JP2008057490A - Combustion state determination device and vehicle equipped with the same - Google Patents

Abstract

An object of the present invention is to accurately determine the combustion state of each cylinder of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element and to suppress vibrations in the vehicle.
A time required for 90-degree rotation T90 (0) is calculated from the sum of time required for 30-degree rotation TAT (ATDC 90, 120, 150) of ATDC 90, 120, and 150 for the time required for the crankshaft to rotate 30 degrees. (S100), 90 ° rotation required time T90 (4) of the cylinder before 360 ° CA, which is one cycle of resonance of the subsequent stage including the damper accompanying the crankshaft torque fluctuation, is subtracted from 90 ° rotation required time T90 (0). The determination difference value Δ90 is calculated (S110), and the combustion state of the cylinder is determined based on whether or not the determination difference value Δ90 is equal to or greater than the threshold value Tref (S120). When the determination difference value Δ90 is greater than or equal to the threshold value Tref, it is determined that the combustion state is defective, and the ignition timing of the cylinder is advanced (S130).
[Selection] Figure 3

Description

  The present invention relates to a combustion state determination device and a vehicle including the combustion state determination device. More specifically, the present invention relates to a combustion state determination device that determines the combustion state of a multi-cylinder internal combustion engine whose output shaft is connected downstream via a torsion element. The present invention relates to a vehicle including a determination device.

  Conventionally, as this type of device, the crankshaft torque fluctuation amount is calculated as the engine vibration amount based on the angular acceleration of the crankshaft, and this engine vibration amount and the TDC signal for each cylinder correspond to each other. It has been proposed to determine whether combustion is unstable when the difference in vibration amount from the previous value in the same cylinder or the difference in engine vibration amount in each cylinder in the cylinder that immediately becomes TDC is equal to or greater than a threshold value. (For example, refer to Patent Document 1). In this device, when the difference from the engine vibration amount for each cylinder exceeds a threshold value, the idling speed is increased by controlling the ignition timing so that the difference from the engine vibration amount for each cylinder becomes less than the threshold value. Feedback control is performed.

Further, in a vehicle that performs vibration suppression control so as to cancel torque fluctuation of the crankshaft of the engine by the motor, a torque correction amount for correcting the torque output from the motor for vibration suppression control by the motor is calculated, and the torque correction of this motor Some have been proposed that detect the misfire state of the engine based on the amount (see, for example, Patent Document 2).
JP 2004-36531 A JP 2001-65402 A

  In a power output device mounted on a vehicle connected to a transmission mechanism via a torsion element such as a damper on a crankshaft of an internal combustion engine, the torque fluctuation of the crankshaft due to the explosion combustion of the internal combustion engine is caused by As a result of inducing resonance in the crankshaft including the torsion element and the rotation fluctuation in the crankshaft due to the resonance, the combustion state of each cylinder of the internal combustion engine and any cylinder of the internal combustion engine based on the rotation fluctuation in the crank angle Even if a misfire is detected, it cannot be detected accurately. When vibration suppression control is performed on the torque fluctuation of the crank angle of the internal combustion engine by the motor, there is a case where resonance is promoted by a torsion element or a subsequent transmission mechanism including the torsion element. The accuracy of detection of misfire in any cylinder of the internal combustion engine is further lowered.

  An object of the combustion state determination device of the present invention is to accurately determine the combustion state of each cylinder of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element. Another object of the vehicle of the present invention is to suppress vibrations in a vehicle equipped with a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element.

  The combustion state determination device of the present invention and the vehicle including the same employ the following means in order to achieve the above-described object.

The first combustion state determination device of the present invention includes:
A combustion state determination device for determining a combustion state of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Unit rotation required time calculating means for calculating a unit rotation required time which is a time required for the output shaft of the internal combustion engine to rotate by a predetermined unit rotation angle based on the detected rotation position;
Of the plurality of cylinders, the target unit rotation required time which is the unit rotation required time calculated by the unit rotation required time calculating means with the predetermined rotation angle after the top dead center of the compression stroke of the target cylinder as a base point, and the target cylinder The unit rotation calculated by the unit rotation required time calculation means with reference to the predetermined rotation angle after the top dead center of the compression stroke of the cylinder having the same stroke before one cycle of resonance in the latter stage including the stroke and the torsion element Combustion state determination means for determining whether or not the combustion state of the target cylinder is good based on a comparison unit rotation required time which is a required time;
It is a summary to provide.

  In the first combustion state determination apparatus of the present invention, a unit rotation required time, which is a time required for the output shaft of the internal combustion engine to rotate by a predetermined unit rotation angle, is calculated based on the rotational position of the output shaft of the internal combustion engine. In the subsequent stage including the target unit rotation required time, which is a unit rotation required time calculated from the predetermined rotation angle after the top dead center of the compression stroke of the target cylinder among the plurality of cylinders, the stroke of the target cylinder, and the torsion element Combustion state of the target cylinder based on a comparison unit rotation required time that is a unit rotation required time calculated with reference to a predetermined rotation angle after the top dead center of the compression stroke of the cylinder having the same stroke before one cycle of resonance Whether or not is good. That is, it is determined whether or not the combustion state of the target cylinder is good based on the unit rotation required time of the target cylinder and the unit rotation required time in the cylinder one cycle before the resonance in the subsequent stage including the torsion element. Since the combustion state of the target cylinder is determined by comparison with the unit rotation required time in the cylinder one cycle before the resonance in the latter stage including the torsion element, the influence of the resonance in the determination result can be reduced, and this makes it possible to accurately The combustion state of each cylinder of the internal combustion engine can be determined.

