JP3774899B2 - Hybrid vehicle powertrain failure judgment device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a failure determination device for a powertrain of a hybrid vehicle, and more particularly to a failure determination device for a powertrain of a hybrid vehicle in which an engine misfire determination is performed.
[0002]
[Prior art]
Currently, various hybrid vehicles are being developed. A hybrid vehicle uses an engine and an electric motor as a travel drive source. For example, the following are known.
In Japanese Patent Laid-Open No. 9-1117012, in such a hybrid vehicle, a generator is connected to the engine, and the generator is operated as an electric motor, whereby the rotation of the engine is increased from a stopped state to a predetermined idling speed. In addition, after the engine speed reaches the idling speed, fuel is supplied to the engine and an ignition operation is started to reduce rattling noise and vibration when the engine is started.
Japanese Patent Laid-Open No. 9-109694 discloses that in a hybrid vehicle, when the engine is started from the engine stop state while the vehicle is running, a torque transmitted to the output shaft that fluctuates is calculated. Is described so that the fluctuation of the torque finally transmitted to the drive wheels is reduced, and the fluctuation of the travel interval is suppressed.
[0003]
[Problems to be solved by the invention]
In such a hybrid vehicle as well as a general vehicle, in order to prevent the emission from deteriorating, if an abnormality (including misfire or failure due to deterioration of the spark plug) occurs in the engine, this abnormality is promptly corrected. It is assumed that it will be necessary to inform the passengers so that appropriate measures can be taken.
However, as described above, a hybrid vehicle uses an engine and an electric motor as a travel drive source, and further operates a generator as an electric motor to start the engine. Therefore, there is a problem that engine abnormality determination (particularly misfire determination) cannot be performed.
The present invention has been made in order to respond to a conventional request, and an object thereof is to provide a powertrain failure determination apparatus for a hybrid vehicle that can reliably determine an engine abnormality.
Another object of the present invention is to provide a powertrain failure determination device for a hybrid vehicle that distinguishes between determination of engine misfire and determination of abnormality of a generator / motor and prevents misjudgment of misfire. Yes.
[0004]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a powertrain failure determination apparatus for a hybrid vehicle comprising a drive means including an electric motor and a drive unit thereof, and an engine coupled to the electric motor. Abnormal Based on the change state of the output current related value of the motor The driving means abnormality judging means for judging the misfire state of the engine Based on engine output shaft torque or rotational speed fluctuations detected based on changes in the output current related value of the motor It has a misfire determination means for determining, this misfire determination means, When it is determined that the drive means is normal when a change in torque or rotation speed of the engine output shaft is detected The engine misfire state is determined.
In the present invention configured as described above, The engine in which the drive means abnormality determination means determines the abnormality of the drive means based on the change state of the output current related value of the motor, and the misfire determination means detects the engine misfire state based on the change state of the output current related value of the motor. Judgment based on fluctuation of output shaft torque or rotation speed, and In addition, when it is determined that the motor and the driving means that is the drive unit thereof are normal, the misfire state of the engine is determined, so that the misfire determination of the engine and the abnormality determination of the motor can be determined separately. Furthermore, misjudgment of misfire can be reliably prevented.
In the present invention, it is preferable that the driving means increases the engine speed when the engine is started, and the hybrid vehicle has a combustion control means for starting combustion of the engine after a predetermined speed or more.
In the present invention, it is preferable that the drive means abnormality determination means execute the drive means abnormality determination before the combustion of the engine starts. As a result, it is possible to accurately detect an abnormality in the driving means, that is, the generator, without being affected by the misfire of the engine.
In the present invention, it is preferable that the drive means abnormality determination means determine one or both of an electrical abnormality and a mechanical abnormality of the drive means. Thereby, various abnormalities related to the electric motor can be detected.
In the present invention, it is preferable that the misfire determination means performs the misfire determination when the engine speed becomes a steady state after the start of engine combustion. Thereby, the accuracy of engine misfire determination can be improved.
In the present invention, it is preferable that the drive unit abnormality determination unit and the misfire determination unit change their determination conditions according to the magnitude or change state of the output current related value of the motor.
