JP2010264854A - Device for control of vehicle driving system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To determine the presence of a misfire of an engine with high accuracy even during execution of vibration damping control controlling a second MG (motor generator) to suppress vibration of a power transmission system, in a hybrid vehicle loaded with the engine, and first and second MGs. <P>SOLUTION: When comparing engine rotation fluctuation information (engine rotation fluctuation or information having relevance thereto) with a misfire decision value to perform misfire decision determining the presence of the misfire of the engine 11, this controller determines that the engine rotation fluctuation becomes small during the execution of the vibration damping control, and changes the misfire decision value during the execution of the vibration damping control to a misfire decision value easy to be determined that the misfire is present as compared to a normal misfire decision value (a misfire decision value during a stop of the vibration damping control). Thereby, it is possible to determine the presence of the misfire of the engine 11 with high accuracy even during the execution of the vibration damping control, so that it can be prevented that a state that the engine rotation fluctuation becomes small due to an effect of the vibration damping control is erroneously determined as the misfire absence though the misfire actually occurs. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive system in which an internal combustion engine, a first motor generator, and a wheel drive shaft are connected via a power split mechanism, and a second motor generator is connected to the drive shaft. is there.

  In recent years, the demand for hybrid vehicles has increased due to the social demand for low fuel consumption and low exhaust emissions. In a hybrid vehicle currently on the market, for example, as described in Patent Document 1 (Japanese Patent Laid-Open No. 2001-329884), an engine (internal combustion engine) and a first used mainly as a generator are used. MG (motor generator) and a second MG that mainly drives the wheels, and connects the engine, the first MG, and the drive shaft of the wheels via a power split mechanism (for example, a planetary gear mechanism). There is a system in which the second MG and the drive shaft of the wheel are connected.

  Further, as described in Patent Document 2 (Japanese Patent Laid-Open No. 2001-65402), there is a system in which MG is directly connected to an output shaft of an engine. In Patent Document 2, vibration suppression control for correcting MG torque is performed so as to cancel engine torque fluctuation, and MG torque correction amount (information reflecting engine torque fluctuation) during execution of this vibration damping control. Is compared with a misfire determination value to determine whether or not the engine has misfired.

JP 2001-329884 A JP 2001-65402 A

  By the way, as in Patent Document 1, a hybrid vehicle in which the engine, the first MG, and the drive shaft of the wheel are connected via a power split mechanism and the second MG and the drive shaft of the wheel are connected to each other. Since the transmission system has a complicated configuration, for example, when the vehicle travels steadily in the resonance frequency region of the power transmission system (for example, near a vehicle speed of 50 km / h), the power transmission system resonates and the torsional vibration of the drive shaft and wheels There is a possibility that a steady surge in which the rotation fluctuation of the (tire) increases will occur.

  As a countermeasure against this, the present inventor has studied a system that executes vibration suppression control for controlling the torque of the second MG so as to suppress vibration of the power transmission system (torsional vibration of the drive shaft and wheel rotation fluctuation). However, the following new problems were found in this research process.

  As shown in FIG. 3, a hybrid vehicle in which the engine, the first MG, and the drive shaft of the wheel are connected via a power split mechanism can run under the same conditions (for example, the same engine output and the same vehicle speed) During execution of vibration suppression control that suppresses vibration of the power transmission system, engine rotation fluctuations tend to be suppressed and become smaller than when vibration suppression control is stopped. For this reason, if the misfire determination is performed during the execution of the vibration suppression control, the engine rotation fluctuation is compared with the normal misfire determination value (the same misfire determination value as when the vibration suppression control is stopped) to determine the presence or absence of misfire. However, there is a possibility that the misfire detection rate is lowered by misjudging that there is no misfire when the engine rotation fluctuation becomes small due to the vibration suppression control even though misfire has occurred.

  In addition, the technique of the above-mentioned Patent Document 2 (determines whether or not the engine misfires by comparing the MG torque correction amount with the misfire determination value during execution of the vibration suppression control for correcting the MG torque so as to cancel the engine torque fluctuation. The second MG torque correction amount is compared with the misfire determination value during the execution of the vibration suppression control for controlling the torque of the second MG so as to suppress the vibration of the power transmission system. However, the presence or absence of engine misfire cannot be accurately determined.

