JP2009174501A - INTERNAL COMBUSTION ENGINE DEVICE, ITS CONTROL METHOD, AND POWER OUTPUT DEVICE - Google Patents

Abstract

When a difference between a detection value of an atmospheric pressure detector and a detection value of an intake pressure detector is abnormal, a detector having an abnormality is identified.
Intake air when an engine stops rotating when it is determined that a difference between a detection value (atmospheric pressure Pa) of an atmospheric pressure sensor and a detection value (intake pressure Pin) of an intake pressure sensor is abnormal. Based on the amount Qa, the first time t1, the second time t2, and the third time t3, the fully-closed estimated intake pressure Pin0, the first estimated change amount ΔPin1, the second estimated change amount ΔPin2, and the third estimated change amount ΔPin3 are set. (S330, S370, S410, S450), the estimated intake pressure Pinest calculated based on these is set as the estimated atmospheric pressure Paest (S460, S470), and the difference between the detected value of the atmospheric pressure sensor and the estimated atmospheric pressure Paest Then, the difference between the detected value of the intake pressure sensor and the estimated atmospheric pressure Paest is compared to identify a sensor in which an abnormality has occurred.
[Selection] Figure 5

Description

  The present invention relates to an internal combustion engine device, a control method therefor, and a power output device.

Conventionally, as this type of internal combustion engine device, before cranking a diesel engine, the detected value of the atmospheric pressure sensor and the detected value of the intake pressure sensor are compared, and the difference between the detected values of both sensors is a predetermined deviation allowable value. Is greater than the estimated intake pressure based on the throttle opening and engine speed when the diesel engine is idling, and the estimated intake pressure and the detected value of the intake pressure sensor are used to calculate the intake pressure. Among the atmospheric pressure sensor and the atmospheric pressure sensor, one that specifies a sensor that has an abnormality has been proposed (for example, see Patent Document 1). In this device, a sensor having an abnormality is identified by comparing a difference between an estimated intake pressure during idle operation and a detected value of the intake pressure sensor with an abnormality determination value.
JP 2002-295300 A

  As described above, in the internal combustion engine device, it is desired to specify a sensor in which an abnormality has occurred when a difference between detection values of both sensors is larger than a predetermined allowable deviation value. In this case, as a method different from the above-described method, for example, a method for identifying a sensor that has caused an abnormality using an estimated atmospheric pressure (estimated atmospheric pressure) instead of an estimated intake pressure (estimated intake pressure) is considered. However, when this method is used, it is necessary to calculate the estimated atmospheric pressure.

  The internal combustion engine apparatus, the control method thereof, and the power output apparatus of the present invention specify a detector that has caused an abnormality when the difference between the detected value of the atmospheric pressure detector and the detected value of the intake pressure detector is abnormal. The main purpose is to do.

  The internal combustion engine apparatus, the control method thereof, and the power output apparatus of the present invention employ the following means in order to achieve the main object described above.

The internal combustion engine device of the present invention is
An internal combustion engine device having an internal combustion engine,
Atmospheric pressure detection means for detecting atmospheric pressure;
An intake pressure detecting means for detecting an intake pressure which is a pressure of the intake air of the internal combustion engine;
Intake air amount detection means for detecting the intake air amount of the internal combustion engine;
The detected atmospheric pressure, which is the atmospheric pressure detected by the atmospheric pressure detecting means, and the intake pressure detected by the intake pressure detecting means when the intake pressure is assumed to be approximately equal to the atmospheric pressure. Detected value difference abnormality detecting means for detecting an abnormality of the detected value difference when a detected value difference that is a difference from the detected intake pressure is larger than a predetermined value;
Based on a detected intake air amount that is an intake air amount detected by the intake air amount detection unit when the internal combustion engine stops rotating when the detection value difference abnormality detection unit detects an abnormality of the detection value difference. The atmospheric pressure is estimated, and the atmospheric pressure detection means and the intake pressure detection means are based on the estimated atmospheric pressure, which is the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the isobaric state. An abnormality specifying means for specifying an abnormality detecting means which is a detecting means causing an abnormality, and
It is a summary to provide.

  In this internal combustion engine device, the detected atmospheric pressure, which is the atmospheric pressure detected by the atmospheric pressure detecting means when the intake pressure, which is the pressure of the intake air of the internal combustion engine, is assumed to be approximately equal to the atmospheric pressure and is in an equal pressure state When the detected value difference, which is the difference between the detected intake pressure detected by the intake pressure detecting means and the detected intake pressure, is larger than a predetermined value, an abnormality of the detected value difference is detected, and the detected value difference abnormality is detected. Sometimes, the atmospheric pressure is estimated based on the detected intake air amount that is the intake air amount detected by the intake air amount detecting means when the internal combustion engine stops rotating, and the estimated atmospheric pressure and the detected atmospheric pressure that are the estimated atmospheric pressures Based on the detected intake pressure in the isobaric state, an abnormality detection means that is a detection means that has caused an abnormality is specified among the atmospheric pressure detection means and the intake pressure detection means. As a result, the estimated atmospheric pressure can be calculated, and the abnormality detecting means can be specified based on the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the equal pressure state.

  In such an internal combustion engine device of the present invention, when an instruction to stop the internal combustion engine is made, the fuel injection and ignition of the internal combustion engine are stopped, the throttle valve is closed, and the throttle valve is opened after the internal combustion engine has stopped rotating. A control means for stopping, wherein the abnormality specifying means is the detected intake air amount when the throttle valve is closed, and the time from when the throttle valve is closed until the rotational speed of the internal combustion engine reaches a predetermined rotational speed. A first time, a second time which is a time from when the internal combustion engine reaches the predetermined rotational speed until the throttle valve is opened, and the detected intake air amount becomes a predetermined air amount after the throttle valve is opened. It may be a means for calculating the estimated atmospheric pressure based on the third time, which is the time to reach. In this way, the estimated atmospheric pressure can be calculated more appropriately. In this aspect of the internal combustion engine device of the present invention, the abnormality specifying means includes a first correction based on the first time based on the basic value of the estimated intake pressure based on the detected intake air amount when the throttle valve is closed. The estimated atmospheric pressure may be calculated by adding a value, a second correction value based on the second time, and a third correction value based on the third time. In this case, the abnormality specifying means sets the basic value so as to increase as the detected intake air amount when the throttle valve is closed increases, and tends to increase in the negative direction as the first time increases. The first correction value is set to the second correction value, the second correction value is set to increase as the second time increases, and the third correction value is set to increase as the third time increases. It can also be a means for setting.

