JP2017171075A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To hardly cause a wrong determination of misfire even when communication between control portions is defective.SOLUTION: A hybrid vehicle has an internal combustion engine, and an electric motor which is connected to the internal combustion engine via a torsional element. A control device comprises: a first control portion that controls the internal combustion engine using output of a first detecting portion (S101) that detects rotation speed of the internal combustion engine; and a second control portion that controls the electric motor using output of a second detecting portion that detects rotation speed of the electric motor and transmits rotation speed information specified from the rotation speed of the electric motor to the first control portion. The first control portion calculates resonance influence components using the rotation speed information from the second control portion; calculates determination values using the resonance influence components and the rotation speed of the internal combustion engine (S101-114); determines the misfire of the internal combustion engine by comparing the determination values with a predetermined threshold (S118 and S119); and when communication between the second control portion and the first control portion is defective, changes the predetermined threshold into a value which is hardly determined to be the misfire, and then determines the misfire (S115 and 117) or prohibits a determination of the misfire.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for a hybrid vehicle.

  Conventionally, in hybrid vehicles, there has been a method of determining engine misfire using the rotational speed of the engine and the rotational speed of the motor (see, for example, Japanese Patent Laid-Open No. 2009-167833 (hereinafter referred to as Patent Document 1)). In the hybrid vehicle of Patent Document 1, the motor is connected to the engine via a damper. In the determination method disclosed in Patent Document 1, a resonance influence component that the resonance caused by the twisting of the damper exerts on the rotation speed of the engine is calculated using the rotation speed of the motor. By excluding this resonance influence component from the engine speed, misfire could be determined with high accuracy.

  Specifically, the motor electronic control unit transmits the motor rotation speed received from the sensor that detects the motor rotation speed to the hybrid electronic control unit. The hybrid electronic control unit calculates the rotational speed of the subsequent stage of the damper using the rotational speed of the motor received from the electronic control unit for motor, and transmits the calculated rotational speed of the subsequent stage of the damper to the electronic control unit for engine. The engine electronic control unit calculates a resonance influence component from the rotation speed of the latter stage of the damper received from the hybrid electronic control unit, and the engine rotation speed received from the calculated resonance influence component and a sensor that detects the engine rotation speed. Is used to determine the presence or absence of misfire.

JP 2009-167833 A

  As described above, the engine electronic control unit receives from the hybrid electronic control unit the rotational speed of the rear stage of the damper used to determine whether or not misfire has occurred. The hybrid electronic control unit receives the rotational speed of the motor for calculating the rotational speed of the rear stage of the damper from the motor electronic control unit. For this reason, if an abnormality occurs in communication from the motor electronic control unit to the engine electronic control unit, the engine electronic control unit cannot receive the accurate value of the rotation speed after the damper from the hybrid electronic control unit. There is a concern that it may be misjudged.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to control a hybrid vehicle that can prevent erroneous misjudgment even if communication between control units is poor. Is to provide.

  A control device for a hybrid vehicle according to the present invention is a control device for a hybrid vehicle having an internal combustion engine and an electric motor connected to the internal combustion engine via a torsion element. The control device controls a motor using a first control unit that controls the internal combustion engine using an output of a first detection unit that detects the rotation speed of the internal combustion engine and an output of a second detection unit that detects the rotation speed of the motor. A second control unit that controls and transmits rotation speed information specified from the rotation speed of the electric motor to the first control unit.

  The first controller uses the rotational speed information received from the second controller to calculate a resonance influence component that the resonance caused by the twist of the torsion element has on the rotational speed of the internal combustion engine, and cannot receive the rotational speed information. When the resonance influence component is calculated without using the rotational speed information, the determination value is calculated using the calculated resonance influence component and the rotation speed of the internal combustion engine, and the internal combustion engine is compared by comparing the calculated determination value with a predetermined threshold value. When the communication between the second control unit and the first control unit is poor, the predetermined threshold is changed to a value that is difficult to determine as misfire, or misfire is determined, or misfire determination is prohibited To do.