[0005]
Furthermore, the present invention relates to a powertrain failure determination apparatus for a hybrid vehicle including a driving means including an electric motor and a driving unit thereof, and an engine coupled to the electric motor. A determination means and a misfire determination means for determining a misfire state of the engine, wherein the drive means abnormality determination means and the misfire determination means are respectively determined according to the change state of the output current related value of the electric motor and the engine It is characterized by performing misfire determination.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, a hybrid vehicle to which an embodiment of the present invention is applied will be described with reference to FIGS.
FIG. 1 is an overall configuration diagram showing a basic configuration of a hybrid vehicle to which the present embodiment is applied.
As shown in FIG. 1, reference numeral 1 denotes a hybrid vehicle. The hybrid vehicle 1 is a power unit for generating a driving force, and a motor 4 driven by electric power supplied from a battery 2 and a liquid fuel such as gasoline. Traveling together with the engine 6 driven by the explosive force of the vehicle, traveling according to the traveling state of the vehicle described later, traveling only by the motor 4, traveling only by the engine 6, or traveling by both the motor 4 and the engine 6 Is realized.
The engine 6 transmits a driving force to the automatic transmission 12 by engaging the clutch 10 via the torque converter 8. The automatic transmission 12 converts the driving force input from the engine 6 into a predetermined torque and rotational speed in accordance with the traveling state (or by the operation of the driver), and passes through the gear train 14 and the differential mechanism 16. This is transmitted to the drive wheels 18 and 20. The engine 6 drives the generator / motor 22 as a generator to charge the battery 2. Further, the generator / motor 22 operates as an electric motor and also operates as a starter of the engine 6. In the present specification, the generator / motor 22 is simply referred to as the motor 22.
The motor 4 is driven by electric power supplied from the battery 2 and transmits driving force to the drive wheels 18 and 20 via the gear train 14.
[0007]
The engine 6 is, for example, Low A type that delays the closing timing of the fuel-efficient valve is mounted, the motor 4 is, for example, an IPM synchronous motor, and the battery 2 is mounted with, for example, a nickel metal hydride battery or a power capacitor.
The ECU 30 as an electronic control unit includes a CPU, a ROM, a RAM, an inverter, and the like, and controls the ignition timing of the engine 6, the fuel injection amount, and the like, and also controls the output torque, the rotation speed, and the like of the motor 4. The ECU 30 is controlled so that the electric power generated by the motor 22 operating as a generator when the engine 6 is operated is supplied to the motor 4 or charged to the battery 2 via the converter / inverter 24 operating as a converter. To do. Further, the ECU 30 adjusts the electric power of the battery 2 and the electric power recovered from the motor 4 to a predetermined voltage (for example, 100 V) by the inverter 26, and then supplies the electric power to the auxiliary machinery motor 28 to drive the auxiliary machinery 32. It is like that.
[0008]
Next, with reference to FIGS. 2 to 7, a transmission form of the driving force according to the traveling state of the hybrid vehicle in the present embodiment will be described.
[When starting and running at low speed]
As shown in FIG. 2, when starting and running at a low speed, the ECU 30 drives only the motor 4 and transmits the driving force of the motor 4 to the drive wheels 18 and 20 via the gear train 14. In addition, the motor 4 travels at low speeds after starting.
[When accelerating]
As shown in FIG. 3, at the time of acceleration, the ECU 30 drives both the engine 6 and the motor 4 and transmits the driving force from the engine 6 and the motor 4 to the drive wheels 18 and 20 together.
[During steady driving]
As shown in FIG. 4, during steady running, the ECU 30 drives only the engine 6 and transmits driving force from the engine 6 to the drive wheels 18 and 20 via the gear train 14. During steady running, the highest engine speed is around 2000 to 3000 rpm. efficiency (See FIG. 17).
[When decelerating]
As shown in FIG. 5, at the time of deceleration, the clutch 10 is released, and the driving force of the drive wheels 18 and 20 is regenerated to the motor 4 through the gear train 14, and the battery 4 is charged by using the motor 4 as a driving source. At the same time, the regenerated electric power is supplied to the auxiliary motor 28.
[During steady driving and charging]
As shown in FIG. 6, during steady running and charging, the clutch 10 is engaged, driving force is transmitted from the engine 6 to the drive wheels 18 and 20 through the gear train 14, and the engine 6 generates electric motor 22. The battery 2 is driven to charge the battery 2, and surplus power is supplied to the auxiliary motor 28.