  In the internal combustion engine device of the present invention, the abnormality specifying means may be a first difference that is a difference between the detected atmospheric pressure and the estimated atmospheric pressure, and a difference between the detected intake pressure and the estimated atmospheric pressure. It can also be a means for specifying the abnormality detecting means using two differences.

  Furthermore, in the internal combustion engine device of the present invention, the isobaric state may be a state in which the rotation stop of the internal combustion engine continues for a predetermined time or more.

  A power output apparatus according to the present invention is a power output apparatus that outputs power to a drive shaft, and is any one of the above-described internal combustion engine apparatuses, that is, an internal combustion engine apparatus that basically includes an internal combustion engine. An atmospheric pressure detecting means for detecting an atmospheric pressure, an intake pressure detecting means for detecting an intake pressure which is a pressure of the intake air of the internal combustion engine, an intake air amount detecting means for detecting an intake air amount of the internal combustion engine, and an intake pressure Is a detected atmospheric pressure that is an atmospheric pressure detected by the atmospheric pressure detecting means and an intake pressure that is detected by the intake pressure detecting means. When the detected value difference, which is the difference from the atmospheric pressure, is larger than a predetermined value, the detected value difference abnormality detecting means for detecting the detected value difference abnormality and the detected value difference abnormality detecting means detect the detected value difference abnormality. When the internal combustion engine stops rotating The atmospheric pressure is estimated based on a detected intake air amount that is an intake air amount detected by the intake air amount detecting means, and the estimated atmospheric pressure, the detected atmospheric pressure, An internal combustion engine comprising: an abnormality identification unit that identifies an abnormality detection unit that is a detection unit that generates an abnormality among the atmospheric pressure detection unit and the intake pressure detection unit based on the detected intake pressure in a pressure state An engine device, connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of inputting / outputting power; electric motor capable of inputting / outputting power to / from the drive shaft; power power input / output means; power storage means capable of exchanging power with the motor; Before with intermittent operation A gist is provided with a control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft. .

  Since the power output apparatus of the present invention is equipped with the internal combustion engine apparatus of the present invention according to any one of the aspects described above, it is possible to calculate the effect exhibited by the internal combustion engine apparatus of the present invention, for example, the estimated atmospheric pressure. The same effect as the effect that the abnormality detecting means can be specified based on the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the equal pressure state can be obtained.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine; an atmospheric pressure detection means for detecting atmospheric pressure; an intake pressure detection means for detecting an intake pressure that is a pressure of the intake air of the internal combustion engine; and an intake air amount detection for detecting an intake air amount of the internal combustion engine A control method for an internal combustion engine device comprising:
(A) The detected atmospheric pressure that is the atmospheric pressure detected by the atmospheric pressure detecting means and the intake air pressure detected by the intake pressure detecting means when the intake pressure is assumed to be substantially equal to the atmospheric pressure. When the detected value difference that is the difference from the detected intake pressure that is atmospheric pressure is greater than a predetermined value, an abnormality of the detected value difference is detected,
(B) When an abnormality in the detected value difference is detected, the atmospheric pressure is reduced based on a detected intake air amount that is an intake air amount detected by the intake air amount detecting means when the internal combustion engine stops rotating. An abnormal condition is detected between the atmospheric pressure detecting means and the intake pressure detecting means based on the estimated atmospheric pressure, which is the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the isobaric state. Identify the abnormality detection means that is the detection means that has occurred,
This is the gist.

  In this control method of the internal combustion engine device, the atmospheric pressure detected by the atmospheric pressure detection means is in an isobaric state where the intake pressure, which is the pressure of the intake air of the internal combustion engine, is assumed to be substantially equal to the atmospheric pressure. When the detected value difference, which is the difference between the detected atmospheric pressure and the detected intake pressure detected by the intake pressure detecting means, is greater than a predetermined value, an abnormality in the detected value difference is detected, and the detected value difference abnormality is detected. When detected, the atmospheric pressure is estimated based on the detected intake air amount that is the intake air amount detected by the intake air amount detecting means when the internal combustion engine stops rotating, and the estimated atmospheric pressure that is the estimated atmospheric pressure and Based on the detected atmospheric pressure and the detected intake pressure in the equal pressure state, an abnormality detecting means, which is a detecting means causing an abnormality, is identified from the atmospheric pressure detecting means and the intake pressure detecting means. As a result, the estimated atmospheric pressure can be calculated, and the abnormality detecting means can be specified based on the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the equal pressure state.

  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 a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, Inverters 41 and 42 that can convert DC current to AC current and supply them to motors MG1 and MG2, a chargeable / dischargeable battery 50, and power from battery 50 can be converted and supplied to inverters 41 and 42. And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the combustion chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 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 purifier 134 includes an EGR pipe 152 that supplies exhaust gas to the intake side and an EGR valve 154 that adjusts the supply amount of exhaust gas that is supplied to the intake side. The engine 22 is opened and closed by opening and closing the EGR valve 154. In addition, exhaust gas as non-combustion gas is supplied to the suction side so that a mixture of air, exhaust gas and gasoline can be sucked into the combustion chamber.

  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, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. A cam position sensor that detects the cooling water temperature from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve A cam position from 144, a throttle opening TH from a throttle valve position sensor 146 that detects the position of the throttle valve 124, an intake air amount Qa from an air flow meter 148 that is attached to the intake pipe and detects a mass flow rate of the intake air, Also take the intake pipe The intake air temperature from the attached temperature sensor 149, the intake pressure Pin from the intake pressure sensor 158 for detecting the pressure in the intake pipe, the air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, the EGR pipe 152 The EGR gas temperature from the temperature sensor 156 that detects the temperature of the EGR gas is input through the input port. Further, the engine ECU 24 sends 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 for adjusting the opening of the throttle valve 124, an igniter, A control signal to the integrated ignition coil 138, a control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, and a drive to the EGR valve 154 that adjusts the supply amount of exhaust gas supplied to the intake side Signals 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged 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.