  According to this invention, when the communication between the second control unit and the first control unit is poor, the predetermined threshold used for misfire determination is changed to a value that is difficult to determine misfire, or misfire determination. Is not done. As a result, it is possible to provide a control device for a hybrid vehicle that can prevent misjudgment misjudgment even if communication between control units is poor.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle in an embodiment of the present invention. It is a block diagram which shows the outline of a structure of an engine. It is a flowchart which shows an example of the damper latter stage rotational speed calculation process performed by the electronic control unit for hybrids. It is a flowchart which shows an example of the misfire determination process performed by the electronic control unit for engines. It is explanatory drawing which shows an example of the characteristic of a band pass filter. It is explanatory drawing which shows an example of the relationship between the rotational speed of an engine, and the post-filter rotational speed. It is explanatory drawing which shows an example of the map for gain setting. It is explanatory drawing which shows an example of the map for phase setting. It is explanatory drawing which shows the relationship between a rotation speed after filter, a resonance influence component, and a crank angle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

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

  FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22. Referring to FIG. 2, engine 22 is configured as a multi-cylinder internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil. The engine 22 sucks the air purified by the air cleaner 122 through the throttle valve 124, injects gasoline from the fuel injection valve 126 provided for each cylinder, and mixes the sucked air with gasoline. The air is sucked into the fuel chamber via the intake valve 128, and is explosively burned by the electric spark from the spark plug 130. The reciprocating motion of the piston 132 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. In addition to the CPU 24a, the engine ECU 24 includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port (not shown), and a communication port (not shown).

  The engine ECU 24 receives signals indicating the detection contents of various sensors that detect the state of the engine 22 via an input port. The detected contents of the sensor include, for example, a crank position (crank angle CA) from a crank position sensor 140 that detects the rotational position (crank angle CA) of the crankshaft 26, and a water temperature sensor that detects the temperature of cooling water of the engine 22. The cooling water temperature from 142, the intake valve 128 that performs intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle valve position that detects the position of the throttle valve 124 The throttle position from the sensor 146, the intake air amount from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 attached to the intake pipe, the air-fuel ratio AF from the air-fuel ratio sensor 135a, and the exhaust gas The amount of oxygen It includes the amount of oxygen from the constant oxygen sensor 135b.

  Various control signals for driving the engine 22 are output from the engine ECU 24 through an output port. The control signal includes, for example, 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, a control signal to the ignition coil 138 integrated with the igniter, and an intake valve. A control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of 128 is included.

  The engine ECU 24 is communicable with the hybrid electronic control unit 70, and controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70. Data on the operating state of the engine 22 is transmitted as necessary to the hybrid electronic control unit 70. Output to the control unit 70.

  The above-described crank position sensor 140 is mounted so as to rotate in synchronization with the crankshaft 26 and has a timing rotor in which teeth are formed every 10 degrees and two missing teeth are formed for reference position detection. The electromagnetic pickup sensor is configured to generate a shaped wave every time the crankshaft 26 rotates 10 degrees. The engine ECU 24 calculates the rotational speed Ne of the engine 22 every time the crankshaft 26 rotates 30 degrees based on the shaped wave from the crank position sensor 140.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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 rotating elements. A crankshaft 26 of the engine 22 is coupled to a carrier shaft 34 a connected to the carrier 34 via a damper 28. Motor generator MG1 is connected to sun gear 31. A reduction gear 35 is connected to the ring gear 32 via a ring gear shaft 32a. When motor generator MG1 functions as a generator, power distribution and integration mechanism 30 distributes power from engine 22 input from carrier 34 to sun gear 31 side and ring gear 32 side according to the gear ratio, and motor generator MG1. When the motor functions as an electric motor, the power from the engine 22 input from the carrier 34 and the power from the motor generator 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.

  Motor generators MG1 and MG2 are both configured as well-known synchronous generator motors that function as generators and motors, and exchange power with battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41, 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41, 42, and other power generated by the motor generators MG1, MG2 can be used. It can be consumed by motor generators. Therefore, battery 50 is charged / discharged by electric power generated from one of motor generators MG1 and MG2 or insufficient electric power. Motor generators MG1, MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 40.

  The motor ECU 40 receives signals necessary for driving and controlling the motor generators MG1, MG2. This signal is applied to, for example, signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of motor generators MG1 and MG2, and motor generators MG1 and MG2 that are detected by a current sensor (not shown). Phase current. The motor ECU 40 outputs a switching control signal to the inverters 41 and 42.

