JP2016215933A - Drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device which can determine normality/abnormality of a real crank angle detection part with a high accuracy.SOLUTION: A crank angle sensor 12 can detect a real crank angle which is a real rotation angle of a crank shaft, and output a real angle signal which is a signal corresponding to the detected real crank angle. A resolver 22 can detect a motor angle which is a rotation angle of a motor shaft, and output a motor angle signal corresponding to the detected motor angle. A pseudo crank angle calculation part 51 can calculate a pseudo crank angle which is a pseudo rotation angle of the crank shaft on the basis of the motor angle signal outputted from the resolver 22, and output a pseudo crank angle signal which is a signal corresponding to the calculated pseudo crank angle. A normality/abnormality determination part 52 can determine normality/abnormality of the crank angle sensor 12 by comparing the real crank angle signal outputted from the crank angle sensor 12 and the pseudo crank angle signal outputted from the pseudo crank angle calculation part 51 with each other.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a drive control device that controls driving of a vehicle including an internal combustion engine and a motor as drive sources.

  2. Description of the Related Art Conventionally, there is known a drive control device that is provided in a vehicle such as a hybrid vehicle including an internal combustion engine and a motor as a drive source and controls the operation of the internal combustion engine and the motor to control the drive of the vehicle. For example, Patent Document 1 discloses a drive control device that can determine whether a crank angle sensor that detects an actual crank angle that is an actual rotation angle of a crankshaft of an internal combustion engine is normal or abnormal.

JP 2015-24734 A

  In a vehicle that is a control target of the drive control device of Patent Document 1, a motor shaft of a motor is provided so as to be rotatable in synchronization with the crankshaft when connected to a crankshaft of an internal combustion engine by a clutch. In the drive control device of Patent Document 1, when the value calculated based on the signal output from the crank angle sensor is within an allowable range that is a threshold range for determining whether the crank angle sensor is normal or abnormal, The crank angle sensor is determined to be normal, and when it is outside the allowable range, the crank angle sensor is determined to be abnormal. Based on the output from the resolver that detects the motor angle, which is the rotation angle of the motor shaft of the motor, when the rotational speed of the motor is low, such as immediately after starting the internal combustion engine or when the clutch is connected, or when the rotational fluctuation of the motor When it is larger, the allowable range is changed so as to be larger than the normal range. Thus, it is intended to suppress erroneous determination of whether the crank angle sensor is normal or abnormal when the rotational speed of the motor is low or when the rotational fluctuation of the motor is large.

  However, in the drive control device of Patent Document 1, when the rotation speed of the motor is low, or when the rotation fluctuation of the motor is large, the change in the allowable range is made larger than the normal range. Depending on the size of the allowable range, even if the crank angle sensor is actually abnormal, it may be determined to be normal.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a drive control device capable of accurately determining whether a real crank angle detection unit is normal or abnormal.

The present invention is an internal combustion engine having a crankshaft, and a drive control device that controls driving of a vehicle including a motor having a motor shaft that rotates in synchronization with the crankshaft as a drive source, an actual crank angle detection unit, A motor angle detection unit, a pseudo crank angle calculation unit, a normal / abnormality determination unit, and a control unit are provided.
The actual crank angle detector can detect an actual crank angle that is an actual rotation angle of the crankshaft, and can output an actual crank angle signal that is a signal corresponding to the detected actual crank angle.
The motor angle detection unit can detect a motor angle that is a rotation angle of the motor shaft, and can output a motor angle signal that is a signal corresponding to the detected motor angle.

The pseudo crank angle calculation unit calculates a pseudo crank angle that is a pseudo rotation angle of the crankshaft based on the motor angle signal output from the motor angle detection unit, and a pseudo crank angle that is a signal corresponding to the calculated pseudo crank angle. A crank angle signal can be output.
The normal / abnormal determination unit determines whether the actual crank angle detection unit is normal or abnormal by comparing the actual crank angle signal output from the actual crank angle detection unit and the pseudo crank angle signal output from the pseudo crank angle calculation unit. Is possible.
The control unit can control the operation of the internal combustion engine or the motor based on the determination result by the normal / abnormal determination unit.

  In the present invention, even if a large fluctuation occurs in the rotation of the crankshaft, for example, immediately after the start of the internal combustion engine, a pseudo crank angle signal corresponding to the fluctuation is output from the pseudo crank angle calculation unit. Therefore, the normal / abnormality determination unit can determine whether the actual crank angle detection unit is normal or abnormal with high accuracy by comparing the pseudo crank angle signal corresponding to the fluctuation with the actual crank angle signal. Thereby, the control part can control the drive of an internal combustion engine or a motor with high precision based on the exact determination result by the normal / abnormality determination part. Therefore, in the drive control device of the present invention, whether the actual crank angle detector is normal or abnormal is determined with high accuracy regardless of the operating state of the internal combustion engine, and the driving of the internal combustion engine or motor is controlled with high accuracy based on the determination result. can do.

The schematic diagram which shows the state which provided the drive control apparatus by 1st Embodiment of this invention in the vehicle. The schematic diagram which shows each function part of the drive control apparatus by 1st Embodiment of this invention. The figure which shows the signal which the drive control apparatus of 1st Embodiment of this invention processes. The flowchart which shows the normality abnormality determination process of each part by the drive control apparatus of 1st Embodiment of this invention. The flowchart which shows the normality abnormality determination process of the motor angle detection part by the drive control apparatus of 1st Embodiment of this invention. The schematic diagram which shows each function part of the drive control apparatus by 2nd Embodiment of this invention. The figure which shows the signal which the drive control apparatus of 2nd Embodiment of this invention processes.