  In such a first combustion state determination device of the present invention, the combustion state determination means is configured to detect the target when a determination value obtained by subtracting the comparison unit rotation required time from the target unit rotation required time is a predetermined value or more. It may be a means for determining that the combustion state of the cylinder is defective.

  Further, in the first combustion state determination device of the present invention, the frequency component of the resonance in the subsequent stage including the torsion element without attenuating the combustion frequency component of the internal combustion engine with respect to the physical quantity based on the detected rotational position. Filter processing means for performing a filter process for attenuating the unit, and the unit rotation required time calculation means is means for calculating a unit rotation required time based on a physical quantity after the filter processing by the filter processing means. You can also. In this way, since the physical quantity that attenuates the influence of resonance in the subsequent stage including the torsion element is used, the influence of resonance in the determination result can be further reduced, and thereby the combustion state of each cylinder of the internal combustion engine can be improved more accurately. Can be determined. In this case, the combustion state determination device is used in a system having a connection state switching unit that switches a connection state of the subsequent stage of the torsion element, and the filter processing unit is configured to switch the twisting element that is switched by the connection state switching unit. It may be a means for performing a filtering process according to the connection state at the subsequent stage. In this way, since the filtering process is performed according to the connection state of the subsequent stage of the torsion element, even if the connection state of the subsequent stage of the torsion element is changed, the influence of resonance in the determination result depends on the connection state of the subsequent stage of the twist element. The combustion state of each cylinder of the internal combustion engine can be determined with high accuracy. Here, a vehicle can be mentioned as a system, and when considering a vehicle as a system, it can be considered that the connection state switching means is based on a shift operation. In this case, by setting the parking position, the neutral position, and the traveling position by the shift operation, it is possible to accurately determine the combustion state of each cylinder of the internal combustion engine even if the connection state at the subsequent stage of the torsion element is switched.

The second combustion state determination device of the present invention is
A combustion state determination device for determining a combustion state of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Unit rotation angle rotation number calculating means for calculating a unit rotation angle rotation number that is a rotation number for each predetermined unit rotation angle of the output shaft of the internal combustion engine based on the detected rotation position;
A target unit rotation angle rotation number that is a unit rotation angle rotation number calculated by the unit rotation angle rotation number calculation means with a predetermined rotation angle after the top dead center of the compression stroke of the target cylinder of the plurality of cylinders as a base point; Calculated by the unit rotation angle rotation speed calculation means with reference to the predetermined rotation angle after the top dead center of the compression stroke of the cylinder having the same stroke before one cycle of resonance in the latter stage including the torsion element and the stroke of the target cylinder Combustion state determination means for determining whether or not the combustion state of the target cylinder is good based on the comparison unit rotation angle rotation speed that is the unit rotation angle rotation speed
It is a summary to provide.

  In the second combustion state determination device of the present invention, a unit rotational angle rotational speed that is a rotational speed per predetermined unit rotational angle of the output shaft of the internal combustion engine is calculated based on the rotational position of the output shaft of the internal combustion engine, In the latter stage including the target unit rotation angle rotation number, which is a unit rotation angle rotation number calculated from the predetermined rotation angle after the top dead center of the compression stroke of the target cylinder among the plurality of cylinders, the stroke of the target cylinder, and the torsion element Based on the comparison unit rotation angle rotation speed, which is a unit rotation angle rotation speed calculated with reference to a predetermined rotation angle after the top dead center of the compression stroke of the cylinder having the same stroke before one cycle of resonance, It is determined whether or not the combustion state is good. That is, it is determined whether or not the combustion state of the target cylinder is good based on the unit rotation angle rotation speed of the target cylinder and the unit rotation angle rotation speed in the cylinder one cycle before the resonance including the torsion element. is there. Since the combustion state of the target cylinder is determined by comparison with the unit rotation angle rotation speed in the cylinder one cycle before the resonance in the subsequent stage including the torsion element, the influence of the resonance in the determination result can be reduced, thereby improving the accuracy. The combustion state of each cylinder of the internal combustion engine can be determined well.

  In such a second combustion state determination device of the present invention, the combustion state determination means subtracts a value corresponding to the reciprocal of the comparison unit rotational angle rotational speed from a value corresponding to the reciprocal of the target unit rotational angle rotational speed. It may be a means for determining that the combustion state of the target cylinder is defective when the obtained determination value is equal to or greater than a predetermined value.