  The motor ECU 40 is communicable with the hybrid electronic control unit 70, controls the drive of the motor generators MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and operates the motor generators MG1 and MG2 as necessary. Is output to the hybrid electronic control unit 70.

  The rotational position detection sensors 43 and 44 are configured by a resolver. Motor ECU 40 calculates rotation speeds Nm1, Nm2 of motor generators MG1, MG2 at predetermined time intervals (for example, every 50 μsec, every 100 μsec, etc.) based on signals from rotational position detection sensors 43, 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. A signal necessary for managing the battery 50 is input to the battery ECU 52. This signal includes, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a current sensor (not shown) attached to the power line 54 connected to the output terminal of the battery 50. Charging / discharging current, battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid electronic control unit 70 by communication as necessary. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, the hybrid electronic control unit 70 includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port (not shown), and a communication port (not shown).

  Various signals are input to the hybrid electronic control unit 70. These various signals include, for example, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83.

  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.

  In the hybrid vehicle 20 as described above, the engine ECU 24 uses the resonance influence component calculated using the rotation speeds of the motor generators MG1 and MG2 input to the motor ECU 40 and the rotation speed of the engine 22 to determine a determination value. Some have calculated and determined misfire of the engine 22 by comparing the calculated determination value with a predetermined threshold value.

  In this determination method, when an abnormality occurs in communication from the motor ECU 40 to the engine ECU 24, the engine ECU 24 cannot receive information specified from the rotational speeds of the motor generators MG1 and MG2 for calculating the resonance influence component, and misfires occur. There is concern about misjudgment.

  Therefore, in this embodiment, when communication between motor ECU 40 and engine ECU 24 is poor, engine ECU 24 changes the predetermined threshold value to a value that is difficult to determine misfire, and determines misfire. Thereby, even if the communication between the electronic control units is poor, misjudgment of misfire can be made difficult to occur.

  In order to execute such control, specifically, the following processing is executed. FIG. 3 is a flowchart illustrating an example of a damper post-rotation speed calculation process executed by the hybrid electronic control unit 70. Referring to FIG. 3, the CPU 72 of the hybrid electronic control unit 70 executes the damper post-rotation speed calculation processing at predetermined control cycles.

  CPU 72 inputs rotation speeds Nm1 and Nm2 of motor generators MG1 and MG2 calculated and transmitted by motor ECU 40 based on signals from rotational position detection sensors 43 and 44 constituted by resolvers (step S201). The CPU 72 uses the input rotation speeds Nm1, Nm2 of the motor generators MG1, MG2, the gear ratio ρ (the number of teeth of the sun gear / the number of teeth of the ring gear) of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, The rotational speed Nd of the damper 28 on the side of the power distribution and integration mechanism 30, that is, the rotational speed Nd of the damper, which is the rotational speed of the carrier shaft 34a, is calculated by the following equation (1) (step S202). The CPU 72 transmits the calculated post-damper rotational speed Nd to the engine ECU 24 (step S203).

Nd = [Nm2 ・ Gr + ρ ・ Nm1] / (1 + ρ) (1)
FIG. 4 is a flowchart showing an example of misfire determination processing executed by the engine ECU 24. Referring to FIG. 4, CPU 24 a of engine ECU 24 executes this misfire determination process for each predetermined control cycle. First, the CPU 24a inputs a crank angle CA for every 30 degrees of crank angle, a rotational speed Ne (CA) of the engine 22, and a post-damper rotational speed Nd (CA) (step S101). The damper post-rotation speed Nd (CA) is input by communication by the hybrid electronic control unit 70 calculated by the damper post-rotation speed calculation processing of FIG.

  Next, the CPU 24a determines whether or not an abnormality has occurred in any of the rotational position detection sensors 43 and 44 (resolver), or between the motor ECU 40 and the engine ECU 24 (that is, the motor ECU 40 and the hybrid electronic control unit 70). Or between the hybrid electronic control unit 70 and the engine ECU 24) (step S102). The abnormality determination of the rotational position detection sensors 43 and 44 can be performed, for example, by detecting a state in which signals from the rotational position detection sensors 43 and 44 are not input for a predetermined time or more. The determination of a communication failure between the motor ECU 40 and the engine ECU 24 is, for example, detecting a state in which information from the motor ECU 40 or information from the hybrid electronic control unit 70 has not been received for a certain time or more. Can be performed.

