JP5895434B2 - Internal combustion engine operating state detection device - Google Patents

Description

  The present invention relates to a technique for detecting an operating state of an internal combustion engine of a series hybrid vehicle.

Conventionally, techniques for detecting the operating state of an engine in a hybrid vehicle have been proposed (see, for example, Patent Documents 1 and 2).
As hybrid vehicles, there are series-type hybrid vehicles equipped with a power generation motor driven by an engine and a drive motor that drives wheels by the power generated by the power generation motor.

  Even in such a series type hybrid vehicle, it is necessary to perform sensor diagnosis for detecting the operating state of the engine and performing the detection with high accuracy.

JP 2001-268711 A JP 2008-143321 A

However, in series-type hybrid vehicles, unlike gasoline vehicles, it is possible to operate the vehicle regardless of acceleration / deceleration (drive by the drive motor) and engine speed (engine drive). Even if it tries to implement, there is a possibility that an engine operating state for sensor diagnosis cannot be created for a long time.
An object of the present invention is to create an engine operating state for sensor diagnosis at an early stage when starting diagnosis of a sensor for detecting an operating state of an engine while the vehicle is traveling in a series hybrid vehicle.

In order to solve the above problems, (1) in one aspect of the present invention, an internal combustion engine, internal combustion engine control means for controlling the operation of the internal combustion engine, a power generation motor driven by the internal combustion engine, and the power generation motor A battery charged by the generated power of the motor, a drive motor for driving the wheel by the generated power of the power generation motor or the discharge power of the battery, and the internal combustion engine control means, and the power generation motor and the drive motor can be controlled. In an internal combustion engine operation state detection apparatus for a hybrid vehicle that detects an operation state of the internal combustion engine of a hybrid vehicle that includes a motor control means that detects the intake gas or the exhaust gas disposed on the intake side or the exhaust side of the internal combustion engine A sensor and exhaust state estimating means for estimating an exhaust state based on a detection value of the sensor; The reply corresponding to the transmission by sending a first sensor diagnosis start signal indicating the start of the first sensor diagnosis performed by the fuel injection of the internal combustion engine is stopped to the motor control means before diagnosis of the sensor When the signal is received, the internal combustion engine is brought into an operation state for the first sensor diagnosis of the sensor to stop fuel injection of the internal combustion engine, and based on the output of the sensor, the first sensor of the sensor After performing the diagnosis and performing the first sensor diagnosis, the motor control means transmits a second sensor diagnosis start signal indicating the start of the second sensor diagnosis performed by restarting the fuel injection of the internal combustion engine. When the response signal corresponding to the transmission is received, the internal combustion engine is set in the operation state for the second sensor diagnosis of the sensor, and the fuel injection of the internal combustion engine is restarted. It performs the second sensor diagnosis of the sensor based on the output of capacitors, the motor control means includes first reply to the reception when from the internal combustion engine control unit has received the first sensor diagnosis start signal A signal is transmitted to the internal combustion engine control means, and the power generation motor is operated by the discharged electric power of the battery, with the power generation motor being in an operation state for the first sensor diagnosis of the sensor , from the internal combustion engine control means When a second sensor diagnosis start signal is received, a second reply signal corresponding to the reception is transmitted to the internal combustion engine control means, and the generator motor is set as an operation state for the second sensor diagnosis of the sensor. It is possible to provide an internal combustion engine operating state detection device that regenerates the power-generating motor that is powering .

(2) In one aspect of the present invention, an accelerator operation detection unit that detects an accelerator operation state is further provided, and the internal combustion engine control unit detects the accelerator operation detection unit when the accelerator operation is not performed. Before the sensor diagnosis, the first sensor diagnosis start signal is transmitted to the motor control means.
(3) In one mode of the present invention, it further includes brake operation detection means for detecting a brake operation state, and the internal combustion engine control means detects the brake operation detection means when the brake operation is detected. Before the sensor diagnosis, the first sensor diagnosis start signal is transmitted to the motor control means.

In one embodiment of (4) the present invention, further comprising, the motor control means power storage amount detecting means for detecting a storage amount of the battery, the generator motor as the operating conditions for the first sensor diagnostic The power generation motor is powered by the discharged power of the battery, and the motor control means sends the first reply signal when the amount of charge of the battery detected by the charge amount detection means is less than or equal to a preset value. Not transmitted to the internal combustion engine control means.

  According to the present invention of (1), the function of transmitting a sensor diagnosis start signal to the internal combustion engine control means and receiving the response signal, and the function of receiving the sensor diagnosis start signal and transmitting the response signal to the motor control means. By adding the functions, the internal combustion engine control means and the motor control means can independently perform control operations for sensor diagnosis, and the internal combustion engine control means can perform sensor diagnosis.

As a result, in the present invention, the internal combustion engine and the power generation motor can be cooperatively operated during sensor diagnosis while the vehicle is running, and the operating states of the internal combustion engine and the power generation motor for sensor diagnosis can be created early.
Further, in the present invention, a configuration for exchanging signals between the internal combustion engine control means and the motor control means is added, and sensor diagnosis is performed on the internal combustion engine control means side. The sensor diagnosis can be performed using the sensor diagnosis logic of the internal combustion engine control means.
Further, according to the present invention, it is possible to realize sensor diagnosis under a situation where the fuel injection of the internal combustion engine is stopped and a load is applied to the internal combustion engine by the generator motor.
In the present invention, after the fuel injection of the internal combustion engine is stopped and the sensor diagnosis is performed under a condition in which the load is applied to the internal combustion engine by the power generation motor, the fuel injection of the internal combustion engine is restarted to regenerate the power generation motor. Sensor diagnosis can be realized under certain circumstances.

According to the present invention of (2), the internal combustion engine and the generator motor can be operated for sensor diagnosis under a situation where the accelerator operation is not performed and the driving force of the vehicle is not required.
As a result, in the present invention, since it is unlikely that the amount of charge stored in the battery will suddenly decrease due to driving of the drive motor, the power generation motor is caused to perform a power running operation using the discharged power of the battery for sensor diagnosis. Even in such a case, the power running operation of the power generation motor can be performed in a state in which the amount of charge of the battery is secured.

According to the present invention of (3), the internal combustion engine and the generator motor can be operated for sensor diagnosis under a situation where the brake is operated and the driving force of the vehicle is not required.
Accordingly, in the present invention, since it is unlikely that the storage amount of the battery suddenly decreases due to driving of the drive motor, the power generation motor is caused to perform a power running operation using the discharged power of the battery for sensor diagnosis. Even in such a case, the power running operation of the power generation motor can be carried out in a state in which the stored amount of the battery is secured.

According to the present invention of (4), since the power generation operation of the power generation motor can be performed using the discharge power of the battery and the sensor diagnosis can be performed when the storage amount of the battery is ensured, running operation by Ru can perform sensor diagnostics in a stable state.