[When charging]
As shown in FIG. 7, at the time of charging, the clutch 10 is released so that driving force is not transmitted from the engine 6 to the automatic transmission 12, and the engine 6 drives the electric motor 22 as a generator to charge the battery 2.
[0009]
Next, the overall structure of the engine will be described with reference to FIG. As shown in FIG. 8, reference numeral 40 denotes an engine body having a cylinder. An intake port 44 opened and closed by an intake valve and an exhaust port 46 opened and closed by an exhaust valve are opened in a combustion chamber 42 of the cylinder. . An intake passage 48 is connected to the intake port 44, and an exhaust passage 64 is connected to the exhaust port 46.
In the intake passage 48, an air cleaner 50, an air flow sensor 52, a throttle valve 54 and a surge tank 56 are provided in that order from the upstream side, and an injector 58 for injecting fuel is provided in the vicinity of the intake port 44. Further, the intake passage 48 is provided with an ISC passage 60 that bypasses the throttle valve 54, and the ISC passage 60 adjusts the air flow rate to execute the idle speed control. 62 Is provided. On the other hand, the exhaust passage 64 is O. ₂ A sensor 66, a catalyst device 68, and the like are provided.
[0010]
A fuel system for supplying fuel to the injector 58 includes a fuel tank 60, a fuel pump 62, a fuel supply passage 64, and a return passage 66. The fuel pump 62 passes the fuel supply passage 64 from the fuel tank 60 to the injector 58. Fuel is sent. A fuel filter 68 is provided in the fuel supply passage 64. Further, the return passage 66 is provided with a pressure regulator 70 that adjusts the fuel pressure in accordance with the supply air pressure.
The pressure regulator 70 maintains a constant differential pressure between the negative pressure introduced into the negative pressure chamber from the downstream portion of the throttle valve 54 in the intake passage 48 and the injection pressure of the fuel injected from the injector 58 at normal times. At the same time, the negative pressure introduced into the negative pressure chamber is shut off by the negative pressure cut valve 72 when a vapor, which will be described later, is generated, and the atmospheric pressure is introduced into the negative pressure chamber, thereby increasing the fuel injection pressure. It is configured as follows. In other words, the pressure regulator 70 and the negative pressure cut valve 72 constitute injection state control means for controlling the injection state of the fuel injected from the injector 58.
[0011]
The engine body 40 is provided with a crank angle sensor 74 for detecting the rotational speed of the crankshaft and a water temperature sensor 76 for detecting the cooling water temperature of the engine. In the air cleaner 50, an intake air temperature for detecting the intake air temperature is provided. Intake air temperature detection means comprising a sensor 78 is provided. The operating state of the injector 58 and the pressure regulator 70 is controlled according to a control signal output from the control unit 80 of the engine. The engine control unit 80 controls the amount of fuel injected from the injector 58 in accordance with the operating state of the engine, and is connected to the ECU 30 described above.
[0012]
Next, the outline of the powertrain failure determination according to the present embodiment will be described with reference to FIG. FIG. 9 shows the rotational speeds of the engine and the electric motor, the operation of the electric motor, and the operation of the engine. First, when engine 6 is started t ₁ , The electric motor 22 operates as an electric motor, that is, a starter, and the rotational speeds of the engine 6 and the electric motor 22 increase from the value at A to the value at B. At this time, t ₂ At E, as shown by E, an initial explosion is performed by fuel injection and the engine is started. The start timing of the engine by this fuel injection is, for example, 1000 rpm.
[0013]
This t ₁ To t ₂ In the meantime, it is determined whether the electric motor 22 is normal or abnormal by a method described later (see FIG. 18). This t ₁ To t ₂ Since the engine 6 is rotating not by fuel injection but by an electric motor, the abnormality of the electric motor 22 can be reliably detected without being affected by the engine side.