  In the first combustion state determination device and the second combustion state determination device of the present invention described above, the combustion state determination unit is configured to detect the internal combustion engine when the internal combustion engine is operating substantially at a predetermined rotational speed. It may be a means for determining the combustion state. In this case, when the internal combustion engine is operating substantially at a predetermined rotational speed, when the internal combustion engine is operating idle, when the internal combustion engine is operating independently at a rotational speed higher than the idle rotational speed, or idle rotational speed. It is also included when the load is being operated at a higher speed than this number.

The vehicle of the present invention
A multi-cylinder internal combustion engine, the ignition timing of which can be adjusted for each cylinder, the output shaft of which is connected to the subsequent stage via a twisting element,
The first or second combustion determination device of the present invention according to any one of the above aspects for determining the combustion state of the internal combustion engine, that is, basically a plurality of output shafts connected to the subsequent stage via a torsion element A combustion state determination device for determining a combustion state of an internal combustion engine of a cylinder, the rotational position detection means for detecting a rotational position of an output shaft of the internal combustion engine, and an output of the internal combustion engine based on the detected rotational position Unit rotation required time calculation means for calculating a unit rotation required time which is a time required for the shaft to rotate by a predetermined unit rotation angle, and a predetermined rotation after the top dead center of the compression stroke of the target cylinder among the plurality of cylinders The target unit rotation required time which is the unit rotation required time calculated by the unit rotation required time calculating means with the corner as the base point, the stroke of the target cylinder, and the same period before the resonance in the subsequent stage including the torsion element Based on the comparison unit rotation required time which is the unit rotation required time calculated by the unit rotation required time calculating means with reference to the predetermined rotation angle after the top dead center of the compression stroke of the cylinder which becomes A combustion state determination unit that determines whether or not the combustion state is good, and a combustion state of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element A combustion state determination device for determining the rotational position of the output shaft of the internal combustion engine, and a predetermined unit rotational angle of the output shaft of the internal combustion engine based on the detected rotational position Unit rotation angle rotation number calculating means for calculating a unit rotation angle rotation number that is a rotation number for each rotation, and the unit rotation angle based on a predetermined rotation angle after top dead center of the compression stroke of the target cylinder of the plurality of cylinders Rotational speed The target unit rotation angle rotation number which is the unit rotation angle rotation number calculated by the calculating means, the stroke of the target cylinder, and the compression stroke of the cylinder having the same stroke before one cycle of resonance in the subsequent stage including the torsion element The combustion state of the target cylinder is good based on the comparison unit rotation angle rotation speed that is a unit rotation angle rotation speed calculated by the unit rotation angle rotation speed calculation means with reference to the predetermined rotation angle after the dead point. A combustion state determination means for determining whether or not, a second combustion state determination device,
Control means for controlling the internal combustion engine so that the ignition timing of the cylinder whose combustion state is determined to be poor is advanced by the combustion state determination means of the combustion determination device;
It is a summary to provide.

  In the vehicle according to the present invention, the combustion state of any cylinder of the internal combustion engine is determined to be poor by advancing the ignition timing of the cylinder that is determined to be poor in the combustion state, thereby improving the combustion state. The vibration resulting from becoming can be suppressed. In addition, since the first combustion state determination device and the second combustion state determination device of the present invention are installed, the combustion state of each cylinder of the internal combustion engine can be determined with high accuracy, thereby The vibration resulting from the poor combustion state of the cylinder can be suppressed with higher accuracy.

  In the vehicle according to the present invention, the vehicle can be driven by the power from the internal combustion engine and the power from the electric motor. In this case, the power drive input / output means is connected to the output shaft of the internal combustion engine and the drive shaft connected to the axle, and inputs / outputs power to / from the output shaft and the drive shaft with input / output of power and power. The electric motor may be connected to a drive shaft connected to an axle so that power can be output. Thus, the present invention can be applied to a hybrid vehicle including an internal combustion engine and an electric motor. In this case, by performing vibration suppression control by the electric motor and power power input / output means, the combustion state of each cylinder of the internal combustion engine can be accurately determined even if the influence of resonance in the subsequent stage including the torsion element increases. Therefore, it is possible to more accurately suppress the vibration caused by the poor combustion state of any cylinder of the internal combustion engine.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with an internal combustion engine combustion state determination apparatus according to an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 and a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28 as a torsion element. The motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30; the reduction gear 35 attached to the ring gear shaft 32a as the drive shaft connected to the power distribution and integration mechanism 30; and the reduction gear 35 A motor MG2 and a hybrid electronic control unit 70 for controlling the entire vehicle are provided. Here, the internal combustion engine combustion state determination apparatus according to the embodiment mainly includes an engine electronic control unit 24 that controls the engine 22 and a crank position sensor 140 that detects a rotational position of a crankshaft 26 of the engine 22 described later. To do.

