JP2021017093A - Hybrid vehicle - Google Patents

Abstract

To enable detection of combustion failure when the combustion failure occurs in an engine with a clutch engaged.SOLUTION: A hybrid vehicle includes an engine connected to an input side of a torsional element; a motor connected to a drive wheel via a transmission; and a clutch for connecting and disconnecting between an output side of the torsional element and the motor. In the vehicle, when the clutch is engaged, whether a combustion failure is occurring in the engine is determined by comparing an integrated value or average value of variation amount of engine revolution in a given period is compared with a threshold.SELECTED DRAWING: Figure 4

Description

The present invention relates to a hybrid vehicle.

Conventionally, as this type of hybrid vehicle, an engine connected to the input side of a damper, a motor connected to a drive wheel via an automatic transmission and a starting device having a lockup clutch and a torque converter, and a damper. A clutch including a clutch for connecting and disconnecting an output side and a motor has been proposed (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2017-171006

In the hybrid vehicle described above, when the clutch is engaged, the engine is connected to the drive wheels via a damper, a clutch, a motor, a starting device, and an automatic transmission. Therefore, even if combustion failure occurs in the engine, the engine speed does not decrease sufficiently. Based on this, when a combustion failure occurs in the engine, how to detect the combustion failure has been an issue.

The main object of the hybrid vehicle of the present invention is to make it possible to detect a combustion failure when a combustion failure occurs in the engine while the clutch is engaged.

The hybrid vehicle of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention
With the engine connected to the input side of the twisting element,
With a motor connected to the drive wheels via a transmission,
A clutch that connects and disconnects the output side of the twisting element and the motor, and
It is a hybrid vehicle equipped with
When the clutch is in the engaged state, a determination device for determining whether or not combustion failure has occurred in the engine by comparing the integrated value or the average value of the rotation fluctuation amount of the engine for a predetermined period with a threshold value.
The gist is to prepare.

In the hybrid vehicle of the present invention, when the clutch is engaged, it is determined whether or not combustion failure has occurred in the engine by comparing the integrated value or the average value of the rotational fluctuation amount of the engine for a predetermined period with the threshold value. To do. Here, as the "combustion failure", for example, misfire in all cylinders of the engine due to an abnormality in the fuel supply system for supplying fuel to the engine can be mentioned. When combustion failure occurs in the engine, the increase in the engine speed due to the explosion combustion is suppressed, and the amount of engine rotation fluctuation becomes small. Therefore, by such a method, when a combustion failure occurs in the engine while the clutch is engaged, the combustion failure can be detected.

In such a hybrid vehicle of the present invention, the determination device calculates the difference between the maximum value and the minimum value of the time required for the output shaft of the engine to rotate by a predetermined rotation angle as the rotation fluctuation amount. May be good.

In this case, the determination device may set the threshold value so that the larger the integrated value or the average value of the rotation speeds of the engine during the predetermined period, the smaller the threshold value. This is because the required time tends to decrease as the engine speed increases, and the amount of rotational fluctuation as the difference between the maximum value and the minimum value of the required time tends to decrease.

Further, in this case, the determination device may set the threshold value so that the larger the integrated value or the average value of the load factor of the engine during the predetermined period is, the larger the threshold value is. This is because the larger the load factor (torque) of the engine, the smaller the minimum value of the required time tends to be when the engine does not cause combustion failure, and the rotation fluctuation as the difference between the maximum value and the minimum value of the required time. This is because the amount tends to be large.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as one Example of this invention. It is a block diagram which shows the outline of the structure of the engine 22. It is explanatory drawing which shows an example of the state of the crank angle θcr, the combustion cylinder, and the required time T30. It is a flowchart which shows an example of the combustion state determination routine executed by the engine ECU 24. It is explanatory drawing which shows an example of the threshold value setting map. It is explanatory drawing which shows an example of the state of the crank angle θcr of the engine 22, the combustion cylinder, the required time T30, and the required time fluctuation amount integrated value ΔT30s. It is a flowchart which shows an example of the combustion state determination routine of a modification.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment has an engine 22, a motor 30, an inverter 32, a clutch 36, an automatic transmission 40, a center differential gear 50, a high voltage battery 60, and a low voltage. It includes a voltage battery 67, a DC / DC converter 68, and a hybrid electronic control unit (hereinafter referred to as "HVECU 70").

