JP2020203606A - Hybrid-vehicular control apparatus - Google Patents

Abstract

To provide a hybrid-vehicular control apparatus capable of quickly completing a diagnosis by increasing chance of executing diagnostic processing to check presence of abnormality in an engine.SOLUTION: A control apparatus 400 includes: an engine control unit 300 provided with a diagnosis part for executing diagnostic processing; and a system control unit 100 provided with a stop inhibit part 101 for executing intermittent stop inhibit processing. In a case where, through diagnostic processing, it is determined that there is abnormality, the diagnosis part stores a provisional determination flag in nonvolatile memory 104. Meanwhile, in a case where, through diagnostic processing, it is determined that there is abnormality in a state where the provisional determination flag is stored in the nonvolatile memory 104, the diagnosis part issues diagnosis that there is abnormality and erases the provisional determination flag from the nonvolatile memory 104. Then the stop inhibit part 101 executes the intermittent stop inhibit processing when the provisional determination flag is stored in the nonvolatile memory 104.SELECTED DRAWING: Figure 1

Description

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

Patent Document 1 discloses a hybrid vehicle including an engine and a motor. This hybrid vehicle can run on a motor with the engine stopped, and performs intermittent stop control to automatically stop and restart the engine.

Japanese Unexamined Patent Publication No. 2006-266193

When the engine is stopped through the intermittent stop control, it is not possible to diagnose whether or not an abnormality that cannot be detected unless the engine is running is generated.

Hereinafter, means for solving the above problems and their actions and effects will be described.
The hybrid vehicle control device for solving the above problems is applied to a hybrid vehicle having an engine and a motor as driving force sources, and executes intermittent stop control for automatically stopping and restarting the operation of the engine. .. This control device includes a diagnostic unit that executes a diagnostic process for confirming the presence or absence of an abnormality in the engine when the engine is operating, and an intermittent stop prohibition process for prohibiting the stop of the engine operation by the intermittent stop control. It is equipped with a stop prohibition unit that executes. In this control device, when the diagnostic unit determines through the diagnostic process that there is an abnormality in a state where the provisional determination flag, which is information indicating that an abnormality may have occurred, is not stored in the non-volatile memory. While the provisional determination flag is stored in the non-volatile memory, it is diagnosed that there is an abnormality when it is determined through the diagnosis process that the provisional determination flag is stored in the non-volatile memory. Then, the provisional determination flag is erased from the non-volatile memory. Then, in this control device, the stop prohibition unit executes the intermittent stop prohibition process when the provisional determination flag is stored in the non-volatile memory.

According to the above configuration, the provisional determination flag is stored in the non-volatile memory that can retain the memory even when the system main switch is turned off and the power supply is stopped. Therefore, even if the system main switch of the hybrid vehicle is turned off before the diagnosis of the abnormality is made, it is stored in the non-volatile memory the next time the system main switch of the hybrid vehicle is turned on. It can be recognized that the diagnosis was in progress based on the provisional determination flag.

Then, when the provisional determination flag is stored, the stop prohibition unit prohibits the engine operation from being stopped by the intermittent stop control. Therefore, even if the system main switch is turned off during the diagnosis, the engine operation is prohibited from stopping by the intermittent stop control as soon as the engine operation is started the next time the system main switch is turned on. , The engine will continue to run. Therefore, the chances of executing the diagnosis process are increased as compared with the case where the stop of the engine operation by the intermittent stop control is not prohibited, and the diagnosis can be completed promptly.

In one aspect of the control device for the hybrid vehicle, the stop prohibition unit controls the intermittent stop by storing the provisional determination flag with the period during which the system main switch of the vehicle is ON as one trip. When the trip prohibiting the stop of the engine continues a specified number of times, the prohibition of stopping the engine due to the storage of the provisional determination flag is released.

If the stoppage of the engine operation by the intermittent stop control is prohibited, the engine operation is continued and the fuel consumption increases. That is, the effect of suppressing the fuel consumption that should be obtained by the intermittent stop control cannot be obtained. On the other hand, according to the above configuration, it is possible to prevent the trip prohibiting the engine from stopping from continuing beyond the specified number of times by storing the provisional determination flag. Therefore, it is possible to secure an opportunity to execute the diagnosis and to suppress the fuel consumption, and to prevent the fuel consumption from increasing excessively.

The schematic diagram which shows the relationship between a control device and a hybrid vehicle. The schematic diagram which shows the structure of the engine in a hybrid vehicle. The schematic diagram which shows the relationship between an engine control unit and an oil pump. Schematic diagram of the engine control unit and the cooling water circulation system in the engine. The schematic diagram which shows the relationship between a crank position sensor and a sensor plate. A timing chart showing the waveform of the crank angle signal output from the crank position sensor. The schematic diagram which shows the relationship between the cam position sensor on the intake side, and a timing rotor. A timing chart showing the waveform of the intake side cam angle signal output from the intake side cam position sensor. A timing chart showing the relationship between the crank angle signal, the cam angle signal, and the crank counter. A flowchart showing the flow of processing in the tentative judgment routine. The flowchart which shows the flow of processing in this determination routine. A flowchart showing the flow of intermittent stop prohibition processing associated with diagnostic processing. The flowchart which shows the flow of the process of canceling the intermittent stop prohibition accompanying a diagnostic process. A flowchart showing a flow of processing for calculating a vehicle speed threshold value. A flowchart showing the flow of intermittent stop prohibition processing depending on the vehicle speed. A flowchart showing the flow of processing to be executed at the time of starting when the cam position sensor is out of order. A flowchart showing the flow of processing executed during operation in a state where the cam position sensor is out of order. The schematic diagram which shows the relationship between the control device as a modification example and a 1-motor hybrid vehicle. The flowchart which shows the flow of the process which the control device of the change example executes during operation in the state which the cam position sensor is out of order.

Hereinafter, an embodiment of the control device for the hybrid vehicle will be described with reference to FIGS. 1 to 17.
As shown in FIG. 1, the hybrid vehicle 10 includes an engine 50. Further, the hybrid vehicle 10 includes a battery 30 for storing electric power. Further, the hybrid vehicle 10 includes a first motor generator 11 and a second motor generator 12. The first motor generator 11 and the second motor generator 12 are motors that generate driving force in response to power supplied from the battery 30, and serve as generators that generate electric power to charge the battery 30 by receiving power from the outside. It also has the function of.

Further, the hybrid vehicle 10 is provided with a planetary gear mechanism 13 having three rotating elements of a sun gear 14, a planetary carrier 15, and a ring gear 16. A crankshaft 59, which is an output shaft of the engine 50, is connected to the planetary carrier 15 of the planetary gear mechanism 13, and a first motor generator 11 is connected to the sun gear 14 of the planetary gear mechanism 13. Further, the ring gear 16 of the planetary gear mechanism 13 is integrally provided with a counter drive gear 17. A counter-driven gear 18 is meshed with the counter drive gear 17. Then, the second motor generator 12 is connected to the reduction gear 19 meshed with the counter driven gear 18.

The final drive gear 20 is integrally rotatably connected to the counter driven gear 18. A final driven gear 21 is meshed with the final drive gear 20. The drive shaft 24 of the wheel 23 is connected to the final driven gear 21 via the differential mechanism 22.

The control device 400 that controls the hybrid vehicle 10 is composed of a system control unit 100, a power control unit 200, and an engine control unit 300.

The first motor generator 11 and the second motor generator 12 are connected to the battery 30 via the power control unit 200 connected to the system control unit 100. The power control unit 200 includes a control unit, an inverter, and a converter. Based on a command from the system control unit 100, the power supply amount from the battery 30 to the first motor generator 11 and the second motor generator 12 and the first The amount of charge from the motor generator 11 and the second motor generator 12 to the battery 30 is adjusted. The hybrid vehicle 10 is provided with a connector 31 that can be connected to the external power supply 40. Therefore, the battery 30 can also be charged by the power supplied from the external power source 40. That is, the hybrid vehicle 10 is a plug-in hybrid vehicle.

An engine control unit 300 that controls the engine 50 is also connected to the system control unit 100. The engine control unit 300 controls the engine 50 based on a command from the system control unit 100.

As shown in FIG. 2, the engine 50 has an intake passage 51 through which the intake air introduced into the combustion chamber 55 flows, and an exhaust passage 60 through which the exhaust gas discharged from the combustion chamber 55 flows. The engine 50 is provided with a fuel injection valve 54 for injecting fuel supplied from the fuel tank 70, and a spark plug 58 for igniting a mixture of fuel and air injected by the fuel injection valve 54 by spark discharge. Has been done.

An air cleaner 52, an air flow meter 88, a throttle valve 53, an intake pressure sensor 89, and a fuel injection valve 54 are arranged in the intake passage 51 in this order from the upstream side. The air cleaner 52 collects dust and the like in the air sucked into the intake passage 51. The air flow meter 88 detects the amount of intake air, which is the amount of intake air. The throttle valve 53 is driven by a motor, which is an electric actuator. In the engine 50, the intake air amount is adjusted by increasing or decreasing the area of the flow path through which the intake air flows by changing the opening degree of the throttle valve 53. The intake pressure sensor 89 detects the intake pressure, which is the pressure of the portion downstream of the throttle valve 53 in the intake passage 51. The fuel injection valve 54 injects fuel during intake to form an air-fuel mixture that burns in the combustion chamber 55.

A fuel pump 71 is arranged in the fuel tank 70. The fuel pump 71 is driven by a motor. The fuel pumped by the fuel pump 71 passes through the filter 72 and is supplied to the fuel injection valve 54 through the fuel supply passage 73. A fuel pressure sensor 87 for detecting the fuel pressure is provided in the fuel supply passage 73.

A return passage 75 for returning the fuel pumped by the fuel pump 71 into the fuel tank 70 branches from a portion of the fuel supply passage 73 in the fuel tank 70 on the downstream side of the filter 72. An electric relief valve 74 is provided in the middle of the return passage 75. The electric relief valve 74 is opened and closed by an electric actuator. When the electric relief valve 74 is opened, the fuel in the fuel supply passage 73 is discharged into the fuel tank 70 through the return passage 75.

As shown in FIG. 2, a spark plug 58 that ignites the air-fuel mixture by an electric spark is installed in the combustion chamber 55. An igniter 57 is installed in the spark plug 58. The igniter 57 generates the high voltage required for the formation of electric sparks.

An air-fuel ratio sensor 83, a first three-way catalyst 61, an oxygen sensor 84, and a second three-way catalyst 62 are installed in the exhaust passage 60 in this order from the upstream side. The air-fuel ratio sensor 83 detects the oxygen concentration of the exhaust gas discharged from the combustion chamber 55, and thus the air-fuel ratio of the air-fuel mixture burned in the combustion chamber 55. The first three-way catalyst 61 and the second three-way catalyst 62 clean the exhaust gas. The oxygen sensor 84 outputs a signal according to the oxygen concentration of the exhaust gas after passing through the first three-way catalyst 61.

The engine 50 has a valve timing changing mechanism 56 on the intake side that changes the opening / closing timing of the intake valve 66 that shuts off the intake passage 51 and the combustion chamber 55, and an opening / closing timing of the exhaust valve 67 that shuts off the exhaust passage 60 and the combustion chamber. A valve timing changing mechanism 56 on the exhaust side is provided. Each valve timing change mechanism 56 is driven by an electric motor to change the rotation phase of the camshaft 91 with respect to the rotation phase of the crankshaft 59.

Further, the engine 50 is provided with an exhaust gas recirculation system that recirculates a part of the exhaust gas flowing through the exhaust passage 60 during the intake air flowing through the intake passage 51. The exhaust gas recirculation system has an EGR passage 64 connecting the exhaust passage 60 and the intake passage 51. The EGR passage 64 connects a portion of the exhaust passage 60 on the downstream side of the first three-way catalyst 61 and a portion of the intake passage 51 on the downstream side of the throttle valve 53. In the EGR passage 64, an EGR cooler 63 for cooling the gas recirculated from the exhaust passage 60 to the intake passage 51 and an EGR valve 65 for adjusting the amount of the recirculated gas are arranged. The EGR valve 65 is driven by an electric motor.

Further, as shown in FIG. 3, the engine 50 is provided with an oil pump 170 for circulating oil in each part of the engine 50. The oil pump 170 is driven by the power of the crankshaft 59.

The oil pump 170 is a variable displacement type oil pump capable of changing the discharge amount per rotation. In the oil pump 170, the discharge amount per rotation changes depending on the control oil pressure controlled by the oil control valve 171. The engine control unit 300 controls the amount of oil discharged from the oil pump 170 by controlling the oil control valve 171 and controls the oil pressure to be circulated in each part of the engine 50.

The oil pump 170 sucks up the oil stored in the oil pan 173 via the strainer 174. Then, the sucked oil is supplied to each part of the engine 50 through the oil supply passage 175. The oil return passage 176 branches from the middle of the oil supply passage 175. The oil return passage 176 is connected to the oil control valve 171. The oil recirculation passage 176 recirculates a part of the oil discharged from the oil pump 170 to the oil control valve 171.