It is a figure which shows the structural example of the hybrid system of the series type hybrid vehicle of this embodiment. It is another figure which shows the structural example of the hybrid system of the series type hybrid vehicle of this embodiment. It is a flowchart which shows an example of the sensor diagnostic process which an engine controller operates as a main (master) and performs as a self-diagnosis process. It is a flowchart which shows an example of the processing content of the 1st OBD diagnostic mode which an engine controller performs. It is a flowchart which shows an example of the processing content of the pass determination processing of the 1st OBD diagnostic mode which an engine controller performs. It is a flowchart which shows an example of the processing content of the 2nd OBD diagnostic mode which an engine controller performs. It is a flowchart which shows an example of the processing content of the pass determination processing of the 2nd OBD diagnostic mode which an engine controller performs. It is a flowchart which shows an example of the processing content of the completion | finish determination processing of OBD diagnosis which an engine controller performs. It is a flowchart which shows an example of the process of the hybrid controller in a self-diagnosis process. It is a flowchart which shows the other example of a process of the hybrid controller in a self-diagnosis process. It is a figure which shows the timing chart of the various information at the time of a self-diagnosis process.

Embodiments of the present invention will be described with reference to the drawings.
This embodiment is a hybrid system of a series hybrid vehicle.
(Constitution)
1 and 2 are diagrams showing a configuration example of a hybrid system 1 of a series hybrid vehicle. As shown in FIG. 1, in the hybrid system 1 of a series hybrid vehicle, the output shaft (crank shaft) of the engine 2 and the input shaft of the generator motor 3 are connected in series, and the generated power of the generator motor 3 or the discharge from the battery 4 is connected. The drive motor 5 is rotated by electric power to drive the drive wheels 31 and 32.

  Therefore, as shown in FIG. 1, a vehicle equipped with the hybrid system 1 includes an engine 2, a generator motor 3, a battery (for example, a high voltage battery) 4, a drive motor 5, a linear air-fuel ratio sensor 6, and a residual oxygen concentration sensor 7. An engine controller 8 and a hybrid controller 9. Further, as shown in FIG. 2, a vehicle equipped with the hybrid system 1 includes an SOC (State Of Charge) sensor 11, an accelerator opening sensor 12, a brake opening sensor 13, a vehicle speed sensor 14, a generator motor controller (for example, a generator motor). An inverter) 15 and a drive motor controller (for example, a drive motor inverter) 16.

As shown in FIG. 1, in the hybrid system 1, the hybrid controller 9 and the like transmit / receive signals and data to / from each other via a communication line 17 configuring a CAN (Controller Area Network) and the like.
Here, the linear air-fuel ratio sensor 6 is provided in the intake passage of the engine 2 and detects the air-fuel ratio in the engine 2. Then, the linear air-fuel ratio sensor 6 outputs the detected value to the engine controller 8. The residual oxygen concentration sensor 7 is provided in the exhaust passage of the engine 2 and detects the residual oxygen concentration in the engine 2. Then, the residual oxygen concentration sensor 7 outputs the detected value to the engine controller 8. Here, the linear air-fuel ratio sensor 6 and the residual oxygen concentration sensor 7 are systems that detect the operating state of the engine 2, specifically, sensors included in the exhaust gas purification system.

  The accelerator opening sensor 12 detects the accelerator opening, that is, the operation amount of the accelerator pedal. Then, the accelerator opening sensor 12 outputs the detected value to the engine controller 8. The brake opening sensor 13 detects the brake opening, that is, the operation amount of the brake pedal. Then, the brake opening sensor 13 outputs the detected value to the engine controller 8. The vehicle speed sensor 14 detects the vehicle speed. The vehicle speed sensor 14 outputs the detection value to the engine controller 8. Further, the SOC sensor 11 detects the SOC of the battery 4. Then, the SOC sensor 11 outputs the detection value to the hybrid controller 9.

  The hybrid controller 9 performs various drive controls on the engine 2, the power generation motor 3, and the drive motor 5 based on the sensor detection values from the SOC sensor 11 and the like and the motor rotation speeds of the power generation motor 3 and the drive motor 5. Therefore, as a normal operation, the hybrid controller 9 outputs an engine drive request to the engine controller 8 during the drive control of the engine 2. In addition, the hybrid controller 9 outputs a power generation motor torque request to the power generation motor controller 15 during drive control of the power generation motor 3. The hybrid controller 9 outputs a drive motor torque request to the drive motor controller 16 when the drive motor 5 is driven. The hybrid controller 9 can also calculate the vehicle speed based on the motor rotation speed of the drive motor 5 acquired from the drive motor controller 16 (or directly the drive motor 5).

The engine controller 8 controls the rotational speed and torque of the engine 2 so as to realize the engine drive request from the hybrid controller 9. The engine controller 8 controls the rotational speed and torque of the engine 2 by controlling, for example, the throttle opening of the throttle valve, the fuel injection amount, and the like of the engine 2.
The engine controller 8 also has an exhaust state estimation unit 8 a that estimates the operating state or exhaust state of the engine 2 based on the detection values of the linear air-fuel ratio sensor 6 and the residual oxygen concentration sensor 7. For example, the exhaust state estimation unit 8a is included in the exhaust gas purification system. The exhaust state estimation unit 8a is not limited to the engine controller 8 and may be mounted on the vehicle as a unique configuration.

  Here, for example, the engine controller 8 and the hybrid controller 9 are each configured in a controller including a microcomputer and its peripheral circuits. For example, the engine controller 8 and the hybrid controller 9 are configured by a CPU, a ROM, a RAM, and the like, like a general ECU (Electronic Control Unit). The ROM stores one or more programs for realizing various processes. The CPU executes various processes according to one or more programs stored in the ROM.

In the following description, the engine controller 8 may be referred to as an ECU, and the hybrid controller 9 may be referred to as an HCU (hybrid control unit).
The power generation motor controller (power generation motor inverter) 15 controls the drive of the power generation motor 3. Specifically, the generator motor controller 15 controls each phase of the generator motor 3 with the drive current for each phase, and performs power running control or regenerative control of the generator motor 3. At this time, the generator motor controller 15 outputs the motor speed of the generator motor 3 to the hybrid controller 9. Here, the motor speed of the drive motor 5 is equal to the engine speed.

  The rotating shaft of the generator motor 3 is connected to the output shaft of the engine 2. Thereby, the generator motor 3 generates electric power by the driving force of the engine 2. The generator motor 3 supplies the generated power to the battery 4 or the drive motor 5. The battery 4 is connected to the generator motor 3 and the drive motor 5 and is charged by the generated power of the generator motor 3 or the generated power (regenerative power) of the drive motor 5.

The drive motor controller (drive motor inverter) 16 controls the drive motor 5. Specifically, the drive motor controller 16 controls each phase of the drive motor 5 by the drive current for each phase, and performs power running control or regenerative control of the drive motor 5. At this time, the drive motor controller 16 outputs the motor speed of the drive motor 5 to the hybrid controller 9.
The drive motor 5 is connected to a drive shaft that communicates with the drive wheels 31 and 32. The drive motor 5 is driven by the generated power of the generator motor 3 or the power (discharge power) output from the battery 4. Thereby, the generator motor 3 drives the drive shaft 31 and 32 by driving the drive shaft.