The engine 22 is a 4-cylinder internal combustion engine that uses gasoline or light oil supplied from a fuel tank via a fuel supply system as fuel to output power in each process of intake, compression, expansion (explosion combustion), and exhaust. It is configured. As shown in FIG. 2, the engine 22 sucks the air cleaned by the air cleaner 122 into the intake pipe 123 and passes it through the throttle valve 124, and injects fuel from the fuel injection valve 126 to mix the air and the fuel. , This air-fuel mixture is sucked into the combustion chamber 129 via the intake valve 128. Then, the sucked air-fuel mixture is explosively burned by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 23. The exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 133 via the exhaust valve 131 is a catalyst (three-way catalyst) that purifies harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). ) It is exhausted to the outside air through the purification device 134 having 134a.

The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter referred to as "engine ECU") 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. Signals from various sensors necessary for operating and controlling the engine 22 are input to the engine ECU 24 via the input port. The signals input to the engine ECU 24 include, for example, a crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. The cooling water temperature Tw can be mentioned. Cam angles θci and θco from the cam position sensor 144 that detect the rotational position of the intake camshaft that opens and closes the intake valve 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 131 can also be mentioned. Throttle opening TH from the throttle position sensor 124a that detects the position of the throttle valve 124, intake air amount Qa from the air flow meter 148 attached to the intake pipe 123, and suction from the temperature sensor 149 attached to the intake pipe 123. The temperature Ta can also be mentioned. The air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust pipe 133 and the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust pipe 133 can also be mentioned.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. Examples of the signal output from the engine ECU 24 include a control signal to the throttle motor 124b for adjusting the position of the throttle valve 124, a control signal to the fuel injection valve 126, and a control signal to the spark plug 130. The engine ECU 24 is connected to the HVECU 70 via a communication port.

The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140, and the load factor is based on the intake air amount Qa from the air flow meter 148 and the rotation speed Ne of the engine 22. (Ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated.

Further, the engine ECU 24 calculates the required time T30 required for the crankshaft 23 to rotate by 30 degrees each time the crankshaft 23 rotates by a predetermined angle Δθcr1 (for example, 10 degrees).

Further, the engine ECU 24 maximizes the required time T30 while the crankshaft 23 rotates 180 degrees immediately before each time the crankshaft 23 rotates 180 degrees (for example, every time the cylinder in the combustion stroke changes). The required time fluctuation amount ΔT30 is calculated as the difference between the value and the minimum value. FIG. 3 is an explanatory view showing an example of the state of the crank angle θcr, the combustion cylinder, and the required time T30. In the embodiment, since the 4-cylinder engine 22 is used, every time the crankshaft 23 rotates 180 degrees, the first cylinder (# 1), the third cylinder (# 3), the fourth cylinder (# 4), and the second cylinder are used. Ignition is performed in the order of cylinders (# 2). As shown in FIG. 3, when explosion combustion occurs due to ignition in any cylinder of the engine 22, the rotational angular velocity of the crankshaft 23 becomes faster and the required time T30 becomes shorter, and then the friction of the engine 22 causes. The rotational angular velocity of the engine 22 becomes slower and the required time T30 becomes longer. Therefore, the required time T30 fluctuates in a cycle of 180 degrees. In consideration of this, the required time fluctuation amount ΔT30 is calculated as described above.

As shown in FIG. 1, a starter motor 25 for cranking the engine 22 and an alternator 26 for generating electricity using the power from the engine 22 are connected to the crankshaft 23 as an output shaft of the engine 22. .. Further, the input side of the damper 28 as a twisting element is also connected to the crankshaft 23 of the engine 22.

