JP6171995B2 - Misfire detection system - Google Patents

Description

  The present invention relates to a misfire determination system that performs engine misfire determination.

  Conventionally, as an example of a technique for performing engine misfire determination, there is a misfire determination apparatus disclosed in Patent Document 1.

  The misfire determination device extracts a frequency component of resonance generated based on the twist of the damper with respect to the rotation speed of the front shaft of the damper as a twist element, and also has a frequency component of resonance with respect to the rotation speed of the rear shaft obtained by communication. To extract. Then, the misfire determination device estimates the communication delay time based on the phase difference between the two frequency components extracted, the front shaft rotational speed, and the engine load, and the front shaft rotational speed has a time difference corresponding to the estimated communication delay time. And the rear shaft rotation speed are acquired. Further, the misfire determination device calculates a resonance influence component that affects the rotation speed of the front shaft based on the acquired front shaft rotation speed and the rear shaft rotation speed, and calculates the resonance influence component to the front shaft rotation speed. The engine misfire determination is performed based on the rotational speed for detection obtained by subtracting from.

Japanese Patent No. 4544354

  By the way, the above-mentioned misfire determination apparatus needs to use the rotation speed at the same time as the front-stage shaft rotation speed and the rear-stage shaft rotation speed used for calculating the resonance influence component. However, in the misfire determination device, when estimating the communication delay time, the phase difference of the frequency component that may vary due to the tolerance or deterioration of the damper is used. For this reason, in the misfire determination apparatus, there is a possibility that an error may be included in the estimation of the communication delay time, and the number of rotations at the same time is not used, and there is a problem that the misfire determination cannot be performed with high accuracy.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a misfire determination system that can perform misfire determination with high accuracy.

In order to achieve the above object, the present invention provides:
The rotation of the engine (80) is mounted on a vehicle in which the rotation of the engine (80) is transmitted to the motor (71, 72) via the torsion element (90), and the rotation speed of the front shaft (Ne) which is the rotation speed of the front shaft of the torsion element. A misfire determination system for determining misfire of an engine while considering the influence of resonance of a torsion element using a rear shaft rotational speed (Nd) that is the rotational speed of the rear shaft.
An engine control device (20, 20a, 20b) that controls the engine, detects the front shaft rotational speed, and measures the previous stage time that is the detection time of the front shaft rotational speed;
A motor control device (30, 30a, 30b) that controls the motor, detects the motor rotation speed (Nm1, Nm2) of the motor, and measures the motor time that is the detection time of the motor rotation speed;
A calculation unit (111, 311a, 311b) that calculates the rear shaft rotational speed using the motor rotational speed and sets the motor time of the motor rotational speed used for the calculation as a subsequent time that is a calculation time of the rear shaft rotational speed. When,
Pre-stage information including the pre-stage shaft rotation speed and pre-stage time and post-stage information including the post-stage shaft rotation speed and post-stage time can be acquired, and at least one of the pre-stage information and the post-stage information is acquired via a communication line. A misfire determination unit (212, 212a, 111b) for determining misfire of the engine using the shaft rotational speed and the rear shaft rotational speed,
The engine control device and the motor control device can acquire a synchronization signal that can share the same time axis without any difference in acquisition timing.
The engine control device acquires a synchronization signal for synchronizing with the motor control device, and measures the preceding stage time with reference to the synchronization signal,
The motor control device measures the motor time with reference to the synchronization signal,
The misfire determination unit performs engine misfire determination using the front-stage shaft speed and the rear-stage speed that are closest to the previous-stage time and the rear-stage time in the acquired previous-stage information and subsequent-stage information.