The oil control valve 171 is connected to a discharge passage 178 connected to a control oil chamber on which a control oil for changing the discharge amount of the oil pump 170 acts, and a discharge passage 179 connected to the oil pan 173. There is. The oil control valve 171 drives the built-in spool valve by an electric actuator and supplies the oil that has returned through the oil return passage 176 to the control oil chamber of the oil pump 170 to control the oil in the control oil chamber. To increase. Further, the oil control valve 171 drives the spool valve to discharge the oil in the control oil chamber to the oil pan 173 through the discharge passage 179, thereby lowering the control oil pressure in the control oil chamber. Further, the oil control valve 171 can also close the discharge passage 178 and the discharge passage 179 by the spool valve to maintain the control oil pressure in the control oil chamber.

The engine control unit 300 controls the oil control valve 171 based on the rotation speed of the crankshaft 59, which correlates with the rotation speed of the oil pump 170, and the value of the oil pressure detected by the oil pressure sensor 93, and is applied to each part of the engine 50. The oil pressure of the supplied oil is feedback-controlled. When the required oil pressure is low, the amount of oil discharged per revolution is reduced to suppress energy consumption associated with driving the oil pump 170. The required oil pressure is calculated by the engine control unit 300 based on the operating state of the engine 50, the operating state of each device which is an oil demanding part, and the like.

Further, as shown in FIG. 4, the engine 50 is provided with a water pump 180, and is provided with a cooling system for circulating cooling water in a heat dissipation circuit provided with a radiator 181.

The water pump 180 is provided in the middle of the introduction passage 184 for introducing the cooling water into the water jacket in the engine 50. The cooling water discharged from the water pump 180 passes through the water jacket in the engine 50 and is discharged to the discharge passage 185. The discharge passage 185 is connected to the entrance of the radiator 181. A suction passage 186 connected to the thermostat 183 is connected to the outlet of the radiator 181.

The radiator 181 is provided with a fan 182, and the air sucked by the fan 182 passes through the radiator 181 to promote heat exchange between the cooling water flowing in the radiator 181 and the air. As a result, the heat of the cooling water is dissipated by passing through the radiator 181 and the temperature of the cooling water is lowered.

The cooling water that has passed through the radiator 181 flows into the introduction passage 184 through the suction passage 186 and the thermostat 183, and is sucked into the water pump 180. A bypass passage 187 branched from the discharge passage 185 is also connected to the thermostat 183. The thermostat 183 operates according to the temperature of the cooling water introduced through the bypass passage 187.

Specifically, the thermostat 183 is connected to the suction passage 186 when the temperature of the cooling water introduced through the bypass passage 187, that is, the temperature of the cooling water discharged from the water jacket of the engine 50 is lower than the warm-up determination temperature. The portion to be closed is closed, and the bypass passage 187 and the introduction passage 184 are communicated with each other. The warm-up determination temperature is a temperature at which it can be determined that the warm-up of the engine 50 is completed if the temperature of the cooling water is equal to or higher than the warm-up determination temperature, and is, for example, a value of about 80 ° C. is there.

In this way, when the portion of the thermostat 183 to which the suction passage 186 is connected is closed, the flow of cooling water passing through the radiator 181 does not occur. As a result, the entire amount of the cooling water discharged through the discharge passage 185 flows into the introduction passage 184 through the bypass passage 187 and the thermostat 183, and is introduced into the water jacket of the engine 50 again. As a result, heat dissipation from the cooling water is suppressed, and warming up of the engine 50 is promoted.

On the other hand, when the temperature of the cooling water introduced through the bypass passage 187 is equal to or higher than the warm-up determination temperature, the thermostat 183 opens the portion to which the suction passage 186 is connected and communicates the suction passage 186 and the introduction passage 184. Let me. When the portion to which the suction passage 186 is connected is opened in this way, a flow of cooling water passing through the radiator 181 is generated. As a result, the cooling water discharged through the discharge passage 185 passes through the radiator 181 and flows into the introduction passage 184 through the suction passage 186 and the thermostat 183, and is introduced into the water jacket of the engine 50 again. As a result, the heat of the cooling water is dissipated in the radiator 181 and the cooled cooling water is introduced into the water jacket. Therefore, overheating of the engine 50 is suppressed.

As shown in FIG. 4, a water temperature sensor 81 is provided near the outlet of the water jacket to detect the temperature of the cooling water that has passed through the water jacket and is warmed.
Such an engine 50 is controlled by the engine control unit 300 in response to a command from the system control unit 100. Detection signals of various sensors for detecting the operating state of the engine 50 are input to the engine control unit 300. The sensors that input the detection signal to the engine control unit 300 include an air flow meter 88, an intake pressure sensor 89, an air-fuel ratio sensor 83, an oxygen sensor 84, and a fuel pressure sensor 87. In addition, the engine 50 includes a crank position sensor 150 that detects the rotation angle of the crankshaft 59, a water temperature sensor 81 that detects the temperature of the cooling water of the engine 50, and a first three-way catalyst 61 that flows through the exhaust passage 60. An exhaust temperature sensor 82 that detects the temperature of the exhaust gas introduced into the vehicle is provided. Further, the engine 50 is also provided with a knock sensor 90 for detecting the occurrence of knocking and a hydraulic sensor 93 for detecting the oil pressure. The crank position sensor 150 outputs a crank angle signal according to a change in the rotation phase of the crankshaft 59.

Further, the engine 50 is provided with the rotation phases of the intake side cam position sensor 160 that detects the rotation phase of the intake side camshaft 91 that opens and closes the intake valve 66 and the exhaust side camshaft 91 that opens and closes the exhaust valve 67. Two cam position sensors 160, which are cam position sensors 160 on the exhaust side for detection, are also provided. The cam position sensor 160 outputs a cam angle signal according to a change in the rotation phase of the camshaft 91 of the engine 50.

The detection signals of these sensors are input to the engine control unit 300. The engine control unit 300 calculates the engine rotation speed, which is the rotation speed of the crankshaft 59, based on the detection signal of the rotation angle of the crankshaft 59 input from the crank position sensor 150.

Further, as shown in FIG. 1, the system control unit 100 is connected to an accelerator position sensor 85 that detects the amount of operation of the accelerator and a vehicle speed sensor 86 that detects the vehicle speed. Then, the detection signal of the accelerator position sensor 85 and the detection signal of the vehicle speed sensor 86 are input to the system control unit 100. The system main switch 120 is also connected to the system control unit 100.

Further, the current, voltage and temperature of the battery 30 are input to the power control unit 200. The power control unit 200 calculates the charge state index value SOC, which is the ratio of the remaining charge to the charge capacity of the battery 30, based on these currents, voltages, and temperatures.

The engine control unit 300 and the power control unit 200 are each connected to the system control unit 100. Then, the system control unit 100, the power control unit 200, and the engine control unit 300 each exchange and share information based on the detection signal input from the sensor and the calculated information.

Based on this information, the system control unit 100 outputs a command to the engine control unit 300 and controls the engine 50 through the engine control unit 300. Further, the system control unit 100 outputs a command to the power control unit 200 based on this information, controls the first motor generator 11 and the second motor generator 12 through the power control unit 200, and controls the charging of the battery 30. I do. In this way, the system control unit 100 controls the hybrid vehicle 10 by outputting commands to the power control unit 200 and the engine control unit 300.

Subsequently, the control of the hybrid vehicle 10 performed by the control device 400 including the system control unit 100, the power control unit 200, and the engine control unit 300 will be described in detail.

The system control unit 100 calculates a required output, which is a required value of the output of the hybrid vehicle 10, based on the amount of operation of the accelerator and the vehicle speed. Then, the system control unit 100 determines the torque distribution of the engine 50, the first motor generator 11 and the second motor generator 12 according to the required output, the charge state index value SOC of the battery 30, and the output of the engine 50. , The power running / regeneration by the first motor generator 11 and the second motor generator 12 is controlled. The system control unit 100 switches the traveling mode of the hybrid vehicle 10 according to the magnitude of the charging state index value SOC.

When the charge state index value SOC exceeds a certain level and the remaining charge of the battery 30 has a sufficient margin, the system control unit 100 does not operate the engine 50 but uses the second motor generator 12. The EV traveling mode in which the vehicle travels by the driving force or the driving force of the first motor generator 11 is selected.

On the other hand, the system control unit 100 travels by using the engine 50 in addition to the first motor generator 11 and the second motor generator 12 when the charge state index value SOC becomes equal to or lower than a certain level. Select the driving mode.

The system control unit 100 selects the HV driving mode in the following cases even when the charging state index value SOC exceeds a certain level.
-When the vehicle speed exceeds the upper limit vehicle speed of the EV driving mode.

-When a large output is temporarily required, such as during sudden acceleration with a large amount of accelerator operation.
-When it is necessary to start the engine 50.
When the HV travel mode is selected, the system control unit 100 causes the first motor generator 11 to function as a starter motor when the engine 50 is started. Specifically, the system control unit 100 starts the engine 50 by rotating the crankshaft 59 by rotating the sun gear 14 by the first motor generator 11.

Further, when the HV driving mode is selected, the system control unit 100 switches the control at the time of stopping according to the magnitude of the charging state index value SOC. Specifically, when the charge state index value SOC is equal to or higher than the threshold value, the system control unit 100 stops the operation of the engine 50 and does not drive the first motor generator 11 and the second motor generator 12. That is, the system control unit 100 stops the operation of the engine 50 when the vehicle is stopped to suppress the idling operation. When the charge state index value SOC of the battery 30 is less than the threshold value, the system control unit 100 operates the engine 50 and drives the first motor generator 11 by the output of the engine 50 to drive the first motor generator 11. To function as a generator.

When the HV driving mode is selected, the system control unit 100 switches the control according to the charging state index value SOC even during driving. When the charge state index value SOC of the battery 30 is equal to or higher than the threshold value at the time of starting and running with a light load, the system control unit 100 starts and runs the hybrid vehicle 10 only by the driving force of the second motor generator 12. Do. In this case, the engine 50 is stopped, and the first motor generator 11 does not generate electricity. On the other hand, when the charge state index value SOC of the battery 30 is less than the threshold value at the time of starting and running with a light load, the system control unit 100 starts the engine 50 and generates electric power with the first motor generator 11. The generated electric power is charged into the battery 30. At this time, the hybrid vehicle 10 travels by a part of the driving force of the engine 50 and the driving force of the second motor generator 12. When the charge state index value SOC of the battery 30 is equal to or higher than the threshold value during steady driving, the system control unit 100 drives the engine 50 in a state of high driving efficiency, and the hybrid vehicle 10 mainly outputs the engine 50. Run on. At this time, the power of the engine 50 is divided into the wheel 23 side and the first motor generator 11 side via the planetary gear mechanism 13. As a result, the hybrid vehicle 10 travels while generating electricity with the first motor generator 11. Then, the system control unit 100 drives the second motor generator 12 with the generated electric power, and assists the power of the engine 50 with the power of the second motor generator 12. On the other hand, when the charge state index value SOC of the battery 30 is less than the threshold value during steady running, the system control unit 100 increases the engine rotation speed and uses the electric power generated by the first motor generator 11 as the second power. It is used to drive the motor generator 12 and charges the battery 30 with excess electric power. At the time of acceleration, the system control unit 100 increases the engine rotation speed and uses the electric power generated by the first motor generator 11 to drive the second motor generator 12, and powers the engine 50 and the second motor generator 12. The hybrid vehicle 10 is accelerated by electric power. Then, the system control unit 100 stops the operation of the engine 50 at the time of deceleration. Then, the system control unit 100 causes the second motor generator 12 to function as a generator, and charges the generated electric power to the battery 30. In the hybrid vehicle 10, the resistance generated by such power generation is used as a brake. Power generation control during such deceleration is called regenerative control.

As described above, the system control unit 100 stops the engine 50 depending on the situation not only when the EV traveling mode is selected but also when the HV traveling mode is selected. That is, the system control unit 100 executes intermittent stop control for automatically stopping and restarting the engine 50 according to the situation.

As shown in FIG. 2, the engine control unit 300 includes a counter calculation unit 302 that calculates a crank counter indicating a crank angle which is a rotation phase of the crankshaft 59. The counter calculation unit 302 calculates the crank counter based on the crank angle signal, the intake side cam angle signal, and the exhaust side cam angle signal. The engine control unit 300 controls the timing of fuel injection and ignition for each cylinder with reference to the crank counter calculated by the counter calculation unit 302, and also controls the valve timing changing mechanism 56.

Specifically, the engine control unit 300 calculates a target fuel injection amount, which is a control target value for the fuel injection amount, based on the accelerator operation amount, vehicle speed, intake air amount, engine rotation speed, engine load factor, and the like. To do. The engine load factor is the ratio of the inflow air amount per combustion cycle of one cylinder to the reference inflow air amount. Here, the reference inflow air amount is the inflow air amount per one combustion cycle of one cylinder when the opening degree of the throttle valve 53 is maximized, and is determined according to the engine rotation speed. The engine control unit 300 basically calculates the target fuel injection amount so that the air-fuel ratio becomes the stoichiometric air-fuel ratio. Then, the control target values for the fuel injection timing and the fuel injection time are calculated. The fuel injection valve 54 is driven to open in a manner corresponding to these control target values. As a result, an amount of fuel corresponding to the operating state of the engine 50 is injected and supplied to the combustion chamber 55.