  When no abnormality has occurred in any of the rotational position detection sensors 43 and 44 and no communication failure has occurred between the motor ECU 40 and the engine ECU 24, the CPU 24a determines the rotational speed Ne (CA) of the engine 22 and the damper. The twist angle θd (CA) of the damper 28 is calculated by the following equation (2) using the subsequent rotational speed Nd (CA) (step S103), and the spring constant K of the damper 28 and the moment of inertia on the engine 22 side from the damper 28 are calculated. A noise-containing resonance effect including low-frequency noise as an effect on the rotational speed of the engine 22 due to the resonance of the damper 28 using a constant relation value (K / J) that is a ratio with J and the calculated torsion angle θd (CA). The component Nden (CA) is calculated by the following equation (3) (step S104), and the low-frequency noise of the noise-containing resonance influence component Nden (CA) is calculated. In order to remove the noise, a high pass filter is applied to the noise-containing resonance influence component Nden (CA) to calculate the resonance influence component Nde (CA) (step S105). Here, for the high-pass filter, the cut-off frequency may be set so as not to attenuate the resonance frequency band of the damper 28 but to attenuate the lower frequency band. By applying such a high-pass filter, it is possible to remove low-frequency components accumulated by the integral calculation according to the equations (2) and (3).

θd (CA) = ∫ [Ne (CA) -Nd (CA)] dt (2)
Nden (CA) = (K / J) ・ ∫θd (CA) dt (3)
On the other hand, when an abnormality has occurred in either of the rotational position detection sensors 43 and 44 or a communication failure has occurred between the motor ECU 40 and the engine ECU 24, the CPU 24a detects the rotational speed Ne of the engine 22. A band pass filter is applied to calculate a post-filter rotation speed FNe (step S106). Here, the band-pass filter is for extracting a frequency component of resonance generated based on the twist of the damper 28 from the rotational speed Ne of the engine 22.

  An example of a bandpass filter is shown in FIG. As the band-pass filter, if the resonance based on the twist of the damper 28 occurs in a misfire period, that is, a period in which the crankshaft 26 rotates twice (rotation 0.5 order), the rotational speed Ne of the engine 22 is 1000 rpm. In this case, a filter that does not attenuate 8 Hz as a resonance frequency and attenuates the other bands significantly (for example, 1/10 or less) may be used. As a result, the post-filter rotation speed FNe can be made into a clean sinusoidal waveform with little noise. FIG. 6 shows an example of the rotational speed Ne of the engine 22 and the post-filter rotational speed FNe.

  When the post-filter rotation speed FNe is calculated, the CPU 24a sets an adjustment gain K and phase θ corresponding to the rotation speed Ne of the engine 22 (step S107), and uses the set gain K and phase θ to filter. A value obtained by adjusting the post-rotation speed FNe is set as a resonance influence component Nde (CA) (step S108).

  In this embodiment, the gain K is set in such a manner that the relationship between the rotational speed Ne of the engine 22 and the gain K is obtained in advance through experiments or the like and stored in the ROM 24b as a map. If given, this is done by deriving the corresponding gain K from the map. In this embodiment, the phase θ is set when the relationship between the rotational speed Ne of the engine 22 and the phase θ is obtained beforehand through experiments and stored in the ROM 24b as a map, and the rotational speed Ne of the engine 22 is given. This is done by deriving the corresponding phase θ from the map.

  The gain setting map is shown in FIG. 7, and the phase setting map is shown in FIG. As shown in the figure, the gain setting map is created such that the gain K decreases as the rotational speed Ne of the engine 22 moves away from the subsequent resonance region including the damper 28. The phase setting map is created so that the delay of the phase θ increases as the rotational speed Ne of the engine 22 increases. The resonance influence component Nde can be obtained by multiplying the calculated post-filter rotation speed FNe by the gain K and changing the phase by the phase θ. As a result, even when an abnormality occurs in any of the rotational position detection sensors 43 and 44 and the post-damper rotational speed Nd cannot be used, the resonance influence component Nde is calculated based only on the rotational speed Ne of the engine 22. can do. FIG. 9 shows the relationship among the post-filter rotation speed FNe, the resonance influence component Nde, and the crank angle CA.