(Self-diagnosis processing)
Next, an example of sensor diagnosis processing performed by the engine controller 8 as a main (master) and performed as self-diagnosis processing (OBD: On-Board Diagnostics) will be described. In this sensor diagnosis process, the hybrid controller 9 operates as a slave (or slave, secondary). Further, the diagnosis target of the sensor diagnosis process is the linear air-fuel ratio sensor 6 and the residual oxygen concentration sensor 7.
3 to 8 referred to in the following description are flowcharts showing processing examples mainly performed by the engine controller 8 in the sensor diagnosis process, and FIGS. 9 and 10 are subordinates performed by the hybrid controller 9 in the sensor diagnosis process. It is a flowchart which shows the process example.

(Processing in the engine controller 8)
First, the processing of the engine controller 8 will be described. As shown in FIG. 3, first, in step S1, the engine controller 8 determines whether or not there is an OBD diagnosis pass history after power-on (ignition on). For example, the engine controller 8 determines whether or not there is an OBD diagnosis pass history in a writable storage unit such as a RAM. In addition, when there is no OBD diagnosis pass history, the OBD diagnosis is not completed (when the OBD diagnosis is interrupted, etc.), or the OBD diagnosis is completed. This is the case when it is not obtained.

If the engine controller 8 determines that there is no OBD diagnosis pass history, the process proceeds to step S2. If the engine controller 8 determines that there is an OBD diagnosis pass history, the process shown in FIG. 3 is terminated.
In step S2, the engine controller 8 determines that the OBD diagnosis failure history is continuously 2 times or less (the number of OBD diagnosis failure history is 2 or less), or is not continuous but 9 times or less (OBD diagnosis failure). It is determined whether the number of successful histories is 9 or less. If the engine controller 8 determines that the OBD diagnosis failure history is continuously 2 times or less, or is not continuous but 9 times or less, the process proceeds to step S3. If the engine controller 8 determines that this is not the case, it proceeds to step S6.

In step S6, the engine controller 8 performs an OBD abnormality diagnosis process. Then, the engine controller 8 ends the process shown in FIG.
Specifically, for the OBD abnormality diagnosis process, the engine controller 8 displays a warning light on a display unit such as a meter panel in the vehicle. Further, the warning lamp display is performed within the current power-on period (for example, when “No” is determined in step S2) or at the next power-on.

  In step S3, the engine controller 8 executes the first OBD diagnosis mode (OBD diagnosis mode 1). In this first OBD diagnosis mode, the sensors (linear air-fuel ratio sensor 6 and residual oxygen concentration sensor 7) when the engine speed is maintained constant from normal engine operation without fuel supply (fuel cut state) are maintained. The state of the sensor is diagnosed based on the response state. The processing in the first OBD diagnosis mode will be described in detail later.

  Next, in step S4, the engine controller 8 executes the second OBD diagnosis mode (OBD diagnosis mode 2). In the second OBD diagnosis mode, the state of the sensor is diagnosed based on the response state of the sensors (linear air-fuel ratio sensor 6 and residual oxygen concentration sensor 7) when returning from the fuel cut state to the normal fuel supply state. The processing in the second OBD diagnosis mode will be described in detail later.

Next, in step S5, the engine controller 8 performs an OBD diagnosis end determination process. Then, the engine controller 8 ends the process shown in FIG.
In this OBD diagnosis end determination process, the diagnosis result of the entire OBD diagnosis is obtained from the diagnosis results of the first and second OBD diagnosis modes. This OBD diagnosis end determination process will be described in detail later.

FIG. 4 is a flowchart showing an example of processing contents of the first OBD diagnosis mode performed by the engine controller 8 in step S4.
As shown in FIG. 4, first, in step S <b> 21, the engine controller 8 acquires the accelerator opening, the brake state, and the vehicle speed from the accelerator opening sensor 12, the brake opening sensor 13, and the vehicle speed sensor 14.

  Next, in step S22, the engine controller 8 determines whether the accelerator opening is 0% (fully closed) or the brake is on based on the information acquired in step S21. If the engine controller 8 determines that the accelerator opening is 0% (fully closed) or the brake is on, the process proceeds to step S23. If the engine controller 8 determines that this is not the case, the process shown in FIG. 4 ends (proceeds to step S4).

  In step S23, the engine controller 8 determines whether or not the vehicle speed acquired in step S21 is higher than a preset vehicle speed (for example, 40 km / h). If the engine controller 8 determines that the vehicle speed is higher than a preset vehicle speed (for example, 40 km / h), that is, if the vehicle is traveling normally, the process proceeds to step S24. If the engine controller 8 determines that this is not the case, that is, if the engine controller 8 is traveling at a low speed, the process shown in FIG. 4 ends (proceeds to step S4).

  In step S24, the engine controller 8 determines whether or not there is a passing history (diagnostic mode 1 passing history) in the first OBD diagnostic mode. If the engine controller 8 determines that there is no pass history of the first OBD diagnosis mode, the process proceeds to step S25. If the engine controller 8 determines that there is a passing history of the first OBD diagnosis mode, the process shown in FIG. 4 is terminated (proceeds to step S4).

In step S25, the engine controller 8 performs a pass determination process in the first OBD diagnosis mode. Then, the engine controller 8 ends the process shown in FIG. 4 (proceeds to step S4). Here, in the pass determination process in the first OBD diagnosis mode, the diagnosis is performed in the first OBD diagnosis mode and the diagnosis result is stored.
FIG. 5 is a flowchart showing an example of the processing content of the pass determination process in the first OBD diagnosis mode performed by the engine controller 8 in step S25.

  As shown in FIG. 5, first, in step S <b> 41, the engine controller 8 transmits a first OBD diagnosis mode request (diagnosis mode 1 request) to the hybrid controller (HCU) 9. Here, the first OBD diagnosis mode request is information that informs the hybrid controller 9 that the engine controller 8 starts diagnosis in the first OBD diagnosis mode, or causes the hybrid controller 9 to start processing according to the first OBD diagnosis mode. It becomes information of.

  Next, the engine controller 8 determines whether or not a fuel cut request (reply corresponding to the first OBD diagnosis mode request in step S41) has been received from the hybrid controller 9. If the engine controller 8 determines that the fuel cut request has been received from the hybrid controller 9, the process proceeds to step S44. If the engine controller 8 determines that the fuel cut request has not been received from the hybrid controller 9, the process proceeds to step S43.

  In step S43, the engine controller 8 determines whether or not a reception timeout time has elapsed. Specifically, the engine controller 8 sets a predetermined time from the time when the first OBD diagnosis mode request is transmitted to the hybrid controller 9 at step S41 to the time when the fuel cut request is not received at step S42. It is determined whether or not it has elapsed. The preset time here is determined experimentally, theoretically, or empirically, for example.

If the engine controller 8 determines in step S43 that the reception timeout period has elapsed, the engine controller 8 ends the processing shown in FIG. 5 (proceeds to step S4). If the engine controller 8 determines that this is not the case, the determination process is performed again in step S42.
In step S44, the engine controller 8 starts diagnosis in the first OBD diagnosis mode. Specifically, the engine controller 8 starts a fuel cut (fuel supply off) of the engine 2 and starts a timer.

  Next, in step S45, the engine controller 8 determines whether or not the sensor measurement value has shifted to a preset setting value within the timer determination time. That is, the engine controller 8 determines whether or not a preset sensor response characteristic is obtained within a preset time from the start of the timer in step S44. The preset time here is determined experimentally, theoretically, or empirically, for example.