The motor 30 is configured as, for example, a synchronous generator motor. The inverter 32 is used for driving the motor 30 and is connected to the high voltage side power line 61. The motor 30 is rotationally driven by switching control of a plurality of switching elements of the inverter 32 by the HVECU 70. The clutch 36 is configured as, for example, a hydraulically driven friction clutch, and connects and disconnects the output side of the damper 28 and the rotating shaft of the motor 30.

The automatic transmission 40 includes a torque converter 43, a 6-speed automatic transmission 45, and a hydraulic circuit (not shown). The torque converter 43 is configured as a general fluid type conduction device, and applies the power of the input shaft 41 connected to the rotating shaft of the motor 30 to the intermediate rotating shaft 44 which is the input shaft of the automatic transmission 45. It can be amplified and transmitted, or the torque can be transmitted as it is without being amplified. The torque converter 43 determines the rotation direction of the pump impeller attached to the input shaft 41, the turbine runner connected to the intermediate rotating shaft 44, the stator that rectifies the flow of hydraulic oil from the turbine runner to the pump impeller, and the stator. It includes a one-way clutch that limits in one direction and a hydraulically driven lockup clutch 43a that connects the pump impeller and the turbine runner. The automatic transmission 45 is connected to an intermediate rotating shaft 44 and an output shaft 42 connected to a drive shaft 46, and includes a plurality of planetary gears and a plurality of hydraulically driven friction engaging elements (clutch, brake). Has. The automatic transmission 45 forms, for example, a forward stage or a reverse stage from the first speed to the sixth speed by engaging and disengaging a plurality of friction engaging elements, and powers the intermediate rotation shaft 44 and the output shaft 42. To convey.

The center differential gear 50 includes a drive shaft 46, a front transmission shaft 54 connected to the front wheels 51a and 51b via an axle 52 and a front differential gear 53, and a rear wheel 55a and 55b via an axle 56 and a rear differential gear 57. It is connected to the rear transmission shaft 58 which is connected to the rear transmission shaft 58. The center differential gear 50 distributes and transmits the power of the drive shaft 46 to the front transmission shaft 54 and the rear transmission shaft 58, and transmits the total power of the front transmission shaft 54 and the rear transmission shaft 58 to the drive shaft 46. Or something.

The high-voltage battery 60 is configured as, for example, a lithium-ion secondary battery, and is connected to the high-voltage side power line 61 together with the inverter 32. The low-voltage battery 67 is configured as, for example, a lead-acid battery having a rated voltage lower than that of the high-voltage battery 60, and is connected to the low-voltage side power line 66 together with the starter motor 25 and the alternator 26. The DC / DC converter 68 is connected to the high voltage side power line 61 and the low voltage side power line 66. The DC / DC converter 68 is controlled by the HVECU 70 to supply the electric power of the high voltage side electric power line 61 to the low voltage side electric power line 66 with the voltage step down.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include, for example, the rotation position θm of the rotor of the motor 30 from the rotation position sensor (for example, resolver) 30a that detects the rotation position of the rotor of the motor 30, and the rotation attached to the drive shaft 46. The number of rotations Np of the drive shaft 46 from the number sensor 46a can be mentioned. Further, the voltage Vb of the high voltage battery 60 from the voltage sensor attached between the terminals of the high voltage battery 60 and the current Ib of the high voltage battery 60 from the current sensor attached to the output terminal of the high voltage battery 60 are also mentioned. be able to. Further, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. , The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 88 can also be mentioned.