The engine control unit 300 calculates the ignition timing, which is the timing of spark discharge by the spark plug 58, operates the igniter 57, and ignites the air-fuel mixture.
The engine control unit 300 sets a target value of the phase of the intake side camshaft 91 with respect to the crankshaft 59 and a target value of the phase of the exhaust side camshaft 91 with respect to the crankshaft 59 based on the engine rotation speed and the engine load factor. After calculation, the valve timing changing mechanism 56 on the intake side and the valve timing changing mechanism 56 on the exhaust side are operated. As a result, the engine control unit 300 controls the opening / closing timing of the intake valve 66 and the opening / closing timing of the exhaust valve 67. For example, the engine control unit 300 controls valve overlap, which is a period during which both the exhaust valve 67 and the intake valve 66 are open.

Next, the crank position sensor 150 and the cam position sensor 160 will be described in detail, and a method of calculating the crank counter will be described.
First, the crank position sensor 150 will be described with reference to FIGS. 5 and 6. FIG. 5 shows the relationship between the crank position sensor 150 and the sensor plate 151 attached to the crankshaft 59. The timing chart of FIG. 6 shows the waveform of the crank angle signal output by the crank position sensor 150.

As shown in FIG. 5, a disk-shaped sensor plate 151 is attached to the crankshaft 59. On the peripheral edge of the sensor plate 151, 34 signal teeth 152 having a width of 5 ° at an angle are arranged side by side at an interval of 5 °. Therefore, as shown on the right side of FIG. 5, on the sensor plate 151, the distance between the adjacent signal teeth 152 is 25 ° in an angle, and the signal teeth 152 are 2 as compared with other parts. A missing tooth portion 153 that looks like a chip is formed at one place.

As shown in FIG. 5, the crank position sensor 150 is arranged toward the peripheral edge of the sensor plate 151 so as to face the signal teeth 152 of the sensor plate 151.
The crank position sensor 150 is a magnetoresistive element type sensor including a sensor circuit incorporating a magnet and a magnetoresistive element. When the sensor plate 151 rotates with the rotation of the crankshaft 59, the signal teeth 152 of the sensor plate 151 and the crank position sensor 150 come close to each other or separated from each other. As a result, the direction of the magnetic field applied to the magnetoresistive element in the crank position sensor 150 changes, and the internal resistance of the magnetoresistive element changes. The sensor circuit compares the magnitude relationship between the waveform obtained by converting this resistance value change into a voltage and the threshold value, and shapes the waveform into a square wave consisting of the Lo signal, which is the first signal, and the Hi signal, which is the second signal. , Output as a crank angle signal.

As shown in FIG. 6, specifically, the crank position sensor 150 outputs a Lo signal when facing the signal teeth 152, and when facing the gap portion between the signal teeth 152. Outputs a Hi signal. Therefore, when the Hi signal corresponding to the missing tooth portion 153 is detected, the Lo signal corresponding to the signal tooth 152 is subsequently detected. Then, the Lo signal corresponding to the signal tooth 152 is detected every 10 ° CA. After the 34 Lo signals are detected in this way, the Hi signal corresponding to the missing tooth portion 153 is detected again. Therefore, the rotation angle until the Lo signal corresponding to the next signal tooth 152 is detected with the Hi signal corresponding to the missing tooth portion 153 sandwiched is 30 ° CA in terms of the crank angle.

As shown in FIG. 6, after the Hi signal corresponding to the missing tooth portion 153 is detected and the Lo signal corresponding to the signal tooth 152 is detected, then the Hi signal corresponding to the missing tooth portion 153 is followed by the Lo signal. The interval until detection is 360 ° CA in terms of crank angle.

The counter calculation unit 302 calculates the crank counter by counting the edges that change from the Hi signal to the Lo signal. Further, it is detected that the rotation phase of the crankshaft 59 is the rotation phase corresponding to the missing tooth portion 153 based on the detection of the Hi signal corresponding to the missing tooth portion 153 having a longer interval than the other Hi signals. To do.

Next, the cam position sensor 160 will be described with reference to FIG. 7. The cam position sensor 160 on the intake side and the cam position sensor 160 on the exhaust side are both magnetic resistance element type sensors similar to the crank position sensor 150. Since the cam position sensor 160 on the intake side and the cam position sensor 160 on the exhaust side differ only in the detection target, the intake side cam angle signal detected by the cam position sensor 160 on the intake side will be described in detail here. ..

FIG. 7 shows the relationship between the cam position sensor 160 on the intake side and the timing rotor 161 attached to the camshaft 91 on the intake side, and the timing chart of FIG. 8 is output from the cam position sensor 160 on the intake side. The waveform of the intake side cam angle signal is shown.

As shown in FIG. 7, the timing rotor 161 is provided with a large protrusion 162, a middle protrusion 163, and a small protrusion 164, which are three protrusions having different occupancy ranges in the circumferential direction. ..

The largest large protrusion 162 is formed so as to spread over 90 ° at an angle in the circumferential direction of the timing rotor 161. On the other hand, the smallest small protrusion 164 is formed so as to spread over an angle of 30 °, and the middle protrusion 163, which is smaller than the large protrusion 162 and larger than the small protrusion 164, is 60 °. It is formed so as to spread over.

Then, as shown in FIG. 7, in the timing rotor 161, the large protrusion 162, the middle protrusion 163, and the small protrusion 164 are arranged at predetermined intervals, respectively. Specifically, the large protrusion 162 and the middle protrusion 163 are arranged at an angle of 60 °, and the middle protrusion 163 and the small protrusion 164 are spaced at an angle of 90 °. Are arranged apart from each other. The large protrusion 162 and the small protrusion 164 are arranged at an angle of 30 °.

As shown in FIG. 7, as the timing rotor 161 rotates, the cam position sensor 160 faces the peripheral portion of the timing rotor 161 so as to face the large protrusion 162, the middle protrusion 163, and the small protrusion 164. It is arranged. The cam position sensor 160 outputs a Lo signal and a Hi signal in the same manner as the crank position sensor 150.

Specifically, as shown in FIG. 8, the cam position sensor 160 outputs a Lo signal when facing the large protrusion 162, the middle protrusion 163, and the small protrusion 164, and between the protrusions. A Hi signal is output when facing the gap portion of. The camshaft 91 makes one rotation while the crankshaft 59 makes two rotations. Therefore, the change of the intake side cam angle signal and the exhaust side cam angle signal repeats a constant change in a cycle of 720 ° CA in terms of the crank angle.

As shown in FIG. 8, after the Lo signal that continues over 180 ° CA corresponding to the large protrusion 162 is output, the Hi signal that continues over 60 ° CA is output, and then the small A Lo signal that continues over 60 ° CA corresponding to the protrusion 164 is output. Then, after that, a Hi signal that continues over 180 ° CA is output, and subsequently, a Lo signal that continues over 120 ° CA corresponding to the middle protrusion 163 is output. Then, after the Hi signal that continues over 120 ° CA is finally output, the Lo signal that continues over 180 ° CA corresponding to the large protrusion 162 is output again.

In this way, the intake side cam angle signal changes periodically with a constant change pattern. Therefore, the engine control unit 300 recognizes the change pattern of the cam angle signal to determine which rotation phase the camshaft 91 is in. Can be detected. For example, when the Lo signal having a length corresponding to 60 ° CA is output and then switched to the Hi signal, the engine control unit 300 immediately after the small protrusion 164 passes in front of the cam position sensor 160 based on the output. It is possible to detect that it is in the rotation phase.

In the engine 50, a timing rotor 161 having the same shape is also attached to the camshaft 91 on the exhaust side. Therefore, the exhaust side cam angle signal detected by the exhaust side cam position sensor 160 also periodically changes in the same change pattern as the intake side cam angle signal shown in FIG. Therefore, by recognizing the change pattern of the exhaust side cam angle signal output from the exhaust side cam position sensor 160, the engine control unit 300 can detect which rotation phase the exhaust side camshaft 91 is in. it can.

Further, the timing rotor 161 attached to the camshaft 91 on the exhaust side is attached with a phase shift from the timing rotor 161 attached to the camshaft 91 on the intake side. Specifically, the timing rotor 161 attached to the exhaust side camshaft 91 is attached with a phase shift to the advance angle side by 30 ° with respect to the timing rotor 161 attached to the intake side camshaft 91. ing.

As a result, as shown in FIG. 9, the change pattern of the intake side cam angle signal changes with a delay of 60 ° CA in terms of the crank angle with respect to the change pattern of the exhaust side cam angle signal.

FIG. 9 is a timing chart showing the relationship between the crank angle signal and the crank counter, and the relationship between the crank counter and the cam angle signal. Note that FIG. 9 shows only the edge at which the crank angle signal changes from the Hi signal to the Lo signal.

As described above, the counter calculation unit 302 of the engine control unit 300 counts the edges when the crank angle signal output from the crank position sensor 150 changes from the Hi signal to the Lo signal as the engine 50 operates. Calculate the crank counter. Further, the counter calculation unit 302 performs cylinder discrimination based on the crank angle signal, the intake side cam angle signal, and the exhaust side cam angle signal.

Specifically, as shown in FIG. 9, the counter calculation unit 302 counts the edges of the crank angle signal output every 10 ° CA, and counts up the crank counter every time three edges are counted. That is, the counter calculation unit 302 counts up the crank counter, which is the value of the crank counter, every 30 ° CA. Then, the engine control unit 300 recognizes the current crank angle based on the crank counter, and controls the timing of fuel injection and ignition for each cylinder.

Further, the crank counter is periodically reset every 720 ° CA. That is, as shown in the center of FIG. 9, after counting up to "23" corresponding to 690 ° CA, the crank counter is reset to "0" at the timing of the next count-up, and every 30 ° CA again from there. The crank counter is designed to be counted up.

Further, when the missing tooth portion 153 passes in front of the crank position sensor 150, the distance between the detected edges becomes 30 ° CA. Therefore, the counter calculation unit 302 detects that the missing tooth portion 153 has passed in front of the crank position sensor 150 based on the widening of the edge spacing. Since this missing tooth detection is performed every 360 ° CA, the missing tooth detection is performed twice during the 720 ° CA in which the crank counter is counted up for one cycle.

Further, since the crankshaft 59, the camshaft 91 on the intake side, and the camshaft 91 on the exhaust side are connected to each other via a timing chain, there is a certain correlation between the change in the crank counter and the change in the cam angle signal. doing.

That is, while the crankshaft 59 makes two rotations, the intake side camshaft 91 and the exhaust side camshaft 91 each make one rotation. Therefore, if the crank counter is known, the rotation phases of the intake side camshaft 91 and the exhaust side camshaft 91 at that time can be estimated. On the contrary, if the rotation phases of the intake side camshaft 91 and the exhaust side camshaft 91 are known, the crank counter can be estimated.

The counter calculation unit 302 starts from calculating the crank counter by utilizing the relationship between the intake side cam angle signal and the exhaust side cam angle signal and the crank counter, and the relationship between the missing tooth detection and the crank counter. The crank angle is fixed and the crank counter is fixed.

Then, the counter calculation unit 302 starts counting up from the found crank counter value as the starting point after the crank angle is found and the value of the crank counter to be the starting point is found. That is, the crank angle of the crank counter is not known, and the value of the crank counter as the starting point is uncertain while it is not known, and is not output. After the value of the crank counter as the starting point is known, the count-up is started from the found value of the crank counter as the starting point and the crank counter is output.

When the relative phase of the intake side camshaft 91 with respect to the crankshaft 59 is changed by the intake side valve timing change mechanism 56, the sensor plate 151 attached to the crankshaft 59 and the intake side camshaft 91 are attached. The relative phase with the timing rotor 161 is also changed. Therefore, the engine control unit 300 grasps the amount of change in the relative phase according to the displacement angle which is the operation amount of the valve timing change mechanism 56 on the intake side, and considers the influence of the change in the relative phase to be the starting point. To confirm. The same applies to the change of the relative phase of the camshaft 91 on the exhaust side by the valve timing change mechanism 56 on the exhaust side.

In the engine 50, as shown in FIG. 9, the crank angle when the intake cam angle signal is switched from the Lo signal that continues over 180 ° CA to the Hi signal that continues over 60 ° CA is set to "0 ° CA". It is set. Therefore, as shown by the broken line in FIG. 9, the missing tooth detection performed immediately after the intake cam angle signal continues over 60 ° CA from the Hi signal to the Lo signal indicates that the crank angle is 90 ° CA. It will be an indication. On the other hand, the missing tooth detection performed immediately after the intake cam angle signal is switched from the Lo signal that continues over 120 ° CA to the Hi signal indicates that the crank angle is 450 ° CA. In this way, the engine control unit 300 determines the crank angle when the missing tooth portion 153 is detected by utilizing the relationship between the detection of the missing tooth portion 153 and the transition of the intake cam angle signal. The crank counter that serves as the starting point is determined, and the calculation of the crank counter is started.