If the engine controller 8 determines in step S45 that the sensor measurement value has shifted to the preset value within the timer determination time, the process proceeds to step S48. If the engine controller 8 determines that the sensor measurement value has not changed to the set value, the process proceeds to step S46.
In step S48, the engine controller 8 stores “pass” as the diagnosis result in the first OBD diagnosis mode. Here, the engine controller 8 stores the pass result of the first OBD diagnosis mode in a writable storage means such as a RAM. Then, the engine controller 8 ends the process shown in FIG. 5 (proceeds to step S4).

In step S46, the engine controller 8 determines whether or not the timer determination time has elapsed. Specifically, the engine controller 8 determines whether or not a preset time has elapsed since the timer start in step S44. The preset time here is determined experimentally, theoretically, or empirically, for example.
If the engine controller 8 determines in step S46 that the timer determination time has elapsed, the process proceeds to step S47. If the engine controller 8 determines that the timer determination time has not elapsed, the engine controller 8 ends the processing shown in FIG. 5 (proceeds to step S4). For example, the case where the timer determination time has not elapsed is a case where the determination process is interrupted within the timer determination time.

In step S47, the engine controller 8 stores “fail” as the diagnosis result in the first OBD diagnosis mode. Here, the engine controller 8 stores the failure result of the first OBD diagnosis mode in a writable storage means such as a RAM. Then, the engine controller 8 ends the process shown in FIG. 5 (proceeds to step S4).
Next, the process in the second OBD diagnosis mode performed by the engine controller 8 in step S4 will be described.

FIG. 6 is a flowchart showing an example of processing contents in the second OBD diagnosis mode.
As shown in FIG. 6, first, in step S61, the engine controller 8 determines whether or not there is a passing history (diagnostic mode 2 passing history) in the second OBD diagnostic mode. If the engine controller 8 determines that there is no pass history of the second OBD diagnosis mode, the process proceeds to step S63. If the engine controller 8 determines that there is a passing history of the second OBD diagnostic mode, the process proceeds to step S62.

  In step S62, the engine controller 8 performs a pass determination process in the second OBD diagnosis mode. Then, the engine controller 8 ends the processing shown in FIG. 6 (proceeds to step S5). Here, in the pass determination process in the second OBD diagnosis mode, the diagnosis is executed in the second OBD diagnosis mode and the diagnosis result is stored. The pass determination process in the second OBD diagnosis mode will be described in detail later.

In step S <b> 63, the engine controller 8 transmits an engine normal control return request to the hybrid controller 9. Here, the engine normal control return request is a request for causing the hybrid controller 9 to return to normal control. Moreover, normal control is controlling the drive of the generator motor 3 based on information, such as target SOC and accelerator opening.
Next, in step S64, the engine controller 8 determines whether or not a fuel injection return request (or a fuel supply return request, a reply corresponding to the engine normal control request in step S63) has been received from the hybrid controller 9. If the engine controller 8 determines that the fuel injection return request has been received from the hybrid controller 9, the process proceeds to step S65. If the engine controller 8 determines that the fuel injection return request has not been received from the hybrid controller 9, the process proceeds to step S66.

In step S65, the engine controller 8 resumes fuel injection (fuel supply). Then, the engine controller 8 ends the processing shown in FIG. 6 (proceeds to step S5).
In step S66, the engine controller 8 determines whether or not the reception timeout time has elapsed. Specifically, the engine controller 8 has passed a preset time from the time when the engine normal control request is transmitted to the hybrid controller 9 at the step S63 to the time when the fuel return request is not received at the step S64. Determine whether or not. The preset time here is determined experimentally, theoretically, or empirically, for example.

If the engine controller 8 determines in step S66 that the reception timeout period has elapsed, the engine controller 8 ends the processing shown in FIG. 6 (proceeds to step S5). If the engine controller 8 determines that this is not the case, the determination process is performed again in step S64.
FIG. 7 is a flowchart showing an example of the processing content of the pass determination process in the second OBD diagnosis mode performed by the engine controller 8 in step S62.

  As shown in FIG. 7, first, in step S <b> 81, the engine controller 8 transmits a second OBD diagnosis mode request (diagnosis mode 2 request) to the hybrid controller (HCU) 9. Here, the second OBD diagnosis mode request is information that informs the hybrid controller 9 that the engine controller 8 starts diagnosis in the second OBD diagnosis mode, or causes the hybrid controller 9 to start processing according to the first OBD diagnosis mode. It becomes information of.

  Next, the engine controller 8 determines whether or not a fuel injection return request (reply corresponding to the second OBD diagnosis mode request in step S81) is received from the hybrid controller 9. If the engine controller 8 determines that the fuel injection return request has been received from the hybrid controller 9, the process proceeds to step S84. If the engine controller 8 determines that the fuel injection return request has not been received from the hybrid controller 9, the process proceeds to step S83.

  In step S83, the engine controller 8 determines whether or not a reception timeout period has elapsed. Specifically, the engine controller 8 sets a predetermined time from the time when the second OBD diagnosis mode request is transmitted to the hybrid controller 9 at the step S81 to the time when the fuel return request is not received at the step S82. It is determined whether or not it has elapsed. The preset time here is determined experimentally, theoretically, or empirically, for example.

If the engine controller 8 determines in step S83 that the reception timeout period has elapsed, the engine controller 8 ends the processing shown in FIG. 7 (proceeds to step S5). If the engine controller 8 determines that this is not the case, the determination process is performed again in step S82.
In step S84, the engine controller 8 starts diagnosis in the second OBD diagnosis mode. Specifically, the engine controller 8 returns the fuel injection of the engine 2 and starts a timer.

  Next, in step S85, the engine controller 8 determines whether or not the sensor measurement value has shifted to a preset setting value. That is, the engine controller 8 determines whether or not a preset sensor response characteristic is obtained within a preset time from the start of the timer in step S84. Further, the preset set value here is determined experimentally, theoretically, or empirically, for example.

If the engine controller 8 determines in step S85 that the sensor measurement value has shifted to the preset value within the timer determination time, the process proceeds to step S88. If the engine controller 8 determines that the sensor measurement value has not changed to the set value, the process proceeds to step S86.
In step S88, the engine controller 8 stores “pass” as the diagnosis result in the second OBD diagnosis mode. Here, the engine controller 8 stores the pass result of the second OBD diagnosis mode in a writable storage means such as a RAM. Then, the engine controller 8 ends the process shown in FIG. 7 (proceeds to step S5).

In step S86, the engine controller 8 determines whether or not the timer determination time has elapsed. Specifically, the engine controller 8 determines whether or not a preset time has elapsed since the timer start in step S84. The preset time here is determined experimentally, theoretically, or empirically, for example.
If the engine controller 8 determines in step S86 that the timer determination time has elapsed, the process proceeds to step S87. If the engine controller 8 determines that the timer determination time has not elapsed, the engine controller 8 ends the processing shown in FIG. 7 (proceeds to step S8).

In step S87, the engine controller 8 stores “fail” as the diagnosis result in the second OBD diagnosis mode. Here, the engine controller 8 stores the failure result of the second OBD diagnosis mode in a writable storage means such as a RAM. Then, the engine controller 8 ends the process shown in FIG. 7 (proceeds to step S5).
Next, the OBD diagnosis end determination process performed by the engine controller 8 in step S5 will be described.