Various control signals are output from the HVECU 70 via the output port. Examples of the signal output from the HVECU 70 include a control signal to the starter motor 25 and a control signal to the alternator 26. Further, a control signal to the inverter 32, a control signal to the clutch 36, a control signal to the automatic transmission 40, and a control signal to the DC / DC converter 68 can also be mentioned. The HVECU 70 is connected to the engine ECU 24 via a communication port. The HVECU 70 also calculates the rotation speed Nm of the motor 30 (the rotation speed of the input shaft 41 of the automatic transmission 40) based on the rotation position θm of the rotor of the motor 30 from the rotation position sensor 30a.

In the hybrid vehicle 20 of the embodiment configured in this way, the electric vehicle (EV travel) mode in which the clutch 36 is released and the vehicle travels using the power from the motor 30 and the engine 22 and the motor 30 are engaged with the clutch 36 engaged. It runs in the hybrid running (HV running) mode in which it runs using the power of.

In the EV travel mode, the HVECU 70 basically performs the following EV travel control. First, the target shift M * of the automatic transmission 45 is set based on the shift lines for the accelerator opening Acc and the vehicle speed V, and the automatic transmission 45 is automatically set to the target shift M *. Controls the transmission 45. Further, the required torque Tp * of the drive shaft 46 (output shaft 42 of the automatic transmission 40) is set based on the accelerator opening degree Acc and the vehicle speed V, and the required torque Tp * of the drive shaft 46 and the speed change of the automatic transmission 45 are set. The required torque Tin * of the input shaft 41 of the automatic transmission 40 is calculated based on the gear ratio corresponding to the step M. Then, the torque command Tm * of the motor 30 is set so that the required torque Tin * is output to the input shaft 41, and switching control of a plurality of switching elements of the inverter 32 is performed so that the motor 30 is driven by the torque command Tm *. To do.

In the HV travel mode, the HVECU 70 basically performs the following HV travel control. The control of the automatic transmission 45 is performed in the same manner as in the EV traveling mode. Regarding the control of the engine 22 and the motor 30, first, the required torque Tin * of the input shaft 41 is calculated in the same manner as in the EV traveling mode. Subsequently, the target torque Te * of the engine 22 and the torque command Tm * of the motor 30 are set so that the required torque Tin * is output to the input shaft 41. Then, the engine 22 is controlled so that the engine 22 is operated at the target torque Te *, and the switching control of the plurality of switching elements of the inverter 32 is performed so that the motor 30 is driven by the torque command Tm *.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation of determining whether or not the engine 22 has a combustion defect will be described. As the "combustion failure", for example, misfire in all cylinders of the engine 22 due to an abnormality in the fuel supply system for supplying fuel to the engine 22 can be mentioned. FIG. 4 is a flowchart showing an example of a combustion state determination routine executed by the engine ECU 24. This routine is executed repeatedly.

When the combustion state determination routine of FIG. 4 is executed, the engine ECU 24 first first receives the rotation speed integrated value Nes, which is the integrated value of the rotation speed Ne of the engine 22, and the load, which is the integrated value of the load factor KL of the engine 22. The rate integrated value KLs, the required time fluctuation amount integrated value ΔT30s which is the integrated value of the required time fluctuation amount ΔT30, and the counter C are reset to the value 0 as the initial value (step S100).

Subsequently, the clutch engagement flag Fc is input (step S110), and the value of the input clutch engagement flag Fc is checked (step S120). When the clutch engagement flag Fc has a value of 0, it is determined that the clutch 36 is in the released state, and it is determined by the clutch release determination process whether or not combustion failure has occurred in the engine 22 (step S130), and this routine is performed. To finish. When the clutch 36 is in the released state, the engine 22 is disconnected from the motor 30, the automatic transmission 40, the front wheels 51a and 51b, and the rear wheels 55a and 55b. Therefore, when the combustion failure does not occur in the engine 22 (the combustion state is normal), the rotation speed Ne of the engine 22 does not decrease so much, whereas when the combustion failure occurs in the engine 22, the engine 22 The rotation speed Ne decreases. Therefore, in the clutch release determination process, for example, by comparing the rotation speed Ne of the engine 22 with the threshold value Neref, it is possible to determine whether or not a combustion failure has occurred in the engine 22.