  Thus, the problem to be solved by the present invention is to improve the misfire detection rate by accurately determining whether or not the internal combustion engine has misfired even during execution of vibration suppression control that suppresses vibration of the power transmission system. An object of the present invention is to provide a control device for a vehicle drive system capable of performing

  In order to solve the above-mentioned problems, an invention according to claim 1 is configured to connect an internal combustion engine, a first motor generator, and a drive shaft of a wheel via a power split mechanism, and to attach a second motor generator to the drive shaft. In the control device for the connected vehicle drive system, vibration suppression control means for executing vibration suppression control for controlling the second motor generator so as to suppress vibration of the power transmission system when a predetermined vibration suppression control execution condition is satisfied. And misfire determination means for determining the presence or absence of misfire of the internal combustion engine based on rotational fluctuations of the internal combustion engine or information related thereto, and during the vibration suppression control being executed and stopped by the misfire determination means. The determination conditions for determining the presence or absence of misfire are switched between.

  In this configuration, it is determined that the rotational fluctuation of the internal combustion engine is reduced due to the influence of the vibration damping control during the execution of the vibration damping control that suppresses the vibration of the power transmission system (for example, the torsional vibration of the drive shaft and the rotational fluctuation of the wheel). Thus, the determination condition for determining the presence or absence of misfire can be switched to a determination condition suitable for execution of vibration suppression control. This makes it possible to accurately determine whether or not the internal combustion engine has misfired even during execution of vibration suppression control that suppresses vibrations in the power transmission system. It is possible to prevent a misjudgment that there is no misfire in a state where the rotational fluctuation of the internal combustion engine has become small due to the influence of the control, and to improve the misfire detection rate. For example, the determination condition may be switched by changing a misfire determination value for evaluating a misfire determination parameter (rotational fluctuation of the internal combustion engine or information related thereto), or by changing the misfire determination parameter. You may make it correct | amend.

  In this case, as in the second aspect, the determination condition may be changed during the execution of the vibration suppression control so that it is easier to determine that there is a misfire than when the vibration suppression control is stopped. In this way, it is possible to reliably prevent erroneous determination that there is no misfire in a state where the rotational fluctuation of the internal combustion engine has become small due to the influence of vibration suppression control.

  Further, as in the third aspect, the determination condition may be set in accordance with the state of the vibration suppression control during the execution of the vibration suppression control. In this way, the misfire determination parameter (rotational fluctuation of the internal combustion engine or information related thereto) according to the state of vibration suppression control (for example, the torque correction amount of the second MG, the torque command value, etc.). Corresponding to the change in the influence, it is possible to set appropriate determination conditions by changing the determination conditions.

FIG. 1 is a schematic configuration diagram of an entire drive system for a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is a block diagram illustrating vibration suppression control. FIGS. 3A and 3B are collinear diagrams for explaining changes in engine rotation fluctuations due to vibration suppression control. FIG. 4 is a flowchart for explaining the flow of processing of the vibration suppression control routine. FIG. 5 is a flowchart for explaining the processing flow of the misfire determination routine.

Hereinafter, an embodiment embodying a mode for carrying out the present invention will be described.
First, a schematic configuration of the entire hybrid vehicle drive system will be described with reference to FIG. An engine 11 that is an internal combustion engine, a first motor generator (hereinafter referred to as “first MG”) 12, and a second motor generator (hereinafter referred to as “second MG”) 13 are mounted. The second MG 13 serves as a power source for driving the wheels 14. The power of the crankshaft 15 of the engine 11 is divided into two systems by a planetary gear mechanism 16 that is a power split mechanism.

  The planetary gear mechanism 16 includes a sun gear, a pinion gear, and a ring gear (all not shown). A crankshaft 15 of the engine 11 is connected to the pinion gear via a carrier (not shown), and a rotation shaft of the first MG 12 mainly used as a generator is connected to the sun gear.

  Further, the ring gear is connected to a peller shaft 17 (drive shaft), and the power of the peller shaft 17 is transmitted to the wheel 14 via a differential gear, an axle, or the like (none of which is shown). The rotating shaft of the second MG 13 is connected to the propeller shaft 17 via the reduction gear mechanism 18. In the present embodiment, a single transformer assembly unit 19 in which power transmission system parts such as the first MG 12, the second MG 13, the planetary gear mechanism 16, the peller shaft 17, and the reduction gear mechanism 18 are unitized is mounted. .