In FIG. 9, the value of the crank counter is shown below the solid line showing the transition of the value of the crank counter, and the crank angle corresponding to the value of the crank counter is shown above the solid line. Note that FIG. 9 shows a state when both the displacement angle of the valve timing changing mechanism 56 on the intake side and the displacement angle of the valve timing changing mechanism 56 on the exhaust side are “0”.

The control device 400 executes a diagnostic process for confirming the presence or absence of abnormalities in various devices provided in the engine 50. Therefore, in the control device 400, as shown in FIGS. 2 to 4, the engine control unit 300 is provided with a diagnostic unit 301 that executes diagnostic processing.

For example, the diagnosis unit 301 determines that an abnormality has occurred in the fuel system such as the fuel injection valve 54 based on the large deviation between the value detected by the air-fuel ratio sensor 83 and the target value. Further, the diagnostic unit 301 causes an abnormality in the air-fuel ratio sensor 83 based on the fact that the learning value learned through the learning process described later continues to match the upper limit value and the state that matches the lower limit value continues. Is determined to have occurred.

In addition, the diagnostic unit 301 opens and closes the EGR valve 65 during fuel cut operation such as during deceleration. Then, based on the fact that the pressure detected by the intake pressure sensor 89 does not change with the opening / closing drive, it is determined that an abnormality has occurred in the EGR valve 65.

Other diagnostic processes performed by the diagnostic unit 301 include those listed below, for example.
-The diagnostic unit 301 confirms whether or not the relationship between the cam angle signal and the crank angle signal changes by the amount corresponding to the driving amount while driving the valve timing changing mechanism 56, and matches the driving amount. It is determined that an abnormality has occurred in the valve timing change mechanism 56 based on the fact that the change has not been made by the amount.

The diagnosis unit 301 determines that an abnormality has occurred in the oil pump 170 based on the large deviation of the required oil pressure of the oil pressure detected by the oil pressure sensor 93.
-The diagnosis unit 301 determines that an imbalance, which is an abnormality in which the variation in combustion between cylinders becomes large, has occurred based on the fluctuation in the engine rotation speed. Specifically, the diagnostic unit 301 executes a diagnostic process for determining imbalance on the condition that warm-up is completed. In this diagnostic process, the diagnostic unit 301 acquires the angular velocity of the crankshaft 59 when ignition is performed. For example, the diagnostic unit 301 acquires T30 as the angular velocity, which is the time required for the crank angle to change by 30 ° CA. Then, the diagnostic unit 301 determines that an imbalance has occurred based on the deviation from the angular velocity acquired when ignition is performed in the other cylinders being equal to or greater than the threshold value. The imbalance includes rich imbalance, which has a richer air-fuel ratio and higher angular velocity than other cylinders, and lean imbalance, which has a leaner air-fuel ratio and lower angular velocity than other cylinders. is there. When executing the imbalance diagnosis process, the engine control unit 300 delays the ignition timing and increases the intake air amount in order to secure the S / N ratio, which is the ratio of the signal and the noise.

-The diagnosis unit 301 determines that a misfire, which is an abnormality in which ignition in the cylinder fails, has occurred. Specifically, the diagnostic unit 301 executes a diagnostic process for determining misfire on the condition that the engine speed is within a range suitable for diagnosis and the engine load is low. In this diagnostic process, the diagnostic unit 301 acquires the angular velocity of the crankshaft 59 when ignition is performed. For example, the diagnostic unit 301 acquires T30 as the angular velocity, which is the time required for the crank angle to change by 30 ° CA. Then, the diagnosis unit 301 determines that a misfire has occurred based on the deviation from the angular velocity acquired when the previous ignition was performed in the same cylinder is equal to or greater than the threshold value.

The engine control unit 300 executes ISC control that feedback-controls the engine rotation speed to the target idle rotation speed during the idling operation of the engine 50. The target idle rotation speed includes correction at the time of starting, external load correction according to the external load by auxiliary equipment such as an air conditioner mounted on the hybrid vehicle 10 and the first motor generator 11 and the second motor generator 12. The water temperature is corrected according to the temperature of the cooling water. As will be described in detail later, if the state in which the feedback correction amount is large in the ISC control continues, the learning process of shifting the feedback correction amount to the learning value is performed. The diagnosis unit 301 determines that an abnormality has occurred in the ISC control based on the fact that the state in which the learning value matches the upper limit value continues and the state in which the learning value matches the lower limit value continues.

The diagnostic unit 301 determines that the thermostat 183 has an abnormality based on the fact that the temperature of the cooling water detected by the water temperature sensor 81 is equal to or higher than the warm-up determination temperature.

-The diagnostic unit 301 opens and closes the throttle valve 53 when the operating state of the engine 50 is stable, such as during steady operation, and confirms whether or not the intake air amount detected by the air flow meter 88 fluctuates. .. Then, the diagnosis unit 301 determines that an abnormality has occurred in the air flow meter 88 based on the fact that the intake air amount detected by the air flow meter 88 does not fluctuate.

It should be noted that these diagnostic processes cannot determine the presence or absence of an abnormality unless the engine 50 is operating. Therefore, as shown in FIG. 1, in the control device 400, the system control unit 100 is provided with a stop prohibition unit 101 that executes an intermittent stop prohibition process for prohibiting the stop of the operation of the engine 50 by the intermittent stop control. The stop prohibition unit 101 monitors the intermittent stop prohibition flag described later when the system main switch 120 is ON, and the engine 50 by intermittent stop control when the intermittent stop prohibition flag is ON. Executes the intermittent stop prohibition process that prohibits the stop of the operation of. When the intermittent stop prohibition process is executed, the system control unit 100 does not stop the engine 50 and keeps the engine 50 running even when there is a request for automatic stop of the engine 50 by the intermittent stop control. That is, the stop of the operation of the engine 50 by the intermittent stop control is prohibited and the engine 50 is continuously operated.

Next, the relationship between the diagnostic process executed by the diagnostic unit 301 and the intermittent stop prohibition process executed by the stop prohibition unit 101 will be described with reference to FIGS. 10 to 13.
In the control device 400, when the engine 50 is operated in a state where neither the provisional determination flag nor the main determination flag is stored in the non-volatile memory 104, and the execution condition of the diagnostic process is satisfied, the figure is shown in FIG. The tentative determination routine shown in 10 is executed. The provisional determination routine shown in FIG. 10 is executed by the engine control unit 300 for each type of diagnostic processing. If it is not determined in the diagnostic process that an abnormality has occurred, the diagnostic unit 301 does not execute the diagnostic process while the engine 50 continues to operate.

The provisional determination flag is information indicating that an abnormality may occur. As shown in FIG. 1, the tentative determination flag is stored in the non-volatile memory 104 provided in the system control unit 100 and turned ON. The tentative determination flag is not stored in the initial state and is OFF. The tentative determination flag is provided for each type of diagnostic processing, and is updated according to the result of the diagnostic processing. The non-volatile memory 104 is a memory that can retain the memory even when the system main switch 120 is turned off and the power supply is stopped.

This determination flag is information indicating that a diagnosis has been made that an abnormality has occurred through the diagnosis process. This determination flag is also stored in the non-volatile memory 104 and turned ON. This determination flag is not stored in the initial state and is OFF. This determination flag is also provided for each type of diagnostic processing, and is updated according to the result of the diagnostic processing.

As shown in FIG. 10, when the engine control unit 300 starts this routine, it first executes the process of step S100. In the process of step S100, the diagnostic unit 301 of the engine control unit 300 executes the diagnostic process. Then, the engine control unit 300 advances the process to step S110. Then, in the process of step S110, the engine control unit 300 determines whether or not the diagnosis unit 301 has determined that there is an abnormality in the process of step S100.

If it is determined in the process of step S110 that the diagnosis unit 301 has determined that there is an abnormality (step S110: YES), the engine control unit 300 advances the process to step S120. Then, in the process of step S120, the diagnostic unit 301 stores the provisional determination flag in the non-volatile memory 104 of the system control unit 100, and turns on the provisional determination flag. Then, the engine control unit 300 temporarily terminates this routine.

On the other hand, if it is determined in the process of step S110 that the diagnosis unit 301 has not determined that there is an abnormality (step S110: NO), the engine control unit 300 should execute the process of step S120. Instead, terminate this routine once. That is, in this case, the diagnostic unit 301 does not store the provisional determination flag in the non-volatile memory 104.

As described above, in the control device 400, when the provisional determination flag and the main determination flag are not turned on, the provisional determination flag is set on condition that the diagnosis unit 301 determines that there is an abnormality through the diagnosis process. It is stored in the non-volatile memory 104.

As shown in FIG. 1, the hybrid vehicle 10 is provided with a warning display unit 110 that displays information indicating that an abnormality has occurred and notifies the occupants that an abnormality has occurred. There is. When the provisional determination flag is stored in the non-volatile memory 104, the system control unit 100 causes the warning display unit 110 to display information indicating that an abnormality has occurred.

In the control device 400, when the engine 50 is operated with the provisional determination flag stored in the non-volatile memory 104 and the execution condition of the diagnostic process is satisfied, the present determination routine shown in FIG. 11 is performed. Execute. The determination routine shown in FIG. 11 is executed by the engine control unit 300 for each type of diagnostic processing.

As shown in FIG. 11, when the engine control unit 300 starts this routine, it first executes the process of step S200. In the process of step S200, the diagnostic unit 301 of the engine control unit 300 executes the diagnostic process.

In the process of step S200, when the diagnostic process for the oil pump 170 and the diagnostic process for the valve timing changing mechanism 56 are executed, the release operation is executed prior to the execution of the diagnostic process. Execute diagnostic processing. The release operation is an operation in which the actuator is reciprocated to eliminate the abnormality. In the case of the oil pump 170, the spool valve of the oil control valve 171 is reciprocated as a release operation to eliminate the biting of foreign matter in the oil control valve 171. Further, in the case of the valve timing changing mechanism 56, the motor is reciprocated to eliminate the biting of foreign matter.

Then, when the diagnosis unit 301 executes the diagnosis process through the process of step S200, the engine control unit 300 advances the process to step S210. Then, in the process of step S210, the engine control unit 300 determines whether or not the diagnosis unit 301 has determined that there is an abnormality in the process of step S200.

If it is determined in the process of step S210 that the diagnosis unit 301 has determined that there is an abnormality (step S210: YES), the engine control unit 300 advances the process to step S220. Then, in the process of step S220, the diagnostic unit 301 stores the determination flag in the non-volatile memory 104 of the system control unit 100, and turns on the determination flag. Then, the engine control unit 300 advances the process to step S250. In the process of step S250, the diagnostic unit 301 erases the tentative determination flag stored in the non-volatile memory 104 of the system control unit 100, and turns off the tentative determination flag. Then, the engine control unit 300 temporarily terminates this routine.

On the other hand, if it is determined in the process of step S210 that the diagnosis unit 301 has not determined that there is an abnormality (step S210: NO), the engine control unit 300 proceeds to the process to step S230. .. Then, in the process of step S230, the diagnosis unit 301 counts up the normal counter by one. The normal counter is stored in the memory of the engine control unit 300. This memory is not a non-volatile memory, and the normal counter is reset when the power supply is stopped. The normal counter is "0" in the initial state. Next, the engine control unit 300 advances the process to step S240. Then, the engine control unit 300 determines whether or not the normal counter is "3" or more in the process of step S240. If it is determined in the process of step S240 that the normal counter is "3" or more (step S240: YES), the engine control unit 300 advances the process to step S250. Then, in the process of step S250, the diagnostic unit 301 erases the tentative determination flag stored in the non-volatile memory 104 of the system control unit 100, and turns off the tentative determination flag. Then, the engine control unit 300 temporarily terminates this routine.

On the other hand, when it is determined in the process of step S240 that the normal counter is less than "3" (step S240: NO), the engine control unit 300 temporarily executes this routine without executing the process of step S250. To finish.

In this way, in the control device 400, when the diagnosis unit 301 determines that there is an abnormality through the diagnosis process while the provisional determination flag is stored in the non-volatile memory 104, it determines that there is an abnormality. This determination flag is stored in the non-volatile memory 104. Then, at this time, the diagnostic unit 301 erases the provisional determination flag stored in the non-volatile memory 104.

Even if the tentative determination flag is erased and the tentative determination flag is not stored in the non-volatile memory 104, if the tentative determination flag is stored in the non-volatile memory 104, the system control unit 100 displays a warning. The information indicating that the abnormality has occurred is continuously displayed in the unit 110.

On the other hand, when the tentative determination flag is erased and the tentative determination flag is not stored in the non-volatile memory 104, and the present determination flag is not stored in the non-volatile memory 104, the system control unit 100 The display of information indicating that an abnormality has occurred in the warning display unit 110 is stopped. In this case, as the provisional determination flag is cleared, the display indicating that an abnormality has occurred disappears. That is, in the control device 400, after the provisional determination flag is turned on, if the state in which the diagnosis processing does not determine that an abnormality has occurred occurs three times in a row, the provisional determination flag is deleted. , Stop the display indicating that an abnormality has occurred.