When the clutch engagement flag Fc is a value 1 in step S120, it is determined that the clutch 36 is in the engaged state, and data such as the engine speed Ne, the load factor KL, and the required time fluctuation amount ΔT30 are input (step). S100). Here, the values set as described above by the engine ECU 24 are input to the rotation speed Ne of the engine 22, the load factor KL, and the required time fluctuation amount ΔT30. As described above, the required time fluctuation amount ΔT30 is calculated every time the crankshaft 23 rotates by 180 degrees. Therefore, in the embodiment, when the processes of steps S110, S120, and S140 to S180 are repeatedly executed, The process of step S140 is performed every time the crankshaft 23 rotates by 180.

When the data is input in this way, the input rotation speed Ne of the engine 22 is added to the previous rotation speed integration value (previous Nes) to update the rotation speed integration value Nes (step S150), and the load factor KL of the engine 22 is set to the previous time. The load factor integrated value KLs is updated in addition to the load factor integrated value (previous KLs) (step S160). Subsequently, the required time fluctuation amount ΔT30 is added to the previous required time fluctuation amount integrated value (previous ΔT30s), the required time fluctuation amount integrated value ΔT30s is updated (step S170), and the counter C is incremented and updated by the value 1. (Step S180).

Then, the counter C is compared with the threshold value Clef (step S190). Here, the threshold value Clef is whether or not the crankshaft 23 of the engine 22 has rotated by a rotation amount (hereinafter, referred to as "determination rotation amount") that can accurately determine whether or not combustion failure has occurred in the engine 22. It is a threshold value used to determine whether, for example, 380, 400, 420 or the like is used. When the counter C is less than the threshold value Cref, it is determined that the engine 22 is not rotating by the determination rotation amount, and the process returns to step S100.

When the counter C is equal to or higher than the threshold value Cref in step S190, it is determined that the engine 22 has rotated by the judgment rotation amount, and whether the engine 22 has a combustion failure based on the rotation speed integrated value Nes and the load factor integrated value KLs. The threshold value ΔT30sref used for determining whether or not to use is set (step S200). Here, in the embodiment, the threshold value ΔT30sref is stored in a ROM (not shown) as a threshold setting map by predetermining the relationship between the rotation speed integrated value Nes and the load factor integrated value KLs and the threshold value ΔT30sref, and the rotation speed integrated value. When Nes and the load factor integrated value KLs are given, the corresponding threshold value ΔT30sreftwo is derived from this map and set. FIG. 5 is an explanatory diagram showing an example of a threshold value setting map. As shown in the figure, the threshold value ΔT30sref is set so that the larger the rotation speed integrated value Nes is, the smaller it is, and the larger the load factor integrated value KLs is, the larger it is. The reason for this will be described later.

Then, the required time fluctuation amount integrated value ΔT30s is compared with the threshold value ΔT30sref (step S210). It is determined that the state is normal (step S220), and this routine is terminated. On the other hand, when the required time fluctuation amount ΔT30 is less than the threshold value ΔT30sref, it is determined that the engine 22 has a combustion failure (step S230), and this routine is terminated.

When the combustion state of the engine 22 is normal, the required time fluctuation amount ΔT30 and thus the required time fluctuation amount integrated value ΔT30s are larger than when the combustion failure occurs in the engine 22. Therefore, by comparing the required time fluctuation amount integrated value ΔT30s with the threshold value ΔT30sref, it is possible to determine whether or not combustion failure has occurred in the engine 22.

