required driving force A power output device comprising: a drive control means for drivingly controlling the internal combustion engine, the power power input / output means, and the electric motor so that the power is output to the drive shaft.   2. The power output according to claim 1, wherein the drive control means is a means for controlling the internal combustion engine to be operated at an operating point equal to or higher than a predetermined rotational speed when the misfire determination means determines the misfire of the internal combustion engine. apparatus.   The power power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and based on the power input / output to any two of the three shafts, The power output apparatus according to claim 1 or 2, comprising a three-axis power input / output means for inputting / outputting power to / from the shaft and an electric motor capable of inputting / outputting power to / from the rotating shaft.   A vehicle on which the power output device according to any one of claims 1 to 3 is mounted and an axle is connected to the drive shaft. A multi-cylinder internal combustion engine whose output shaft is connected to the rear shaft of the rear stage via a torsion element, and connected to the drive shaft and connected to the rear shaft for rotation independently of the drive shaft. A power output input / output means capable of inputting / outputting power to / from the rear-stage shaft and the drive shaft, and an electric motor capable of inputting / outputting power to / from the drive shaft. And
(A) calculating the rotational fluctuation of the internal combustion engine based on the rotational position of the internal combustion engine;
(B) determining misfire of the internal combustion engine based on the calculated rotational fluctuation;
(C) When the misfire of the internal combustion engine is determined, the misfired cylinder is identified based on the rotational position corresponding to the calculated rotational fluctuation when the misfire is determined;
(D) When the misfire of the internal combustion engine is not determined, the operating point of the internal combustion engine is set based on a required driving force required for the drive shaft and a predetermined restriction imposed on the internal combustion engine. The internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that the internal combustion engine is operated at the operating point and a driving force based on the required driving force is output to the drive shaft. When it is determined that the engine misfire has occurred, the internal combustion engine is operated at an operating point outside the range of a resonance region where resonance based on torsion of the torsion element occurs, and driving force based on the required driving force is output to the driving shaft. A control method of a power output device for controlling the drive of the internal combustion engine, the power power input / output means and the electric motor.

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