After this, t ₂ To t _Five In the period up to (for example, 5 seconds), it has been empirically found that the fluctuation of the engine rotation is a large area, and thus no abnormality is detected in this area. After this, t _Five The misfire determination (see FIG. 18) of the engine 6 described later is performed.
t ₂ To t _Three Until this time, as described above, the electric motor 22 operates as an electric motor (starter) to increase the rotational speeds of the engine 6 and the electric motor 22, but at the time t when the predetermined rotational speed is reached. _Three Thereafter, the electric motor 22 is operated as a generator, and the battery 2 is charged with electric energy generated by the rotation of the engine. Further, as will be described later, it is also possible to perform engine fluctuation suppression control so as to reduce the fluctuation of the engine rotation speed by actively controlling the rotation speed of the electric motor 22.
t _Four Thereafter, the rotational speeds of the engine 6 and the electric motor 22 are maintained at a predetermined rotation so that the engine 6 operates in a high efficiency region (see FIG. 17).
[0014]
Next, the basic control content of the powertrain according to the present embodiment will be described with reference to the flowchart shown in FIG. The process shown in this flowchart starts every predetermined period. First, after starting, in step S1, the engine speed N _e Input data such as accelerator opening, vehicle speed V, etc. Next, in step S2, the required torque T for the vehicle is based on the input data. _r Set. Specifically, this required torque T _r Is set by a map set by the vehicle speed V and the accelerator opening shown in FIG.
Next, in step S3, the required torque T _r The basic mode shown in FIG. 12 is set based on the magnitude of the value and the running state of the vehicle. In FIG. 12, the required torque T _r In the case of (large), the clutch 10 is engaged and the engine 6 is operated, and the required torque T is determined only by the engine torque. _r When it cannot be covered, the motor 4 is operated and the electric motor 22 is operated as an electric motor. Required torque T _r In the case of (small), the clutch 10 is released and only the motor 4 is operated. At the time of deceleration, the clutch 10 is released, the driving force from the driving wheels 18 and 20 is regenerated to the motor 4, and the motor 4 serves as a driving source to charge the battery 2. Required torque T _r = 0 (including a state where the motor 22 is not operating as a generator) and the charge amount of the battery 2 is equal to or less than a predetermined value, the engine 6 causes the motor 22 to be To charge the battery 2.
[0015]
After the basic mode is set, in step S4, target torque amounts (E of the engine 6, the motor 4 and the electric motor 22) _Tb , M _Tb , G _Tb ) Is set. During this setting, the target torque amount E of the engine _Tb Only required torque T _r When you can't cover (Tr-E _Tb ) M to cover the minutes with the motor 4 _Tb If this is not possible, (Tr-E _Tb -M _Tb ) G to cover the minutes with the electric motor 22 _Tb Set.
Next, the process proceeds to step S5, where the target torque amount E of the engine _Tb Is greater than 0, that is, whether it is necessary to start the engine. If YES, the process proceeds to step S6 and the flag F ₁ = 0 or not, that is, whether or not the engine is burning. Where F ₁ = 0 indicates that the engine is not fueled. F ₁ = 0, that is, if the engine is not burning, the process proceeds to step S7, where the flag F ₂ Is set to 1. F2 = 1 indicates a state where the starter control by the electric motor 22 is being performed and the engine is not operating (a period from A to E in FIG. 9). Next, in step S8, in order to use the electric motor 22 as a starter, the control amount G _T The value G _S And start cranking. This value G _S As shown in FIG. 13, it is set so that it gradually increases and becomes a constant value after the engine is completely detonated. At this time, since the engine output cannot be obtained in the clutch released state, the process proceeds to step S9 and (E _Tb + G _Tb ) Minutes of torque M _C Is set to be borne by the motor.
[0016]
Next, in step S6, F ₁ If not = 0, that is, if the engine is in combustion, the flag F is determined in step S10. ₂ Is set to 0 and starter control is stopped. In step S11, the engine speed N _E (= Rotational speed N of the motor _G ) Is a predetermined rotational speed N at which the clutch can be engaged. ₀ If it is equal to or less than the predetermined number of revolutions, the process returns to step S8 to continue the starter control. If the number of revolutions is equal to or greater than the predetermined number of revolutions, the process proceeds to step S12 to set the clutch ON current and Conclude. At this time, the automatic (AT) control amount is set according to FIG. FIG. 14 shows the target torque amount T _r And a vehicle speed V are shift maps for setting the gear position.