Next, the reason for setting the threshold value ΔT30sref to be smaller as the rotation speed integrated value Nes is larger and to be larger as the load factor integrated value KLs is larger will be described. Regarding the former, the larger the rotation speed Ne and thus the rotation speed integrated value Nes of the engine 22, the smaller the required time T30 tends to be, and the required time fluctuation amount ΔT30 and thus the required time fluctuation amount integrated value ΔT30s tends to be smaller. Regarding the latter, the larger the load factor KL (torque generated by explosive combustion) of the engine 22, the longer the time required for T30 while the crankshaft 23 rotates 180 degrees when the combustion state of the engine 22 is normal. This is because the minimum value of T30 tends to be small, and the required time fluctuation amount ΔT30 and thus the required time fluctuation amount integrated value ΔT30s tends to be large. Therefore, by setting the threshold value ΔT30sref in this way, it is possible to more appropriately determine whether or not combustion failure has occurred in the engine 22.

FIG. 6 is an explanatory diagram showing an example of the state of the crank angle θcr of the engine 22, the combustion cylinder, the required time T30, and the required time fluctuation amount integrated value ΔT30s. Since the amount of rotation of the crankshaft 23 per unit time differs between when the combustion state of the engine 22 is normal (no combustion failure has occurred) and when combustion failure has occurred, the horizontal axis is defined as time. , The width of the required time T30 is different when it is made into a drawing. Based on this, in FIG. 6, in order to make the width of the required time T30 uniform and facilitate comparison between the two, the horizontal axis is set to counter C (corresponding to the amount of rotation of the crankshaft 23). In the figure, with respect to the required time T30 and the required time fluctuation amount integrated value ΔT30s, the solid line shows the state when the combustion state of the engine 22 is normal, and the broken line shows the state when the combustion failure occurs in the engine 22. Shown. When the combustion state of the engine 22 is normal, as shown by the solid line in the figure, the fluctuation amount of the required time T30 (required time fluctuation amount ΔT30) is relatively large, and accordingly, the required time fluctuation amount integrated value ΔT30s becomes It becomes relatively large. On the other hand, when combustion failure occurs in the engine 22, as shown by the broken line in the figure, the fluctuation amount of the required time T30 (required time fluctuation amount ΔT30) is relatively small, and the required time fluctuation amount integrated value ΔT30s does not become so large. .. Therefore, when the counter C reaches the threshold value Cref or higher, it is possible to determine whether or not the engine 22 has a combustion defect by comparing the required time fluctuation amount integrated value ΔT30s with the threshold value ΔT30sref.

In the hybrid vehicle 20 of the embodiment described above, when the clutch 36 is in the engaged state, the engine 22 is operated by comparing the integrated value ΔT30s of the required time fluctuation amount while the engine 22 has rotated by a predetermined rotation amount with the threshold value ΔT30sref. Determine if there is a combustion defect. When combustion failure occurs in the engine 22, the increase in the rotation speed of the engine 22 due to the explosion combustion is suppressed, the minimum value of the required time T30 becomes small, and the required time fluctuation amount ΔT30 and thus the required time fluctuation amount integrated value ΔT30s becomes small. Become. Therefore, by such a method, when a combustion failure occurs in the engine 22 with the clutch 36 engaged, the combustion failure can be detected.

In the hybrid vehicle 20 of the embodiment, it is determined whether or not combustion failure has occurred in the engine 22 by comparing the required time fluctuation amount integrated value ΔT30s with the threshold value ΔT30sref. However, by comparing the required time fluctuation amount average value, which is the average value of the required time fluctuation amount ΔT30 obtained by dividing the required time fluctuation amount integrated value ΔT30s by the threshold Clef, with the threshold value, combustion failure occurs in the engine 22. It may be used to determine whether or not it is present.

In the hybrid vehicle 20 of the embodiment, the threshold value ΔT30sref is set based on the rotation speed integrated value Nes and the load factor integrated value KLs, but the rotation of the engine 22 obtained by dividing the rotation speed integrated value Nes by the threshold Clef. A threshold value based on the rotation speed average value Nea, which is the average value of several Ne, and the load factor average value KLa, which is the average value of the load factor KL of the engine 22 obtained by dividing the load factor integrated value KLs by the threshold Clef. ΔT30sref may be set. Further, the threshold value ΔT30sref may be set based on only one of the rotation speed integrated value Nes and the rotation speed average value Nea, and the load factor integrated value KLs and the load factor average value KLa. Further, a predetermined value (uniform value) may be used as the threshold value ΔT30sref.