  In this way, the present invention detects the preceding stage rotational speed and measures the preceding stage time that is the detection time of the preceding stage rotational speed. Further, the present invention calculates the rear shaft rotational speed using the motor rotational speed, and sets the motor time that is the detection time of the motor rotational speed used for the calculation as the subsequent stage time that is the calculation time of the rear shaft rotational speed. To do. In the present invention, the misfire determination unit acquires, via the communication line, at least one of the preceding stage information including the preceding stage rotational speed and the preceding stage time and the following stage information including the following stage shaft rotational speed and the following stage time. Engine misfire is determined using the shaft speed and the rear shaft speed.

  In the present invention, the engine control device acquires a synchronization signal for synchronizing with the motor control device, and the motor control device acquires the synchronization signal. In the present invention, the engine control device measures the preceding stage time based on the synchronization signal, and the motor control device measures the motor time based on the synchronization signal. That is, each of the engine control device and the motor control device can measure the pre-stage time and the motor time with reference to a common synchronization signal.

  As a result, the present invention can identify the closest preceding stage time and the following stage time even if there is a delay until the preceding stage rotational speed and the subsequent stage rotational speed are acquired. In the present invention, the misfire determination of the engine is performed using the front-stage shaft rotation speed and the rear-stage shaft rotation speed that are closest to each other in the preceding stage time and the subsequent stage time, so that the misfire determination can be performed with high accuracy.

  The reference numerals in parentheses described in the claims and in this section indicate the correspondence with the specific means described in the embodiments described later as one aspect, and the technical scope of the invention is as follows. It is not limited.

It is a block diagram which shows schematic structure of the misfire determination system in embodiment. It is a block diagram which shows schematic structure of each ECU in embodiment. It is an image which shows the relationship between the engine in embodiment, a 1st motor, and a 2nd motor. It is a figure which shows the count operation | movement of the timer of each ECU in embodiment. It is a flowchart which shows the setting process of the internal time of each ECU in embodiment. It is a flowchart which shows operation | movement of EFI-ECU in embodiment. It is a flowchart which shows operation | movement of MG-ECU in embodiment. It is a flowchart which shows operation | movement of HV-ECU in embodiment. It is a block diagram which shows schematic structure of the misfire determination system in the modification 1. FIG. 9 is a block diagram illustrating a schematic configuration of each ECU in a first modification. It is a block diagram which shows schematic structure of the misfire determination system in the modification 2. FIG. 9 is a block diagram illustrating a schematic configuration of each ECU in a second modification.

  Hereinafter, an embodiment for carrying out the invention will be described with reference to FIGS. First, the configuration of the misfire determination system 100 will be described. The misfire determination system 100 is mounted on a well-known hybrid vehicle provided with an engine 80, a first motor 71, and a second motor 72 as a driving source for traveling. Further, this hybrid vehicle corresponds to the vehicle in the claims, and as shown in FIG. 3, the rotation of the engine 80 is caused by the first motor 71 and the second motor 72 via a torsion element 90 made of a damper or the like. It is the composition transmitted to. The misfire determination system 100 uses the front-stage shaft rotation speed Ne, which is the rotation speed of the front-stage shaft 91 of the torsion element 90, and the rear-stage shaft rotation speed Nd, which is the rotation speed of the rear-stage shaft 92 of the torsion element 90. The engine misfire is determined in consideration of the effect of the 90 resonance. The front shaft 91 can be referred to as a crankshaft or an engine output shaft. On the other hand, the rear shaft 92 can be referred to as an input shaft or a motor input shaft. Therefore, the front shaft speed can be referred to as the engine speed. On the other hand, the rear shaft rotational speed can be referred to as the input shaft rotational speed.

  The hybrid vehicle includes a power distribution and integration mechanism configured by a battery (not shown) corresponding to a battery in claims and a planetary gear mechanism in addition to the engine 80, the first motor 71, the second motor 72, and the like. And so on. Since the hybrid vehicle is a well-known technique, a detailed description thereof is omitted. In the present embodiment, as an example, a four-cylinder engine having a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder as shown in FIG. 4 will be described. For the power distribution and integration mechanism, refer to Patent Document 1 and the like.