  Both the motor MG1 and the motor MG2 are 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 and a booster circuit 55. To do. The power line 54 connecting the inverters 41 and 42 and the booster circuit 55 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and other power generated by one of the motors MG 1 and MG 2 is used. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged via the booster circuit 55 by the electric power generated from one of the motors MG1 and MG2 or the 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  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 opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the atmospheric pressure Pa from the atmospheric pressure sensor 89, etc. Is entered through. The hybrid electronic control unit 70 outputs a drive signal to the booster circuit 55 through an output 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 the 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 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 so as 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. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  Further, in the hybrid vehicle 20 of the embodiment, the power (power to be output from the engine, hereinafter referred to as engine target power) corresponding to the sum of the required power corresponding to the required torque and the power required for charging and discharging the battery 50 is the engine. The engine operation mode is selected when the power is equal to or higher than a predetermined power near the lower limit of the power range in which the motor 22 can be efficiently operated, and the motor operation mode is selected when the engine target power is less than the predetermined power. Therefore, when the engine target power becomes equal to or higher than the predetermined power when traveling in the motor operation mode, the engine 22 is started to shift to the engine operation mode, and when the engine target power is traveling in the engine operation mode, the engine target power is When the power becomes less than the predetermined power, the operation of the engine 22 is stopped and the mode is shifted to the motor operation mode. When the engine 22 stops rotating due to the operation stop of the engine 22, the fuel injection and ignition of the engine 22 are stopped and the throttle opening TH is set to 0 (the throttle valve 124 is fully closed). After the rotation is stopped, an opening process is performed in which the throttle opening TH is set to a predetermined opening TH1 (for example, 0.5 degree or 1.0 degree). Here, the reason why the opening process is performed after the rotation of the engine 22 is stopped is to prepare for the next start of the engine 22. By performing this opening process, the actual intake pressure (hereinafter referred to as actual intake pressure) Pinac becomes substantially equal to the actual atmospheric pressure (hereinafter referred to as actual atmospheric pressure) Paac.

  Furthermore, in the hybrid vehicle 20 of the embodiment, the target voltage Vh * is set based on the torque output from the motors MG1 and MG2 and the atmospheric pressure Pa, and the booster circuit 55 is driven and controlled using the set target voltage Vh *. Thus, the voltage supplied to the inverters 41 and 42 is adjusted. The reason why the target voltage Vh * is set in consideration of the atmospheric pressure Pa in this way is to prevent dielectric breakdown of the coils of the motors MG1 and MG2.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, and processing for identifying a sensor that has caused an abnormality when an abnormality has occurred in the atmospheric pressure sensor 89 or the intake pressure sensor 158 will be described. In the following description, first, a process for determining whether or not an abnormality has occurred in a detection value difference that is a difference between a detection value of the atmospheric pressure sensor 89 and a detection value of the intake pressure sensor 158 will be described. A process for identifying a sensor having an abnormality when an abnormality occurs will be described. FIG. 3 is a detection value difference abnormality determination routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the detection value difference abnormality determination routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs data such as the atmospheric pressure Pa and the intake pressure Pin from the atmospheric pressure sensor 89 and the rotational speed Ne of the engine 22. (Step S100). Here, the intake pressure Pin detected by the intake pressure sensor 158 is input from the engine ECU 24 by communication. Further, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication.

  When the data is input in this way, it is determined whether or not the rotation stop state in which the engine 22 has stopped rotating continues for a predetermined time t0 or more based on the input rotation speed Ne of the engine 22 (steps S110 and S120). The actual intake pressure Pinac is smaller than the actual atmospheric pressure Paac while the engine 22 is operating or immediately after the engine 22 stops rotating, and it is considered that the actual intake pressure Pinac and the actual atmospheric pressure Paac are substantially equal. Hateful. On the other hand, in the embodiment, since the throttle valve 124 is slightly opened after the engine 22 stops rotating, the actual intake pressure Pinac becomes the actual atmospheric pressure Paac after the engine 22 stops rotating and the throttle valve 124 opens. Gradually approach and become nearly equal. The predetermined time t0 is determined as a time required for the actual intake pressure Pinac to be substantially equal to the actual atmospheric pressure Paac after the engine 22 stops rotating, and is determined by an experiment or the like. The processes of steps S110 and S120 are processes for determining whether or not the actual intake pressure Pinac and the actual atmospheric pressure Paac are assumed to be substantially equal. When it is determined that the rotation stop state is not established, or when it is determined that the rotation stop state has not yet continued for the predetermined time t0 or more, the detection value difference abnormality determination routine is terminated.

  On the other hand, when it is determined that the rotation stop state continues for the predetermined time t0 or more, the detection value difference ΔP0 is calculated as the absolute value of the difference between the atmospheric pressure Pa and the intake pressure Pin (step S130), and the calculated detection is performed. The value difference ΔP0 is compared with the threshold value ΔPref0 (step S140). Here, the threshold value ΔPref0 determines whether or not the detection value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 and the detection value (intake pressure Pin) of the intake pressure sensor 158 are normal (whether they are within an error range). Is determined by the detection accuracy of the atmospheric pressure sensor 89 and the intake pressure sensor 158, and the like.

  When the detected value difference ΔP0 is equal to or smaller than the threshold value ΔPref0, it is determined that the detected value of the atmospheric pressure sensor 89 (atmospheric pressure Pa) and the detected value of the intake pressure sensor 158 (intake pressure Pin) are normal, and the detected value difference abnormality determination is performed as it is. End the routine. On the other hand, when the detected value difference ΔP0 is larger than the threshold value ΔPref0, it is determined that there is an abnormality in the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 or the detected value (intake pressure Pin) of the intake pressure sensor 158. It is determined that the difference ΔP0 is abnormal (step S150), and this routine is terminated.

  Next, a description will be given of a process for identifying a sensor that has caused an abnormality when an abnormality occurs in the detection value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 or the detection value (intake pressure Pin) of the intake pressure sensor 158. FIG. 4 is a flowchart illustrating an example of an abnormality sensor specifying routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is executed when the detection value difference ΔP0 is determined to be abnormal by the detection value difference abnormality determination routine of FIG.