  The engine 22 is configured as an eight-cylinder internal combustion engine that can output power by using a hydrocarbon fuel such as gasoline or light oil. As shown in FIG. 2, as shown in FIG. The fuel is injected from the fuel injection valve 126 provided for each cylinder, and the intake air and the gasoline are mixed. The mixture is sucked into the fuel chamber through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, the crank position (crank angle CA) from the crank position sensor 140 that detects the rotational position (crank angle CA) of the crankshaft 26, and the engine 22. Cooling water temperature from a water temperature sensor 142 that detects the temperature of the cooling water, intake valve 128 that performs intake and exhaust to the combustion chamber, cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and throttle valve The throttle position from the throttle valve position sensor 146 for detecting the position 124, the air flow meter signal AF from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, and the air-fuel ratio Air-fuel ratio AF from capacitors 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The above-described crank position sensor 140 is mounted so as to rotate in synchronization with the crankshaft 26, and teeth are formed every 10 degrees and two missing teeth are formed for detecting the reference position. It is configured as an electromagnetic pickup sensor having a rotor, and generates a shaped wave every time the crankshaft 26 rotates 10 degrees.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of determining whether the combustion state of each cylinder of the engine 22 mounted on the hybrid vehicle 20 of the embodiment configured as described above is good and suppressing vibration caused by the combustion state of each cylinder of the engine 22 will be described. . FIG. 3 is a flowchart showing an example of vibration suppression control executed by the engine ECU 24. This routine is repeatedly executed every time the crank angle CA rotates 90 ° CA while the engine 22 is being operated at the idling speed.

  When the vibration suppression control is executed, the CPU 24a of the engine ECU 24 first sets the closest cylinder after 180 ° CA from the top dead center in the compression stroke as the target cylinder, and 90 ° CA from the top dead center in the compression stroke of the target cylinder. (Hereinafter referred to as ATDC90), 120 ° CA from the top dead center (hereinafter referred to as ATDC 120), and 150 ° CA from the top dead center (hereinafter referred to as ATDC 150) to be rotated by 30 ° CA. The 90-degree rotation required time T90 (0) is calculated from the sum of the required 30-degree rotation time T30 (ATDC90), T30 (ATDC120), and T30 (ATDC150) (step S100). Here, as for the time required for 30-degree rotation T30, in the embodiment, the crank angle CA is input by the T30 calculation process illustrated in FIG. 4 executed every 10 ° CA (step S200), and the crank position is determined. Calculation is made by calculating the elapsed time from 30 ° CA before the crank angle CA inputted from the shaped wave from the sensor 140 to the crank angle CA, and setting this calculated elapsed time as a required rotation time T30 (CA) of 30 degrees. (Step S210) and stored in the RAM 24c in association with the crank angle CA. In the process of step S100 described above, the required time for rotation of 90 degrees rotation T90 (0) is calculated by reading the required rotation times T30 (ATDC90), T30 (ATDC120), and T30 (ATDC150) from the RAM 24c.

  Subsequently, the difference value for determination ΔT90 is calculated by subtracting the required 90 degree rotation time T90 (4) calculated in the same manner before the crank angle CA is 360 ° CA from the calculated 90 degree rotation required time T90 (0) ( In step S110), the calculated determination difference value Δ90 is compared with the threshold value Tref (step S120). When the determination difference value Δ90 is less than the threshold value Tref, it is determined that the combustion state of the target cylinder is good, and the rotation is rotated 90 degrees. As a post-process of the required time T90 (N), the 90-degree rotation required time T90 (N-1) is sequentially substituted into the 90-degree rotation required time T90 (N) (step S140), the vibration suppression control is terminated, and the determination is performed. When the difference value Δ90 is equal to or greater than the threshold value Tref, it is determined that the combustion state of the target cylinder is poor, and the ignition timing of the target cylinder is advanced by an angle ΔT (step S130). Perform the post-processing time required for the rotation time T90 (N) (step S140), and ends the vibration suppression control. It is possible to determine the combustion state of the target cylinder based on the determination difference value Δ90 obtained by subtracting the 90-degree rotation required time T90 (4) before the crank angle CA is 360 ° CA from the 90-degree rotation required time T90 (0), and The fact that vibration can be suppressed by advancing the ignition timing will be described in order below.

  In the embodiment, when the engine 22 is operated at the idling speed, the subsequent resonance including the damper 28 due to the torque fluctuation of the crankshaft 26 of the engine 22 occurs in a cycle of one rotation of the crankshaft 26. Therefore, if the 360 ° CA difference of the crank angle CA is considered, the influence of subsequent resonance including the damper 28 can be eliminated. For this reason, in the embodiment, the combustion of the target cylinder is performed using the determination difference value Δ90 obtained by subtracting the required 90-degree rotation time T90 (4) before the crank angle CA is 360 ° CA from the required 90-degree rotation time T90 (0). The state is being judged. Since the 30-degree required time T30 (ATDC90), T30 (ATDC120), and T30 (ATDC150) are in the expansion stroke, the required 30-degree required times T30 (ATDC90), T30 (ATDC120), and T30 (ATDC150) are the target cylinders. If the combustion state is good, all are calculated as a short time, and if the combustion state of the target cylinder is poor, all are calculated as a long time. Similarly, the required 90-degree rotation time T90 (0) is a short time if the combustion state of the target cylinder is good, and a long time if the combustion state of the target cylinder is poor. Therefore, the determination difference value Δ90 is close to the value 0 if the combustion state of the target cylinder is good, and becomes a large value if the combustion state of the target cylinder is poor. Accordingly, the threshold Tref is determined by using a value larger than the determination difference value Δ90 that occurs when the combustion state of the target cylinder is good and smaller than the determination difference value Δ90 that occurs when the combustion state of the target cylinder is defective. It is possible to determine whether the combustion state of the target cylinder is good or bad by comparing the difference value for use Δ90 and the threshold value Tref.