The determination flag is erased from the non-volatile memory 104 when the abnormality is resolved by repairing the flag at the repair shop. Therefore, once it is diagnosed that an abnormality has occurred through the diagnostic process, and after the determination flag is stored in the non-volatile memory 104, a warning is given until the determination flag is cleared by repair or the like. Information indicating that an abnormality has occurred continues to be displayed on the display unit 110.

FIG. 12 shows a routine that the system control unit 100 repeatedly executes while the system main switch 120 is ON and the control device 400 is operating.
As shown in FIG. 12, when the system control unit 100 starts this routine, it first determines in the process of step S300 which of the provisional determination flags set for each type of diagnostic process is ON. To do. That is, the system control unit 100 determines whether or not any of the provisional determination flags is stored in the non-volatile memory 104.

If it is determined in the process of step S300 that any of the provisional determination flags is ON (step S300: YES), the system control unit 100 advances the process to step S310. Then, in the process of step S310, the system control unit 100 stores the first intermittent stop prohibition flag, which is one of the three types of intermittent stop prohibition flags, in the memory. As a result, the first intermittent stop prohibition flag is turned ON. Note that this memory is not a non-volatile memory, and the first intermittent stop prohibition flag is turned off when the power supply is stopped. When the first intermittent stop prohibition flag is turned ON in this way, the system control unit 100 temporarily terminates this routine. In the initial state, the first intermittent stop prohibition flag is not stored in the memory and is turned off.

On the other hand, if it is determined in the process of step S300 that none of the provisional determination flags is ON (step S300: NO), the system control unit 100 advances the process to step S320. Then, the system control unit 100 erases the first intermittent stop prohibition flag from the memory in the process of step S320. As a result, the first intermittent stop prohibition flag is turned off. When the first intermittent stop prohibition flag is turned off in this way, the system control unit 100 temporarily terminates this routine.

As described above, the stop prohibition unit 101 executes the intermittent stop prohibition process for prohibiting the stop of the operation of the engine 50 by the intermittent stop control when the intermittent stop prohibition flag is ON. As described with reference to FIG. 12, the system control unit 100 turns on the first intermittent stop prohibition flag when the provisional determination flag is ON. That is, in the control device 400, when the temporary determination flag is stored in the non-volatile memory 104, the stop prohibition unit 101 executes the intermittent stop prohibition process.

FIG. 13 shows that when the system main switch 120 is turned off while the first intermittent stop prohibition flag is ON, the system control unit 100 executes the system until the operation of the control device 400 is stopped. It shows the flow of routine processing.

As shown in FIG. 13, when this routine is started, the system control unit 100 first counts up the prohibition continuation counter in the process of step S400. The prohibition continuation counter is "0" in the initial state, and is counted up by one each time the process of step S400 is executed. The prohibition continuation counter is stored in the non-volatile memory 104.

Next, the system control unit 100 determines whether or not the prohibition continuation counter is “2” or more in the process of step S410. If it is determined in the process of step S410 that the prohibition continuation counter is "2" or more (step S410: YES), the system control unit 100 advances the process to step S420.

Then, in the process of step S420, the system control unit 100 turns off the provisional determination flag. That is, the system control unit 100 erases the provisional determination flag stored in the non-volatile memory 104.

Next, the system control unit 100 turns off the first intermittent stop prohibition flag in the process of step S430. That is, the system control unit 100 erases the first intermittent stop prohibition flag stored in the non-volatile memory 104. The system control unit 100 resets the prohibition continuation counter in the process of the next step S440. Then, the system control unit 100 ends this routine.

On the other hand, when it is determined in the process of step S410 that the prohibition continuation counter is less than "2" (step S410: YES), the system control unit 100 does not execute the processes of steps S420 to S440. , End this routine as it is.

By executing the routine described with reference to FIG. 13, the continuation of the intermittent stop prohibition process is limited to two trips because the provisional determination flag is ON. That is, if the system main switch 120 is turned off twice while the temporary judgment flag is ON, the prohibition continuation counter becomes "2" or more, and the temporary judgment flag and the first intermittent stop prohibition flag are set. Is erased. When the first intermittent stop prohibition flag is cleared, the stop prohibition unit 101 ends the intermittent stop prohibition process due to the provisional determination flag being stored. As described above, in the control device 400, when the trip prohibiting the stop of the engine 50 by the intermittent stop control is continued twice by storing the temporary determination flag, the stop prohibition unit 101 sets the temporary determination flag. The prohibition of stopping the engine 50 due to the fact that is stored is lifted.

The trip here is a unit of counting with one trip as the period during which the system main switch 120 of the hybrid vehicle 10 is ON, that is, the period during which the control device 400 of the hybrid vehicle 10 continues to operate. Is.

Next, the learning process executed by the control device 400 and the intermittent stop prohibition process associated therewith will be described. The learning process is executed by the engine control unit 300 when the engine 50 is in operation and the execution condition is satisfied.

For example, the engine control unit 300 performs air-fuel ratio main feedback learning as one of the learning processes to learn a steady deviation of the air-fuel ratio due to a deviation of the fuel injection amount from the fuel injection valve 54. In this air-fuel ratio main feedback learning, the time integration amount of the correction amount of the fuel injection amount in the air-fuel ratio main feedback control, which is the feedback control of the fuel injection amount using the value detected by the air-fuel ratio sensor 83, is calculated, and the time integration amount is calculated at regular intervals. The learning value is updated by shifting the time integration amount to the learning value at a constant rate. Further, as one of the learning processes, the engine control unit 300 performs air-fuel ratio sub-feedback learning for learning the steady deviation of the air-fuel ratio due to the deviation of the detected value of the air-fuel ratio sensor 83. In this air-fuel ratio sub-feedback learning, the time integration amount of the correction amount of the fuel injection amount in the air-fuel ratio sub-feedback control, which is the feedback control of the fuel injection amount using the value detected by the oxygen sensor 84, is calculated, and the amount is calculated at regular intervals. The learning value is updated by shifting the time integration amount to the learning value at a constant rate.

Other learning processes executed by the engine control unit 300 include those listed below, for example.
The engine control unit 300 executes ISC learning to learn a steady deviation of the engine rotation speed in ISC control, which is a feedback control of the engine rotation speed during idling operation. In ISC learning, the learning value is updated by calculating the time integration amount of the correction amount of the throttle opening degree in the ISC control and shifting the time integration amount to the learning value at a constant rate at regular time intervals.

-The engine control unit 300 performs KCS learning in KCS control, which is an ignition timing control, in order to suppress knocking in the engine 50. In KCS learning, when the correction amount of the ignition timing in the KCS control becomes equal to or more than the threshold value, the learning value is updated by shifting a part of the correction amount to the learning value.

-The engine control unit 300 performs throttle learning to learn the deviation between the intake air amount detected by the air flow meter 88 and the intake air amount assumed from the throttle opening degree. In throttle learning, when the correction amount of the throttle opening in the feedback control of the intake air amount becomes equal to or more than the threshold value, the learning value is updated by shifting a part of the correction amount to the learning value.

Each learning value is stored in the non-volatile memory 104. Therefore, the learning value is stored in the non-volatile memory 104 even when the system main switch 120 is turned off. Therefore, if the learning is completed, the control reflecting the learning value can be executed immediately when the engine 50 is started next time. Therefore, it is desirable to complete the update of the learning value promptly.

However, the above learning process cannot be executed unless the engine 50 is operating and the conditions suitable for executing each learning process are met. Therefore, for example, Japanese Patent Application Laid-Open No. 11-107834 discloses that the learning process is to be completed promptly by prohibiting the stop of the operation of the engine 50 by the intermittent stop control until the learning process is completed. ing.

However, if the stop of the operation of the engine 50 by the intermittent stop control is prohibited, the operation of the engine is continued, so that the fuel consumption increases, and the effect of suppressing the fuel consumption that should be obtained by the intermittent stop control is obtained. You will not be able to get it. There is room for improvement because it may not always be necessary to prioritize the completion of the learning process.

Therefore, in the control device 400, a vehicle speed threshold value that serves as a threshold value for determining whether or not to execute the intermittent stop prohibition process according to the integrated operation amount of the engine 50 after the learning of the learning value by the latest learning process is completed is set. We are trying to harmonize the change to secure the opportunity to update the learning value and the suppression of fuel consumption by executing the intermittent stop control. Therefore, as shown in FIG. 1, in the control device 400, the system control unit 100 is provided with an operation amount calculation unit 102 for calculating an index value indicating an integrated operation amount and a threshold value calculation unit 103 for calculating a vehicle speed threshold value. ing.

The change of the condition for executing the intermittent stop prohibition process according to the integrated operating amount will be specifically described with reference to FIGS. 14 and 15.
The susceptibility to knocking may change suddenly when the properties of the fuel change due to refueling. Therefore, it is preferable to execute KCS learning every trip. Therefore, in the control device 400, at the time of the first operation of the engine 50 in each trip, the intermittent stop prohibition process is executed until the KCS learning is completed, and the KCS learning is completed promptly.

The routine shown in FIG. 14 is repeatedly executed by the system control unit 100 while the engine 50 is being operated after the learning process is completed. This routine is executed for each type of learning process.

As shown in FIG. 14, when the system control unit 100 starts this routine, it first calculates an index value of the integrated operating amount in the process of step S500. Here, the operating amount calculation unit 102 calculates, for example, the integrated mileage of the hybrid vehicle 10 after the learning of the learning value by the latest learning process is completed as an index value of the integrated operating amount. The longer the integrated mileage, the larger the integrated operating amount of the engine 50 tends to be. Therefore, by calculating the integrated mileage after the learning is completed as an index value of the integrated operating amount of the engine 50 after the learning is completed, after the learning is completed based on the calculated index value. The cumulative operating amount of the engine can be estimated.

Next, the system control unit 100 advances the process to step S510. In the process of step S510, the system control unit 100 reads the correction amount in the control of the object to learn the learning value. For example, if the control of the target for learning the learning value is the air-fuel ratio main feedback control, the correction amount of the fuel injection amount in the air-fuel ratio main feedback control is read.

Then, in the next step S520, the system control unit 100 calculates the vehicle speed threshold value based on the index value of the integrated operating amount calculated by the operating amount calculation unit 102 and the read correction amount. In the process of step S520, the threshold value calculation unit 103 of the system control unit 100 calculates a smaller value as the vehicle speed threshold value as the index value of the integrated operating amount is larger. Further, the threshold value calculation unit 103 calculates a smaller value as the vehicle speed threshold value as the read correction amount is larger.

When the vehicle speed threshold value is calculated in this way, the system control unit 100 temporarily ends this routine.
The routine shown in FIG. 15 is repeatedly executed by the system control unit 100 when the HV driving mode is selected and the calculation of the vehicle speed threshold value for any of the learning processes is completed.

When this routine is started, the system control unit 100 first compares the smallest vehicle speed threshold value among the calculated vehicle speed threshold values with the vehicle speed detected by the vehicle speed sensor 86 in the process of step S600, and the vehicle speed is the vehicle speed threshold value. It is determined whether or not it is the above.

If it is determined in the process of step S600 that the vehicle speed is equal to or higher than the vehicle speed threshold value (step S600: YES), the system control unit 100 advances the process to step S610. Then, in the process of step S610, the system control unit 100 stores the second intermittent stop prohibition flag, which is one of the three types of intermittent stop prohibition flags, in the memory. As a result, the second intermittent stop prohibition flag is turned ON. Note that this memory is not a non-volatile memory, and the second intermittent stop prohibition flag is turned off when the power supply is stopped. When the second intermittent stop prohibition flag is turned ON in this way, the system control unit 100 temporarily terminates this routine. In the initial state, the second intermittent stop prohibition flag is not stored in the memory and is turned off. Further, the second intermittent stop prohibition flag is provided for each type of learning process, and in the process of step S610, the second intermittent stop for the learning process corresponding to the vehicle speed threshold value compared with the vehicle speed in the process of step S600. Turn on the prohibition flag.

On the other hand, when it is determined in the process of step S600 that the vehicle speed is less than the vehicle speed threshold value (step S600: NO), the system control unit 100 does not execute the process of step S610 and temporarily executes this routine as it is. To finish.

As described above, the stop prohibition unit 101 executes the intermittent stop prohibition process for prohibiting the stop of the operation of the engine 50 by the intermittent stop control when the intermittent stop prohibition flag is ON. As described with reference to FIG. 15, the system control unit 100 turns on the second intermittent stop prohibition flag when the vehicle speed is equal to or higher than the vehicle speed threshold value. Further, in the control device 400, the larger the integrated operating amount, the smaller the vehicle speed threshold value. Further, the larger the correction amount in the control, the smaller the vehicle speed threshold value. Therefore, in the control device 400, as the integrated operating amount increases and the correction amount increases, the intermittent stop prohibition process is executed from a lower vehicle speed. As a result, the opportunity to execute the intermittent stop prohibition process is expanded, and the intermittent stop prohibition process is easily executed. That is, in the control device 400, as the need to update the learning value increases as the integrated operating amount of the engine 50 increases, the opportunity to execute the intermittent stop prohibition process is expanded, and the learning value is updated. Can be secured.