FIG. 8 is a flowchart showing an example of the processing content of the OBD diagnosis end determination processing.
As shown in FIG. 8, first, in step S101, the engine controller 8 determines whether or not the diagnosis result in the first OBD diagnosis mode is acceptable and the diagnosis result in the second OBD diagnosis mode is acceptable. That is, the engine controller 8 determines whether or not such information is stored as a history in a writable storage unit such as a RAM. If the engine controller 8 determines that the diagnosis result in the first OBD diagnosis mode is acceptable and the diagnosis result in the second OBD diagnosis mode is acceptable, the process proceeds to step S102. If the engine controller 8 determines that this is not the case, the process proceeds to step S103.

In step S102, the engine controller 8 stores “pass” as the diagnosis result of the entire OBD diagnosis mode. Here, the engine controller 8 stores the pass result of the OBD diagnosis mode in a writable storage means such as a RAM. Then, the engine controller 8 ends the process shown in FIG. 8 (ends the process of FIG. 4).
In step S103, the engine controller 8 determines whether the diagnosis result of the first OBD diagnosis mode is unsuccessful or the diagnosis result of the second OBD diagnosis mode is unsuccessful. That is, the engine controller 8 determines whether or not such information is stored as a history in a writable storage unit such as a RAM. If the engine controller 8 determines that the diagnosis result in the second OBD diagnosis mode is unsuccessful or the diagnosis result in the second OBD diagnosis mode is unsuccessful, the process proceeds to step S104. If the engine controller 8 determines that this is not the case, the process shown in FIG. 8 ends (the process shown in FIG. 4 ends).

  In step S104, the engine controller 8 stores “fail” as the diagnosis result of the entire OBD diagnosis mode. Here, the engine controller 8 stores a failure result of the OBD diagnosis mode in a writable storage means such as a RAM. For example, the engine controller 8 adds 1 to the failure counter. Then, the engine controller 8 ends the process shown in FIG. 8 (ends the process of FIG. 4).

Further, when it is determined in step S103 that the diagnosis result of the first OBD diagnosis mode and the diagnosis result of the second OBD diagnosis mode are not rejected (when it is determined “No”), the first OBD diagnosis mode And the second OBD diagnosis mode is incomplete, and may be incomplete when, for example, timeout or SOC decreases.
(Processing in the hybrid controller 9)
Next, the process on the hybrid controller 9 side in the self-diagnosis process (sensor diagnosis process) will be described.

FIG. 9 is a flowchart showing an example of the processing content.
As shown in FIG. 9, first, in step S <b> 121, the hybrid controller 9 determines whether the detected SOC remaining amount is sufficient based on the detection value of the SOC sensor 11. Specifically, the hybrid controller 9 determines whether or not the detected SOC remaining amount is equal to or greater than a threshold value set in advance for SOC remaining amount determination. Further, the preset threshold value here is determined experimentally, theoretically, or empirically, for example.

If the hybrid controller 9 determines that the SOC remaining amount detected in step S121 is sufficient, the process proceeds to step S122. If the hybrid controller 9 determines that the detected SOC remaining amount is not sufficient, the hybrid controller 9 ends the processing shown in FIG.
In step S122, the hybrid controller 9 determines whether or not a first OBD diagnosis mode request (diagnosis mode 1 request) has been received from the engine controller (ECU) 8. If the hybrid controller 9 determines that the first OBD diagnosis mode request has been received, the process proceeds to step S123. If the hybrid controller 9 determines that the first OBD diagnosis mode request has not been received, the process proceeds to step S126.

In step S123, the hybrid controller 9 transmits a fuel cut request to the engine controller 8.
Next, in step S124, the hybrid controller 9 feedback-controls the power running torque of the generator motor 3 so that the generator motor rotation speed (engine rotation speed) is constant (preset rotation speed).

Next, in step S125, the hybrid controller 9 sets a power running rotation continuing flag to 1 (power running rotation continued flag = 1). Then, the hybrid controller 9 proceeds to step S126.
In step S126, the hybrid controller 9 determines whether a second OBD diagnosis mode request (diagnosis mode 2 request) or a normal control return request is received from the engine controller 8. If the hybrid controller 9 determines that the second OBD diagnosis mode request or the normal control return request has been received, the process proceeds to step S127. If the hybrid controller 9 determines that this is not the case, the process shown in FIG. 9 ends.

  In step S127, the hybrid controller 9 determines whether or not the power running rotation continuing flag is set to 1. If the hybrid controller 9 determines that the powering rotation continuing flag is set to 1 (powering rotation continuing flag = 1), the process proceeds to step S129. Further, when the hybrid controller 9 determines that the power running rotation continuing torque is not set to 1 (power running rotation continuing flag ≠ 1), the process proceeds to step S128.

  In step S128, the hybrid controller 9 rotates the generator motor 3 to the target value by the power running torque in a state where the engine 2 is not injecting fuel. Then, the hybrid controller 9 proceeds to step S130. For example, the hybrid controller 9 makes a fuel injection stop request to the engine controller 8 and creates a situation in which the engine 2 is not performing fuel injection under the control of the engine controller 8.

In step S129, the hybrid controller 9 transmits a fuel injection return request to the engine controller 8.
Next, in step S130, the hybrid controller 9 changes the torque of the generator motor 3 from power running to regeneration. Here, when there is a time lag between the change in motor torque of the generator motor 3 and the start of fuel injection of the engine 2, the generator motor rotation speed (engine rotation speed) does not change significantly, or the engine does not stall. The hybrid controller 9 changes the power generation motor 3 from power running to regeneration by feedback control.

Next, in step S131, the hybrid controller 9 performs an engine normal control return completion process.
Next, in step S132, the hybrid controller 9 sets a powering rotation continuing flag to 0 (powering rotation continuing flag = 0). Then, the hybrid controller 9 ends the process shown in FIG.

  In the process shown in FIG. 9, the hybrid controller 9 always performs the process related to the second OBD diagnosis mode request (process after step S126) after the process related to the first OBD diagnosis mode request (process after step S122). It has come to go through. That is, in the process shown in FIG. 9, the process related to the first OBD diagnosis mode request and the process related to the second OBD diagnosis mode request are not independent. On the other hand, the process related to the first OBD diagnosis mode request and the process related to the second OBD diagnosis mode request can be made independent.

FIG. 10 is a flowchart showing an example of such processing contents in the hybrid controller 9. In this example, the processing related to the second OBD diagnosis mode request is independent.
As shown in FIG. 10, first, in step S151, as in the process of step S121 shown in FIG. 9, the hybrid controller 9 determines whether or not the detected SOC remaining amount is sufficient based on the detection value of the SOC sensor 11. Determine. If hybrid controller 9 determines that the detected SOC remaining amount is sufficient, it proceeds to step S152. If the hybrid controller 9 determines that the detected SOC remaining amount is not sufficient, the hybrid controller 9 ends the processing shown in FIG.