Hereinafter, drive control devices according to a plurality of embodiments of the present invention will be described with reference to the drawings. Note that, in a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted.
(First embodiment)
A drive control apparatus according to a first embodiment of the present invention is shown in FIG.
The drive control device 1 is applied to, for example, a vehicle 2 that travels using an internal combustion engine (hereinafter referred to as “engine”) 10 and a motor 20 as drive sources. The vehicle 2 is a so-called hybrid vehicle.

The engine 10 is, for example, a four-cylinder gasoline engine that is driven (rotated) using gasoline as fuel, and outputs torque from the crankshaft 11. The motor 20 is, for example, a brushless four-pole motor, and rotates with electric power from a battery (not shown) mounted on the vehicle 2 to output torque from the motor shaft 21. The motor 20 also functions as a generator capable of generating electric power by charging torque from the motor shaft 21 and charging the battery.
In the present embodiment, the crankshaft 11 of the engine 10 and the motor shaft 21 of the motor 20 are formed coaxially and integrally. Therefore, the motor shaft 21 rotates in synchronization with the crankshaft 11. Therefore, when the crankshaft 11 rotates, the rotation speed of the crankshaft 11 and the rotation speed of the motor shaft 21 are the same.

The vehicle 2 includes an intake pipe 3, a throttle valve 4, an intake pressure sensor 5, a fuel injection valve 6, a spark plug 7, a transmission 30, a hydraulic control device 40, a drive control device 1, and the like.
The intake pipe 3 is connected to the engine 10 and guides intake air to the engine 10. The throttle valve 4 is provided in the intake passage inside the intake pipe 3 and can adjust the amount of intake air flowing through the intake passage. The intake pressure sensor 5 is provided between the throttle valve 4 of the intake pipe 3 and the engine 10. The intake pressure sensor 5 is provided so that the detector is exposed to the inside of the intake pipe 3, that is, the intake passage, and can detect the pressure (intake pressure) of the intake air in the intake passage. The intake pressure sensor 5 can output an intake pressure signal that is a signal corresponding to the detected intake pressure.
The fuel injection valve 6 is provided in the intake manifold 3 of the intake pipe 3 that is branched into four and connected to each cylinder of the engine 10 so as to correspond to each cylinder. The fuel injection valve 6 can inject gasoline as fuel into the intake passage. An intake valve (not shown) is provided between the intake manifold of the intake pipe 3 and each cylinder. The intake valve opens and closes between the intake pipe 3 and each cylinder. The spark plug 7 is provided corresponding to each cylinder of the engine 10.

The engine 10 has a cam shaft 13. The camshaft 13 rotates in synchronization with the rotation of the crankshaft 11. The cam shaft 13 can open and close the intake valve and the exhaust valve of the engine 10 by rotating.
The transmission 30 has an input shaft 31 and an output shaft 32. The transmission 30 can output from the output shaft 32 by changing the rotational speed of the rotation input to the input shaft 31. The output shaft 32 is connected to the wheels via a power transmission mechanism (not shown).
The hydraulic control device 40 performs shift control of the transmission 30 by hydraulically controlling a gear mechanism inside the transmission 30.
A clutch 41 is provided between the motor shaft 21 of the motor 20 and the input shaft 31 of the transmission 30. The hydraulic control device 40 hydraulically controls the clutch 41 to connect the motor shaft 21 and the input shaft 31 or release the connection between the motor shaft 21 and the input shaft 31.

The drive control device 1 includes a crank angle sensor 12 as an actual crank angle detection unit, a cam angle sensor 14 as a cam angle detection unit, a resolver 22 as a motor angle detection unit, and an electronic control unit (hereinafter referred to as “ECU”). 50, ECU60 etc. are provided.
The crank angle sensor 12 is, for example, an MPU (Magnetic Pick Up) type sensor. The crank angle sensor 12 is provided in the engine 10 so as to face the outer periphery of the timing rotor provided on the crankshaft 11. Teeth are provided on the outer periphery of the timing rotor at predetermined intervals (for example, 6 degrees) in the circumferential direction. Further, two teeth are provided on the outer periphery of the timing rotor. When the crankshaft 11 rotates, the air gap between the timing rotor and the crank angle sensor 12 changes. Thereby, the crank angle sensor 12 outputs an AC waveform signal. From this signal, the actual crank angle that is the actual rotation angle of the crankshaft 11 can be calculated. In addition, the position of the missing tooth of the timing rotor of the crankshaft 11 is set as a reference position of the crank angle.

In this way, the crank angle sensor 12 can detect the actual crank angle that is the actual rotation angle of the crankshaft 11 and output an actual crank angle signal that is a signal corresponding to the detected actual crank angle.
Here, the resolution of the crank angle sensor 12 of the present embodiment is 60 resolutions (LSB = 6 deg) with 60 pulses (-missing teeth) per one rotation of the crank angle.