The second intermittent stop prohibition flag is reset to OFF when the corresponding learning process is completed and the learning value is updated.
Next, control relating to the start of the engine 50 when the cam position sensor 160 fails will be described with reference to FIGS. 16 and 17.

As described above, when the engine 50 is started, the missing tooth portion 153 that occurs once every time the crankshaft 59 makes one rotation is detected, and the camshaft 91 that makes two rotations while the crankshaft 59 makes one rotation is detected. The cam angle signal output by the cam position sensor 160 that detects the arrival of a specific cam angle is detected. Then, the missing tooth portion 153 specifies which value corresponds to the value of the crank counter corresponding to the crank angle corresponding to the rotation of the crankshaft 59 twice. Japanese Patent Application Laid-Open No. 2015-059469 also discloses a control device for an internal combustion engine that generates a crank counter that counts up at a constant crank angle, similarly to the control device 400.

The missing tooth portion 153 is detected twice by the crank position sensor 150 while the crankshaft 59 makes two rotations. However, if the cam position sensor 160 fails, the detected missing tooth portion 153 has a crank angle for two rotations. It is not possible to specify which of the crank counter values corresponding to is corresponding to.

Therefore, in the control device 400, when the cam position sensor 160 fails, such as when the cam position sensor 160 on the intake side does not output a signal, the counter calculation unit 302 causes the missing tooth portion 153 when the engine 50 is started. Based on the detection, one of the two crank angles corresponding to the missing tooth portion 153 is tentatively determined as the crank angle. For example, in the control device 400, as shown in FIG. 9, of the two crank angles "90 ° CA" and "450 ° CA" corresponding to the missing tooth portion 153, "90 ° CA" is temporarily set as the crank angle. decide.

Then, the counter calculation unit 302 calculates the value of the crank counter based on the tentatively determined crank angle. The engine control unit 300 controls the engine 50 based on the crank counter calculated in this way and attempts to start the engine.

The routine shown in FIG. 16 is executed by the engine control unit 300 when the engine 50 is started in a state where the cam position sensor 160 is out of order.

As shown in FIG. 16, when this routine is started, the engine control unit 300 first determines whether or not the start of the engine 50 has failed in the process of step S700. Whether or not the start has failed is determined by whether or not the start of the engine 50 is completed within the specified time. That is, when the start of the engine 50 is completed within the specified time, the engine control unit 300 determines that the start of the engine 50 is successful when the start of the engine 50 is completed. On the other hand, if the start of the engine 50 is not completed even after the lapse of the specified time, the engine control unit 300 determines that the start of the engine 50 has failed.

If it is determined in the process of step S700 that the engine start has failed (step S700: YES), the engine control unit 300 advances the process to step S710. Then, in the process of step S710, the engine control unit 300 switches the value of the crank counter.

Specifically, in the process of step S710, the counter calculation unit 302 tentatively determines the two crank angles "90 ° CA" and "450 ° CA" corresponding to the missing tooth portion 153. The crank counter is recalculated assuming that "450 ° CA", which is not the crank angle, is the correct crank angle. When the crank counter is switched in this way, the engine control unit 300 temporarily terminates this routine. Then, the engine control unit 300 restarts the engine 50 based on the newly calculated crank counter.

On the other hand, when it is determined in the process of step S700 that the engine has been started successfully (step S700: NO), the engine control unit 300 terminates this routine as it is without executing the process of step S710. Then, the counter calculation unit 302 continues to calculate the crank counter based on the tentatively determined crank angle, and the engine control unit 300 controls the engine 50 based on the crank counter calculated by the counter calculation unit 302.

As described above, in the control device 400, when the cam position sensor 160 is out of order, one of the two crank angles corresponding to the missing tooth portion 153 is detected based on the detection of the missing tooth portion 153 by the crank position sensor 150. The angle is tentatively determined as the crank angle, and the value of the crank counter is calculated based on the tentatively determined crank angle. Then, the engine 50 is controlled based on the value of the crank counter calculated based on the tentatively determined crank angle.

Further, in the control device 400, when the start using the value of the crank counter calculated based on the tentatively determined crank angle fails, the tentatively determined crank angle of the two crank angles corresponding to the missing tooth portion 153 is obtained. Recalculate the crank counter based on the other crank angle. Then, the control device 400 tries to start the engine 50 again by using the recalculated crank counter. Therefore, even if the start based on one of the tentatively determined crank angles fails, the start of the engine 50 can be completed by starting using the crank counter recalculated based on the other crank angle.

After the start is completed in this way, the counter calculation unit 302 counts the edges of the crank angle signal and continues the calculation of the crank counter. Then, the engine control unit 300 controls the engine 50 based on the crank counter.

By the way, the crank position sensor 150 cannot detect the crank angle when the rotation speed of the crankshaft 59 is extremely slow. Further, since the rotation direction of the crankshaft 59 cannot be specified, if the crankshaft 59 rotates in the reverse rotation direction due to the compression reaction force of the air in the cylinder immediately before the engine 50 is stopped, the crank angle cannot be grasped.

In the control device 400, since the first motor generator 11 and the second motor generator 12 are connected to the crankshaft 59 via the planetary gear mechanism 13, they are provided in the first motor generator 11 and the second motor generator 12. The rotation angle of the crankshaft 59 can be estimated based on the rotation angle detected by the resonator.

Therefore, in the control device 400, when the rotation speed of the crankshaft 59 is extremely slow or when rotation in the reverse rotation direction occurs, the transition of the rotation angle of the first motor generator 11 detected by the resonator and the second motor generator The rotation angle of the crankshaft 59 is estimated with reference to the transition of the rotation angle of 12. Then, the counter calculation unit 302 calculates the crank counter based on the estimated rotation angle of the crankshaft 59. In this way, in the control device 400, the counter calculation unit 302 continues to calculate the crank counter from the time when the operation of the engine 50 is stopped until the next time when the engine 50 is started.

Then, when the engine 50 is started next time, the control device 400 does not wait for the detection of the missing tooth portion 153, but starts based on the value of the crank counter that is grasped. Therefore, even if the cam position sensor 160 is out of order, the start of the engine 50 can be completed promptly.

However, if the rotation angle of the first motor generator 11 or the rotation angle of the second motor generator 12 cannot be detected due to a failure of the resonator or the like, the rotation angle of the crankshaft 59 cannot be estimated.

Therefore, in the control device 400, while the engine 50 is in operation in which the cam position sensor 160 is out of order and the third intermittent stop flag, which is one of the intermittent stop prohibition flags, is OFF, FIG. The routine shown in is executed repeatedly. The routine shown in FIG. 17 is executed by the system control unit 100.

As shown in FIG. 17, when this routine is started, the system control unit 100 cannot detect the rotation angle of the first motor generator 11 or the rotation angle of the second motor generator 12 in the process of step S800, and the rotation angle becomes undetectable. Determines if is unknown. That is, whether or not the system control unit 100 is in a state where the crank counter cannot be calculated by referring to the rotation angle of the first motor generator 11 and the rotation angle of the second motor generator 12 through the process of step S800. Is determined.

If it is determined in the process of step S800 that the rotation angle is unknown (step S800: YES), the system control unit 100 advances the process to step S810. Then, the system control unit 100 stores the abnormality flag, which is information indicating that an abnormality has occurred in the motor generator whose rotation angle is unknown in the process of step S810, in the non-volatile memory 104. When the abnormality flag is stored in the non-volatile memory 104, the system control unit 100 causes the warning display unit 110 to display information indicating that an abnormality has occurred.

Next, the system control unit 100 stores the third intermittent stop prohibition flag in the non-volatile memory 104 in the process of step S820. As a result, the third intermittent stop prohibition flag is turned ON. When the third intermittent stop prohibition flag is turned ON in this way, the system control unit 100 temporarily terminates this routine. In the initial state, the third intermittent stop prohibition flag is not stored in the non-volatile memory 104 and is turned off.

As described above, the stop prohibition unit 101 executes the intermittent stop prohibition process for prohibiting the stop of the operation of the engine 50 by the intermittent stop control when the intermittent stop prohibition flag is ON. As described with reference to FIG. 17, the system control unit 100 is in a state where the crank counter cannot be calculated with reference to the rotation angle of the first motor generator 11 and the rotation angle of the second motor generator 12. Occasionally, the third intermittent stop prohibition flag is turned on. That is, in the control device 400, when the cam position sensor 160 is out of order and the crank counter cannot be calculated by referring to the rotation angle of the motor generator, the stop prohibition unit 101 is intermittent. The stop prohibition process is executed to continue the operation of the engine.

If the operation of the engine 50 is stopped by the intermittent stop control when the cam position sensor 160 is out of order, it is necessary to start again using the crank angle tentatively determined based on the detection of the missing tooth portion 153. is there. Restarting when the cam position sensor 160 is out of order may fail. On the other hand, in the control device 400, since the intermittent stop prohibition process is executed to continue the operation of the engine 50, it is possible to suppress the execution of the restart that may fail and avoid the failure of the start.

The abnormality flag is erased from the non-volatile memory 104 when the abnormality is resolved by repairing the abnormality at the repair shop. In addition, along with the elimination of this abnormality flag, the third intermittent stop prohibition flag is also deleted.

The operation and effect of this embodiment will be described.
(About intermittent stop prohibition processing associated with diagnostic processing)
(1-1) In the control device 400, the provisional determination flag is stored in the non-volatile memory 104 that can retain the memory even when the system main switch 120 is turned off and the power supply is stopped. Therefore, even if the system main switch 120 is turned off before the determination flag is turned on after the diagnosis that there is an abnormality is made, the next time the system main switch 120 is turned on, it is non-volatile. It can be recognized that the diagnosis was in progress based on the provisional determination flag stored in the sex memory 104.

Then, when the provisional determination flag is stored, the stop prohibition unit 101 prohibits the stop of the operation of the engine 50 by the intermittent stop control. Therefore, even if the system main switch 120 is turned off during the diagnosis, the engine 50 is operated by intermittent stop control as soon as the operation of the engine 50 is started the next time the system main switch 120 is turned on. The stop is prohibited, and the operation of the engine 50 is continued. Therefore, as compared with the case where the stop of the operation of the engine 50 by the intermittent stop control is not prohibited, the chances of executing the diagnosis process are increased, and the diagnosis can be completed promptly.

(1-2) If the stop of the operation of the engine 50 by the intermittent stop control is prohibited, the operation of the engine 50 is continued, so that the fuel consumption increases. That is, the effect of suppressing the fuel consumption that should be obtained by the intermittent stop control cannot be obtained. On the other hand, in the control device 400, as described with reference to FIG. 13, the trip prohibiting the stop of the engine 50 by storing the provisional determination flag continues more than twice. Can be suppressed. Therefore, it is possible to secure an opportunity to execute the diagnosis and to suppress the fuel consumption, and to prevent the fuel consumption from increasing excessively.

(About intermittent stop prohibition processing associated with learning processing)
(2-1) The lower the vehicle speed, the less efficient the engine 50 is to be operated. Therefore, the lower the vehicle speed, the higher the fuel consumption by executing the intermittent stop prohibition process. Resulting in. Therefore, in order to suppress fuel consumption, the vehicle speed threshold value is set to a large value, the vehicle speed for executing the intermittent stop prohibition process is set to the high vehicle speed side, and the engine is operated in a low efficiency state through intermittent stop control. It is preferable to suppress it.

However, as the operation of the engine 50 continues, changes over time in the controlled object, such as accumulation of deposits in the throttle valve 53, are accumulated, so that the need for updating the learning value increases. On the other hand, in the control device 400, as the cumulative operating amount of the engine 50 after the learning is completed increases, the vehicle speed threshold value becomes smaller, the opportunity to execute the intermittent stop prohibition process increases, and the intermittent stop prohibition is prohibited. The process becomes easier to execute. That is, in the control device 400, as the need to update the learning value increases as the integrated operating amount of the engine 50 increases, the opportunity to execute the intermittent stop prohibition process is expanded, and the learning value is updated. Secure. Therefore, according to the control device 400, it is possible to secure an opportunity to update the learning value and to suppress the fuel consumption by executing the intermittent stop control.

(2-2) When the correction amount in the control is large, it is desirable to update the learning value promptly. On the other hand, in the control device 400, the larger the correction amount, the smaller the vehicle speed threshold value, and the greater the chance of executing the intermittent stop prohibition process. That is, according to the control device 400, when the correction amount is large, the learning value update opportunity can be expanded and the control deviation can be quickly eliminated.

(Regarding control for starting the engine when the cam position sensor is out of order)
(3-1) In the control device 400, when the cam position sensor 160 is out of order, one of the two crank angles corresponding to the missing tooth portion 153 is detected based on the detection of the missing tooth portion 153 by the crank position sensor 150. Temporarily determine the crank angle as the crank angle. Then, the engine control unit 300 controls the engine 50 based on the value of the crank counter calculated based on the tentatively determined crank angle. Therefore, even if the cam position sensor 160 is out of order, the engine 50 can be started with a probability of about 50%.

