JP2018075902A - Allophone detection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To relatively quickly determine whether or not there is possibility that allophone is generated in a power transmission mechanism which connects a rotary shaft of an internal combustion engine to a drive shaft.SOLUTION: An allophone detection device 11 for detecting allophone generated in a power transmission mechanism TA comprises: acquisition means 111 which acquires an angular acceleration dω of a rotary shaft 21 of an inter combustion engine ENG or an input shaft 35 of the power transmission mechanism; and determination means 112 determines that a state of the power transmission mechanism is a normal state in which allophone is not generated in the case (i) that an angular acceleration, which has once null crossed, null crosses again within a prescribed time TH, and determines that the state is an abnormal state that there is possibility that allophone is generated in the case (ii) that the angular acceleration, which has once null crossed, does not null cross again within the prescribed time.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a technical field of an abnormal noise detection device that detects an abnormal noise generated in, for example, a power transmission mechanism that connects an internal combustion engine to wheels.

  In a vehicle in which the rotation shaft of the internal combustion engine is mechanically connected to the drive shaft via a power transmission mechanism including a meshing mechanism such as a gear, torque fluctuations of the internal combustion engine are transmitted to the meshing mechanism, thereby generating rattling noise, etc. May occur. Specifically, when a combustion abnormality (for example, misfire) occurs in the internal combustion engine, the torque fluctuation of the internal combustion engine increases, and therefore, abnormal noise may occur. Patent Document 1 describes an abnormal sound detection method for determining whether or not such abnormal noise has occurred. Specifically, in Patent Document 1, in a hybrid vehicle in which an internal combustion engine and a rotating electrical machine are connected to a drive shaft, the fluctuation range of the rotational speed of the rotating electrical machine (specifically, the difference between the minimum value and the maximum value). ) Exceeds the predetermined threshold value, and there is described an abnormal sound detection method for determining that abnormal noise has occurred.

JP 2010-264895 A

  The time from when the rotating speed of the rotating electrical machine is minimized to when it reaches a maximum varies depending on the variation mode of the rotating speed of the rotating electrical machine. For this reason, the abnormal sound detection method described in Patent Document 1 may take a long time to determine whether or not abnormal noise has occurred, depending on the variation of the rotational speed.

  Examples of problems to be solved by the present invention include the above. It is an object of the present invention to provide an abnormal noise detection device capable of relatively quickly determining whether or not there is a possibility that abnormal noise is generated in a power transmission mechanism that connects a rotary shaft of an internal combustion engine to a drive shaft. And

  In order to solve the above-described problem, an aspect of the abnormal noise detection device of the present invention detects an abnormal noise generated in a power transmission mechanism that mechanically connects a rotating shaft of an internal combustion engine to a wheel via a meshing mechanism. An abnormal noise detection device, wherein the acquisition means acquires an angular acceleration of a rotation shaft of the internal combustion engine or an input shaft of the power transmission mechanism to which the rotation shaft of the internal combustion engine is coupled, and (i) the angle once zero-crossed If the acceleration crosses again within a predetermined time, it is determined that the state of the power transmission mechanism is a normal state where no abnormal noise is generated, and (ii) the angular acceleration once zero-crossed is within the predetermined time. When the zero cross is not performed again, the power transmission mechanism includes a determination unit that determines that the state of the power transmission mechanism is an abnormal state in which the abnormal noise may occur.

  According to one aspect of the abnormal noise detection device of the present invention, the angular acceleration of the rotation shaft of the internal combustion engine or the input shaft of the power transmission mechanism once crosses zero (that is, fluctuates across zero, in other words, the sign of angular acceleration). If the zero crossing does not occur again within a predetermined time after it has been reversed, it is determined that the state of the power transmission mechanism is abnormal (that is, there is a possibility that abnormal noise may occur). For this reason, the one aspect | mode of the vehicle control apparatus of this invention can determine relatively rapidly whether abnormal noise may generate | occur | produce in a power transmission mechanism.

FIG. 1 is a block diagram illustrating an example of the configuration of the hybrid vehicle of the present embodiment. FIG. 2 is a block diagram showing an example of the configuration of the hybrid drive device. FIG. 3 is a flowchart showing the flow of an abnormal sound detection operation performed by the ECU. FIG. 4 is a timing chart showing an example of the temporal transition of angular velocity and angular acceleration when no combustion abnormality has occurred in the engine. FIG. 5 is a timing chart showing an example of temporal transition of angular velocity and angular acceleration when combustion abnormality occurs in the engine.