The cam angle sensor 14 is, for example, an MRE (Magnetic Resistance Element) type sensor. The cam angle sensor 14 is provided in the engine 10 so as to face the timing rotor provided on the cam shaft 13. Detection teeth are provided on the outer periphery of the timing rotor. The cam angle sensor 14 has a magnet. When the camshaft 13 rotates, the direction of the magnetic field (magnetic vector) emitted from the magnet changes depending on the position of the detection tooth of the timing rotor. Thereby, the cam angle sensor 14 outputs a rectangular wave signal. From this signal, the cam angle that is the rotation angle of the cam shaft 13 can be calculated. The position of the missing tooth of the timing rotor of the camshaft 13 is set as the reference position of the cam angle. The cam angle is synchronized with the actual crank angle.
As described above, the cam angle sensor 14 can detect the cam angle that is the rotation angle of the cam shaft 13 and output a cam angle signal that is a signal corresponding to the detected cam angle.

The resolver 22 is provided in the motor 20. The resolver 22 has an elliptical rotor, an excitation coil, and two output coils. The elliptical rotor is provided on the motor shaft 21 so as to be rotatable together with the motor shaft 21. The exciting coil and the two output coils are provided to face the outer wall of the elliptical rotor. The two output coils are arranged so as to be electrically deviated from each other by 90 degrees. When an alternating current is passed through the exciting coil at a constant frequency that does not depend on the rotational speed of the elliptical rotor, the two output coils output alternating voltages of the same frequency by electromagnetic induction. When the elliptical rotor rotates, the distance between the outer wall of the elliptical rotor and the output coil changes, so that the strength of the magnetic field changes. Due to the change in the magnetic field, the peak values of the output waveforms of the two output coils change corresponding to the rotational position of the elliptical rotor. These peak values are connected to create a virtual waveform, and the absolute position and rotation direction of the elliptical rotor, that is, the motor shaft 21, can be calculated from this virtual waveform.
Thus, the resolver 22 can detect the motor angle that is the rotation angle of the motor shaft 21, that is, the rotor of the motor 20, and can output a motor angle signal that is a signal corresponding to the detected motor angle.
In the present embodiment, the resolution of the resolver 22 is, for example, 4096 per motor electric cycle.

The ECUs 50 and 60 are small computers having a CPU as arithmetic means, ROM and RAM as storage means, a timer as time measuring means, and I / O as input / output means. In particular, the ECU 50 performs processing according to a program stored in the ROM based on signals from various sensors attached to each part of the vehicle 2 and controls the driving of various devices of the vehicle 2 to integrate the vehicle 2. Control. The ECU 60 can control the operation of the transmission 30 and the clutch 41 by controlling the operation of the hydraulic control device 40 in cooperation with the ECU 50.
The ECU 50 controls the operation of the engine 10 and the torque of the motor 20 based on signals from various sensors, and controls the operation of the transmission 30 and the clutch 41 via the ECU 60. Thereby, the ECU 50 realizes various traveling patterns of the vehicle 2.

  More specifically, the ECU 50 receives a vehicle speed signal corresponding to the vehicle speed of the vehicle 2, an accelerator opening signal corresponding to the accelerator opening, an SOC (State of charge) signal corresponding to a battery charging rate (not shown), and the like. Is done. As the vehicle speed signal, for example, a signal output from a vehicle speed sensor provided near the wheel is used. As the accelerator opening signal, for example, a signal output from an accelerator opening sensor is used. As the SOC signal, a signal output from a battery monitoring device that detects and outputs the charge rate of the battery is used.

  The crank angle sensor 12 outputs to the ECU 50 an actual crank angle signal having an AC waveform that is a signal corresponding to the detected actual crank angle. The ECU 50 converts the actual crank angle signal having an AC waveform into a rectangular waveform using a waveform shaping circuit, and uses it to calculate the rotational position (crank position) and top dead center of the crankshaft 11, the rotational speed of the engine 10, and the like. In this way, the ECU 50 can calculate (detect) the actual rotation angle, rotation speed, and the like of the crankshaft 11 based on the signal from the crank angle sensor 12.

The cam angle sensor 14 outputs a rectangular wave cam angle signal, which is a signal corresponding to the detected cam angle, to the ECU 50. The ECU 50 uses a cam angle signal having a rectangular wave shape to calculate the cam angle, and performs cam angle detection and cylinder discrimination. As described above, the ECU 50 can calculate (detect) the rotation angle of the camshaft 13 or perform cylinder discrimination based on the signal from the cam angle sensor 14.
The intake pressure sensor 5 outputs an intake pressure signal, which is a signal corresponding to the detected intake pressure, to the ECU 50. As a result, the ECU 50 can calculate (detect) the intake pressure.

Based on the calculated rotation angle (actual crank angle) of the crankshaft 11, rotation angle (cam angle) of the camshaft 13, intake pressure, etc., the ECU 50 operates the throttle valve 4, the fuel injection valve 6, the spark plug 7, and the like. By controlling, the operation of the engine 10 is controlled.
The resolver 22 outputs two AC wave-shaped motor angle signals, which are signals corresponding to the detected motor angle, to the ECU 50. The ECU 50 creates a virtual waveform from two AC waveform motor angle signals, and calculates the rotation angle (motor angle) of the motor 20 (motor shaft 21) from the virtual waveform. The ECU 50 converts an analog signal from the resolver 22 into a digital value by a resolver digital converter (RDC), and calculates a motor angle and the like. As described above, the ECU 50 can calculate (detect) the motor angle that is the rotation angle of the motor 20 based on the signal from the resolver 22.