  In step S152, the hybrid controller 9 determines whether or not a first OBD diagnosis mode request (diagnosis mode 1 request) has been received from the engine controller (ECU) 8. If the hybrid controller 9 determines that the first OBD diagnosis mode request has been received, the process proceeds to step S153. However, unlike the process of FIG. 9, in the process shown in FIG. 10, if the hybrid controller 9 determines that the first OBD diagnosis mode request has not been received, the process related to the second OBD diagnosis mode request (diagnosis mode 2 request) ( The processing shown in FIG. 10 is terminated without performing processing after step S155 described later.

In step S153, the hybrid controller 9 transmits a fuel cut request to the engine controller 8 in the same manner as in step S123 shown in FIG.
Next, in step S154, similarly to the process of step S128 shown in FIG. 9, the hybrid controller 9 feedback-controls the power running torque of the generator motor 3 in a state where the engine 2 is not injecting fuel.

  Next, in step S155, as in the process of step S126 shown in FIG. 9, the hybrid controller 9 has received a second OBD diagnosis mode request (diagnosis mode 2 request) or a normal control return request from the engine controller 8. Determine whether. When the hybrid controller 9 determines that the second OBD diagnosis mode request or the normal control return request has been received, the process proceeds to step S156.

Next, in step S156, the hybrid controller 9 transmits a fuel injection return request to the engine controller 8 as in the process of step S129 shown in FIG.
Next, in step S157, similarly to the process of step S130 shown in FIG. 9, the hybrid controller 9 changes the torque of the generator motor 3 from power running to regeneration by feedback control.

Next, in step S158, the hybrid controller 9 performs an engine normal control return completion process, similar to the process in step S131 shown in FIG. Then, the hybrid controller 9 ends the process shown in FIG.
FIG. 10 shows a case where the processing related to the second OBD diagnosis mode request is performed independently. However, the present invention is not limited to this, and the processing related to the first OBD diagnosis mode request can be performed independently. Although a specific example is omitted, for example, as the process related to the independent first OBD diagnosis mode request, only the processes of steps S121 to S124 illustrated in FIG. 9 are performed.
(Operation etc.)
Next, operations, effects, and the like during sensor diagnosis processing of the hybrid system 1 will be described.

  The engine controller 8 ends the OBD diagnosis if there is an OBD diagnosis passing history after the power is turned on (every time of traveling) (step S1), and the OBD diagnosis failure history is continuously recorded after the power is turned on (every time of traveling). If it is 3 times or more, or 10 times or more, but not continuously, an OBD abnormality diagnosis process (for example, warning light display) is performed (step S2, step S6). On the other hand, in other cases, the engine controller 8 sequentially performs the execution process of the first OBD diagnosis mode, the execution process of the second OBD diagnosis mode, and the end determination process of the OBD diagnosis (steps S3 to S5).

  First, in the execution process of the first OBD diagnostic mode, the engine controller 8 determines that the accelerator opening is 0% (fully closed) or the brake is on and the vehicle speed is greater than a preset vehicle speed (for example, 40 km / h), And when there is no pass history of the 1st OBD diagnostic mode, the pass judgment processing of the 1st OBD diagnostic mode is performed (Drawing 4). Therefore, when there is already a pass history of the first OBD diagnosis mode, the engine controller 8 proceeds to the pass determination process of the second OBD diagnosis mode without performing the pass determination process of the first OBD diagnosis mode.

  In the pass determination process of the first OBD diagnosis mode, the engine controller 8 transmits a first OBD diagnosis mode request to the hybrid controller 9, and a fuel cut request is transmitted from the hybrid controller 9 in response to the first OBD diagnosis mode request. In addition, the fuel in the engine 2 is cut and a timer is started to start diagnosis in the first OBD diagnosis mode (steps S41 to S44).

  On the other hand, when the hybrid controller 9 receives the first OBD diagnosis mode request from the engine controller 8 on the condition that the SOC remaining amount is sufficient, the hybrid controller 9 transmits a fuel cut request to the engine controller 8 and also generates the motor speed. The power running torque of the generator motor 3 is feedback-controlled so that becomes constant (steps S121 to S124).

  That is, in the hybrid system 1, the engine controller 8 cuts the fuel of the engine 2, and the hybrid controller 9 controls the power generation motor 3 to a constant rotational speed, thereby applying a load to the engine 2 by the power generation of the power generation motor 3. The engine controller 8 starts diagnosis in the first OBD diagnosis mode. That is, the hybrid system 1 makes a transition from the normal power generation state to the motoring state, and starts diagnosis in the first OBD diagnosis mode by the engine controller 8.

  Then, as the first OBD diagnosis mode, the engine controller 8 stores “pass” as the diagnosis result of the first OBD diagnosis mode when the sensor measurement value transitions to the preset setting value within the timer determination time (step S45, Step S48). That is, the engine controller 8 stores “pass” as the sensor diagnosis result when it can be estimated that the desired sensor response characteristic is obtained based on the transition time until the sensor output value settles within a certain range.

Further, when the timer determination time has elapsed but the sensor measurement value has not changed to the preset setting value, the engine controller 8 stores “fail” as the diagnosis result in the first OBD diagnosis mode (step S45). -Step S47).
Further, when the timer determination time has not elapsed due to interruption of the determination process or the like, the engine controller 8 ends the process without saving the diagnosis result of the first OBD diagnosis mode (steps S45 and S46). For example, even if the engine controller 8 starts the first OBD diagnosis mode process assuming that the SOC remaining amount is sufficient on the hybrid controller 9 side, the SOC decreases during the first OBD diagnosis mode process and the SOC remaining amount becomes insufficient. In the case where it is detected, the process ends without saving the diagnosis result of the first OBD diagnosis mode.

  Next, after the execution process of the first OBD diagnosis mode, the engine controller 8 performs the pass determination process of the second OBD diagnosis mode when there is no pass history of the second OBD diagnosis mode as the execution process of the second OBD diagnosis mode. (FIGS. 3 and 6). Therefore, when there is already a passing history of the second OBD diagnostic mode, the engine controller 8 does not perform the pass judgment processing of the second OBD diagnostic mode, while making a request for returning the engine normal control to the hybrid controller 9 and the like. The process proceeds to the end determination process (FIG. 6).

  In the pass determination process of the second OBD diagnosis mode, the engine controller 8 transmits a second OBD diagnosis mode request to the hybrid controller 9, and a fuel return request is transmitted from the hybrid controller 9 in response to the second OBD diagnosis mode request. In addition, the fuel injection is restored and the timer is started to start diagnosis in the second OBD diagnosis mode (steps S81 to S84).

On the other hand, when the hybrid controller 9 receives the second OBD diagnosis mode request from the engine controller 8, the hybrid controller 9 transmits a fuel injection return request to the engine controller 8 and changes the power generation motor 3 from the power running operation to the regenerative operation by feedback control. (Step S126 to Step S130).
Further, as described above, when there is already a pass history of the first OBD diagnosis mode, the engine controller 8 does not perform the pass determination process of the first OBD diagnosis mode (without transmitting the first OBD diagnosis mode request). Next, a pass determination process in the second OBD diagnosis mode is performed (see FIG. 4). Correspondingly, when the hybrid controller 9 receives the second OBD diagnostic mode request in a situation where the first OBD diagnostic mode request cannot be received from the engine controller 8, that is, there is already a passing history of the first OBD diagnostic mode. In this case, the generator motor 3 is rotated to the target value by the power running torque under the condition where the engine 2 is not injecting fuel (step S128). As a result, the hybrid system 1 artificially creates operating states of the engine 2 and the generator motor 3 in the first OBD diagnosis mode.