  Hereinafter, embodiments of the abnormal sound detection device of the present invention will be described with reference to the drawings. Hereinafter, an embodiment of the abnormal noise detection device of the present invention will be described using the hybrid vehicle 1 to which the embodiment of the abnormal noise detection device of the present invention is applied.

(1) Configuration of Hybrid Vehicle 1 An example of the configuration of the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. As shown in FIG. 1, the hybrid vehicle 1 includes a hybrid drive device 10, an ECU (Electronic Control Unit) 11, a PCU (Power Control Unit) 12, and a battery 13. And.

  The ECU 11 is an electronic control unit that controls the operation of the hybrid vehicle 1. The ECU 11 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The ECU 11 controls the operation of the hybrid vehicle 1 according to a control program stored in the ROM.

  The hybrid drive device 10 drives the hybrid vehicle 1 by supplying drive torque as drive force to the left axle SFL and the right axle SFR connected to the left front wheel FL and the right front wheel FR, which are drive wheels of the hybrid vehicle 1. It is a powertrain unit. The detailed configuration of the hybrid drive device 10 will be described later (see FIG. 2).

  The PCU 12 is a power control unit that controls input and output of power between the battery 13 and the hybrid drive device 10. For example, the PCU 12 converts the DC power extracted from the battery 13 into AC power, and supplies the AC power to the hybrid drive device 10. Further, the PCU 12 converts AC power generated by the hybrid drive device 10 into DC power and supplies the DC power to the battery 13.

  The battery 13 has a configuration in which a plurality of lithium ion battery cells are connected in series, and charging functions as a power supply source for driving the motor generator MG1 and the motor generator MG2 (see FIG. 2) included in the hybrid drive device 10. It is a possible battery unit. However, the battery 13 may be a battery unit including a nickel-hydrogen battery as a constituent element, or may be various capacitor devices such as an electric double layer capacitor.

(2) Configuration of Hybrid Drive Device 10 Next, a detailed configuration of the hybrid drive device 10 will be described with reference to FIG. FIG. 2 is a block diagram illustrating an example of the configuration of the hybrid drive device 10.

  As shown in FIG. 2, the hybrid drive apparatus 10 includes an engine ENG that is a specific example of “internal combustion engine”, a motor generator MG1, a motor generator MG2, and a transaxle that is a specific example of “power transmission mechanism”. TA. The transaxle TA includes a power distribution device 31, a reduction gear mechanism 32 that is a specific example of the “meshing mechanism”, and a parking lock mechanism 33 that is a specific example of the “meshing mechanism”.

  The power distribution device 31 is a planetary gear mechanism. Specifically, the power distribution device 31 includes a sun gear 31S that is a specific example of the “meshing mechanism”, a pinion gear 31P that is a specific example of the “meshing mechanism”, and a ring gear that is a specific example of the “meshing mechanism”. 31R and a carrier 31C which is a specific example of the “meshing mechanism”. The sun gear 31S is an external gear that rotates at the center of each gear. The pinion gear 31P is an external gear that revolves while rotating around the sun gear 31S while circumscribing the sun gear 31S. The ring gear 31R is an internal gear formed in a hollow annular shape so as to mesh with the pinion gear 31P. The carrier 31C rotatably supports the pinion gear 31P via the pinion shaft and rotates through the revolution of the pinion gear 31P.

  A crankshaft (that is, an engine shaft as a rotating shaft) 21 of the engine ENG is mechanically connected to one end of an input shaft 35 as an input shaft of the transaxle TA via a damper device (not shown). The other end of the input shaft 35 is mechanically connected to the carrier 31C. A motor shaft (that is, a rotating shaft) 22 of the motor generator MG1 is mechanically coupled to the sun gear 31S via a spline fitting mechanism 37 that is a specific example of the “meshing mechanism”. A drive shaft 36 as a drive shaft of the hybrid vehicle 1 is mechanically connected to the ring gear 31R via a reduction gear mechanism 32. Further, the motor shaft (that is, the rotating shaft) 23 of the motor generator MG 2 is mechanically connected to the drive shaft 36 via the reduction gear mechanism 32. The motor shaft 23 of the motor generator MG2 is mechanically coupled to the reduction gear mechanism 32 via a spline fitting mechanism 38 which is a specific example of the “meshing mechanism”. A left axle SFL and a right axle SFR are mechanically connected to the drive shaft 36 via a differential gear (not shown).