  When the engine 22 is operated at the idling engine speed, if the ignition angle is slightly advanced so that the ignition timing is advanced, generally the torque generated by the combustion increases, so that the engine speed increases. If only the ignition timing of the target cylinder is slightly advanced when the combustion state of the target cylinder is poor, only the torque generated by the combustion of the cylinder increases, so only the rotational speed associated with the combustion of the cylinder increases. As described above, the combustion state of the target cylinder is poor when the determination difference value Δ90 is large, that is, when the 90-degree rotation required time T90 (0) is large, and at the 90-degree rotation required time T90 (0). Since the number of revolutions at the corresponding crank angle is smaller than the number of revolutions at the crank angle corresponding to the 90 ° rotation required time T90 (0) in the other cylinders, only the ignition timing of the cylinder having a poor combustion state is slightly advanced. By doing so, it is possible to increase the rotation speed at the crank angle corresponding to the 90-degree rotation required time T90 (0) of the cylinder, and to reduce the change in the rotation speed with other cylinders. Reducing such a change in the number of rotations results in smooth rotation, so that vibration is suppressed when viewed from the entire vehicle. That is, the vibration can be suppressed by advancing the ignition timing of the cylinder having a poor combustion state. The angle ΔT as the amount by which the ignition timing is advanced is preferably set so as not to increase greatly, although an increase in torque due to the advance is recognized.

  According to the combustion state determination device mounted on the hybrid vehicle 20 of the embodiment described above, even if the subsequent resonance including the damper 28 due to the torque fluctuation of the crankshaft 26 of the engine 22 occurs, the combustion of each cylinder of the engine 22 occurs. The quality of the state can be determined with high accuracy. Further, according to the hybrid vehicle 20 equipped with such a combustion state determination device, the ignition timing of the cylinder in which the combustion state is determined to be poor among the cylinders of the engine 22 is advanced to effectively reduce the vibration of the vehicle. Can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the 90-degree required time T90 (0) is calculated from the sum of the required 30-degree required times T30 (ATDC90), T30 (ATDC120), and T30 (ATDC150). , ATDC 150 may calculate 90 ° rotation required time T90 (0) as the sum of three 30 ° rotation required times T30 having different crank angles CA.

  In the hybrid vehicle 20 of the embodiment, the 30-degree rotation required time T30 (CA) is calculated from the shaped wave from the crank position sensor 140 and the crank angle CA, and the 30-degree rotation required times T30 (ATDC90), T30 (ATDC120), The required 90-degree rotation time T90 (0) is calculated from the sum of T30 (ATDC150). However, the required 90-degree rotation time T90 (0) is directly calculated from the shaped wave from the crank position sensor 140 and the crank angle CA. It may be calculated.

  In the hybrid vehicle 20 of the embodiment, the torque of the crankshaft 26 of the engine 22 from the 90-degree required rotation time T90 (0), which is the sum of the three required 30-degree rotation times T30 (ATDC90), T30 (ATDC120), and T30 (ATDC150). A cylinder combustion state is determined based on a difference value Δ90 for determination obtained by subtracting the required 90-degree rotation time T90 (4) of the cylinder before 360 ° CA, which is one cycle of resonance at the subsequent stage including the damper 28 due to fluctuation. However, the time required for 60 degree rotation T60 (0) calculated as the sum of two time required for 30 degree rotation T30 (for example, T30 (ATDC90) and T30 (ATDC120) or T30 (ATDC120) and T30 (ATDC150))) ) And the required 60 degree rotation time T60 (4) of the cylinder before 360 ° CA is subtracted. Including determining the combustion state of the cylinder by the difference value Deruta60, the crank angle range of the rotation required time may be any range.

  In the hybrid vehicle 20 of the embodiment, the 30-degree rotation required time T30 (CA) is calculated from the shaped wave from the crank position sensor 140 and the crank angle CA, and the 30-degree rotation required times T30 (ATDC90), T30 (ATDC120), A 90-degree rotation required time T90 (0) is calculated from the sum of T30 (ATDC 150), and the resonance of the subsequent stage including the damper 28 accompanying the torque fluctuation of the crankshaft 26 of the engine 22 is calculated from the 90-degree rotation required time T90 (0). The cylinder combustion state is determined by the determination difference value Δ90 obtained by subtracting the 90-degree rotation required time T90 (4) of the cylinder before 360 ° CA, which is the cycle, but the shaped wave from the crank position sensor 140 is determined. And 90 degrees of rotation speed N90 (the number of rotations every 90 degrees of the crank angle CA from the crank angle CA) CA) is calculated, and, for example, the 90 ° rotational speed N90 of the cylinder 360 ° CA before the reciprocal (1 / N90) of the 90 ° rotational speed N90 (ATDC90) at which the crank angle CA is 90 ° from the top dead center of the compression stroke. The combustion state of the cylinder may be determined based on a difference value for determination obtained by subtracting the reciprocal of (ATDC90).