The ECU 50 controls the operation of the motor 20 by controlling the electric power supplied to the motor 20 based on the calculated rotation angle of the motor 20.
Further, the ECU 50 controls the operation of the clutch 41 via the ECU 60 and the hydraulic control device 40. Thereby, the connection state of the motor shaft 21 and the input shaft 31 of the transmission 30 is changed. When the motor shaft 21 and the input shaft 31 are connected by the clutch 41, rotation (torque) from the motor shaft 21 and the crankshaft 11 is transmitted to the input shaft 31. On the other hand, when the connection between the motor shaft 21 and the input shaft 31 is released by the clutch 41, the rotation (torque) from the motor shaft 21 and the crankshaft 11 is not transmitted to the input shaft 31.

Further, the ECU 50 controls the operation of the transmission 30 via the ECU 60 and the hydraulic control device 40. As a result, the shift control by the transmission 30 is performed, and the number of rotations input to the input shaft 31 is changed and output from the output shaft 32. Torque output from the output shaft 32 is transmitted to the wheels via a power transmission mechanism (not shown). Thereby, the vehicle 2 travels.
In the present embodiment, for example, when the vehicle 2 is running by the torque of the engine 10, if the motor 20 is rotated, the torque of the motor 20 can be applied to the wheels in addition to the torque of the engine 10.

As shown in FIG. 2, the ECU 50 includes a pseudo crank angle calculation unit 51, a normal / abnormality determination unit 52, and a control unit 53 as functional units realized by software or hardware.
The pseudo crank angle calculator 51 receives a motor angle signal from the resolver 22 and a cam angle signal from the cam angle sensor 14.
A motor angle signal is input from the resolver 22 and an actual crank angle signal is input from the crank angle sensor 12 to the correct / abnormal determination unit 52.
The pseudo crank angle calculation unit 51 calculates a pseudo crank angle that is a pseudo rotation angle of the crankshaft 11 based on the motor angle signal from the resolver 22, and the pseudo crank angle that is a signal corresponding to the calculated pseudo crank angle. A signal can be output.

The normal / abnormal determination unit 52 can determine whether the crank angle sensor 12 is normal or abnormal by comparing the actual crank angle signal from the crank angle sensor 12 with the pseudo crank angle signal from the pseudo crank angle calculation unit 51.
As described above, the control unit 53 (ECU 50) controls the driving of the vehicle 2 by controlling the operation of the engine 10 and the motor 20 based on signals from various sensors and the like.
In the present embodiment, the control unit 53 can control the operation of the engine 10 or the motor 20 based on the determination result by the normal / abnormal determination unit 52.

Next, “how to determine whether the crank angle sensor 12 is normal or abnormal” by the drive control device 1 of the present embodiment will be described more specifically based on FIG.
The ECU 50 calculates a pseudo crank angle signal based on the motor angle signal (digital value) from the resolver 22 and the cam angle signal from the cam angle sensor 14 by the pseudo crank angle calculation unit 51. Here, the pseudo crank angle calculation unit 51 calculates the pseudo crank angle signal by offsetting the reference position (missing portion) of the pseudo crank angle signal based on the corresponding pole position of the cam angle signal (see FIG. 3). That is, the pseudo crank angle calculation unit 51 calculates the pseudo crank angle based on the motor angle signal output from the resolver 22 and the cam angle signal output from the cam angle sensor 14. In the present embodiment, since the resolution of the resolver 22 is 4096 per motor electrical cycle, the pseudo crank angle signal can be calculated (output) with a resolution of LSB = 0.222 deg corresponding to the crank angle.

The ECU 50 calculates (outputs) the pseudo crank angle signal by the pseudo crank angle calculation unit 51, and then uses the normal / abnormality determination unit 52 to determine the actual crank angle signal from the crank angle sensor 12 and the pseudo crank angle from the pseudo crank angle calculation unit 51. Compare with angular signal. Here, the normal / abnormal determination unit 52 determines whether the difference between the tooth interval time TCA1 which is the tooth interval time of the actual crank angle signal and the tooth interval time TCA2 which is the tooth interval time of the pseudo crank angle signal is an abnormality determination. Whether the crank angle sensor 12 is normal or not is determined by determining whether or not the time is greater than the time JCA.
When the difference between TCA1 and TCA2 is determined to be greater than JCA (| TCA1-TCA2 |> JCA), normal / abnormal determination unit 52 determines that “crank angle sensor 12 is abnormal”. On the other hand, when determining that the difference between TCA1 and TCA2 is equal to or less than JCA (| TCA1−TCA2 | ≦ JCA), the normal / abnormal determination unit 52 determines that “the crank angle sensor 12 is normal”.

  In the present embodiment, the pseudo crank angle calculation unit 51 changes the value of the abnormality determination time JCA according to the number of rotations of the crankshaft 11 (motor shaft 21). For example, the higher the rotation speed of the crankshaft 11 (motor shaft 21), the shorter (smaller) the abnormality determination time JCA, and the lower the rotation speed of the crankshaft 11 (motor shaft 21), the longer (larger) the abnormality determination time JCA. To do. Thereby, it is possible to appropriately determine whether the crank angle sensor 12 is normal or abnormal according to the operating state of the engine 10.