  A parking lock mechanism 33 capable of preventing the rotation of the ring gear 31R is connected to the ring gear 31R. When the parking lock mechanism 33 prevents the ring gear 31R from rotating, the rotation of the drive shaft 36 to which the ring gear 31R is coupled is also blocked.

  The hybrid drive device 10 further includes an angular velocity sensor 40 for detecting the angular velocity ω of the input shaft 35. The angular velocity ω detected by the angular velocity sensor 40 is output to the ECU 11.

  In such a hybrid drive device 10, there is a possibility that abnormal noise such as gear rattling noise may occur in the transaxle TA. Specifically, when a combustion abnormality (for example, misfire) occurs in the engine ENG, the torque fluctuation of the engine ENG becomes relatively large. The torque fluctuation causes a fluctuation in the angular speed (that is, the rotational speed) of the crankshaft 21. The fluctuation of the angular velocity of the crankshaft 21 is transmitted to the transaxle TA via the input shaft 35. As a result, there is a possibility that an abnormal noise due to the impact of the gears colliding with each other is generated at a portion where the gears included in the transaxle TA are engaged with each other. As an example of the portion where the gears mesh with each other, the portion where the sun gear 31S and the pinion gear 31P mesh, the portion where the pinion gear 31P and the ring gear 31R mesh, the portion where the pinion gear 31P and the carrier 31C mesh, and the ring gear 31R and the reduction gear mechanism 32, the portion where the ring gear 31R and the parking lock mechanism 33 are engaged, the spline fitting mechanisms 37 and 38, the portion where a plurality of gears are engaged in the reduction gear mechanism 32, and the like. In the present embodiment, the ECU 11 performs an abnormal noise detection operation for determining whether or not there is a possibility that such abnormal noise is generated.

  In order to perform an abnormal noise detection operation, the ECU 11 includes an angular acceleration calculation unit 111, an abnormal noise detection unit 112, and a vibration suppression control unit 113. The angular acceleration calculation unit 111 calculates the angular acceleration dω of the input shaft 35 based on the angular velocity ω detected by the angular velocity sensor 40. The abnormal noise detection unit 112 determines whether or not there is a possibility that abnormal noise is generated in the transaxle TA based on the angular acceleration dω calculated by the angular acceleration calculation unit 111. The vibration suppression control unit 113 outputs a vibration suppression torque that cancels the torque fluctuation of the engine ENG that causes abnormal noise when the abnormal noise detection unit 112 determines that there is a possibility that abnormal noise may occur in the transaxle TA. At least one of motor generators MG1 and MG2 is controlled so as to perform the vibration suppression control.

(3) Flow of abnormal noise detection operation Next, the flow of the abnormal noise detection operation performed by the ECU 11 will be described with reference to FIG. FIG. 3 is a flowchart showing the flow of the abnormal noise detection operation.

  As illustrated in FIG. 3, the abnormal sound detection unit 112 determines whether or not the sign of the angular acceleration dω calculated by the angular acceleration calculation unit 111 is reversed from positive to negative or from negative to positive (step S11). ). That is, the abnormal sound detection unit 112 determines whether or not the angular acceleration dω has fluctuated over zero (in other words, whether or not the angular acceleration dω has crossed zero). For example, the positive rotation direction of the engine ENG is set to the positive rotation direction of the angular acceleration dω (and also the angular velocity ω).

  As a result of the determination in step S11, when it is determined that the sign of the angular acceleration dω has not been reversed (step S11: No), the abnormal sound detection unit 112 determines whether or not the sign of the angular acceleration dω has been reversed. The determination process is continued (step S11).

  On the other hand, as a result of the determination in step S11, if it is determined that the sign of the angular acceleration dω is inverted (step S11: Yes), the abnormal sound detection unit 112 starts a timer and signs the angular acceleration dω. The elapsed time after the inversion is measured (step S12). Thereafter, the abnormal sound detection unit 112 determines whether or not the elapsed time measured by the timer has exceeded a predetermined time TH (step S13).