  The first MG 12 and the second MG 13 are connected to the battery 21 via the power control unit 20. The power control unit 20 is provided with a first inverter 22 that drives the first MG 12 and a second inverter 23 that drives the second MG 13. Each MG 12, 13 has an inverter 22, 23. Via the battery 21, power is exchanged. A crank angle sensor 24 that outputs a pulse signal every time the crankshaft 15 rotates a predetermined crank angle is attached to the engine 11, and the crank angle and the engine rotation speed are detected based on the output signal of the crank angle sensor 24. . The first MG 12 and the second MG 13 are provided with rotational position sensors 32 and 33 for detecting the rotational position of the rotor, respectively, and the first MG 12 is based on the output signals of these rotational position sensors 32 and 33. And the rotation speed of the second MG 13 are detected.

  The hybrid ECU 25 is a computer that comprehensively controls the entire hybrid vehicle, and includes an accelerator sensor 26 that detects an accelerator opening, a shift switch 27 that detects an operation position of a shift lever, a brake switch 28 that detects a brake operation, and a vehicle speed. The output signals of various sensors and switches such as the vehicle speed sensor 29 to be detected are read to detect the driving state of the vehicle. The hybrid ECU 25 is controlled between the engine ECU 30 that controls the operation of the engine 11 and the MGECU 31 that controls the operation of the first and second MGs 12 and 13 by controlling the first and second inverters 22 and 23. Signals and data signals are transmitted and received, and the ECUs 30, 31 control the operation of the engine 11, the first MG 12, and the second MG 13 in accordance with the driving state of the vehicle.

  For example, at the time of starting or at a low load (a region where the fuel efficiency of the engine 11 is poor), the engine 11 is maintained in a stopped state, the second MG 13 is driven by the power of the battery 21, and the power of the second MG 13 is Only the motor travels by driving the wheel 14 and traveling.

  When starting the engine 11, the first MG 12 is driven by the electric power of the battery 21, and the power of the first MG 12 is transmitted to the crankshaft 15 of the engine 11 via the planetary gear mechanism 16. The shaft 11 is rotationally driven to start the engine 11.

  During normal driving, the power of the crankshaft 15 of the engine 11 is divided into two systems, the first MG 12 side and the propeller shaft 17 side, by the planetary gear mechanism 16 so that the fuel efficiency of the engine 11 is maximized. The wheel shaft 14 is driven by driving the propeller shaft 17 by the output of the system, the first MG 12 is driven by the output of the other system, the first MG 12 is generated, and the second MG 13 is driven by the generated power. The wheel 14 is also driven by the power of the second MG 13. Further, at the time of rapid acceleration, in addition to the power generated by the first MG 12, the power of the battery 21 is also supplied to the second MG 13 to increase the driving amount of the second MG 13.

  At the time of deceleration or braking, the second MG 13 is driven by the power of the wheels 14 to operate the second MG 13 as a generator, so that the kinetic energy of the vehicle is converted into electric power by the second MG 13 and is supplied to the battery 21. Collect and charge.

  Further, the hybrid ECU 25 (and / or the MGECU 31) executes a vibration suppression control routine of FIG. 4 to be described later, so that the vibration of the power transmission system (the twist of the peller shaft 17 is twisted) when a predetermined vibration suppression control execution condition is satisfied. Vibration suppression control for controlling the second MG 13 is executed so as to suppress vibration and rotational fluctuation of the wheels 14).

  Specifically, as shown in FIG. 2, the vehicle speed calculation value Vop is obtained by multiplying the rotation speed ωmg2 of the second MG 13 detected by the rotation position sensor 33 by a predetermined coefficient ρ. Here, the coefficient ρ is a value determined by the reduction gear mechanism 18 and the reduction gear ratio of the differential gear, the radius of the wheel 14, and the like.

  Further, the estimated vehicle speed Vbody is obtained based on the final torque command value Tmg2 of the second MG 13 and the vehicle speed calculated value Vop, and PI control or PID control is performed so as to reduce the deviation between the estimated vehicle speed Vbody and the vehicle speed calculated value Vop. By calculating the torque correction amount Tfb using the predetermined feedback gain Kfb, the torque correction amount Tfb is set so as to suppress the twisting of the propeller shaft 17 connected to the wheel 14.

  By correcting the torque command value Tmg2 of the second MG 13 using this torque correction amount Tfb to obtain the final torque command value Tmg2, and controlling the second MG 13 so as to realize this final torque command value Tmg2. Vibration suppression control for controlling the second MG 13 is executed so as to suppress vibration of the power transmission system (torsional vibration of the peller shaft 17 and rotational fluctuation of the wheel 14).