  When the abnormality sensor specifying routine is executed, the CPU 72 of the hybrid electronic control unit 70 first waits for an engine stop command, which is a command for stopping the rotation of the engine 22, to be transmitted to the engine ECU 24 (step S200). The atmospheric pressure is estimated by the estimated atmospheric pressure calculation process illustrated in FIG. 5 (step S210). Hereinafter, the atmospheric pressure thus estimated is referred to as an estimated atmospheric pressure Paest. Here, the engine stop command is sent to the engine ECU 24 when the engine target power becomes less than the predetermined power during traveling in the engine operation mode by a drive control routine (not shown) executed by the hybrid electronic control unit 70. Is a command sent to Considering immediately after the detection value difference ΔP0 is determined to be abnormal by the detection value difference abnormality determination routine of FIG. 3 and the execution of the abnormality sensor identification routine is started, the engine 22 is in a stopped state. Therefore, the process of step S200 is a process of waiting until the engine 22 is started and operated thereafter and an engine stop command is transmitted to the engine ECU 24. The engine ECU 24 that has received the engine stop command stops fuel injection and ignition of the engine 22 and sets the throttle opening TH to a value of 0 (the throttle valve 124 is fully closed). The degree TH is a predetermined opening TH1. Hereinafter, the description of the abnormal sensor identification routine of FIG. 4 will be temporarily interrupted, and the estimated atmospheric pressure calculation process of FIG. 5 will be described.

  In the estimated atmospheric pressure calculation process, first, the throttle opening TH is input (step S300), and the input throttle opening TH is waited for the value to become 0 (step S310), and the intake air amount Qa and the vehicle speed sensor 88 are used. Is input (step S320). Here, the throttle opening TH is detected by the throttle valve position sensor 146 and input from the engine ECU 24 by communication. The intake air amount Qa is detected by the air flow meter 148 and input from the engine ECU 24 by communication. The intake air amount Qa and the vehicle speed V input in step S320 correspond to detection values when the throttle opening degree TH becomes zero.

  When the intake air amount Qa and the vehicle speed V are thus input, the fully closed air pressure that is estimated when the opening TH of the throttle valve 124 becomes a value 0 based on the input intake air amount Qa and the vehicle speed V. The time estimated intake pressure Pin0 is set (step S330), and the timing of the first time t1, which is the time after the opening degree TH of the throttle valve 124 becomes 0 (after the throttle valve 124 is closed), is started. (Step S340). Here, in the embodiment, the estimated intake pressure Pin0 at the fully closed state is set to the estimated intake pressure at the fully closed state by previously determining the relationship among the intake air amount Qa, the vehicle speed V, and the estimated intake pressure Pin0 at the fully closed state by experiment or analysis. It is stored in the ROM 74 as a map for use, and when the intake air amount Qa and the vehicle speed V are given, the corresponding fully closed estimated intake pressure Pin0 is derived and set from the stored map. An example of the map for setting the estimated intake pressure when fully closed is shown in FIG. In the embodiment, the estimated intake pressure Pin0 when fully closed is set so as to increase as the intake air amount Qa increases and as the vehicle speed V increases, as illustrated, based on experimental results.

  Subsequently, the rotational speed Ne of the engine 22 is input (step S350), and the input of the rotational speed Ne of the engine 22 waits for a predetermined rotational speed N1 or less (step S360). Here, the predetermined engine speed N1 is between the time when the engine 22 is determined to stop and the time when the engine 22 stops rotating, and the actual intake pressure Pinac is close to the minimum value after the throttle opening TH becomes zero. The rotation speed is considered to be, and can be determined by experiments or the like. For example, values such as 400 rpm, 500 rpm, and 600 rpm can be used.

  Then, when the rotational speed Ne of the engine 22 becomes equal to or lower than the predetermined rotational speed N1, a first estimation that is estimated as a change amount of the actual intake pressure Pinac from the fully closed estimated intake pressure Pin0 based on the first time t1. The change amount ΔPin1 is set (step S370), and the measurement of the second time t2, which is the time after the rotation speed Ne of the engine 22 reaches the predetermined rotation speed N1 or less, is started (step S380). Here, in the embodiment, the first estimated change amount ΔPin1 is stored as a first estimated change amount setting map in which the relationship between the first time t1 and the first estimated change amount ΔPin1 is determined in advance through experiments or analysis. When the first time t1 is given, the corresponding first estimated change amount ΔPin1 is derived from the stored map and set. An example of the first estimated change amount setting map is shown in FIG. In the embodiment, the first estimated change amount ΔPin1 is set to have a tendency to decrease as the first time t1 becomes longer (a tendency to increase in the negative direction), as illustrated, based on experimental results.

  Next, the throttle opening TH is input (step S390), and the input is waited for the throttle opening TH to become larger than 0 (step S400). As described above, since the throttle opening TH is set to the predetermined opening TH1 after the engine 22 stops rotating, the processes in steps S390 and S400 are processes waiting for this.

  When the throttle opening TH is greater than the value 0, the second estimated amount of change in the actual intake pressure Pinac after the rotational speed Ne of the engine 22 reaches the predetermined rotational speed N1 or less based on the second time t2. The estimated change amount ΔPin2 is set (step S410), and the measurement of the third time t3, which is the time after the throttle opening TH becomes larger than 0 (after the throttle valve 124 is opened), is started (step S420). ). Here, in the embodiment, the second estimated change amount ΔPin2 is stored in a second estimated change amount setting map in which the relationship between the second time t2 and the second estimated change amount ΔPin2 is determined in advance through experiments or analysis. When the second time t2 is given, the corresponding second estimated change amount ΔPin2 is derived from the stored map and set. An example of the second estimated change amount setting map is shown in FIG. In the embodiment, the second estimated change amount ΔPin2 is set to increase as the second time t2 becomes longer, as illustrated, based on the experimental result.

  Next, the intake air amount Qa is input (step S430), and the input intake air amount Qa is waited until it reaches a predetermined amount Qa1 or less (step S440). Here, the predetermined amount Qa1 is an intake air amount when it is considered that the actual intake pressure Pinac is substantially equal to the actual atmospheric pressure Paac in a state where the engine 22 is stopped, and an experiment or the like is performed as a value in the vicinity of the value 0. Can be determined. After the engine 22 stops rotating and the throttle valve 124 is opened thereafter, air is sucked into the intake pipe until the actual intake pressure Pinac becomes substantially equal to the actual atmospheric pressure Paac. At this time, the actual intake air amount (hereinafter referred to as the actual intake air amount) Qaac gradually increases after the throttle valve 124 opens, and then gradually decreases, so that the actual intake pressure Pinac becomes the actual atmospheric pressure Paac. When they are substantially equal, the value is close to zero. The processes in steps S430 and S440 are processes for waiting for the actual intake pressure Pinac to be substantially equal to the actual atmospheric pressure Paac.