  The predetermined time TH is reversed again after the sign of the angular acceleration dω is reversed under the condition that no combustion abnormality has occurred in the engine ENG and the rotational speed of the engine ENG is the target rotational speed (that is, This corresponds to the time normally required until the sign of the angular acceleration dω is reversed from positive to negative and then reversed from negative to positive, or from negative to positive and then reversed from positive to negative. Accordingly, the predetermined time TH varies according to the target rotational speed of the engine ENG. Specifically, even when no combustion abnormality has occurred in the engine ENG, the engine ENG converts the energy generated by the combustion of fuel into rotational motion. Therefore, the engine ENG has a minute amount corresponding to the target rotational speed. Torque fluctuation occurs. Therefore, even when there is no combustion abnormality in engine ENG, angular velocity ω periodically varies at a period corresponding to the target rotational speed due to torque fluctuation of engine ENG. As a result, the angular acceleration dω also varies periodically with a period corresponding to the target rotational speed. Therefore, the time that is normally required from when the sign of the angular acceleration dω is reversed to when it is reversed again corresponds to a half of the cycle in which the angular acceleration dω changes (that is, the cycle determined according to the target rotational speed).

  As a result of the determination in step S13, when it is determined that the elapsed time does not exceed the predetermined time TH (step S13: No), the abnormal sound detection unit 112 sets the elapsed time measured by the timer to the predetermined time TH. The process of determining whether or not it has been exceeded is continued (step S13).

  On the other hand, as a result of the determination in step S13, if it is determined that the elapsed time has exceeded the predetermined time TH (step S13: Yes), the abnormal sound detection unit 112 determines that the elapsed time has exceeded the predetermined time TH. It is determined whether or not the sign of the angular acceleration dω at the time is the same as the sign of the angular acceleration dω when the timer is started (step S14).

  As a result of the determination in step S14, when it is determined that the sign of the angular acceleration dω remains the same (step S14: Yes), the abnormal sound detection unit 112 determines that a combustion abnormality has occurred in the engine ENG. (Step S15). As a result, the abnormal sound detection unit 112 determines that the state of the transaxle TA is in an abnormal state in which abnormal noise may occur due to the combustion abnormality of the engine ENG (step S15). In this case, vibration suppression control unit 113 controls at least one of motor generators MG1 and MG2 so as to perform vibration suppression control that outputs vibration suppression torque that cancels the torque fluctuation of engine ENG that causes abnormal noise. (Step S16).

  On the other hand, as a result of the determination in step S14, when it is determined that the signs of the angular accelerations dω are not the same (that is, the signs of the angular accelerations dω are reversed once within a predetermined time TH after being reversed once) (steps) S14: No), the noise detector 112 determines that the engine ENG is burning normally (that is, no combustion abnormality has occurred) (step S17). As a result, the abnormal sound detection unit 112 determines that the state of the transaxle TA is in a normal state where no abnormal sound is generated (step S17).

  As described above, in the present embodiment, the ECU 11 may generate abnormal noise when the sign of the angular acceleration dω is not reversed again until the predetermined time TH elapses after the sign of the angular acceleration dω is reversed. Judge that there is sex. Hereinafter, the reason and technical effect will be described with reference to FIGS.

  FIG. 4 is a timing chart showing an example of the time transition of the angular velocity ω and the angular acceleration dω when no combustion abnormality has occurred in the engine ENG. As shown in FIG. 4, it is assumed that the sign of the angular acceleration dω is inverted from positive to negative at time t41, and then the sign of the angular acceleration dω is inverted from negative to positive at time t42. Here, as described above, the sign of the angular acceleration dω is reversed during the predetermined time TH under the condition that no combustion abnormality has occurred in the engine ENG and the rotational speed of the engine ENG is the target rotational speed. This is the time required to reverse again. Therefore, the time when the predetermined time TH has elapsed since the timer started at time t41 coincides with time t42. That is, the predetermined time TH corresponds to the time from time t41 to time t42. For this reason, in this case, it is determined that the sign of the angular acceleration dω is reversed again until the predetermined time TH elapses after the sign of the angular acceleration dω is reversed. That is, the sign (positive sign) of the angular acceleration dω at time t42 when the predetermined time TH has elapsed since the sign of the angular acceleration dω is reversed is the sign (negative sign) of the angular acceleration dω at time t41 when the timer is started. It is determined that the sign is inverted. Therefore, in the example shown in FIG. 4, it is determined that no combustion abnormality has occurred in engine ENG and that the state of transaxle TA is in a normal state.