  Further, the hybrid ECU 25 (and / or the engine ECU 30) executes a misfire determination routine of FIG. 5 described later, thereby allowing the engine 11 to change based on the engine rotation fluctuation information (engine rotation fluctuation or information related thereto). Determine if there is a misfire.

  Specifically, a time T30 (hereinafter referred to as “30CA”) required for the crankshaft 15 of the engine 11 to rotate 30 CA based on the output signal of the crank angle sensor 24 at every predetermined timing (for example, every predetermined misfire determination crank angle section). The time change amount DMF, which is the difference between the current 30CA time T30 (i) and the previous 30CA time T30 (i-1), is calculated as information on the engine speed reduction amount (engine Rotation fluctuation information), and the time change amount DMF is compared with a predetermined misfire determination value to determine whether or not the engine 11 has misfired.

  However, as shown in FIG. 3, a hybrid vehicle in which the engine 11, the first MG 12, and the peller shaft 17 are connected via the planetary gear mechanism 16 runs under the same conditions (for example, the same engine output and the same vehicle speed). However, during execution of vibration suppression control that suppresses vibration of the power transmission system, fluctuations in engine rotation tend to be suppressed and become smaller than when vibration suppression control is stopped. For this reason, during execution of vibration suppression control, the time change amount DMF, which is engine rotation fluctuation information, is compared with a normal misfire determination value (the same misfire determination value as when vibration suppression control is stopped) to determine the presence or absence of misfire. When misfire judgment is performed, the misfire detection rate may be reduced by misjudging that there is no misfire when the engine rotation fluctuation has been reduced due to vibration suppression control despite the fact that misfire has actually occurred. There is sex.

  As a countermeasure, in this embodiment, the determination condition for determining the presence or absence of misfire is switched between the execution and the stop of the vibration suppression control for suppressing the vibration of the power transmission system.

  Specifically, a normal misfire determination value is set while vibration suppression control is stopped. On the other hand, during the execution of the vibration suppression control, it is determined that the engine rotation fluctuation becomes small due to the influence of the vibration suppression control, and the misfire determination value during the execution of the vibration suppression control is changed to the normal misfire determination value (when the vibration suppression control is stopped). By setting the value to a value smaller than the misfire determination value), the misfire determination value during execution of vibration suppression control is changed to a direction that makes it easier to determine that there is a misfire than the normal misfire determination value, and the vibration suppression control is executed. Switch to the appropriate misfire judgment value.

  The processing contents of the vibration suppression control routine of FIG. 4 executed by the hybrid ECU 25 (and / or MGECU 31) and the misfire determination routine of FIG. 5 executed by the hybrid ECU 25 (and / or the engine ECU 30) will be described below.

[Vibration control]
The vibration suppression control routine shown in FIG. 4 is repeatedly executed at a predetermined cycle while the hybrid ECU 25 (and / or MGECU 31) is powered on, and serves as a vibration suppression control means in the claims. When this routine is started, first, in step 101, it is determined whether or not a predetermined vibration suppression control execution condition is satisfied. Here, the vibration suppression control execution condition is, for example, satisfying any one of the following conditions (1) to (4).

(1) At engine start (eg during cranking)
(2) When the engine is stopped (for example, during the engine speed reduction period)
(3) It must be within the specified vehicle speed range (for example, the resonance frequency range of the power transmission system).
(4) When the required torque changes suddenly (for example, when the accelerator opening changes suddenly)

If any one of the above conditions (1) to (4) is satisfied, the vibration suppression control execution condition is satisfied. If all the conditions (1) to (4) are not satisfied, the vibration suppression control is performed. The execution condition is not satisfied.
If it is determined in step 101 that the vibration suppression control execution condition is not satisfied, this routine ends without executing the processing related to vibration suppression control in step 102 and subsequent steps.

On the other hand, when it is determined in step 101 that the vibration suppression control execution condition is satisfied, the processing related to vibration suppression control after step 102 is executed as follows. First, in step 102, the rotational speed ωmg2 of the second MG 13 detected by the rotational position sensor 33 is multiplied by a predetermined coefficient ρ (a value determined by the reduction gear mechanism 18 or the reduction gear ratio of the differential gear, the radius of the wheel 14, etc.). To obtain the vehicle speed calculation value Vop.
Vop = ρ × ωmg2

  Thereafter, the process proceeds to step 103, where the estimated vehicle speed Vbody is obtained based on the final torque command value Tmg2 of the second MG 13 and the vehicle speed calculated value Vop. Then, the process proceeds to step 104, where the estimated vehicle speed Vbody and the vehicle speed calculated value Vop are calculated. By calculating the torque correction amount Tfb using a predetermined feedback gain Kfb by PI control or PID control so as to reduce the deviation, the torque correction amount Tfb is suppressed so as to suppress the twist of the peller shaft 17 connected to the wheel 14. Set.