  In the hybrid vehicle 20 of the embodiment, the combustion state of each cylinder of the 8-cylinder engine 22 is determined. However, the combustion state of each cylinder of the 6-cylinder engine is determined. Any number of cylinders may be used as long as it determines the combustion state of each cylinder of a multi-cylinder engine, such as determining the combustion state of a cylinder.

  In the hybrid vehicle 20 of the embodiment, the 90 ° rotation of the cylinder before 360 ° CA, which is one cycle of the subsequent resonance including the damper 28 accompanying the torque fluctuation of the crankshaft 26 of the engine 22 from the time required for 90 ° rotation T90 (0). The combustion state of the cylinder is determined based on the determination difference value Δ90 obtained by subtracting the required rotation time T90 (4), but the damper 28 accompanying the torque fluctuation of the crankshaft 26 from the required 90 ° rotation time T90 (0). Since it is only necessary to determine the combustion state of the cylinder based on the determination difference value Δ90 obtained by subtracting the 90-degree rotation required time T90 of the previous cylinder by an angle corresponding to the period of the subsequent resonance including the 360 ° CA The time is not limited to the time required for 90-degree rotation T90 (4) of the previous cylinder.

  In the hybrid vehicle 20 of the embodiment, the 30-degree rotation required time T30 (CA) is calculated from the shaped wave from the crank position sensor 140 and the crank angle CA, and the 30-degree rotation required times T30 (ATDC90), T30 (ATDC120), A 90-degree rotation required time T90 (0) is calculated from the sum of T30 (ATDC 150), and the resonance of the subsequent stage including the damper 28 accompanying the torque fluctuation of the crankshaft 26 of the engine 22 is calculated from the 90-degree rotation required time T90 (0). The cylinder combustion state is determined by the determination difference value Δ90 obtained by subtracting the 90-degree rotation required time T90 (4) of the cylinder before 360 ° CA, which is the cycle, but the shaped wave from the crank position sensor 140 is determined. And 30 degrees of rotation required time T30 (CA) are calculated from the crank angle CA and 3 A filter process for attenuating the frequency component of the subsequent resonance including the damper 28 accompanying the torque fluctuation of the crankshaft 26 without attenuating the combustion frequency component of the engine 22 at the time required for 0 degree rotation T30 (CA) is performed. Similarly, the combustion state of the cylinder may be determined using the post-filter 30-degree rotation required time T30f after applying the above. FIG. 5 shows a flowchart of an example of vibration suppression control executed by the engine ECU 24 in this case, and FIG. 6 shows a flowchart of an example of filter processing executed by the engine ECU 24. Below, this modification is demonstrated easily.

  As shown in FIG. 6, in the filter process, first, the shift position SP from the shift position sensor 82 is input (step S400), and it is determined whether or not the input shift position SP is in the P range (step S410). . When the shift position SP is in the P range, the time required for 30-degree rotation T30 is filtered using the P range filter (step S420), and this processing ends. When the shift position SP is not in the P range, that is, N In the case of the range or D range, the time required for 30-degree rotation T30 is filtered using the N and D range filters (step S430), and this process ends. Here, the P range filter and the N and D range filters attenuate the resonance frequency component of the subsequent stage including the damper 28 accompanying the torque fluctuation of the crankshaft 26 without attenuating the combustion frequency component of the engine 22. Therefore, in the case of the embodiment, it becomes a high-pass filter. When the engine 22 is idling at 1000 rpm, the combustion frequency of the engine 22 is 4000/60 (about 67) Hz because the engine 22 burns once every time the crankshaft 26 rotates 90 degrees. The frequency of the subsequent resonance including the damper 28 accompanying the torque fluctuation of the crankshaft 26 is 1000/60 (about 17) Hz because the period is 360 ° CA. Therefore, both the P range filter and the N and D range filters are high-pass filters that attenuate the 17 Hz frequency component without attenuating the 67 Hz frequency component. The reason why the filter is changed depending on the shift position SP is based on the fact that the resonance state of the subsequent stage including the damper 28 is different or the resonance frequency is different because the connection state of the subsequent stage including the damper 28 is different. That is, in the P range, the ring gear shaft 32a as a drive shaft is locked so that it cannot rotate, but in the N range and D range, such locking is not performed, so the P range resonates compared to the N range and D range. This is because the strength of is greatly expressed.