Next, the process proceeds to step S13, and the target torque amount E of the engine _Tb Is the final torque E _T Replace with Next, proceeding to step S14, the torque fluctuation suppression control amount G for performing torque fluctuation suppression control _C In step S15, the torque amount of the motor (G _Tb + G _C ) Final torque amount G _T Replace with Here, in the torque fluctuation suppression control, as shown in FIG. 15, the frequency of the motor 22 is controlled by current control of the inverter based on the torque fluctuation of the engine obtained from the signal from the crank angle sensor. By canceling out, the torque fluctuation of the engine is reduced.
[0017]
Next, in step S5, when it is not necessary to start the engine, that is, when only the motor is driven, in steps S16 and S17, a flag F1 and a flag F3 described later are set to 0, and in step S18, a timer T To reset. Next, in step S19, the torque amount M to be borne on the motor side set in step S9. _C And target torque amount M _Tb Is the final engine torque M _T Replace with
Then, it progresses to step S20 and an engine, a motor, an electric motor, and a clutch are driven.
[0018]
Next, the contents of engine control will be described with reference to FIG. The process shown in this flowchart starts at every predetermined crank angle. First, after the start, in step S30, the water temperature, O ₂ Sensor output O _X Then, input the intake air amount Q and the like. Next, in step S31, the engine torque amount E _T Is not 0, that is, when it is necessary to start the engine, the routine proceeds to step S32, where it is determined whether or not combustion has started. If combustion has not started, the flag F1 = 1 (F ₁ = 1 means that combustion has started. ), And if not yet burned, the process proceeds to steps S34, S35 and S36, and the throttle opening T _VT , Fuel injection amount P _eT , Ignition timing θ _T Are set to predetermined values for cranking. If it is determined in step S32 that combustion has started, and in step S33, the flag F ₁ When = 1, since combustion has started, the timer T is counted in step S37. Next, in step S39, the timer T is set to a predetermined value T. ₀ Specifically, it is determined whether or not a predetermined time (for example, 5 seconds, period E to F in FIG. 9) has elapsed. Next, in step S40, the flag F _Three Is set to 1 and the process proceeds to step S41. If this predetermined time has not elapsed, the process proceeds directly to step S41 without going through step S40.
[0019]
In step S41, a scan is performed so as to obtain a high load (high efficiency) as shown in FIG. B Tuttle opening T _Vb , Fuel injection amount P _eb , Ignition timing θ _b Set.
Next, it progresses to step S42 and O ₂ Sensor output O _X The fuel injection amount correction amount P for feedback control so as to converge to λ = 1 based on _ec Set.
Next, in step S43, the final value P of the fuel injection amount _eT , And in step S44, the final value θ of the ignition timing _T Set. Next, at step S45, the throttle opening T _V To drive the throttle valve, and in step S46, the fuel injection amount P _eT In step S47, the fuel is injected and the ignition timing θ is _T Ignition is performed at.
If it is determined in step S31 that engine start is not necessary, the flag F3 and the timer T are reset in step S48.
[0020]
Next, processing contents for determining an abnormality of the power train (the electric motor and its drive unit and the engine) will be described with reference to the flowchart shown in FIG. The process shown in this flowchart starts every predetermined time.
First, in step S50, data necessary for determining an abnormality in the electric motor and its drive unit is input. This data includes the temperature of the motor 22, the temperature of the converter / inverter 24, and the output current (A _IN1 , A _IN2 , A _IN3 ) And output voltage (V _IN , V _IN1 , V _IN2 , V _IN3 ) And the rotational speed N of the motor 22 _G It is.
Next, in step S51, the temperature (G temperature) of the motor is a predetermined value G. _Th0 Determine if greater than. In the case of YES, since it is assumed that an electrical abnormality has occurred, the process proceeds to step S57, and it is determined that the motor is abnormal. In the case of NO, the process proceeds to step S52, and the temperature of the converter / inverter 24 (I _n Temperature) is a predetermined value I _n0 Determine if greater than. In the case of YES, since it is assumed that an electrical abnormality has occurred, the process proceeds to step S57, and it is determined that the motor is abnormal. If NO, the process proceeds to step S53 and A _IN (A _IN1 , A _IN2 , A _IN3 ) Or V _IN (V _IN , V _IN1 , V _IN2 , V _IN3 ) Sticks to 0 or the Max value. In the case of YES, since it is assumed that a short circuit, that is, an electrical abnormality has occurred, the process proceeds to step S57, and it is determined that the motor is abnormal. If no, the process proceeds to step S54.