Next, a series of processes including “determination of normality or abnormality of the crank angle sensor 12” by the drive control device 1 of the present embodiment will be described with reference to FIGS.
When controlling the driving of the vehicle 2, that is, the operation of the engine 10 and the motor 20, the drive control device 1 executes a series of processes S100 shown in FIG.
S100 is started when the ignition switch of the vehicle 2 is turned on, and is repeatedly executed until the ignition switch is turned off.

  In S101, the ECU 50 determines whether the crank angle sensor 12, the cam angle sensor 14, and the resolver 22 are all normal. Here, whether the crank angle sensor 12 is normal or not is determined based on the result of S104 (S105, S106) described later. Further, whether the cam angle sensor 14 is normal or not is determined based on the cam angle signal from the cam angle sensor 14, such as “abnormal when the cam angle signal from the cam angle sensor 14 is outside a predetermined range”. FIG. 5 shows how to determine whether the resolver 22 is normal or abnormal.

The ECU 50 (normal / abnormal determination unit 52) executes a series of processing S200 (see FIG. 5) regarding determination of the normal / abnormality of the resolver 22 in S101 described above.
In S201, the ECU 50 determines whether or not the value of the motor angle signal from the resolver 22 is outside a predetermined range. If it is determined that the value of the motor angle signal is outside the predetermined range (S201: YES), the process proceeds to S205. On the other hand, when it is determined that the value of the motor angle signal is within the predetermined range (S201: NO), the process proceeds to S202.

  In S202, the ECU 50 determines whether or not the signal line between the resolver 22 and the ECU 50 is broken or short-circuited. For example, if the motor angle signal is not input from the resolver 22 even though the motor 20 is rotating, the ECU 50 determines that “the signal line is disconnected”. For example, when the motor 20 is rotating, the ECU 50 determines that “the signal line is short-circuited” when the value of the motor angle signal from the resolver 22 is constant. When it is determined that the signal line between the resolver 22 and the ECU 50 is disconnected or short-circuited (S202: YES), the process proceeds to S205. On the other hand, when it is determined that the signal line between the resolver 22 and the ECU 50 is not broken or short-circuited (S202: NO), the process proceeds to S203.

  In S203, the ECU 50 determines whether or not the digital value of the motor angle signal is abnormal. For example, when the digital value of the motor angle signal is outside a predetermined range, the ECU 50 determines that “the digital value of the motor angle signal is abnormal”, that is, “the resolver digital converter is abnormal”. For example, when the digital value of the motor angle signal is within a predetermined range, the ECU 50 determines that “the digital value of the motor angle signal is normal”, that is, “the resolver digital converter is normal”. If it is determined that the digital value of the motor angle signal is abnormal (S203: YES), the process proceeds to S205. On the other hand, when it is determined that the digital value of the motor angle signal is not abnormal (S203: NO), the process proceeds to S204.

In S204, the ECU 50 determines that “the resolver 22 and its peripheral portion are normal”. Thereafter, the process exits the series of processes S200 and returns to S101.
In S205, the ECU 50 determines that “the resolver 22 or its peripheral portion is abnormal”. Thereafter, the process exits the series of processes S200 and returns to S101.
Thus, the normal / abnormal determination unit 52 of the ECU 50 can determine whether the resolver 22 and its surroundings are normal or abnormal based on the motor angle signal output from the resolver 22.

If the ECU 50 determines in S101 that the crank angle sensor 12, the cam angle sensor 14, and the resolver 22 are all normal (S101: YES), the process proceeds to S102. On the other hand, when it is determined that any one of the crank angle sensor 12, the cam angle sensor 14, and the resolver 22 is abnormal (S101: NO), the process exits the series of processes S100.
In S102, the ECU 50 determines whether or not the engine 10 is stopped based on, for example, the presence or absence of a signal from the crank angle sensor 12. If it is determined that the engine 10 is stopped (S102: YES), the process proceeds to S103.
In S103, the ECU 50 determines that “the normal / abnormal determination of the crank angle sensor 12 by the normal / abnormal determination unit 52 is not necessary”. Thereafter, the process exits the series of processes S100.

  In S <b> 104, the ECU 50 compares the actual crank angle signal from the crank angle sensor 12 with the pseudo crank angle signal from the pseudo crank angle calculation unit 51. More specifically, after calculating the pseudo crank angle signal by the pseudo crank angle calculation unit 51, the ECU 50 determines from the actual crank angle signal from the crank angle sensor 12 and the pseudo crank angle calculation unit 51 by the normal / abnormality determination unit 52. To the pseudo crank angle signal. Here, the normal / abnormal determination unit 52 determines whether the difference between the tooth interval time TCA1 which is the tooth interval time of the actual crank angle signal and the tooth interval time TCA2 which is the tooth interval time of the pseudo crank angle signal is an abnormality determination. It is determined whether or not the time is greater than JCA. That is, it is determined whether or not the absolute value of the difference between TCA1 and TCA2 is greater than JCA (positive value). If it is determined that the absolute value of the difference between TCA1 and TCA2 is greater than JCA (| TCA1-TCA2 |> JCA) (S104: YES), the process proceeds to S105. On the other hand, if it is determined that the absolute value of the difference between TCA1 and TCA2 is equal to or less than JCA (| TCA1-TCA2 | ≦ JCA) (S104: NO), the process proceeds to S106.