In the hybrid vehicle 20 of the embodiment, as shown in the combustion state determination routine of FIG. 4, the engine ECU 24 executes the process of step S100 before executing the process of step S110 (immediately after the start of execution of this routine). However, instead of this, as shown in the combustion state determination routine of FIG. 7, the process of step S100 may be executed after the process of step S220 or step S230 is executed.

Now, consider when the clutch 36 is in the engaged state, the disengaged state, and the engaged state. In the combustion state determination routine of FIG. 4, when the clutch 36 is released or subsequently engaged, the rotation speed integrated value Nes, the load factor integrated value KLs, the required time fluctuation amount integrated value ΔT30s, The counter C will be reset to the value 0. As a result, when the clutch 36 continues in the engaged state (without being released) and the counter C reaches the threshold value Cref or more (the crankshaft 23 of the engine 22 rotates by the determination rotation amount), It is possible to determine whether or not combustion failure has occurred in the engine 22.

On the other hand, in the combustion state determination routine of FIG. 7, when the clutch 36 is released or then re-engaged, the rotation speed integrated value Nes, the load factor integrated value KLs, and the required time are required. The fluctuation amount integrated value ΔT30s and the counter C are not reset to the value 0. As a result, the time from when the clutch 36 is engaged again until the counter C reaches the threshold value Cref or higher, that is, the time until it is determined whether or not combustion failure has occurred in the engine 22 can be shortened. it can.

In the hybrid vehicle 20 of the embodiment, a 4-cylinder engine 22 is used, but an engine such as a 6-cylinder engine or an 8-cylinder engine may be used.

In the hybrid vehicle 20 of the embodiment, the power of the drive shaft 46 is distributed and transmitted to the front transmission shaft 54 (front wheels 51a, 51b) and the rear transmission shaft 58 (rear wheels 55a, 55b) via the center differential gear 50. And said. However, the power of the drive shaft 46 may be output to only one of the front wheels 51a and 51b and the rear wheels 55a and 55b without the center differential gear 50.

In the hybrid vehicle 20 of the embodiment, the engine ECU 24 and the HVECU 70 are provided, but these may be configured as one electronic control unit.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor 30 corresponds to the "motor", the clutch 36 corresponds to the "clutch", and the engine ECU 24 corresponds to the "determination device".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the manufacturing industry of hybrid vehicles and the like.

20 hybrid car, 22 engine, 23 crank shaft, 24 engine ECU, 25 starter motor, 26 alternator, 28 damper, 30 motor, 30a rotation position sensor, 32 inverter, 36 clutch, 40 automatic transmission, 41 input shaft, 42 output Axis, 43 Torque Converter, 43a Lockup Clutch, 44 Intermediate Rotating Axis, 45 Automatic Transmission, 46 Drive Axis, 46a Rotation Sensor, 50 Center Differential Gear, 51a Front Wheels, 52 Axles, 53 Front Differential Gears, 54 Front Transmission Axis , 55a rear wheels, 56 axles, 57 rear differential gears, 58 rear transmission shafts, 60 high voltage batteries, 61 high voltage side power lines, 66 low voltage side power lines, 67 low voltage batteries, 68 DC / DC converters, 70 HVECU , 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor.

Claims (1)

With the engine connected to the input side of the twisting element,
With a motor connected to the drive wheels via a transmission,
A clutch that connects and disconnects the output side of the twisting element and the motor, and
It is a hybrid vehicle equipped with
When the clutch is in the engaged state, a determination device for determining whether or not combustion failure has occurred in the engine by comparing the integrated value or the average value of the rotation fluctuation amount of the engine for a predetermined period with a threshold value.
A hybrid vehicle equipped with.

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