Thereafter, the routine proceeds to step 105, where the torque command value Tmg2 of the second MG 13 is corrected using the torque correction amount Tfb to obtain the final torque command value Tmg2.
Tmg2 = Tmg2 -Tfb

  Thereafter, the routine proceeds to step 106, where the second MG 13 is controlled so as to realize the final torque command value Tmg2, thereby suppressing the vibration of the power transmission system (torsional vibration of the propeller shaft 17 and rotational fluctuation of the wheel 14). Thus, the vibration suppression control for controlling the second MG 13 is executed.

[Misfire detection]
The misfire determination routine shown in FIG. 5 is repeatedly executed at a predetermined cycle while the hybrid ECU 25 (and / or the engine ECU 30) is turned on, and serves as misfire determination means in the claims. When this routine is started, first, at step 201, the crankshaft 15 of the engine 11 rotates 30 CA at a predetermined timing (for example, every predetermined misfire determination crank angle section) based on the output signal of the crank angle sensor 24. After calculating the 30 CA time T30, which is the time required for the operation, the routine proceeds to step 202, where the time change amount DMF (engine rotation) which is the difference between the current 30 CA time T30 (i) and the previous 30 CA time T30 (i-1) is calculated. Information on the speed reduction amount) is calculated.

  Thereafter, the process proceeds to step 203, and it is determined whether or not the vibration suppression control is being executed. As a result, if it is determined that the vibration suppression control is not being executed (that is, the vibration suppression control is stopped), the routine proceeds to step 204 where a normal misfire determination value is set.

  On the other hand, if it is determined in step 203 that the vibration suppression control is being executed, it is determined that the engine rotation fluctuation is reduced due to the influence of the vibration suppression control, and the process proceeds to step 204 where the vibration suppression control is being executed. By setting the misfire judgment value of the vehicle to a value smaller than the normal misfire judgment value (that is, the misfire judgment value when vibration suppression control is stopped), the misfire judgment value during execution of vibration suppression control is Is changed to a direction that makes it easy to determine that there is a misfire, and is switched to a misfire determination value that is suitable during execution of vibration suppression control.

  At this time, a misfire determination value during execution of the vibration suppression control is calculated by a map or a mathematical formula according to the torque correction amount Tfb of the second MG 13 by the vibration suppression control. The misfire determination value map during execution of vibration suppression control is set, for example, such that the misfire determination value during execution of vibration suppression control decreases as the torque correction amount Tfb of the second MG 13 by vibration suppression control increases. Yes. As a result, the misfire determination value during execution of the vibration suppression control is reduced corresponding to the fact that as the torque correction amount of the second MG 13 by vibration suppression control increases, the engine rotation fluctuation decreases and the time change amount DMF decreases. Change to make it smaller.

  After the misfire determination value is set in step 204 or step 205, the process proceeds to step 206, where it is determined whether or not the time change amount DMF (information on the engine rotation speed decrease amount) is larger than the misfire determination value. As a result, when it is determined that the time change amount DMF is equal to or less than the misfire determination value, it is determined that the engine speed reduction amount is small, the process proceeds to step 207, it is determined that there is no misfire, and this routine is terminated. To do.

  On the other hand, if it is determined in step 206 that the time change amount DMF is larger than the misfire determination value, it is determined that the engine rotational speed decrease amount is large, and the process proceeds to step 208, where it is determined that misfire is present. To do. It should be noted that when the number of times that the time change amount DMF is continuously determined to be larger than the misfire determination value (the number of consecutive times) exceeds a predetermined value, it is determined that there is a misfire, or The misfire may be determined to be present when the number of times that the change amount DMF is determined to be larger than the misfire determination value (the number of integration) exceeds a predetermined value.

  If it is determined that there is a misfire, a warning lamp (not shown) provided on the instrument panel of the driver's seat is turned on, or a warning display section (not shown) of the instrument panel of the driver's seat A warning is displayed to warn the driver, and the misfire information is stored in rewritable nonvolatile memory such as a backup RAM (not shown) of the hybrid ECU 25 or the engine ECU 30 (data stored even when the hybrid ECU 25 or the engine ECU 30 is turned off). Is stored in a rewritable memory), and this routine is terminated.