  When the intake air amount Qa reaches a predetermined amount Qa1 or less, the actual intake pressure Pinac changes after the throttle opening TH becomes greater than 0 (after the throttle valve 124 is opened) based on the third time t3. A third estimated change amount ΔPin3 estimated as a quantity is set (step S450). Here, in the embodiment, the third estimated change amount ΔPin3 is stored as a third estimated change amount setting map, in which the relationship between the third time t3 and the third estimated change amount ΔPin3 is determined in advance by experiments or analysis. When the third time t3 is given, the corresponding third estimated change amount ΔPin3 is derived from the stored map and set. An example of the third estimated change amount setting map is shown in FIG. In the embodiment, the third estimated change amount ΔPin3 is set to increase as the third time t3 becomes longer, as illustrated, based on the experimental result.

  Thus, when the fully closed estimated intake pressure Pin0, the first estimated change amount ΔPin1, the second estimated change amount ΔPin2, and the third estimated change amount ΔPin3 are set, the first estimated change amount ΔPin1 and the first estimated change amount ΔPin1 are set to the fully closed estimated intake pressure Pin0. 2 Estimated intake pressure Pinest, which is an estimated intake pressure, is calculated by adding the estimated change amount ΔPin2 and the third estimated change amount ΔPin3 (step S460). Since it is considered that the actual intake pressure Pinac and the actual atmospheric pressure Paac are substantially equal now, the estimated intake pressure Pinest is set to the estimated atmospheric pressure Paest (step S470), and the estimated atmospheric pressure calculation process is performed. finish.

  Hereinafter, how to set the estimated atmospheric pressure Paest will be described with reference to FIG. FIG. 10 is an explanatory diagram showing changes over time in the rotational speed Ne, the intake air amount Qa, and the throttle opening TH when the engine 22 stops rotating. First, the fully closed estimated intake pressure Pin0 is set based on the intake air amount Qa and the vehicle speed V at time t11 when the throttle opening TH becomes 0 in accordance with the engine stop command (step S330). Subsequently, the first estimated change amount ΔPin1 is set based on the time (time t11 to t12) from when the throttle opening TH becomes the value 0 until the engine speed Ne reaches the predetermined engine speed N1 or less (time t11 to t12). In step S370), the second estimated change amount ΔPin2 is set based on the time (time t12 to t13) from when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed N1 or less until the throttle opening TH becomes greater than 0. (Step 410), a third estimated change amount ΔPin3 is set based on the time (time t13 to t14) from when the throttle opening TH becomes larger than the value 0 until the intake air amount Qa becomes equal to or less than the predetermined amount Qa1 (time t13 to t14). In step S450), the first estimated change amount ΔPin1, the second estimated change amount ΔPin2, and the third estimated change amount ΔPin3 are added to the fully closed estimated intake pressure Pin0. With calculating the intake pressure Pinest (step S460), it sets the calculated estimated intake pressure Pinest the estimated atmospheric pressure Paest (step S470). In this way, the estimated atmospheric pressure Paest can be calculated. That is, an engine in which the actual intake pressure Pinac during operation (for example, during idle operation) becomes negative depending on not only the actual intake air amount Qaac but also the actual atmospheric pressure Paac (described in Patent Document 1 described above). When an engine different from the engine, such as a gasoline engine, is used as the engine 22, it is difficult to accurately calculate the estimated intake pressure Pinest or the estimated atmospheric pressure Paest during operation of the engine 22 using only the intake air amount Qa. However, the estimated atmospheric pressure Paest can be calculated.

  The estimated atmospheric pressure calculation process in FIG. 5 has been described above. Returning to the description of the abnormality sensor identification routine of FIG. When the estimated atmospheric pressure Paest is calculated in step S210, the first difference ΔP1 is calculated as an absolute value obtained by subtracting the estimated atmospheric pressure Paest from the atmospheric pressure Pa (step S220), and the estimated atmospheric pressure Pa is reduced from the intake pressure Pin. The second difference ΔP2 is calculated as an absolute value of the object (step S230), the calculated first difference ΔP1 is compared with the second difference ΔP2 (step S240), and when the first difference ΔP1 is greater than or equal to the second difference ΔP2, the atmospheric pressure It is determined that an abnormality has occurred in the sensor 89 (step S250), the abnormality sensor identification routine is terminated, and it is determined that an abnormality has occurred in the intake pressure sensor 158 when the first difference ΔP1 is less than the second difference ΔP2. (Step S260), the abnormal sensor identification routine is terminated. Thereby, the sensor which has produced abnormality among atmospheric pressure sensor 89 and intake pressure sensor 158 can be specified using presumed atmospheric pressure Paest. When such an abnormality of the atmospheric pressure sensor 89 or the intake pressure sensor 158 is specified, a warning lamp (not shown) is turned on or a warning by voice or the like is given. And it can be judged by comparison with the estimated atmospheric pressure Paest, for example whether the abnormality about the sensor which has not produced the abnormality after that has arisen.

  According to the hybrid vehicle 20 of the embodiment described above, when the rotation stop state in which the engine 22 is stopped is continued for a predetermined time t0 or more, the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 is used. When the detected value difference ΔP0 as an absolute value of the difference from the detected value of the intake pressure sensor 158 (intake pressure Pin) is larger than the threshold value ΔPref0, it is determined that the detected value difference ΔP0 is abnormal and the engine stop command is accepted. Thus, the estimated intake pressure Pin0 when fully closed based on the intake air amount Qa and the vehicle speed V when the throttle opening TH becomes the value 0, and the rotational speed Ne of the engine 22 after the throttle opening TH becomes the value 0 are obtained. The first estimated change amount ΔPin1 based on the time until the rotation speed reaches a predetermined speed N1 or less, and the throttle opening TH after the rotation speed Ne of the engine 22 reaches the predetermined speed N1 or less is greater than 0. A second estimated change amount ΔPin2 based on the time until it reaches the end, and a third estimated change amount ΔPin3 based on the time from when the throttle opening TH becomes greater than the value 0 until the intake air amount Qa reaches the predetermined amount Qa1 or less. Is set as the estimated atmospheric pressure Paest, the first difference ΔP1 that is the difference between the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 and the estimated atmospheric pressure Paest, and the intake pressure sensor By comparing the detected value of 158 (intake pressure Pin) and the second difference ΔP2 that is the difference between the estimated atmospheric pressure Paest and the atmospheric pressure sensor 89 and the intake pressure sensor 158, an abnormal sensor is identified. Therefore, it is possible to calculate the estimated atmospheric pressure Paest and to identify a sensor that has an abnormality.