In S105, the ECU 50 (normal / abnormal determination unit 52) determines that “the crank angle sensor 12 is abnormal”. Thereafter, the process exits the series of processes S100.
In S106, the ECU 50 (normal / abnormal determination unit 52) determines that “the crank angle sensor 12 is normal”. Thereafter, the process exits the series of processes S100.

In S101, it is determined that an abnormality has occurred in any of the crank angle sensor 12, the cam angle sensor 14, and the resolver 22 (S101: NO), or in S105, it is determined that “the crank angle sensor 12 is abnormal”. When the process exits the series of processes S100, the ECU 50 stores, for example, as diagnostic information regarding the sensors (crank angle sensor 12, cam angle sensor 14, resolver 22) that are determined to be abnormal, and stores them in the sensor. The fact that an abnormality has occurred is displayed on the display unit of the vehicle 2.
In S103, it is determined that the determination of whether the crank angle sensor 12 is normal or abnormal is not necessary by the normal / abnormal determination unit 52, or in S106, it is determined that “the crank angle sensor 12 is normal”, and the process is a series of processes S100. When exiting from the ECU 50, the ECU 50 executes the series of processing S100 again.

While the ignition switch is on, the above-described S100 and S200 are repeatedly executed, so that the determination of whether the crank angle sensor 12, the cam angle sensor 14, and the resolver 22 are normal or abnormal is continued.
The control unit 53 of the ECU 50 controls the driving of the engine 10 and the motor 20 based on the determination result of the normality / abnormality of the crank angle sensor 12, the cam angle sensor 14, and the resolver 22 in S100 and S200.

  In the present embodiment, the control unit 53 of the ECU 50 determines that the engine 10 is based on the actual crank angle signal from the crank angle sensor 12 when the normal / abnormality determination unit 52 determines that “the crank angle sensor 12 is normal”. Control the operation. On the other hand, when the normal / abnormal determination unit 52 determines that “the crank angle sensor 12 is abnormal”, the operation of the engine 10 is controlled based on the pseudo crank angle signal output from the pseudo crank angle calculation unit 51. Thereby, even if abnormality occurs in the crank angle sensor 12, the operation of the engine 10 can be controlled and the vehicle 2 can be run.

  In the present embodiment, the control unit 53 of the ECU 50 controls the operation of the motor 20 based on the motor angle signal from the resolver 22 when the normal / abnormality determination unit 52 determines that the resolver 22 is normal. To do. On the other hand, when the correct / abnormal determination unit 52 determines that “the resolver 22 is abnormal”, the control unit 53 stops the control of the motor 20.

As described above, (1) in the present embodiment, the crank angle sensor 12 detects the actual crank angle that is the actual rotation angle of the crankshaft 11 and is a signal corresponding to the detected actual crank angle. An angular signal can be output.
The resolver 22 can detect a motor angle that is a rotation angle of the motor shaft 21 and output a motor angle signal that is a signal corresponding to the detected motor angle.

The pseudo crank angle calculation unit 51 calculates a pseudo crank angle that is a pseudo rotation angle of the crankshaft 11 based on the motor angle signal output from the resolver 22, and a pseudo crank angle that is a signal corresponding to the calculated pseudo crank angle. A crank angle signal can be output.
The normal / abnormal determination unit 52 determines whether the crank angle sensor 12 is normal or abnormal by comparing the actual crank angle signal output from the crank angle sensor 12 with the pseudo crank angle signal output from the pseudo crank angle calculation unit 51. Is possible.
The control unit 53 can control the operation of the engine 10 or the motor 20 based on the determination result by the normal / abnormal determination unit 52.

  In the present embodiment, even if a large fluctuation occurs in the rotation of the crankshaft 11, for example, immediately after the engine 10 is started, a pseudo crank angle signal corresponding to the fluctuation is output from the pseudo crank angle calculation unit 51. Therefore, the normal / abnormal determination unit 52 can determine whether the crank angle sensor 12 is normal or abnormal with high accuracy by comparing the pseudo crank angle signal corresponding to the fluctuation with the actual crank angle signal. Accordingly, the control unit 53 can control the driving of the engine 10 or the motor 20 with high accuracy based on the accurate determination result by the normal / abnormal determination unit 52. Therefore, in the drive control device 1 of the present embodiment, whether the crank angle sensor 12 is normal or abnormal is determined with high accuracy regardless of the operating state of the engine 10, and the driving of the engine 10 or the motor 20 is performed with high accuracy based on the determination result. Can be controlled.

(2) In the present embodiment, the cam angle sensor 14 is further provided.
The cam angle sensor 14 can detect a cam angle that is a rotation angle of the cam shaft 13 that rotates in synchronization with the crankshaft 11, and can output a cam angle signal that is a signal corresponding to the detected cam angle. The cam angle is synchronized with the actual crank angle.
The pseudo crank angle calculation unit 51 calculates a pseudo crank angle based on the motor angle signal output from the resolver 22 and the cam angle signal output from the cam angle sensor 14.
In this embodiment, since the pseudo crank angle is calculated based on the motor angle signal from the resolver 22 and the cam angle signal corresponding to the cam angle synchronized with the actual crank angle, the pseudo crank angle is calculated with high accuracy. Can do. Therefore, it is possible to determine whether the crank angle sensor 12 is normal or abnormal with higher accuracy and control the driving of the engine 10 or the motor 20 with higher accuracy based on the determination result.