(3-2) In the control device 400, when the start using the value of the crank counter calculated based on the tentatively determined crank angle fails, the tentative determination is made among the two crank angles corresponding to the missing tooth portion 153. The crank counter is recalculated based on the other crank angle that is not the same crank angle. Then, the recalculated crank counter is used to try to start the engine 50 again. Therefore, even if the start based on one of the tentatively determined crank angles fails, the start of the engine 50 can be completed by starting using the crank counter recalculated based on the other crank angle.

(3-3) In the control device 400, even when the operation of the engine 50 is stopped, the rotation angle of the crankshaft 59 is estimated with reference to the rotation angle of the motor generator, so that the rotation angle of the crankshaft 59 is estimated while the engine 50 is stopped. You can grasp the crank angle of. Therefore, when the engine is started next time, the engine can be started based on the known crank angle. Therefore, even if the cam position sensor 160 is out of order, the start of the engine 50 can be completed promptly.

(3-4) In the control device 400, the engine 50 is operated when the crank counter cannot be calculated by referring to the rotation angle of the first motor generator 11 and the rotation angle of the second motor generator 12. Let it continue. Therefore, it is possible to suppress the execution of restarting that may fail and avoid the failure of starting.

This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
The control device 400 has been applied to a plug-in hybrid vehicle in which the battery 30 can be charged by an external power source 40, but may be applied to a non-plug-in type hybrid vehicle.

An example is shown in which the engine 50 includes a valve timing change mechanism 56 on the intake side and a valve timing change mechanism 56 on the exhaust side, but the control device 400 includes an engine that does not have the valve timing change mechanism 56. It can also be applied to hybrid vehicles.

Specifically, it is equipped with an engine having only the valve timing changing mechanism 56 on the intake side, an engine having only the valve timing changing mechanism 56 on the exhaust side, and an engine not having the valve timing changing mechanism 56. It can also be applied to hybrid vehicles.

-The expression of the value of the crank counter is not limited to the one that counts up one by one such as "1", "2", "3", and so on. For example, the count may be increased by 30 such as "0", "30", "60", ... According to the corresponding crank angle. Of course, it does not have to be the same count-up of 30 as the crank angle. For example, the count-up may be "0", "5", "10", ...

-Although an example of counting up the crank counter every 30 ° CA has been shown, the method of counting up the crank counter is not limited to this mode. For example, a configuration that counts up every 10 ° CA may be adopted, or a configuration that counts up at intervals longer than 30 ° CA may be adopted. That is, in the above embodiment, the crank counter is counted up every time three edges are counted, and the crank counter is counted up every 30 ° CA. However, the number of edges required for counting up is It may be changed as appropriate. For example, it is possible to adopt a configuration in which the crank counter is counted up every time one edge is counted, and the crank counter is counted up every 10 ° CA.

The valve timing change mechanism 56 may be of a hydraulic drive type. In that case, in the release operation, the oil control valve that controls the flood control is reciprocated.
-It is not necessary to carry out all the illustrated diagnostic processes. Moreover, the diagnostic processing to be carried out is not limited to the example. When performing diagnostic processing that cannot diagnose the occurrence of an abnormality when the engine 50 is not operating, if a configuration is adopted in which intermittent stop prohibition processing is performed, an opportunity to perform diagnosis is secured as in the above embodiment. Therefore, the effect that the diagnosis can be completed promptly can be obtained.

-In the diagnostic process, when the learning process is executed, if the learning value reaches the upper limit or the lower limit, an example is shown in which it is determined that an abnormality has occurred, but the method of abnormality diagnosis is such. It is not limited to the mode. For example, it may be determined that an abnormality has occurred when the deviation between the target value and the detected value is large.

-An example was shown in which the continuation of the intermittent stop prohibition process is limited to 2 trips due to the provisional judgment flag being ON, but the number of trips allowed for the intermittent stop prohibition process to continue is Not limited to "2". For example, it may be "3" or more. Further, the configuration for restricting continuation may be omitted.

-As described with reference to FIG. 11, in the above embodiment, when the normal counter becomes "3" or more after the provisional determination flag is turned ON, the provisional determination flag is cleared and an abnormality occurs. The display indicating that it was occurring was stopped. On the other hand, the threshold value of the normal counter, which is a condition for erasing the provisional determination flag, is not limited to "3". For example, it may be a value smaller than "3" or a value greater than or equal to "4".

-If it is determined that there is an abnormality through the provisional judgment routine and it is determined that there is an abnormality through this judgment routine when the provisional judgment flag is ON, it is diagnosed that an abnormality has occurred. An example of turning on this judgment flag is shown. On the other hand, the method of confirming the diagnosis in the diagnostic process, that is, the conditions for finally making the diagnosis can be appropriately changed. For example, when it is determined that there is an abnormality a plurality of times through the provisional determination routine, it may be diagnosed that an abnormality has occurred and the present determination flag may be turned ON.

An example is shown in which the control device 400 is composed of the system control unit 100, the power control unit 200, and the engine control unit 300, but the configuration of the control device is not limited to such a configuration. For example, the control device may be physically configured as one device. Further, the control device may be composed of four or more units.

An example is shown in which the threshold value calculation unit 103 calculates a smaller value as the vehicle speed threshold value as the correction amount in the control of the object to learn the learning value is larger. However, the process of step S510 is omitted, and the threshold value calculation unit 103 , The vehicle speed threshold value may be calculated based on the integrated operating amount regardless of the correction amount.

An example is shown in which the operating amount calculation unit 102 calculates the integrated cruising distance of the hybrid vehicle 10 as an index value of the integrated operating amount, but the index value of the integrated operating amount is not limited to this. For example, the operating amount calculation unit 102 may adopt a configuration in which the integrated operating amount calculation unit 102 calculates the integrated intake air amount of the engine 50 after the learning of the learning value by the latest learning process is completed as the index value of the integrated operating amount.

It can be said that the larger the cumulative intake air amount, the larger the cumulative operating amount of the engine 50. Therefore, by calculating the integrated intake air amount of the engine 50 after the learning is completed as an index value of the integrated operating amount of the engine 50 after the learning is completed, the learning is completed based on the calculated index value. After that, the integrated operating amount of the engine 50 can be estimated.

Further, for example, the operating amount calculation unit 102 may adopt a configuration in which the integrated operating amount of the engine 50 is calculated as an index value of the integrated operating amount after the learning of the learning value by the latest learning process is completed. ..

It can be said that the longer the cumulative operating time, the larger the cumulative operating amount of the engine 50. Therefore, by calculating the integrated operating time of the engine 50 after the learning is completed as an index value of the integrated operating amount of the engine 50 after the learning is completed, the learning is completed based on the calculated index value. It is possible to estimate the cumulative operating amount of the engine 50 since then.

-The crank angles corresponding to the missing tooth portion 153 are "90 ° CA" and "450 ° CA", and the crank angle at which the missing tooth portion 153 is detected when the cam position sensor 160 fails is "90 ° CA". An example of tentative decision is shown. However, the tentatively determined crank angle may be set to "450 ° CA". In this case, in the process of step S710, "90 ° CA" is regarded as the correct crank angle, and the crank counter is recalculated.

That is, when the crankshaft 59 makes two rotations, the two crank angles corresponding to the missing tooth portion 153 are separated by 360 ° CA, so that the other crank angle is increased by one rotation with respect to one crank angle. The crank angle is reduced.

Therefore, when the engine 50 fails to start, the counter calculation unit 302 recalculates the crank counter based on the crank angle increased or decreased by one rotation from the tentatively determined crank angle, and the recalculated crank counter. It suffices if the engine 50 is restarted based on the above.

-The process described with reference to FIG. 16 for switching the value of the crank counter when the start based on the tentatively determined crank angle fails may be omitted. If at least one of the two crank angles corresponding to the missing tooth portion 153 is tentatively determined and the start is performed, the start can be succeeded with a probability of about 50%.

-The configuration that prohibits intermittent stop when the crank counter cannot be calculated by referring to the rotation angle of the motor generator may be omitted. In this case, when starting next time, the crank angle may be tentatively determined, and the process described with reference to FIG. 16 may be executed to attempt starting.

-The configuration in which the calculation of the crank counter is continued with reference to the rotation angle of the motor generator may be omitted even while the operation of the engine 50 is stopped.
An example of storing the third intermittent stop prohibition flag in the non-volatile memory 104 is shown, but the third intermittent stop prohibition flag is stored in a memory that is not the non-volatile memory 104 and whose memory is erased when power supply is stopped. You may let me. In this case, the third intermittent stop prohibition flag is turned ON the next time the engine 50 is operated and the routine described with reference to FIG. 17 is executed.

-While the engine 50 is being operated, the engine rotation speed is difficult to stabilize immediately after the driving force is changed by the second motor generator 12 or the amount of power generated by the first motor generator 11 is changed. Therefore, at this time, ISC learning may be prohibited so that ISC learning is not performed. Further, at this time, the intermittent stop prohibition process for securing the execution opportunity of the ISC learning may not be executed. Further, the intermittent stop prohibition process for securing the execution opportunity of the ISC learning may not be executed without prohibiting the ISC learning.

-The engine speed is difficult to stabilize even when the fuel increase correction is performed when the engine 50 is started. Therefore, ISC learning may be prohibited and ISC learning may not be performed when and immediately after the fuel increase correction is performed. Further, at this time, the intermittent stop prohibition process for securing the execution opportunity of the ISC learning may not be executed. Further, the intermittent stop prohibition process for securing the execution opportunity of the ISC learning may not be executed without prohibiting the ISC learning.

-When executing the imbalance diagnosis process, the ignition timing is retarded and the intake air amount is increased in order to secure the S / N ratio, which is the ratio of the signal and noise. Therefore, there is a possibility that the learning value in ISC learning may deviate. Therefore, ISC learning may not be performed while the imbalance diagnosis process is being executed.

-When performing ISC learning, even if there is a deviation in the learning value due to the balance with other controls, if the magnitude of the deviation due to the influence of the control can be grasped in advance, offset it. You can learn. Therefore, when such offsetting is performed, the learning is executed by performing the intermittent stop prohibition process as in the above embodiment. For example, if the driving force of the second motor generator 12 is changed or the amount of power generated by the first motor generator 11 is changed, the torque applied to the crankshaft 59 changes, so that ISC learning can be performed correctly as it is. Although there is no such thing, learning can be performed by incorporating the change in torque in advance and offsetting it. In that case, learning can be performed by prohibiting intermittent suspension as in the above embodiment.

-During the idling operation, the energization of the first motor generator 11 is controlled so that the load of the first motor generator 11 does not act on the crankshaft 59. However, there is an error in the control for each rotation speed of the first motor generator 11. As a result, the learning value in ISC learning is deviated. Therefore, it is also possible to set a correction amount for each rotation speed of the first motor generator, perform correction, and control energization to the first motor generator 11 to perform ISC learning. Since the rotation speed of the first motor generator 11 is proportional to the vehicle speed, the correction amount may be calculated based on the vehicle speed.

-As an example of determining whether or not the crank counter cannot be calculated by referring to the rotation angle of the motor generator, a failure of the resonator is illustrated. However, the factor that makes it impossible to calculate the crank counter by referring to the rotation angle of the motor generator is not limited to the failure of the resonator. For example, in the case of a one-motor hybrid vehicle as shown in FIG. 18, by disconnecting the crankshaft 59 of the engine 50 and the drive motor 210 by the clutch 230, the crank is cranked with reference to the rotation angle of the drive motor 210. It becomes impossible to calculate the counter.

An example of control in the case of such a configuration will be described with reference to FIGS. 18 and 19.
As shown in FIG. 18, in this hybrid vehicle, a drive motor 210 is provided between the engine 50 and the transmission 220. Further, a clutch 230 is interposed between the drive motor 210 and the engine 50. The drive motor 210 is connected to the input shaft 221 of the transmission 220, and the drive shaft 24 of the wheel 23 is connected to the output shaft 222 of the transmission via the differential mechanism 22.

The control device 400 includes a stop prohibition unit 101 and a counter calculation unit 302. The control device 400 controls the engine 50, the clutch 230, and the drive motor 210.
In this control device 400, the routine shown in FIG. 19 is executed instead of the routine shown in FIG. This routine is repeatedly executed by the control device 400 during the operation of the engine 50 in which the cam position sensor 160 is out of order and the third intermittent stop flag is turned off.

As shown in FIG. 19, when this routine is started, the control device 400 is in an OFF state in which the clutch 230 is in a state of disconnecting the crankshaft 59 and the drive motor 210 in the process of step S900. Judge whether or not. That is, through the process of step S900, the control device 400 determines whether or not the crank counter cannot be calculated with reference to the rotation angle of the drive motor 210.

If it is determined in the process of step S900 that the clutch is OFF (step S900: YES), the control device 400 advances the process to step S910. Then, the control device 400 stores the third intermittent stop prohibition flag in the memory in the process of step S910. As a result, the third intermittent stop prohibition flag is turned ON. When the third intermittent stop prohibition flag is turned ON in this way, the control device 400 temporarily terminates this routine. In the initial state, the third intermittent stop prohibition flag is not stored in the memory and is turned off. Further, in the case of the control device 400, since the memory that stores the third intermittent stop prohibition flag is not a non-volatile memory, the third intermittent stop prohibition flag is erased when the power supply is stopped.