  The vibration suppression control of the modified example is a time required for 90 ° rotation after the filter corresponding to the time required for 90 ° rotation T90 (0) using the time required for rotation 30 ° after rotation T30f (CA) obtained by performing the above-described filtering process. T90f (0) is calculated (step S300), and 360 ° CA, which is one cycle of the subsequent resonance including the damper 28 accompanying the torque fluctuation of the crankshaft 26 of the engine 22 from the time required for 90-degree rotation after the filter T90f (0). Subtraction 90-degree rotation required time T90f (4) of the previous cylinder is subtracted to calculate a determination difference value ΔT90f (step S310), and the determination difference value Δ90f is compared with a threshold value Tref (step S320). When the difference value Δ90f is less than the threshold value Tref, it is determined that the combustion state of the target cylinder is good, and 90 ° rotation is required after the filter As post-processing during the interval T90f (N), the required 90-degree rotation time T90f (N-1) after the filter is sequentially substituted into the required 90-degree rotation time T90f (N) after the filter (step S340), and the vibration suppression control ends. When the difference value for determination Δ90f is equal to or greater than the threshold value Tref, it is determined that the combustion state of the target cylinder is poor, the ignition timing of the target cylinder is advanced by an angle ΔT (step S330), and 90 ° rotation after the filter is required. Post-processing is performed at time T90f (N) (step S340), and vibration suppression control is terminated.

  As described above, in the modification in which the combustion state of each cylinder is determined based on the time required for rotation 30 degrees after the filter T30f (CA), the combustion state of each cylinder can be more accurately determined even when the subsequent resonance including the damper 28 is large. Can be determined. In addition, since the filter is changed according to the connection state of the rear stage including the damper 28, the combustion state of each cylinder can be determined according to the connection state of the rear stage including the damper 28. Of course, by advancing the ignition timing of each cylinder of the engine 22 in which the combustion state is determined to be poor, the vibration of the vehicle can be effectively suppressed.

  In the modification, the case where the motor MG2 is connected to the ring gear shaft 32a via the reduction gear 35 has been considered, but when the motor MG2 is attached to the ring gear shaft 32a via a transmission instead of the reduction gear 35, Depending on the gear position of the transmission, the resonance intensity may be different or the resonance frequency may be different. Therefore, the filter may be changed according to the state of the transmission.

  In the hybrid vehicle 20 of the embodiment and its modification, the power connected to the crankshaft 26 of the engine 22 via the damper 28 as a torsion element and to the rotating shaft of the motor MG1 and the ring gear shaft 32a as the drive shaft. The combustion state determination device for determining the combustion state of each cylinder of the engine 22 in the vehicle including the distribution integration mechanism 30 and the motor MG2 connected to the ring gear shaft 32a via the reduction gear 35 is used as a vehicle equipped with the combustion state determination device. As long as the crankshaft of the engine is connected to the rear stage via a damper as a torsion element, the power of the motor MG2 is supplied to the ring gear shaft 32a as illustrated in the hybrid vehicle 120 of the modified example of FIG. Axle that is different from the axle to which the wheel is connected (the axle to which the drive wheels 63a, 63b are connected) Although connected to the wheels 64a and 64b in FIG. 7), it may be a combustion state determination device for determining the combustion state of each cylinder of the engine 22 or a vehicle equipped with the combustion state determination device, or a hybrid of the modification of FIG. As exemplified in the automobile 220, the engine 22 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 via a damper 28 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. Although equipped with a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power, a combustion state determination device for determining the combustion state of each cylinder of the engine 22 and the same are mounted. It may be a vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, an 8-cylinder engine 22 connected to the crankshaft 26 via a damper 28 as a torsional element corresponds to an “internal combustion engine” and detects the rotational position (crank angle CA) of the crankshaft 26. The crank position sensor 140 corresponds to a “rotation position detecting means”, calculates a required rotation time T30 (CA) of 30 degrees from the shaped wave from the crank position sensor 140 and the crank angle CA, and calculates the required rotation time T30 (ATDC90). ), T30 (ATDC120), and T30 (ATDC150), the engine ECU 24 that executes the T30 calculation process for calculating the 90-degree rotation required time T90 (0) corresponding to the unit rotation required time and the process of S100 is "unit rotation". 90 degrees corresponding to the target unit rotation required time Required time T90 (4) for the rotation of the cylinder before 360 ° CA, which is one cycle of the resonance of the subsequent stage including the damper 28 accompanying the torque fluctuation of the crankshaft 26 of the engine 22 and the required rotation time T90 (0) (comparison unit) The engine ECU 24 that executes the processing of S110 and S120 for determining the combustion state of the target cylinder based on the required rotation time corresponds to the “combustion state determination means”. Further, the engine ECU 24 that executes the process of S130 for advancing the ignition timing of the target cylinder by the angle ΔT when the combustion state of the target cylinder is defective corresponds to “control means”, and the crankshaft 26 and the drive shaft of the engine 22 The power distribution / integration mechanism 30 connected to the ring gear shaft 32a and the motor MG1 connected to the sun gear 31 of the power distribution / integration mechanism 30 correspond to "power power input / output means", and the ring gear shaft 32a as a drive shaft. The motor MG2 attached to the motor via the reduction gear 35 corresponds to an “electric motor”. A shift lever 81 that switches the connection state of the subsequent stage including the damper 28 of the modified example and a mechanism (not shown) that mechanically switches the connection state in accordance with the shift lever 81 correspond to “connection state switching means”, and a filter corresponding to the shift position SP is provided. The engine ECU 24 that performs the filtering process illustrated in FIG. 6 to obtain the required 30-degree rotation time T30f after filtering by applying the filtering process to the required 30-degree rotation time T30 corresponds to the “filter processing means”. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  INDUSTRIAL APPLICABILITY The present invention is applicable to a combustion state determination device that determines the combustion state of an internal combustion engine and a vehicle manufacturing industry that includes the combustion state determination device.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with an internal combustion engine combustion state determination apparatus according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of vibration suppression control. It is a flowchart which shows an example of T30 arithmetic processing. It is a flowchart which shows an example of the vibration suppression control of a modification. It is a flowchart which shows an example of a filter process. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 0 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132
Piston, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor , 150 variable valve timing mechanism, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (10)