(3) In the present embodiment, the normal / abnormality determination unit 52 can determine whether the resolver 22 is normal or abnormal based on the motor angle signal output from the resolver 22. Therefore, in the drive control device 1 of the present embodiment, in addition to determining whether the crank angle sensor 12 is normal or abnormal, it is also possible to determine whether the resolver 22 is normal or abnormal.
(7) In the present embodiment, the control unit 53 determines the pseudo crank angle output from the pseudo crank angle calculation unit 51 when the normal / abnormality determination unit 52 determines that “the crank angle sensor 12 is abnormal”. Based on the signal, the operation of the engine 10 is controlled. Thereby, even if abnormality occurs in the crank angle sensor 12, the operation of the engine 10 can be controlled and the vehicle 2 can be run.

(Second Embodiment)
A drive control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. Although the second embodiment has the same physical configuration as that of the first embodiment, the method of calculating the pseudo crank angle by the pseudo crank angle calculation unit 51 is different from that of the first embodiment.
As shown in FIG. 6, in the second embodiment, no signal from the cam angle sensor 14 is input to the pseudo crank angle calculation unit 51 of the ECU 50. The ECU 50 further includes a storage unit 54. The storage unit 54 is a rewritable nonvolatile memory such as an EEPROM.

Next, “how to determine whether the crank angle sensor 12 is normal or abnormal” by the drive control device of the present embodiment will be described more specifically based on FIG.
The ECU 50 calculates the pseudo crank angle signal based on the motor angle signal (digital value) from the resolver 22 and the actual crank angle signal from the normal crank angle sensor 12 by the pseudo crank angle calculation unit 51. Here, the pseudo crank angle calculation unit 51 is based on the crank angle corresponding pole position (crank angle corresponding value) corresponding to the actual crank angle reference position (missing tooth portion) which is the reference position of the actual crank angle in the motor angle signal. Then, the reference position (missing tooth portion) of the pseudo crank angle signal is determined, and the pseudo crank angle signal is calculated (see FIG. 7). That is, the pseudo crank angle calculation unit 51 is configured to perform pseudo crank based on the motor angle signal output from the resolver 22 and the crank angle corresponding pole position corresponding to the actual crank angle reference position (missing tooth portion) of the motor angle signal. Calculate the corner.

After calculating the pseudo crank angle signal by the pseudo crank angle calculation unit 51, the ECU 50 performs the actual crank angle signal from the crank angle sensor 12 and the pseudo crank angle calculation unit 51 by the normal / abnormality determination unit 52 as in the first embodiment. Is compared with the pseudo crank angle signal from the crank angle sensor 12 to determine whether the crank angle sensor 12 is normal or abnormal.
Further, in the present embodiment, the pseudo crank angle calculation unit 51 outputs the actual crank angle signal output from the crank angle sensor 12 when the normal / abnormality determination unit 52 determines that “the crank angle sensor 12 is normal”. Based on this, the crank angle corresponding value is corrected. Then, the pseudo crank angle calculation unit 51 calculates the pseudo crank angle using the corrected crank angle corresponding value.
In the present embodiment, the ECU 50 stores the crank angle corresponding value corrected by the pseudo crank angle calculation unit 51 in the storage unit 54. Then, the ECU 50 calculates the pseudo crank angle using the corrected value corresponding to the crank angle at the time of restart after the power is turned off.

  As described above, (4) in the present embodiment, the pseudo crank angle calculation unit 51 outputs the motor angle signal output from the resolver 22, the actual crank angle signal from the normal crank angle sensor 12, and the motor angle signal. The pseudo crank angle is calculated based on a crank angle corresponding value (crank angle corresponding pole position) that is a value corresponding to a predetermined actual crank angle (actual crank angle reference position). Therefore, the pseudo crank angle can be calculated without using the cam angle signal.

  (5) In the present embodiment, the pseudo crank angle calculation unit 51 outputs the actual crank output from the crank angle sensor 12 when the normal / abnormality determination unit 52 determines that “the crank angle sensor 12 is normal”. Based on the angle signal, the crank angle corresponding value is corrected. Then, the pseudo crank angle calculation unit 51 calculates the pseudo crank angle using the corrected crank angle corresponding value. As a result, the crank angle correspondence value and the predetermined actual crank angle can be made to correspond accurately, and whether the crank angle sensor 12 is normal or abnormal can be determined with higher accuracy.

  (6) In this embodiment, the ECU 50 stores the crank angle corresponding value corrected by the pseudo crank angle calculation unit 51 in the storage unit 54. Then, the ECU 50 calculates the pseudo crank angle using the corrected value corresponding to the crank angle at the time of restart after the power is turned off. As a result, even when the ECU 50 is restarted after the power is turned off, the corresponding crank angle value and the predetermined actual crank angle can be made to correspond accurately, and the correctness / abnormality of the crank angle sensor 12 can be determined with high accuracy. it can.