  In the hybrid vehicle 20 of the embodiment, when the estimated atmospheric pressure Paest is calculated, the estimated intake pressure Pin0 when fully closed is set based on the intake air amount Qa and the vehicle speed V, but based on only the intake air amount Qa. The fully closed estimated intake pressure Pin0 may be set.

  In the hybrid vehicle 20 of the embodiment, the third time t3 when the intake air amount Qa reaches the predetermined amount Qa1 or less (the intake air amount Qa reaches the predetermined amount Qa1 or less after the throttle opening TH becomes greater than the value 0). 3), the third estimated change amount ΔPin3 is set. However, in addition to the third time t3 when the intake air amount Qa reaches the predetermined amount Qa1 or less, the intake air amount Qa is set to the predetermined amount. The third estimated change amount ΔPin3 may be set using each time (1 or more times) when the value reaches 1 or more than a predetermined amount greater than Qa1. For example, when the predetermined amount Qa2 larger than the predetermined amount Qa1 and the predetermined amount Qa3 larger than the predetermined amount Qa2 are used in addition to the predetermined amount Qa1, the third time t3 when the intake air amount Qa reaches the predetermined amount Qa3 or less. The first element ΔPin31 is set based on (hereinafter referred to as time t31), and the difference between the third time t3 (hereinafter referred to as time t32) and the time t31 when the intake air amount Qa reaches the predetermined amount Qa2 or less. The second element ΔPin32 is set based on the time (t32−t31), and the difference time between the third time t3 (hereinafter referred to as time t33) and the time t32 when the intake air amount Qa reaches the predetermined amount Qa1 or less. The third element ΔPin33 is set based on (t33−t32), and the third estimated change amount ΔPi is determined by the sum of the first element ΔPin31, the second element ΔPin32, and the third element ΔPin33. 3 may alternatively be calculated. Here, the first element ΔPin31, the second element ΔPin32, and the third element ΔPin33 tend to increase with an inclination based on experimental results as the time t31, time (t32-t31), and time (t33-t32) are longer. It may be set.

  In the hybrid vehicle 20 of the embodiment, the first difference ΔP1 as an absolute value obtained by subtracting the estimated atmospheric pressure Paest from the atmospheric pressure Pa and the second difference ΔP2 as an absolute value obtained by subtracting the estimated atmospheric pressure Paest from the intake pressure Pin. The comparison is made to identify the sensor that is abnormal among the atmospheric pressure sensor 89 and the intake pressure sensor 158, but the atmospheric pressure can be determined by comparing the first difference ΔP1 and the second difference ΔP2 with a predetermined value, respectively. Of the sensor 89 and the intake pressure sensor 158, a sensor that is abnormal may be specified. FIG. 11 shows an abnormal sensor identification routine in this case. The routine in FIG. 11 is the same as the abnormality sensor identification routine in FIG. 4 except that the processes in steps S500 to S550 are executed instead of the processes in steps S240 to S260. Therefore, the same process is given the same step number, and detailed description thereof is omitted. In the abnormality sensor specifying routine of FIG. 11, when the first difference ΔP1 and the second difference ΔP2 are calculated (steps S220 and S230), the first difference ΔP1 is compared with the threshold value ΔPref1 (step S500), and the first difference ΔP1 is the threshold value ΔPref1. At the following times, it is determined that the atmospheric pressure sensor 89 is normal (step S510), and when the first difference ΔP1 is greater than the threshold value ΔPref1, it is determined that an abnormality has occurred in the atmospheric pressure sensor 89 (step S520). Here, the threshold value ΔPref1 can be determined by experiments or the like as a range of errors allowed for the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 or the estimated atmospheric pressure Paest. Subsequently, the second difference ΔP2 is compared with a threshold value ΔPref2 (step S530). When the second difference ΔP2 is equal to or smaller than the threshold value ΔPref2, it is determined that the intake pressure sensor 158 is normal (step S540), and the second difference ΔP2 is determined. When it is larger than the threshold value ΔPref2, it is determined that an abnormality has occurred in the intake pressure sensor 158 (step S550), and the abnormality sensor specifying routine is terminated. Here, the threshold value ΔPref2 can be determined by experiments or the like as a range of errors allowed for the detected value (intake pressure Pin) of the intake pressure sensor 158 and the estimated atmospheric pressure Paest. In this way, as in the embodiment, it is possible to identify a sensor that is abnormal among the atmospheric pressure sensor 89 and the intake pressure sensor 158.

  In the hybrid vehicle 20 of the embodiment, the booster circuit 55 is provided. However, the booster circuit 55 may not be provided.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  If the engine, the atmospheric pressure sensor, the intake pressure sensor, the intake air amount sensor, and the engine ECU are provided, the detection value difference abnormality determination routine and the abnormality sensor identification routine can be executed in the same manner as in the above-described embodiment. Therefore, it may be in the form of a power output device or an internal combustion engine device mounted on a moving body such as an automobile or other vehicle, a ship, an aircraft, etc. It is good also as a form of an apparatus. Moreover, it is good also as a form of the control method of such an internal combustion engine apparatus or a power output device.