  The determination rotational speed Nj (CA) calculated by the determination rotational speed calculation process is a rotational speed detected and calculated by the crank position sensor 140, that is, a rotational speed affected by resonance based on the twist of the damper 28. Since the resonance influence component Nde (CA), which is a component of the influence of resonance based on the torsion of the damper 28, is subtracted from the rotational speed Ne of an engine 22, it is caused by explosion (combustion) or misfire of each cylinder of the engine 22. Only the rotation fluctuation is reflected. Therefore, by performing the misfire determination of the engine 22 using the determination rotational speed Nj (CA), it is possible to determine the misfire of the engine 22 with higher accuracy even if the resonance based on the twist of the damper 28 occurs. is there.

  Returning to FIG. 4, the CPU 24 a subtracts the resonance influence component Nde (CA) from the rotational speed Ne (CA) of the engine 22 to calculate the rotational speed Nj (CA) for determination, and the rotational speed Nj (CA for determination). ) To calculate the 30-degree rotation required time T30 (CA) required for the crankshaft 26 to rotate 30 degrees (step S112).

  Subsequently, the CPU 24a performs 30 degree rotation required times T30 (ATDC30) and T30 (ATDC90) 30 degrees later (ATDC30) and 90 degrees later (ATDC90) from the top dead center of the compression stroke of the cylinder to be subjected to misfire determination. The difference [T30 (ATDC30) −T30 (ATDC90)] is calculated as the required time difference TD30 (step S113), and the difference (required) from the value calculated as the required time difference TD30 360 degrees before the calculated required time difference TD30. 360 degree difference of time difference TD30) [TD30−TD30 (360 degrees before)] is calculated as the determination value J30 (step S114).

  Here, the required time difference TD30 is negative if the cylinder is normally combusted (exploded) from the degree of acceleration of the piston 132 due to combustion (explosion) of the engine 22 when considered from the angle from the compression top dead center. If the cylinder is misfired, it becomes a positive value. Therefore, the determination value J30 is a value near 0 if the target cylinder is normally burned (exploded), and the required time difference of the cylinder that is normally burning if the target cylinder is misfired. It becomes a positive value larger than the absolute value of TD30. Therefore, by setting the threshold value Jref as a value close to the absolute value of the required time difference TD30 of a normally burning cylinder, misfiring of the target cylinder can be accurately determined.

  Next, the CPU 24a causes a communication failure between the motor ECU 40 and the engine ECU 24 (that is, between the motor ECU 40 and the hybrid electronic control unit 70 or between the hybrid electronic control unit 70 and the engine ECU 24). It is determined whether or not (step S115).

  When determining that no communication failure has occurred, the CPU 24a sets the threshold value Jref to a predetermined value Jref1. On the other hand, when determining that communication failure has occurred, the CPU 24a sets the threshold value Jref to a predetermined value Jref2 (> predetermined value Jref1).

  The CPU 24a compares the calculated determination value J30 with the threshold value Jref (step S118). When the determination value J30 exceeds the threshold value Jref, the CPU 24a specifies that the target cylinder has misfired (step S119), and determines the misfire. End the process. When the determination value J30 is equal to or less than the threshold value Jref, it is determined that the target cylinder has not misfired, and the misfire determination process is terminated. Based on the misfire determination result, the CPU 24 a controls the engine 22.

  The embodiments described above are summarized below. Hybrid vehicle 20 according to the above-described embodiment includes engine 22 and motor generators MG1 and MG2 connected to engine 22 via damper 28. The control device of the hybrid vehicle 20 includes an engine ECU 24 that controls the engine 22 using the output of the crank position sensor 140 that detects the rotational speed Ne (CA) of the output shaft of the engine 22, and the rotational speed Nm1 of the motor generators MG1 and MG2. , Nm2 is used to control the motor generators MG1 and MG2 using the outputs of the rotational position detection sensors 43 and 44, and the rotational speeds Nm1 and Nm2 are transmitted to the hybrid electronic control unit 70, and received from the motor ECU 40 And a hybrid electronic control unit 70 that calculates a rear-stage damper rotational speed Nd specified from the rotational speeds Nm1 and Nm2 using the rotational speeds Nm1 and Nm2, and transmits the calculated rear-stage damper rotational speed Nd to the engine ECU.