[0021]
In step S54, flag F ₂ Is determined (ie, a period from A to E in FIG. 9). If YES, the process proceeds to step S55. In step S55, the control amount G for cranking the engine _S It is determined whether or not the torque or the rotational speed is as intended with respect to (see step S8). This determination by torque is based on the current A of the induced electromotive force of the converter / inverter 24 _IN Or input / output voltage V _IN And current A _IN This is performed by obtaining a change in torque based on a value related to (see FIG. 19). If the target torque or rotational speed is reached, no electric or mechanical abnormality has occurred in the motor, so the process proceeds to step S56. If NO in step S55, Since it is assumed that some mechanical abnormality has occurred, the process proceeds to step S57, and it is determined that the motor is abnormal.
If it is determined as NO in step S54, the process proceeds to step S58, where the flag F ₁ It is determined whether or not = 1 (the engine is burning). If YES, the process proceeds to step S59. In step S59, it is determined whether or not the vehicle is in a steady operation state. If it is not in a steady operation state, such as during acceleration, the following processing is not performed. If it is in a steady operation state, the process proceeds to step S60, and the flag F _Three = 1 (shows when the period from E to F in FIG. 9 has elapsed). In the case of YES, it is a case where a predetermined period (5 seconds) has elapsed since the engine started combustion, the process proceeds to step S61, and torque fluctuation ΔT or rotation speed fluctuation ΔN _E Is detected. This torque fluctuation ΔT or rotation speed fluctuation ΔN _E As shown in FIG. 20, for example, the change in torque during the expansion stroke from 30 ° CA to 90 ° CA after compression top dead center is detected as the input / output current value / voltage value of the motor directly connected to the engine output shaft. Or by detecting the torque or the fluctuation of the rotational speed by looking at the engine rotational speed.
[0022]
Next, it progresses to step S62 and determination value (DELTA) T for misfire determination ₀ Set. This judgment value ΔT ₀ A small value is set when only one of the electric motor or the motor is operating, and a large value is set when both the electric motor and the motor are operating. By setting a large value, misjudgment in which misfire judgment is erroneously performed is prevented.
Next, the process proceeds to step S63, where torque fluctuation ΔT (or rotation speed fluctuation ΔN _E ) Is the judgment value ΔT ₀ It is determined whether it is above. In the case of NO, since no misfire has occurred, the process proceeds to step S64, and it is determined that there is no misfire abnormality. If YES in step S63, the process proceeds to step S65 to determine whether or not there is an abnormality in the electric motor. If not, the process proceeds to step S66 to determine a misfire abnormality.
[0023]
Instead of step S65 and step S66 in the flowchart shown in FIG. 18, the process shown in the partial flowchart of FIG. 21 may be performed.
That is, in the case of NO in step S63, the process proceeds to step S67, and it is determined whether or not there is a large change in torque within and outside the predetermined cycle period in FIG. In the case of YES, it progresses to step S70 and it determines with an electric motor being abnormal. In the case of YES in step S63, the process proceeds to step S68, and it is determined whether or not there has been a similar torque fluctuation during combustion in the previous cycle. Specifically, | ΔT | at the time of the expansion stroke in the previous cycle in the predetermined cylinder (# 1) is also | ΔT ₀ It is determined whether it is smaller than |. When YES, it changes for each predetermined cylinder, the process proceeds to step S69, and it is determined that the misfire is abnormal due to deterioration of the spark plug. In the case of NO, the process proceeds to step S70, and it is determined that the motor is abnormal. In the process shown in FIG. 21, both step S67 and step S68 are not necessarily required, and only one of them may be used.
[0024]
【The invention's effect】
As described above, according to the powertrain failure determination apparatus for a hybrid vehicle of the present invention, an object of the present invention is to provide an engine abnormality that can be reliably determined. Further, according to the present invention, misjudgment determination of an engine and an abnormality determination of an electric motor can be distinguished and determined to prevent misjudgment of misfire.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram showing a basic configuration of a hybrid vehicle to which an embodiment of the present invention is applied.