  On the other hand, FIG. 5 is a timing chart showing the time transitions of the angular velocity ω and the angular acceleration dω when a combustion abnormality occurs in the engine ENG by solid lines. For reference, in FIG. 5, the time transitions of the angular velocity ω and the angular acceleration dω when no combustion abnormality has occurred in the engine ENG are also indicated by dotted lines. As shown in FIG. 5, at the time t51, the sign of the angular acceleration dω is reversed from positive to negative, and thereafter, at time t52 before the sign of the angular acceleration dω is reversed from negative to positive, a combustion abnormality occurs in the engine ENG. Shall occur. In this case, as shown in FIG. 5, due to combustion abnormality, the fluctuation width of the angular velocity ω (in the example shown in FIG. 5, the difference between the minimum value P54 and the maximum value P55) increases. As a result, when the combustion abnormality occurs in the engine ENG, the frequency of the angular velocity ω varies (specifically, decreases) as compared with the case where the combustion abnormality does not occur in the engine ENG. For this reason, when the combustion abnormality has occurred in the engine ENG, the frequency of the angular acceleration dω also varies (specifically, decreases) compared to the case where the combustion abnormality has not occurred in the engine ENG. ). That is, the angular acceleration dω changes relatively slowly. As a result, the sign of the angular acceleration dω remains negative at the time t53 when the predetermined time TH has elapsed since the timer started at the time t51. Therefore, in the example shown in FIG. 5, it is determined that a combustion abnormality has occurred in the engine ENG and that the state of the transaxle TA is in an abnormal state.

  Note that when the combustion abnormality occurs in the engine ENG, the fluctuation range of the angular velocity ω becomes larger than the case where the combustion abnormality does not occur in the engine ENG. It can be determined whether or not the state of the transaxle TA is in an abnormal state. However, the abnormal noise detection operation of the first comparative example for determining whether or not the state of the transaxle TA is in an abnormal state based on the fluctuation range is such that the angular velocity ω becomes minimum after the combustion abnormality occurs in the engine ENG. Further, it is not possible to determine whether or not the state of the transaxle TA is in an abnormal state unless it is maximized. In the example shown in FIG. 5, the abnormal noise detection operation of the first comparative example is performed after the combustion abnormality occurs in the engine ENG at time t52, the angular velocity ω takes the minimum value P54 at time t54, and the angular velocity ω at time t55. It is not after taking the maximum value P55, it is not possible to determine whether or not the state of the transaxle TA is in an abnormal state. On the other hand, according to the abnormal sound detection operation of the present embodiment, it is possible to determine whether or not the state of the transaxle TA is an abnormal state at the time t53. Therefore, according to the abnormal sound detection operation of the present embodiment, it is possible to quickly determine whether the state of the transaxle TA is an abnormal state (in other words, early).

  In addition, in the present embodiment, it is determined based on the angular acceleration dω of the input shaft 35 whether or not the state of the transaxle TA is an abnormal state. Here, the input shaft 35 is directly connected to the crankshaft 21 of the engine ENG (in other words, connected to the crankshaft 21 at a position relatively close to the crankshaft 21). For this reason, the angular acceleration dω of the input shaft 35 is substantially equivalent to the angular acceleration of the crankshaft 21. That is, the noise detection operation based on the angular acceleration dω of the input shaft 35 is substantially equivalent to the noise detection operation based on the angular acceleration of the crankshaft 21. That is, the angular acceleration calculation unit 111 substantially calculates the angular acceleration of the crankshaft 21, and the abnormal sound detection unit 112 has an abnormal state of the transaxle TA based on the angular acceleration of the crankshaft 21. It can also be said that it is determined whether or not. Considering that the influence of the combustion abnormality of the engine ENG appears best and fastest on the crankshaft 21, the abnormal noise detection operation of the present embodiment performs the abnormal combustion of the engine ENG that causes the abnormal noise (further, the combustion An abnormal noise due to an abnormality) can be detected with high accuracy and speed.