Then, the hybrid controller 9 transmits a fuel injection return request to the engine controller 8 and causes the generator motor 3 to transition from the power running operation to the regenerative operation by feedback control (steps S129 and S130).
As described above, in the hybrid system 1, the engine controller 8 returns the fuel injection of the engine 2, and the hybrid controller 9 performs regenerative control of the generator motor 3, and starts diagnosis in the second OBD diagnosis mode on the engine controller 8 side. That is, the hybrid system 1 starts diagnosis in the second OBD diagnosis mode by the engine controller 8 by returning from the motoring state to the normal power generation state again.

  Then, as the second OBD diagnosis mode, the engine controller 8 stores “pass” as the diagnosis result of the second OBD diagnosis mode when the sensor measurement value transitions to a preset setting value within the timer determination time (step S85, Step S88). That is, the engine controller 8 stores “pass” as the sensor diagnosis result when it can be estimated that the desired sensor response characteristic is obtained based on the transition time until the sensor output value settles within a certain range.

Further, when the timer determination time has elapsed but the sensor measurement value has not changed to the preset setting value, the engine controller 8 stores “fail” as the diagnosis result in the second OBD diagnosis mode (step S85). -Step S87).
Further, when the timer determination time has not elapsed due to interruption of the determination process or the like, the engine controller 8 ends the process without saving the diagnosis result of the second OBD diagnosis mode (steps S85 and S86).

Then, the engine controller 8 performs an OBD diagnosis end determination process after the execution process of the first and second OBD diagnosis modes (FIG. 3).
In the OBD diagnosis end determination process, the engine controller 8 determines that the diagnosis result of the first OBD diagnosis mode is “pass” and the diagnosis result of the second OBD diagnosis mode is “pass” when the diagnosis result of the second OBD diagnosis mode is pass. Is stored (step S101, step S102).

In addition, when the diagnosis result of the first OBD diagnosis mode is unsuccessful or the diagnosis result of the second OBD diagnosis mode is unsuccessful, the engine controller 8 stores “fail” as the diagnosis result of the entire OBD diagnosis mode. (Step S103, Step S104).
Further, when the first OBD diagnosis mode or the second OBD diagnosis mode is in an incomplete state, the engine controller 8 ends the process without saving the diagnosis result of the entire OBD diagnosis mode.

Through the sensor diagnosis process as described above, the hybrid system 1 performs the cooperative operation of the engine controller 8 and the hybrid controller 9 mainly by the engine controller 8 in order to ensure the operation such as the responsiveness of the sensor. Perform sensor diagnosis by checking the sex.
Moreover, in the sensor diagnosis, when either one of the diagnosis results in the first and second OBD diagnosis modes is passed, the hybrid system 1 holds the pass history and keeps the first after the next diagnosis. And only one of the diagnoses in the second OBD diagnosis mode is performed.

  The hybrid system 1 holds the pass result until the power is turned off after obtaining a pass (pass in both the first and second OBD diagnosis modes) once by such sensor diagnosis. In addition, when the diagnosis has been completed three times, it has been rejected three times consecutively (failed in both the first and second OBD diagnosis modes), or has been rejected ten times without obtaining a pass determination. If it is determined to pass (fail both in the first and second OBD diagnostic modes), the hybrid system 1 displays a warning indicating that the sensor is abnormal (exhaust gas diagnostic abnormality).

Next, operations, effects, etc. will be described with reference to the example shown in FIG.
FIG. 11 is a diagram illustrating a timing chart of various information during the sensor diagnosis process. Here, FIG. 11A shows the transmission timing of the first and second OBD diagnosis mode requests of the engine controller 8. FIG. 11B shows the SOC conditions determined by the hybrid controller 9. FIG. 11C shows the state of the diagnosis mode of the hybrid controller 9. FIG. 11D shows a fuel cut state by the engine controller 8. FIG. 11E shows the power generation torque when the power generation motor 3 is controlled by the hybrid controller 9. FIG. 11F shows the engine speed. FIG. 11G shows sensor outputs (sensor detection state by the engine controller 8) of the linear air-fuel ratio sensor 6 and the residual oxygen concentration sensor 7 to be diagnosed in the sensor diagnosis process.

  As shown in FIGS. 11A to 11E, when the engine controller 8 transmits a first OBD diagnosis mode request to the hybrid controller 9 and the SOC condition (the SOC remaining amount is sufficient) is satisfied in the hybrid controller 9, The engine controller 8 cuts the fuel of the engine 2 and the hybrid controller 9 causes the generator motor 3 to power. And the engine controller 8 detects the sensor output which responds as shown in FIG.11 (g) by 1st OBD diagnostic mode, and performs the diagnosis (mode 1 response diagnosis) of this sensor.

  Thereafter, as shown in FIGS. 11A to 11E, the engine controller 8 transmits a second diagnostic mode request to the hybrid controller 9, and the engine controller 8 stops the fuel cut of the engine 2 (returns fuel injection). And the hybrid controller 9 regenerates the generator motor 3. And the engine controller 8 detects the sensor output which responds as shown in FIG.11 (g) by 2nd OBD diagnostic mode, and performs the diagnosis (mode 2 response diagnosis) of this sensor.

(Effect of this embodiment)
As described above, in the hybrid system 1 according to the present embodiment, the first and second OBD diagnosis mode requests are transmitted to the engine controller 8 and the responses are received, and the first and second OBD diagnosis mode requests are transmitted to the hybrid controller 9. By adding a function for receiving and sending a reply, the engine controller 8 and the hybrid controller 9 are independently controlled for sensor diagnosis, and the engine controller 8 performs sensor diagnosis. be able to.

As a result, in the hybrid system 1 of the present embodiment, the engine 2 and the generator motor 3 are cooperatively operated during sensor diagnosis while the vehicle is running, so that the operating states of the engine 2 and the generator motor 3 for sensor diagnosis can be changed early. Can be produced.
Further, in the hybrid system 1 of this embodiment, a configuration for exchanging signals between the engine controller 8 and the hybrid controller 9 is added, and sensor diagnosis is performed on the engine controller 8 side. 9 can be used, and sensor diagnosis logic of the engine controller 8 can be used to perform sensor diagnosis. Therefore, in the hybrid system 1 of the present embodiment, sensor diagnosis can be performed while suppressing design changes of the engine controller 8 and the hybrid controller 9.

For example, if a sensor diagnosis system is not constructed so as to utilize many parts of the diagnosis function provided in the engine controller, it is necessary to prepare a new and specially designed device for the entire system. There is a disadvantage that the mass production effect is lowered.
On the other hand, in the hybrid system 1 of this embodiment, since the existing engine controller 8 and the hybrid controller 9 can be used, this problem can be solved.

For example, none of the techniques disclosed in Patent Documents 1 and 2 are suitable for diagnosis during vehicle travel.
On the other hand, in the hybrid system 1 of the present embodiment, as described above, it is possible to create an operating state for sensor diagnosis early while the vehicle is running.
Furthermore, in the technique disclosed in Patent Document 1, diagnosis is performed after the battery is charged. For this reason, in the technique disclosed in Patent Document 1, there is a risk that a sudden decrease in the engine speed and the generator motor speed at the time of diagnosis may give a passenger a sense of incongruity.