(Other embodiments)
In the above-described embodiment, the crankshaft of the internal combustion engine and the motor shaft of the motor are formed coaxially and integrally, and the motor shaft and the input shaft of the transmission are connected by the clutch. On the other hand, in another embodiment of the present invention, the crankshaft and the motor shaft may be formed separately and may be provided to rotate in synchronization with, for example, a gear or the like. The crankshaft and the motor shaft may be connected by a clutch. In this case, when the crankshaft and the motor shaft are connected by a clutch and rotate synchronously, the pseudo crank angle calculation unit calculates the pseudo crank angle, and the normal / abnormality determination unit determines whether the crank angle detection unit is normal or abnormal. judge.

  Further, in the above-described embodiment, an example in which the pseudo crank angle calculation unit changes the value of the abnormality determination time JCA according to the number of rotations of the crankshaft has been shown. On the other hand, in another embodiment of the present invention, the value of the abnormality determination time JCA may be fixed to a predetermined value regardless of the rotation speed of the crankshaft.

  In the above-described embodiment, an example in which a resolver having a resolution of 4096 per motor electrical cycle is used as the motor angle detection unit. On the other hand, in another embodiment of the present invention, for example, a resolver having a resolution of 2048 per motor electric cycle may be used as the motor angle detector. In this case, the pseudo crank angle calculation unit can calculate (output) the pseudo crank angle signal with the resolution equivalent to the crank angle and the resolution of LSB = 0.044 deg. In another embodiment of the present invention, a resolver having any resolution is not limited to 4096 and 2048.

Further, in another embodiment of the present invention, various sensors such as an MRE (Magnetic Resistance Element) type sensor and an optical sensor using a phototransistor are not limited to MPU type sensors. You may use as a crank angle detection part.
In another embodiment of the present invention, various sensors such as an MPU (Magnetic Pick Up) sensor may be used as the cam angle detection unit, without being limited to the MRE type sensor.

In the above-described embodiment, an example in which the operation of the clutch and the transmission is controlled by the hydraulic control device has been described. On the other hand, in another embodiment of the present invention, the operation of the clutch and the transmission may be controlled by, for example, an electric actuator.
Thus, the present invention is not limited to the above-described embodiment, and can be implemented in various forms without departing from the gist thereof.

DESCRIPTION OF SYMBOLS 1 ... Drive control apparatus 2 ... Vehicle 10 ... Engine (internal combustion engine)
DESCRIPTION OF SYMBOLS 11 ... Crankshaft 20 ... Motor 21 ... Motor shaft 12 ... Crank angle sensor (actual crank angle detection part)
22 ... Resolver (motor angle detector)
51... Pseudo crank angle calculation unit 52... Normal abnormality determination unit 53.

Claims (7)

Drive for controlling the drive of a vehicle (2) comprising as a drive source an internal combustion engine (10) having a crankshaft (11) and a motor (20) having a motor shaft (21) rotating in synchronization with the crankshaft A control device (1) comprising:
An actual crank angle detector (12) capable of detecting an actual crank angle that is an actual rotation angle of the crankshaft and outputting an actual crank angle signal that is a signal corresponding to the detected actual crank angle;
A motor angle detector (22) capable of detecting a motor angle that is a rotation angle of the motor shaft and outputting a motor angle signal that is a signal corresponding to the detected motor angle;
Based on the motor angle signal output from the motor angle detector, a pseudo crank angle that is a pseudo rotation angle of the crankshaft is calculated, and a pseudo crank angle signal that is a signal corresponding to the calculated pseudo crank angle. Pseudo crank angle calculation unit (51) capable of outputting
Whether the actual crank angle detection unit is normal or abnormal can be determined by comparing the actual crank angle signal output from the actual crank angle detection unit with the pseudo crank angle signal output from the pseudo crank angle calculation unit. Correct / abnormal determination unit (52),
A control unit (53) capable of controlling the operation of the internal combustion engine or the motor based on the determination result by the normal / abnormal determination unit;
A drive control device comprising: A cam angle detector (14) capable of detecting a cam angle that is a rotation angle of a cam shaft that rotates in synchronization with the crankshaft and outputting a cam angle signal corresponding to the detected cam angle. ,
The pseudo crank angle calculation unit calculates the pseudo crank angle based on the motor angle signal output from the motor angle detection unit and the cam angle signal output from the cam angle detection unit. The drive control apparatus described.   3. The drive control device according to claim 1, wherein the normal / abnormal determination unit can determine whether the motor angle detection unit is normal or abnormal based on the motor angle signal output from the motor angle detection unit.   The pseudo crank angle calculation unit is based on the motor angle signal output from the motor angle detection unit, and a crank angle corresponding value that is a value corresponding to a predetermined actual crank angle among the motor angle signals. The drive control apparatus according to any one of claims 1 to 3, wherein a pseudo crank angle is calculated.   The pseudo crank angle calculation unit is based on the actual crank angle signal output from the actual crank angle detection unit when the normal / abnormality determination unit determines that the actual crank angle detection unit is normal, The drive control device according to claim 4, wherein the crank angle corresponding value is corrected.   The drive control device according to claim 5, further comprising a storage unit (54) capable of storing the crank angle corresponding value corrected by the pseudo crank angle calculation unit.   The internal combustion engine is controlled based on the pseudo crank angle signal output from the pseudo crank angle calculation unit when the control unit determines that the actual crank angle detection unit is abnormal. The drive control apparatus as described in any one of Claims 1-6 which controls the action | operation of.

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