  In the present embodiment described above, when the misfire determination of the engine 11 is performed, it is determined that the engine rotation fluctuation is reduced due to the influence of the vibration suppression control during the vibration suppression control for suppressing the vibration of the power transmission system. Since the misfire determination value is switched to a suitable value during execution of vibration suppression control, it is possible to accurately determine whether or not the engine 11 has misfired even during execution of vibration suppression control. In spite of this, it is possible to prevent a misjudgment that there is no misfire in a state in which fluctuations in engine rotation have become small due to the influence of vibration suppression control, and the misfire detection rate can be improved.

  In this embodiment, the misfire determination value during execution of the vibration suppression control is set to a value smaller than the normal misfire determination value (misfire determination value during the vibration suppression control stop), thereby executing the vibration suppression control. Since the misfire judgment value in the center is changed to a direction that makes it easier to judge that there is misfire than the normal misfire judgment value, the engine rotation fluctuation is reduced due to the influence of the vibration suppression control during the vibration suppression control. It can be reliably prevented that the state is erroneously determined as no misfire.

  Furthermore, in the present embodiment, the misfire determination value is set according to the torque correction amount Tfb of the second MG 13 during execution of the vibration suppression control, so that the engine according to the torque correction amount Tfb of the second MG 13 is set. The misfire determination value can be changed to set an appropriate misfire determination value in response to the change in rotation and the time change amount DMF.

  In the above-described embodiment, the misfire determination value is set according to the torque correction amount Tfb of the second MG 13 during execution of the vibration suppression control, but the final torque command value Tmg2 of the second MG 13 and The misfire determination value may be set according to a parameter reflecting the state of the vibration suppression control, such as a deviation between the estimated vehicle speed Vbody and the calculated vehicle speed Vop.

  However, according to the present invention, it is not always necessary to set the misfire determination value according to the state of the vibration suppression control (such as the torque correction amount Tfb of the second MG 13) during execution of the vibration suppression control. The misfire determination value may be fixed to a predetermined value (a value that makes it easier to determine that there is misfire than the normal misfire determination value) to reduce the calculation load of the hybrid ECU 25 (and / or the engine ECU 30). .

  In the above embodiment, the time change amount DMF is compared with the misfire determination value to determine the presence or absence of misfire. However, the misfire determination method may be changed as appropriate, for example, the engine rotation fluctuation amount is determined as the misfire determination. You may make it determine the presence or absence of misfire by comparing with a value. Furthermore, the vibration suppression control method for suppressing the vibration of the power transmission system may be changed as appropriate.

  Further, in the above embodiment, the misfire determination value is changed as a method of switching the determination condition when determining the presence or absence of misfire between the execution of vibration suppression control and the stop, but the present invention is not limited to this. Instead, for example, a misfire determination parameter (time change amount DMF or engine rotation fluctuation amount) may be corrected.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... 1st MG, 13 ... 2nd MG, 14 ... Wheel, 16 ... Planetary gear mechanism (power split mechanism), 17 ... Peller shaft (drive shaft), 18 ... Reduction gear Mechanism: 21 ... Battery, 24 ... Crank angle sensor, 25 ... Hybrid ECU (vibration suppression control means, misfire determination means), 30 ... Engine ECU, 31 ... MG ECU

Claims (3)

In a control device for a vehicle drive system in which an internal combustion engine, a first motor generator, and a drive shaft of a wheel are connected via a power split mechanism and a second motor generator is connected to the drive shaft.
Vibration suppression control means for executing vibration suppression control for controlling the second motor generator so as to suppress vibration of the power transmission system when a predetermined vibration suppression control execution condition is satisfied;
Misfire determination means for determining the presence or absence of misfire of the internal combustion engine based on the rotational fluctuation of the internal combustion engine or information related thereto,
The control apparatus for a vehicle drive system characterized in that the misfire determination means switches a determination condition for determining the presence or absence of the misfire between the execution of the vibration suppression control and the stop.   The said misfire determination means has a means to change the said determination conditions during execution of the said vibration suppression control to the direction which makes it easier to determine that there exists misfire than when the vibration suppression control is stopped. The control apparatus of the vehicle drive system as described.   3. The vehicle drive system control according to claim 1, wherein the misfire determination unit includes a unit that sets the determination condition according to a state of the vibration suppression control during execution of the vibration suppression control. apparatus.

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