  The engine ECU 24 calculates the resonance influence component Nde using the damper latter stage rotational speed Nd received from the motor ECU 40 and the hybrid electronic control unit 70. When the damper post-stage rotational speed Nd cannot be received, the engine ECU 24 calculates the resonance influence component Nde without using the damper post-stage rotational speed Nd. The engine ECU 24 calculates a determination value J30 using the resonance influence component Nde and the rotational speed Ne (CA) of the engine 22, and determines misfire of the engine 22 by comparing the calculated determination value J30 and the threshold value Jref. . When the communication between the motor ECU 40 and the engine ECU 24 is poor, the value of the threshold value Jref is changed to a predetermined value Jref2 that is less likely to be determined to be misfire than the normal value Jref1, and misfire is determined.

  Thereby, when the communication between the motor ECU 40 and the engine ECU 24 is poor, the threshold value Jref used for misfire determination is changed to a predetermined value Jref2 that is difficult to determine misfire. As a result, misjudgment of misfire can be made difficult to occur even if the communication between the electronic control units is poor.

[Modification]
In the embodiment described above, the misfire determination threshold value Jref is changed to the predetermined value Jref2 that is difficult to determine misfire, and misfire is determined. However, the present invention is not limited to this, and misfire determination may be prohibited. Specifically, in the process of FIG. 4, when it is determined in step S115 that communication is poor, the process of specifying the target cylinder from step S117 to step S119 as a misfire cylinder may not be executed. This also provides the same effect as when the misfire determination threshold is changed.

  In the embodiment described above, the misfire determination is performed by the processing shown in FIG. However, the present invention is not limited to this, and the engine electronic control unit uses the information specified from the rotational speed of the motor received from the motor electronic control unit or the hybrid electronic control unit that controls the motor, and the torsion of the damper. A resonance influence component that the generated resonance exerts on the rotational speed of the internal combustion engine is calculated, a determination value is calculated using the calculated resonance influence component and the rotation speed of the internal combustion engine, and the calculated determination value is compared with a predetermined threshold value As long as the misfire of the internal combustion engine is determined by this, other processing may be performed.

  For example, the information specified from the rotational speed of the motor received by the engine electronic control unit is the damper post-rotation speed Nd in the above-described embodiment, but the motor rotational speeds Nm1 and Nm2 themselves may be used. Good. In this case, the engine electronic control unit may calculate the post-damper rotational speed Nd from the rotational speeds Nm1 and Nm2 of the motor. That is, the engine electronic control unit may execute the processing of FIG.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 34a carrier shaft, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 electronic control for battery Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM 83 accelerator pedal, 84 accelerator pedal position 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, MG1, MG2 Motor generator.

Claims (1)

A hybrid vehicle control device having an internal combustion engine and an electric motor connected to the internal combustion engine via a torsion element,
A first control unit that controls the internal combustion engine using an output of a first detection unit that detects a rotation speed of the internal combustion engine;
A second control unit that controls the motor using an output of a second detection unit that detects a rotation speed of the motor and transmits rotation speed information specified from the rotation speed of the motor to the first control unit; Prepared,
The first controller is
When the rotational speed information received from the second control unit is used to calculate a resonance influence component exerted on the rotational speed of the internal combustion engine by the resonance caused by the twist of the torsion element, and when the rotational speed information cannot be received , Calculating the resonance influence component without using the rotation speed information,
A determination value is calculated using the calculated resonance influence component and the rotational speed of the internal combustion engine,
Determining the misfire of the internal combustion engine by comparing the calculated determination value with a predetermined threshold;
When communication between the second control unit and the first control unit is poor, the predetermined threshold value is changed to a value that is difficult to be determined as misfire, misfire is determined, or misfire determination is prohibited. Vehicle control device.

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