  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, the engine 22 corresponds to “internal combustion engine”, the atmospheric pressure sensor 89 corresponds to “atmospheric pressure detection means”, the intake pressure sensor 158 corresponds to “intake pressure detection means”, and the air flow meter 148 indicates “ Corresponding to “intake air amount detection means”, when the rotation stop state in which the engine 22 is stopped is continued for a predetermined time t0 or more, the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 and the intake pressure sensor When the detected value difference ΔP0 as an absolute value of the difference from the detected value 158 (intake pressure Pin) is larger than the threshold value ΔPref0, the detected value difference abnormality determining routine of FIG. 3 is determined to determine that the detected value difference ΔP0 is abnormal. The hybrid electronic control unit 70 to be executed corresponds to “detected value difference abnormality determining means”, and when it is determined that the detected value difference ΔP0 is abnormal, the throttle opening T The estimated intake pressure Pin0 when fully closed based on the intake air amount Qa and the vehicle speed V when the value becomes zero, and the rotational speed Ne of the engine 22 after the throttle opening TH becomes a value of 0 are equal to or less than the predetermined rotational speed N1 The first estimated change amount ΔPin1 based on the time until the engine reaches the second and the second estimated change amount based on the time from when the engine speed Ne reaches the predetermined engine speed N1 or less until the throttle opening TH becomes greater than 0. The estimated intake pressure Pinest is calculated on the basis of ΔPin2 and the third estimated change amount ΔPin3 based on the time from when the throttle opening TH is greater than the value 0 until the intake air amount Qa reaches the predetermined amount Qa1 or less. The calculated estimated intake pressure Pinest is set as the estimated atmospheric pressure Paest, and is a difference between the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 and the estimated atmospheric pressure Paest. Of the atmospheric pressure sensor 89 and the intake pressure sensor 158, the difference ΔP1 is compared with the second difference ΔP2 that is the difference between the detected value (intake pressure Pin) of the intake pressure sensor 158 and the estimated atmospheric pressure Paest. The hybrid electronic control unit 70 that executes the abnormality sensor identification routine of FIG. 4 for identifying the sensor in which the abnormality has occurred corresponds to “abnormality identification means”. When the engine stop command is received from the hybrid electronic control unit 70, the fuel injection and ignition of the engine 22 are stopped and the throttle opening TH is set to 0 (the throttle valve 124 is fully closed). The engine ECU 24 that sets the throttle opening TH to the predetermined opening TH1 after the rotation stops corresponds to the “stop-time control means”. Further, the combination of the motor MG1 and the power distribution and integration mechanism 30 corresponds to “power power input / output means”, the motor MG2 corresponds to “motor”, the battery 50 corresponds to “power storage means”, and the accelerator is opened. The engine target power as the power corresponding to the sum of the required power corresponding to the required torque to be output to the ring gear shaft 32a as the drive shaft based on the degree Acc and the vehicle speed V and the power necessary for charging / discharging the battery 50 is the engine 22. When the engine power is greater than or equal to a predetermined power near the lower limit of the power range, the engine 22 and the motors MG1 and MG2 are selected so that the required power is output to the ring gear shaft 32a when the engine 22 is operated. When the engine target power is less than the predetermined power, the motor operation mode is selected and the engine 22 is stopped and requested. Force is a hybrid electronic control unit 70 and the engine ECU24 and the motor ECU40 for controlling the motor MG2 to be outputted to the ring gear shaft 32a corresponds to the "control means".

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “atmospheric pressure detection means” is not limited to the atmospheric pressure sensor 89, but a hybrid electronic control unit 70 that calculates the atmospheric pressure based on a sensor that detects a physical quantity related to atmospheric pressure and the detected signal. Any combination can be used as long as it detects atmospheric pressure. The “intake pressure detection means” is not limited to the intake pressure sensor 158, and is a combination of a sensor that detects a physical quantity related to the intake pressure and an engine ECU 24 that calculates the intake pressure based on the detected signal. Any device may be used as long as it can detect intake pressure. The “intake air amount detection means” is not limited to the air flow meter 148, and includes a sensor that detects a physical amount related to the intake air amount and an engine ECU 24 that calculates the intake air amount based on the detected signal. Any combination may be used as long as the intake air amount is detected, such as a combination. As the “detected value difference abnormality determining means”, the detected value (atmospheric pressure Pa) of the atmospheric pressure sensor 89 and the intake pressure when the rotation stop state in which the engine 22 has stopped rotating continues for a predetermined time t0 or more. The detection value difference ΔP0 as an absolute value of the difference from the detection value of the sensor 158 (intake pressure Pin) is not limited to one that determines that the detection value difference ΔP0 is abnormal when the detection value difference ΔP0 is larger than the threshold value ΔPref0. The detected atmospheric pressure, which is the atmospheric pressure detected by the atmospheric pressure detection means, and the detected intake pressure, which is the intake pressure detected by the intake pressure detection means, when the intake pressure is assumed to be approximately equal to the atmospheric pressure. As long as the detected value difference, which is the difference from the atmospheric pressure, is larger than a predetermined value, any detection value difference may be used. As the “abnormality specifying means”, when it is determined that the detected value difference ΔP0 is abnormal, the intake air amount Qa and the vehicle speed V when the throttle opening TH becomes a value 0 according to the engine stop command are set. Based on the estimated intake pressure Pin0 at the time of full closure, the first estimated change amount ΔPin1 based on the time from when the throttle opening TH becomes 0 to the rotational speed Ne of the engine 22 reaches the predetermined rotational speed N1 or less, and the engine 22 The second estimated change amount ΔPin2 based on the time from when the rotational speed Ne of the engine reaches the predetermined rotational speed N1 or less until the throttle opening TH becomes larger than the value 0, and the intake air after the throttle opening TH becomes larger than the value 0 The estimated intake pressure Pinest is calculated based on the third estimated change amount ΔPin3 based on the time until the amount Qa reaches the predetermined amount Qa1 or less, and the calculated estimated intake pressure Pine t is set as the estimated atmospheric pressure Paest, the first difference ΔP1 that is the difference between the detected value of the atmospheric pressure sensor 89 (atmospheric pressure Pa) and the estimated atmospheric pressure Paest, and the detected value of the intake pressure sensor 158 (intake pressure Pin). And the second difference ΔP2 that is the difference between the estimated atmospheric pressure Paest and the atmospheric pressure sensor 89 and the intake pressure sensor 158 are not limited to those that specify an abnormal sensor. When an abnormality in the detected value difference is detected, the atmospheric pressure is estimated based on the detected intake air amount that is the intake air amount detected by the intake air amount detecting means when the internal combustion engine stops rotating, and the estimated Based on the estimated atmospheric pressure that is the atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the case of the equal pressure state, the abnormality detection means that is the detection means in which the abnormality is generated is detected among the atmospheric pressure detection means and the intake pressure detection means To do If it may be used as any thing. As the “stop control means”, when the engine stop command is issued, the fuel injection and ignition of the engine 22 are stopped and the throttle opening TH is set to 0 (the throttle valve 124 is fully closed). The throttle opening TH is not limited to the predetermined opening TH1 after the rotation is stopped. When an instruction to stop the internal combustion engine is issued, the fuel injection and ignition of the internal combustion engine are stopped and the throttle valve is closed. Anything can be used as long as the throttle valve is opened after the internal combustion engine has stopped rotating. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and output shaft together with input and output of electric power and power, it may be anything. . The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power motive power input / output means or an electric motor such as a capacitor. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the sum of the required power corresponding to 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 and the power required for charging / discharging the battery 50 is used. When the engine target power as the power suitable for the engine is equal to or greater than a predetermined power near the lower limit of the power range in which the engine 22 can be operated efficiently, the engine power mode is selected and the required power is output to the ring gear shaft 32a with the operation of the engine 22. The engine MG2 and the motors MG1 and MG2 are controlled so that when the engine target power is less than the predetermined power, the motor operation mode is selected to stop the operation of the engine 22 and the required power is output to the ring gear shaft 32a. It is not limited to those that control the engine, but is required for the drive shaft with intermittent operation of the internal combustion engine. As long as the driving force based on the driving force to control an internal combustion engine and an electric power-mechanical power input output means and the electric motor so as to be output to the drive shaft may be any ones. 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.