  Considering that the crankshaft 21 of the engine ENG is connected to the motor shaft 22 of the motor generator MG1 and the motor shaft 23 of the motor generator MG2 via the transaxle TA, the angular acceleration of the motor shaft 21 or 22 Based on this, it can be determined whether or not the transaxle TA is in an abnormal state. The number of inclusions (that is, meshing mechanisms such as gears) interposed between the motor shafts 21 and 22 and the crankshaft 21 is larger than the number of inclusions interposed between the input shaft 35 and the crankshaft 21. Become. For this reason, due to the relatively large number of inclusions, the angular acceleration of each of the motor shafts 21 and 22 is relatively different from the angular acceleration of the crankshaft 21 (for example, variation error, response delay error, etc.). Is expected to increase. Therefore, according to the abnormal noise detection operation of the second comparative example that determines whether or not the state of the transaxle TA is in an abnormal state based on the angular acceleration of the motor shaft 21 or 22, depending on the case, the cause of the abnormal noise may occur. There is a possibility that the detection accuracy of the abnormal combustion of the engine ENG (and abnormal noise caused by the abnormal combustion) is deteriorated or that rapid detection cannot be performed. On the other hand, according to the abnormal noise detection operation of the present embodiment, as described above, combustion abnormality of the engine ENG that causes abnormal noise (and abnormal noise caused by the combustion abnormality) can be detected with high accuracy and speed. It can be detected. However, since the angular acceleration of each of the motor shafts 21 and 22 is correlated with the angular acceleration of the crankshaft 21, the angular acceleration of each of the motor shafts 21 and 22 is substantially equal to that of the crankshaft 21. It can be said that it shows acceleration. Accordingly, it is possible to determine whether or not the state of the transaxle TA is in an abnormal state based on the angular acceleration of the motor shaft 21 or 22 itself.

  Note that the hybrid drive device 10 may include an angular velocity sensor (for example, a so-called crank angle sensor) that detects the angular velocity of the crankshaft 21 instead of the angular velocity sensor 40 that detects the angular velocity ω of the input shaft 35. In this case, the angular acceleration calculation unit 111 calculates the angular acceleration of the crankshaft 21, and the abnormal sound detection unit 112 determines whether the transaxle TA is in an abnormal state based on the angular acceleration of the crankshaft 21. judge. Alternatively, the hybrid drive apparatus 10 may include an angular velocity sensor that detects an arbitrary rotation axis that has a correlation with the rotation of the crankshaft 21 instead of the angular velocity sensor 40 that detects the angular velocity ω of the input shaft 35. As an example of an arbitrary rotating shaft having a correlation with the rotation of the crankshaft 21, a motor shaft 22 of the motor generator MG1 and a motor shaft 23 of the motor generator MG2 can be cited. In this case, the hybrid drive device 10 may include a so-called resolver as an angular velocity sensor. However, from the viewpoint of determining whether or not the state of the transaxle TA is an abnormal state relatively quickly with a relatively high accuracy, it is as close as possible to the crankshaft 21 (that is, there are as many inclusions as possible). It is preferred that the angular velocity of the (low) rotation axis be detected.

  In the above description, hybrid vehicle 1 including two motor generators MG1 and MG2 is described. However, the above-described abnormal noise detection operation may also be performed in a hybrid vehicle including one or three or more motor generators. Or the abnormal noise detection operation | movement mentioned above may be performed also in the vehicle which is not provided with the motor generator. However, vibration suppression control cannot be executed in a vehicle that does not include a motor generator. For this reason, the electric motor for performing damping control may be prepared separately.

  It should be noted that the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and the abnormal sound detection apparatus accompanying such a change is also a technical concept of the present invention. include.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Hybrid drive device TA transaxle ENG Engine MG1 Motor generator MG2 Motor generator

Claims (1)

An abnormal noise detection device for detecting an abnormal noise generated in a power transmission mechanism that mechanically connects a rotating shaft of an internal combustion engine to a wheel via a meshing mechanism,
An obtaining means for obtaining an angular acceleration of a rotation shaft of the internal combustion engine or an input shaft of the power transmission mechanism to which the rotation shaft of the internal combustion engine is coupled;
(I) If the angular acceleration once zero-crossed is zero-crossed again within a predetermined time, it is determined that the state of the power transmission mechanism is a normal state where no abnormal noise occurs, and (ii) the zero-crossing once And determining means for determining that the state of the power transmission mechanism is an abnormal state in which the abnormal noise may occur when the angular acceleration does not zero-cross again within the predetermined time. Vehicle control device.

Images