On the other hand, in the hybrid system 1 of the present embodiment, the engine 2 and the generator motor 3 are not rotated more than necessary for diagnosis. It can also be prevented that an increase in the vehicle gives the passenger a sense of incongruity.
In the present embodiment, the engine 2 is configured as an internal combustion engine, for example. The engine controller 8 constitutes, for example, an internal combustion engine control means. Moreover, the hybrid controller 9 comprises a motor control means, for example. Further, the linear air-fuel ratio sensor 6 and the residual oxygen concentration sensor 7 constitute, for example, sensors that detect intake gas or exhaust gas. The exhaust state estimation unit 8a constitutes, for example, an exhaust state estimation unit.

(Modification of this embodiment)
In the present embodiment, the engine controller 8 can also start the sensor diagnosis process on the condition that the complete warm-up of the engine 2 or the warm-up (activation) of the exhaust purification system is completed. This is because the exhaust gas state is not good during engine warm-up, and it cannot be said that the sensor diagnosis can be performed appropriately.

In addition, the present embodiment is a series hybrid having the above-described configuration as long as it is a hybrid vehicle in which the generator 2 is driven by the engine 2 and the engine 2 can be started and stopped so as not to affect the running state of the vehicle. It is not limited to being applied to.
In this embodiment, when the engine controller 8 transmits a first OBD diagnostic mode request to the hybrid controller 9 and receives a fuel cut request as a response from the hybrid controller 9, the engine controller 8 performs fuel cut of the engine 2 and Diagnosis in the 1OBD diagnosis mode has started. On the other hand, in the present embodiment, the engine controller 8 can cut the fuel of the engine 2 and start the diagnosis in the first OBD diagnosis mode when the first OBD diagnosis mode request is transmitted to the hybrid controller 9. Further, the engine controller 8 cuts the fuel of the engine 2 and starts diagnosis in the first OBD diagnosis mode after elapse of a preset time (for example, 20 ms) from when the first OBD diagnosis mode request is transmitted to the hybrid controller 9. You can also. When the process is changed in this way, the hybrid controller 9 sends a reply (for example, a diagnosis mode start state request) according to such a process change.

  Further, as described above, when the engine controller 8 starts diagnosis in the first OBD diagnosis mode regardless of the state of the hybrid controller 9, the first OBD diagnosis mode is used even when the remaining SOC is low. Diagnosis by may be started. However, in such a case, the engine controller 8 stops the determination process before the timer determination time elapses, and ends the process without saving the diagnosis result in the first OBD diagnosis mode (step S45). Step S46).

  In this embodiment, when the engine controller 8 transmits a second OBD diagnosis mode request to the hybrid controller 9 and receives a fuel injection return request as a response from the hybrid controller 9, the fuel injection of the engine 2 is returned. The diagnosis in the second OBD diagnosis mode is started. On the other hand, in the present embodiment, the engine controller 8 can return the fuel injection of the engine 2 and start diagnosis in the second OBD diagnosis mode when transmitting the second OBD diagnosis mode request to the hybrid controller 9. When the processing is changed in this way, the hybrid controller 9 sends a reply (for example, a diagnosis mode return state request) according to such processing change.

  Although the embodiments of the present invention have been specifically described above, the scope of the present invention is not limited to the illustrated and described exemplary embodiments, and effects equivalent to those intended by the present invention. All embodiments that provide are also included. Further, the scope of the present invention is not limited to the combination of features of the invention defined by claim 1 but can be defined by any desired combination of specific features among all the disclosed features. .

  1 Hybrid system, 2 engine, 3 generator motor, 4 battery, 5 drive motor, 6 linear air-fuel ratio sensor, 7 residual oxygen concentration sensor, 8 engine controller, 9 hybrid controller, 11 SOC sensor, 12 accelerator opening sensor, 13 brake Opening sensor, 14 Vehicle speed sensor

Claims (4)

An internal combustion engine, internal combustion engine control means for controlling the operation of the internal combustion engine, a power generation motor driven by the internal combustion engine, a battery charged by power generated by the power generation motor, and power generated by the power generation motor or the Detecting an operating state of the internal combustion engine of a hybrid vehicle comprising: a drive motor that drives a wheel by battery discharge power; and a motor control means that is communicable with the internal combustion engine control means and controls the power generation motor and the drive motor. In an internal combustion engine operating state detection device for a hybrid vehicle,
A sensor arranged on the intake side or exhaust side of the internal combustion engine for detecting intake gas or exhaust gas;
An exhaust state estimating means for estimating an exhaust state based on a detection value of the sensor,
The internal combustion engine control means transmits a first sensor diagnosis start signal indicating the start of a first sensor diagnosis performed by stopping the fuel injection of the internal combustion engine to the motor control means before the sensor diagnosis. When a response signal corresponding to transmission is received, the internal combustion engine is set in an operation state for the first sensor diagnosis of the sensor , and fuel injection of the internal combustion engine is stopped and the sensor output is based on the output of the sensor. performs the first sensor diagnosis, the first after the sensor check, the second sensor diagnosis indicating the start of the second sensor diagnosis performed by resuming fuel injection of an internal combustion engine to said motor control means When the start signal is transmitted and the reply signal corresponding to the transmission is received, the internal combustion engine is set to the operation state for the second sensor diagnosis of the sensor, and the fuel injection of the internal combustion engine is resumed. It performs the second sensor diagnosis of the sensor based on the output of the sensor causes,
When the motor control means receives the first sensor diagnosis start signal from the internal combustion engine control means, the motor control means transmits a first reply signal in response to the reception to the internal combustion engine control means and sends the power generation motor to the sensor. When the second motor diagnosis start signal is received from the internal combustion engine control means by causing the generator motor to be powered by the discharged power of the battery as an operation state for the first sensor diagnosis, a second response to the reception is received. An internal combustion engine operation characterized by transmitting a reply signal to the internal combustion engine control means and causing the power generation motor to regenerate the power generation motor as an operating state for the second sensor diagnosis of the sensor. State detection device. Accelerator operation detecting means for detecting the accelerator operation state is further provided,
The internal combustion engine control means transmits the first sensor diagnosis start signal to the motor control means before diagnosis of the sensor when the accelerator operation detection means detects that the accelerator operation is not performed. The internal combustion engine operating state detection device according to claim 1. Brake operation detecting means for detecting the brake operation state is further provided,
The internal combustion engine control means transmits the first sensor diagnosis start signal to the motor control means before diagnosis of the sensor when the brake operation detection means detects that the brake is operated. The internal combustion engine operating state detection device according to claim 1 or 2. The battery further comprises a storage amount detection means for detecting a storage amount of the battery,
Said motor control means is allowed to powering the generator motor as the operating conditions for the diagnose the generator motor the first sensor by the discharge power of the battery,
The motor control means does not transmit the first return signal to the internal combustion engine control means when the charged amount of the battery detected by the charged amount detection means is not more than a preset value. The internal combustion engine operating state detection device according to any one of 1 to 3.

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