  The present invention is applicable to the manufacturing industry of internal combustion engine devices and power output devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a detection value difference abnormality determination routine executed by the hybrid electronic control unit 70 of the embodiment. It is a flowchart which shows an example of the abnormal sensor specific routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the estimated atmospheric pressure calculation process of an Example. It is explanatory drawing which shows an example of the map for estimated intake pressure setting at the time of full closure. It is explanatory drawing which shows an example of the map for 1st estimated variation | change_quantity setting. It is explanatory drawing which shows an example of the 2nd estimated variation | change_quantity setting map. It is explanatory drawing which shows an example of the map for 3rd estimated variation | change_quantity setting. It is explanatory drawing which shows the mode of the time change of the rotation speed Ne of the engine 22, the intake air amount Qa, and the throttle opening TH when the engine 22 stops rotation. It is a flowchart which shows an example of the abnormality sensor specific routine of a modification. 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, 55 booster circuit, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 atmospheric pressure 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, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow Over data, 149 temperature sensor, 150 a variable valve timing mechanism, 152 EGR tube, 154 EGR valve, 156 temperature sensor, 230 pair-rotor motor, 232 an inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (8)

An internal combustion engine device having an internal combustion engine,
Atmospheric pressure detection means for detecting atmospheric pressure;
An intake pressure detecting means for detecting an intake pressure which is a pressure of the intake air of the internal combustion engine;
Intake air amount detection means for detecting the intake air amount of the internal combustion engine;
The detected atmospheric pressure, which is the atmospheric pressure detected by the atmospheric pressure detecting means, and the intake pressure detected by the intake pressure detecting means when the intake pressure is assumed to be approximately equal to the atmospheric pressure. Detected value difference abnormality detecting means for detecting an abnormality of the detected value difference when a detected value difference that is a difference from the detected intake pressure is larger than a predetermined value;
Based on a detected intake air amount that is an intake air amount detected by the intake air amount detection unit when the internal combustion engine stops rotating when the detection value difference abnormality detection unit detects an abnormality of the detection value difference. The atmospheric pressure is estimated, and the atmospheric pressure detection means and the intake pressure detection means are based on the estimated atmospheric pressure, which is the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the isobaric state. An abnormality specifying means for specifying an abnormality detecting means which is a detecting means causing an abnormality, and
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
A stop time control means for stopping fuel injection and ignition of the internal combustion engine and closing the throttle valve when the stop instruction of the internal combustion engine is made, and opening the throttle valve after the internal combustion engine stops rotating;
The abnormality specifying means includes a first time which is a detected intake air amount when the throttle valve is closed, a time from when the throttle valve is closed until the rotational speed of the internal combustion engine reaches a predetermined rotational speed, A second time, which is a time from when the engine speed reaches the predetermined speed until the throttle valve opens, and a time from when the throttle valve is opened until the detected intake air amount reaches the predetermined air amount. Means for calculating the estimated atmospheric pressure based on 3 hours,
Internal combustion engine device.   The abnormality specifying means includes a first correction value based on the first time and a second correction based on the second time based on the basic value of the estimated intake pressure based on the detected intake air amount when the throttle valve is closed. 3. The internal combustion engine device according to claim 2, which is means for calculating the estimated atmospheric pressure by adding a correction value and a third correction value based on the third time.   The abnormality specifying means sets the basic value so as to increase as the detected intake air amount when the throttle valve is closed increases, and increases as the first time increases in the negative direction. Means for setting the second correction value so as to increase as the second time increases, and to set the third correction value as tend to increase as the third time increases. The internal combustion engine device according to claim 3.   The abnormality specifying means detects the abnormality using a first difference that is a difference between the detected atmospheric pressure and the estimated atmospheric pressure, and a second difference that is a difference between the detected intake pressure and the estimated atmospheric pressure. The internal combustion engine apparatus according to any one of claims 1 to 4, wherein the internal combustion engine device is means for specifying the means.   6. The internal combustion engine device according to claim 1, wherein the equal pressure state is a state in which the rotation stop of the internal combustion engine continues for a predetermined time or more. A power output device that outputs power to a drive shaft,
An internal combustion engine device according to any one of claims 1 to 6,
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Control for controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on a required driving force required for the driving shaft is output to the driving shaft with intermittent operation of the internal combustion engine. Means,
A power output device comprising: An internal combustion engine; an atmospheric pressure detection means for detecting atmospheric pressure; an intake pressure detection means for detecting an intake pressure that is a pressure of the intake air of the internal combustion engine; and an intake air amount detection for detecting an intake air amount of the internal combustion engine A control method for an internal combustion engine device comprising:
(A) The detected atmospheric pressure that is the atmospheric pressure detected by the atmospheric pressure detecting means and the intake air pressure detected by the intake pressure detecting means when the intake pressure is assumed to be substantially equal to the atmospheric pressure. When the detected value difference that is the difference from the detected intake pressure that is atmospheric pressure is greater than a predetermined value, an abnormality of the detected value difference is detected,
(B) When an abnormality in the detected value difference is detected, the atmospheric pressure is reduced based on a detected intake air amount that is an intake air amount detected by the intake air amount detecting means when the internal combustion engine stops rotating. An abnormal condition is detected between the atmospheric pressure detecting means and the intake pressure detecting means based on the estimated atmospheric pressure, which is the estimated atmospheric pressure, the detected atmospheric pressure, and the detected intake pressure in the isobaric state. Identify the abnormality detection means that is the detection means that has occurred,
A method for controlling an internal combustion engine device.

Images