On the other hand, in the process of step S900, when it is determined that the clutch is not turned off and is in the ON state in which the crankshaft 59 and the drive motor 210 are connected (step S900: NO). The control device 400 temporarily terminates this routine without executing the process of step S910.

Even when such a configuration is adopted, when the crank counter cannot be calculated by referring to the rotation angle of the motor generator, the stop prohibition unit 101 executes the intermittent stop prohibition process of the engine. The operation can be continued. Therefore, it is possible to suppress the execution of restarting that may fail and avoid the failure of starting.

The technical idea that can be grasped from the above-described embodiment and modified example will be described.
(1) Intermittent stop control applied to a hybrid vehicle equipped with an engine and a motor as a driving force source to automatically stop and restart the operation of the engine, and learning to learn a learning value used for controlling the engine. A control device for a hybrid vehicle that executes processing, and a stop prohibition unit that executes intermittent stop prohibition processing that prohibits stopping of operation of the engine by the intermittent stop control, and the learning value obtained by the latest learning processing. An operating amount calculation unit that calculates an index value indicating the integrated operating amount of the engine after the learning is completed, and a threshold calculation unit that calculates a vehicle speed threshold based on the index value calculated by the operating amount calculation unit. When the integrated operating amount is larger based on the index value, the threshold calculation unit calculates a smaller value as the vehicle speed threshold, and the stop prohibition unit calculates that the vehicle speed of the hybrid vehicle is equal to or higher than the vehicle speed threshold. A hybrid vehicle control device that executes the intermittent stop prohibition process when there is a case.

As the engine continues to operate, changes over time in the controlled object, such as deposit accumulation in the throttle valve, accumulate, so the need to update the learning value increases. On the other hand, according to the above configuration, as the amount of engine operation after the learning is completed increases, the vehicle speed threshold value becomes smaller, the opportunity to execute the intermittent stop prohibition process increases, and the intermittent stop prohibition process increases. Is easier to execute. That is, according to the above configuration, as the need to update the learning value increases as the amount of engine operation increases, the opportunity to execute the intermittent stop prohibition process is expanded to secure the opportunity to update the learning value. And, it is possible to achieve harmony with the suppression of fuel consumption by executing the intermittent stop control.

(2) The hybrid vehicle control device according to (1), wherein the threshold value calculation unit calculates a smaller value as the vehicle speed threshold value as the correction amount in the control of the object to learn the learning value is larger.

When the amount of correction in control is large, it is desirable to update the learning value promptly. On the other hand, according to the above configuration, the larger the correction amount, the smaller the vehicle speed threshold value, and the greater the chance of executing the intermittent stop prohibition process. That is, when the correction amount is large, the learning value update opportunity can be expanded and the control deviation can be quickly eliminated.

(3) The operating amount calculation unit calculates, as the index value, the integrated mileage of the hybrid vehicle after the learning of the learning value by the latest learning process is completed in (1) or (2). The hybrid vehicle control device described.

The longer the cumulative mileage, the larger the cumulative operating amount of the engine. Therefore, by calculating the integrated mileage after the learning is completed as an index value of the integrated operating amount of the engine after the learning is completed, the engine after the learning is completed based on the calculated index value. It is possible to estimate the cumulative operating amount of.

(4) The operating amount calculation unit calculates, as the index value, the integrated intake air amount of the engine after the learning of the learning value by the latest learning process is completed in (1) or (2). The hybrid vehicle control device described.

It can be said that the larger the cumulative intake air amount, the larger the cumulative operating amount of the engine. Therefore, by calculating the integrated intake air amount of the engine after the learning is completed as an index value of the integrated operating amount of the engine after the learning is completed, the learning is completed based on the calculated index value. It is possible to estimate the cumulative operating amount of the engine from.

(5) Described in (1) or (2), the operating amount calculation unit calculates, as the index value, the integrated operating time of the engine after the learning of the learning value by the latest learning process is completed. Hybrid vehicle control device.

It can be said that the longer the cumulative operating time, the larger the cumulative operating amount of the engine. Therefore, by calculating the integrated operating time of the engine after the learning is completed as an index value of the integrated operating amount of the engine after the learning is completed, after the learning is completed based on the calculated index value. It is possible to estimate the cumulative operating amount of the engine.

(6) A control device for a hybrid vehicle, which is applied to a hybrid vehicle provided with an engine and a motor as a driving force source, and executes intermittent stop control for automatically stopping and restarting the operation of the engine. Detection of pulse signals output by the crank position sensor for each constant crank angle with the rotation of the crankshaft, detection of missing teeth that occur once during one rotation of the crankshaft, and interlocking with the crankshaft The crank angle for two rotations of the crankshaft based on the detection of the signal output by the cam position sensor that detects the arrival of a specific cam angle of the camshaft that rotates and makes one rotation while the crankshaft makes two rotations. A counter calculation unit that calculates the value of the crank counter corresponding to the above is provided, and when the cam position sensor is out of order, the counter calculation unit determines the crank angle based on the detection of the missing tooth portion by the crank position sensor. A hybrid that tentatively determines and calculates the value of the crank counter, and when the cam position sensor is out of order, controls the engine based on the value of the crank counter calculated by the counter calculation unit based on the tentatively determined crank angle. Vehicle control device.

Since the missing tooth is detected twice while the crankshaft makes two rotations, the crank angle corresponding to the missing tooth is separated from the crank angle at the first rotation by 360 ° CA from the crank angle at the first rotation. There are two with the crank angle at the second rotation.

According to the above configuration, when the cam position sensor is out of order, one of the two crank angles corresponding to the missing tooth is tentatively determined as the crank angle based on the detection of the missing tooth by the crank position sensor. Then, the value of the crank counter is calculated based on the tentatively determined crank angle. Then, the engine is controlled based on the value of the crank counter calculated based on the tentatively determined crank angle. Therefore, even if the cam position sensor fails, the engine can be started with a probability of about 50% by controlling the engine based on the value of the crank counter calculated based on the tentatively determined crank angle.

(7) When the start of the engine executed based on the value of the crank counter calculated based on the tentatively determined crank angle is successful, the counter calculation unit of the crank counter based on the tentatively determined crank angle While the calculation is continued, if the start of the engine executed based on the value of the crank counter calculated based on the tentatively determined crank angle fails, the counter calculation unit makes one rotation from the tentatively determined crank angle. The control device for a hybrid vehicle according to (6), wherein the crank counter is recalculated based on the increased or decreased crank angle, and the engine is restarted based on the recalculated crank counter.

According to the above configuration, when the start using the value of the crank counter calculated based on the tentatively determined crank angle fails, it is not the tentatively determined crank angle of the two crank angles corresponding to the missing tooth portion. The crank counter is recalculated based on the other crank angle, and the recalculated crank counter is used to try to start the engine again. Therefore, even if the tentatively determined start based on one crank angle fails, the engine start can be completed by starting using the crank counter recalculated based on the other crank angle.

(8) The hybrid vehicle control device according to (6) or (7), wherein the counter calculation unit calculates the crank counter with reference to the rotation angle of the motor.
The crank position sensor cannot detect the crank angle when the rotation speed of the crankshaft is extremely slow. Further, since the rotation direction of the crankshaft cannot be specified, if the crankshaft rotates in the reverse rotation direction immediately before the engine is stopped, the crank angle cannot be grasped. On the other hand, in the case of a hybrid vehicle that travels by using a motor and an engine, the rotation angle of the crankshaft can be estimated based on the rotation angle of the motor that assists the driving of the engine. In this case, the rotation angle of the crankshaft can be estimated even when the rotation speed of the crankshaft such that the engine stops is extremely slow or when rotation in the reverse rotation direction occurs. Therefore, according to the above configuration, the rotation angle of the crankshaft can be estimated with reference to the rotation angle of the motor even when the engine operation is stopped. If the crank angle while the engine is stopped can be grasped in this way, the next time the engine is started, the start can be performed based on the grasped crank angle. Therefore, even if the cam position sensor is out of order, the engine can be started quickly.

(9) A stop prohibition unit for executing an intermittent stop prohibition process for prohibiting the stop of operation of the engine by the intermittent stop control is provided, the cam position sensor is out of order, and the rotation angle of the motor is referred to. The control device for a hybrid vehicle according to (8), wherein when the crank counter cannot be calculated, the stop prohibition unit executes an intermittent stop prohibition process to continue the operation of the engine. ..

If the engine operation is stopped by the intermittent stop control when the cam position sensor is out of order, it is necessary to start again using the crank angle tentatively determined based on the detection of the missing tooth portion.

Restarting when the cam position sensor is out of order may fail, leading to wasteful fuel consumption and unburned gas emissions compared to continuing engine operation. On the other hand, according to the above configuration, since the operation of the engine is continued, it is possible to suppress the execution of the restart which may fail and avoid the failure of the start.

10 ... Hybrid vehicle, 11 ... 1st motor generator, 12 ... 2nd motor generator, 13 ... Planetary gear mechanism, 14 ... Sun gear, 15 ... Planetary carrier, 16 ... Ring gear, 17 ... Counter drive gear, 18 ... Counter driven gear , 19 ... Reduction gear, 20 ... Final drive gear, 21 ... Final driven gear, 22 ... Differential mechanism, 23 ... Wheels, 24 ... Drive shaft, 30 ... Battery, 31 ... Connector, 40 ... External power supply, 50 ... Engine, 51 ... intake passage, 52 ... air cleaner, 53 ... throttle valve, 54 ... fuel injection valve, 55 ... combustion chamber, 56 ... valve timing change mechanism, 57 ... igniter, 58 ... ignition plug, 59 ... crankshaft, 60 ... exhaust passage , 61 ... 1st three-way catalyst, 62 ... second three-way catalyst, 63 ... EGR cooler, 64 ... EGR passage, 65 ... EGR valve, 66 ... intake valve, 67 ... exhaust valve, 70 ... fuel tank, 71 ... fuel Pump, 72 ... filter, 73 ... fuel supply passage, 74 ... electric relief valve, 75 ... return passage, 81 ... water temperature sensor, 82 ... exhaust temperature sensor, 83 ... air fuel ratio sensor, 84 ... oxygen sensor, 85 ... accelerator position sensor , 86 ... Vehicle speed sensor, 87 ... Fuel pressure sensor, 88 ... Air flow meter, 89 ... Intake pressure sensor, 90 ... Knock sensor, 91 ... Camshaft, 93 ... Hydraulic sensor, 100 ... System control unit, 101 ... Stop prohibition unit, 102 ... Operating amount calculation unit, 103 ... Throttle calculation unit, 104 ... Non-volatile memory, 110 ... Warning display unit, 120 ... System main switch, 150 ... Crank position sensor, 151 ... Sensor plate, 152 ... Signal tooth, 153 ... Missing tooth Part, 160 ... Cam position sensor, 161 ... Timing rotor, 162 ... Large protrusion, 163 ... Medium protrusion, 164 ... Small protrusion, 170 ... Oil pump, 171 ... Oil control valve, 173 ... Oil pan, 174 ... Strainer , 175 ... oil supply passage, 176 ... oil recirculation passage, 178 ... discharge passage, 179 ... discharge passage, 180 ... water pump, 181 ... radiator, 182 ... fan, 183 ... thermostat, 184 ... introduction passage, 185 ... discharge passage, 186 ... suction passage, 187 ... bypass passage, 200 ... power control unit, 210 ... drive motor, 220 ... transmission, 221 ... input shaft, 222 ... output shaft, 230 ... clutch, 300 ... engine control unit, 301 ... diagnostic unit , 302 ... Counter calculation Unit, 400 ... Control device.

Claims (2)

It is a control device for a hybrid vehicle that is applied to a hybrid vehicle equipped with an engine and a motor as a driving force source, and executes intermittent stop control that automatically stops and restarts the operation of the engine.
A diagnostic unit that executes diagnostic processing to confirm the presence or absence of abnormalities in the engine when the engine is running,
A stop prohibition unit for executing an intermittent stop prohibition process for prohibiting the stop of operation of the engine by the intermittent stop control is provided.
When the diagnostic unit determines through the diagnostic process that there is an abnormality in a state where the temporary determination flag, which is information indicating that an abnormality may have occurred, is not stored in the non-volatile memory, the temporary determination flag Is stored in the non-volatile memory, while the non-volatile memory is diagnosed as having an abnormality when it is determined through the diagnostic process that the temporary determination flag is stored in the non-volatile memory. Erase the provisional judgment flag from the memory and
A control device for a hybrid vehicle in which the stop prohibition unit executes the intermittent stop prohibition process when the provisional determination flag is stored in the non-volatile memory. A trip in which the stop prohibition unit prohibits the engine from being stopped by the intermittent stop control by storing the provisional determination flag, with the period during which the system main switch of the vehicle is ON as one trip. However, the control device for a hybrid vehicle according to claim 1, wherein when the engine continues for a specified number of times, the prohibition on stopping the engine due to the storage of the provisional determination flag is released.