FIG. 2 is a configuration diagram showing a transmission form of driving force when the hybrid vehicle starts and runs at a low speed in the present embodiment.
FIG. 3 is a configuration diagram illustrating a transmission form of driving force during acceleration of the hybrid vehicle in the present embodiment.
FIG. 4 is a configuration diagram showing a driving force transmission form during steady running of the hybrid vehicle in the present embodiment.
FIG. 5 is a configuration diagram showing a driving force transmission form during deceleration of the hybrid vehicle in the present embodiment.
FIG. 6 is a configuration diagram showing a driving force transmission form during steady running and charging of the hybrid vehicle in the present embodiment.
FIG. 7 is a configuration diagram showing a driving force transmission form during charging of the hybrid vehicle in the present embodiment.
FIG. 8 is an overall configuration diagram showing an overall structure of an engine of a hybrid vehicle in the present embodiment.
FIG. 9 is a time chart showing an outline of powertrain failure determination according to the present embodiment.
FIG. 10 is a flowchart showing the basic control content of the powertrain of the present embodiment.
FIG. 11 is a map showing the required torque set by the vehicle speed and the accelerator opening.
FIG. 12 is a table showing basic modes of a hybrid vehicle.
FIG. 13 is a diagram showing a control amount of a starter at the time of engine start.
FIG. 14 is a diagram showing a shift map.
FIG. 15 is a diagram showing torque fluctuation suppression control.
FIG. 16 is a flowchart showing engine control of the present embodiment.
FIG. 17 is a diagram showing a region of high load (high efficiency).
FIG. 18 is a flowchart showing processing contents for determining a powertrain abnormality according to the present embodiment;
FIG. 19 is a circuit diagram for illustrating an output current and an output voltage of a converter / inverter.
FIG. 20 is a diagram for showing torque fluctuation.
FIG. 21 is a partial flowchart showing a modification of the flowchart shown in FIG. 18;
[Explanation of symbols]
1 Hybrid vehicle
2 battery
4 Motor
6 Engine
10 Clutch
22 Electric motor
24 Converter / Inverter
30 ECU

Claims (7)

A failure determination device for a powertrain of a hybrid vehicle comprising a driving means comprising an electric motor and its driving unit, and an engine coupled to the electric motor,
Driving means abnormality determining means for determining abnormality of the driving means based on a change state of the output current related value of the electric motor ;
A misfire determination means for determining a misfire state of the engine based on a change in torque or rotation speed of the engine output shaft detected based on a change state of the output current related value of the electric motor ;
The misfire determining means, when the fluctuation of the torque or rotational speed of the engine output shaft is detected, when the drive means is determined to be normal, powertrain Lee down, characterized by determining a misfire state of the engine Failure judgment device. It said drive means, along with the engine speed is increased when the engine is started, the hybrid vehicle, powertrain Lee down the failure judgment apparatus of claim 1, further comprising a combustion control means for starting the combustion engine after a predetermined rotational speed or more .   3. The powertrain failure determination device according to claim 2, wherein the drive means abnormality determination means executes abnormality determination of the drive means before engine combustion starts. 4. The powertrain failure determination device according to claim 3, wherein the drive means abnormality determination means determines one or both of an electrical abnormality and a mechanical abnormality of the drive means. The power train failure determination device according to any one of claims 2 to 4, wherein the misfire determination means performs the misfire determination when the engine speed becomes a steady state after the start of engine combustion. The power train according to any one of claims 1 to 5, wherein the drive means abnormality determination means and the misfire determination means change their determination conditions in accordance with the magnitude or change state of the output current related value of the electric motor. Failure judgment device. A failure determination device for a powertrain of a hybrid vehicle comprising a driving means comprising an electric motor and its driving unit, and an engine coupled to the electric motor,
Driving means abnormality determining means for determining abnormality of the driving means;
A misfire determination means for determining a misfire state of the engine;
The drive train abnormality determination means and the misfire determination means respectively perform an abnormality determination of the drive means and an engine misfire determination in accordance with a change state of the output current related value of the electric motor, respectively. .

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