A combustion state determination device for determining a combustion state of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Unit rotation required time calculating means for calculating a unit rotation required time which is a time required for the output shaft of the internal combustion engine to rotate by a predetermined unit rotation angle based on the detected rotation position;
Of the plurality of cylinders, the target unit rotation required time which is the unit rotation required time calculated by the unit rotation required time calculating means with the predetermined rotation angle after the top dead center of the compression stroke of the target cylinder as a base point, and the target cylinder The unit rotation calculated by the unit rotation required time calculation means with reference to the predetermined rotation angle after the top dead center of the compression stroke of the cylinder having the same stroke before one cycle of resonance in the latter stage including the stroke and the torsion element Combustion state determination means for determining whether or not the combustion state of the target cylinder is good based on a comparison unit rotation required time which is a required time;
A combustion state determination device comprising:   The combustion state determination means is means for determining that the combustion state of the target cylinder is defective when a determination value obtained by subtracting the comparison unit rotation required time from the target unit rotation required time is equal to or greater than a predetermined value. The combustion state determination apparatus according to claim 1. The combustion state determination device according to claim 1 or 2,
Filter processing means for performing a filter process for attenuating the frequency component of the resonance in the subsequent stage including the torsion element without attenuating the frequency component of the combustion of the internal combustion engine with respect to the physical quantity based on the detected rotational position;
The unit rotation required time calculating means is means for calculating a unit rotation required time based on a physical quantity after filtering by the filter processing means.
Combustion state determination device. The combustion state determination device according to claim 3, wherein the combustion state of the internal combustion engine used in a system having a connection state switching unit that switches a connection state at a subsequent stage of the torsion element is determined.
The filter processing means is means for performing a filter process according to a connection state of a subsequent stage of the torsion element switched by the connection state switching unit.
Combustion state determination device. A combustion state determination device for determining a combustion state of a multi-cylinder internal combustion engine whose output shaft is connected to a subsequent stage via a torsion element,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Unit rotation angle rotation number calculating means for calculating a unit rotation angle rotation number that is a rotation number for each predetermined unit rotation angle of the output shaft of the internal combustion engine based on the detected rotation position;
A target unit rotation angle rotation number that is a unit rotation angle rotation number calculated by the unit rotation angle rotation number calculation means with a predetermined rotation angle after the top dead center of the compression stroke of the target cylinder of the plurality of cylinders as a base point; Calculated by the unit rotation angle rotation speed calculation means with reference to the predetermined rotation angle after the top dead center of the compression stroke of the cylinder having the same stroke before one cycle of resonance in the latter stage including the torsion element and the stroke of the target cylinder Combustion state determination means for determining whether or not the combustion state of the target cylinder is good based on the comparison unit rotation angle rotation speed that is the unit rotation angle rotation speed
A combustion state determination device comprising:   The combustion state determining means is configured such that when a determination value obtained by subtracting a value corresponding to the reciprocal of the comparison unit rotational angle rotational speed from a value corresponding to the reciprocal of the target unit rotational angle rotational speed is a predetermined value or more, 6. The combustion state determination device according to claim 5, which is means for determining that the combustion state of the target cylinder is defective.   The combustion state determination device according to any one of claims 1 to 6, wherein the combustion state determination unit is a unit that determines a combustion state of the internal combustion engine when the internal combustion engine is operating substantially at a predetermined rotational speed. A multi-cylinder internal combustion engine, the ignition timing of which can be adjusted for each cylinder, the output shaft of which is connected to the subsequent stage via a twisting element,
The combustion determination device according to any one of claims 1 to 7, wherein a combustion state of the internal combustion engine is determined;
Control means for controlling the internal combustion engine so that the ignition timing of the cylinder determined to be defective by the combustion state determination means of the combustion determination device is advanced;
A vehicle comprising:   The vehicle according to claim 8, wherein the vehicle can travel with power from the internal combustion engine and power from an electric motor. The vehicle according to claim 9, wherein
An electric power motive power input / output means connected to an output shaft of the internal combustion engine and a drive shaft connected to an axle, and inputs / outputs power to / from the output shaft and the drive shaft together with input / output of electric power and power;
The electric motor is connected to a drive shaft connected to an axle so that power can be output.
vehicle.