  As shown in FIG. 1, the misfire determination system 100 includes an HV-ECU 10, an EFI-ECU 20, an MG-ECU 30, a signal line 40, a communication line 50, and the like. ECU is an abbreviation for Electronic Control Unit. Moreover, when not distinguishing HV-ECU10, EFI-ECU20, and MG-ECU30 in particular, these may be simplified and may be called each ECU. The signal line 40 can also be referred to as a direct line. A direct wire is a wire such as a metal wire configured by directly connecting a wire harness, for example, one-to-one for each ECU or sensor to which a signal is transmitted.

  Each of the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30 is connected via a signal line 40. Further, the HV-ECU 10 and the EFI-ECU 20, and the HV-ECU 10 and the MG-ECU 30 are connected via a communication line 50. Therefore, the HV-ECU 10 is configured to be able to communicate with the EFI-ECU 20 and the MG-ECU 30 via the communication line 50.

  Communication performed via the communication line 50 is performed in accordance with, for example, a network standard that can also be used for in-vehicle devices. In this case, the communication units 15, 25, and 35 provided in each ECU are communication devices compliant with this network standard. For example, a CAN bus can be adopted as the communication line 50. CAN is an abbreviation for Controller Area Network. CAN is a registered trademark.

  The HV-ECU 10 exchanges various signals such as control commands with the EFI-ECU 20 and the MG-ECU 30. Therefore, various signals flow through the communication line 50. Further, the signal line 40 can allow a synchronization signal to be described later to flow. In other words, each ECU is connected by a signal line 40 different from the communication line 50. The signal line 40 is assumed to be unidirectional and single signal communication, and no transmission wait or collision occurs. Therefore, the HV-ECU 10 and the MG-ECU 30 can acquire the synchronization signal from the EFI-ECU 20 without being affected by a delay in the communication line 50 or the like. In addition, the signal line 40 can be used as a line for transmitting a synchronization signal from the EFI-ECU 20 to the HV-ECU 10 or the MG-ECU 30 for other functions. Therefore, the misfire determination system 100 can transmit a synchronization signal from the EFI-ECU 20 to the HV-ECU 10 and the MG-ECU 30 while suppressing an increase in cost. Each ECU uses this synchronization signal as a timing signal for time synchronization.

  The HV-ECU 10 corresponds to the hybrid control device in the claims. The HV-ECU 10 gives control commands in the EFI-ECU 20 and the MG-ECU 30 described later. As shown in FIG. 2, the processing unit 11, the storage unit 12, the timer 13, the input / output unit 14, and the communication unit. 15 etc. are comprised. That is, the HV-ECU 10 can be said to be a control device that performs overall driving control of the hybrid vehicle. The HV-ECU 10 is a device that controls the EFI-ECU 20 and the MG-ECU 30. The HV-ECU 10 issues a control command by transmitting a control request via the communication line 50.

  The processing unit 11 performs arithmetic processing based on a program stored in the storage unit 12 and a signal acquired via the input / output unit 14 or the communication unit 15. The processing unit 11 outputs the calculation result via the input / output unit 14 or the communication unit 15.

  The processing unit 11 uses the timer 13 to determine the elapsed time with reference to the reference edge of the synchronization signal. For example, the timer 13 performs a counting operation based on the clock signal of the HV-ECU 10, and resets the count value every time a reference edge occurs. That is, the count value of the timer 13 corresponds to the elapsed time from the reference edge. Therefore, the processing unit 11 can determine the elapsed time based on the count value of the timer 13. In other words, the processing unit 11 measures the elapsed time based on the count value of the timer 13. This elapsed time is referred to as an internal time in the HV-ECU 10. Further, the timer 13 may count (that is, count) the number of occurrences of the reference edge in addition to the counting operation based on the clock signal. In this case, the number of occurrences may be set as the internal time in the HV-ECU 10 in addition to the elapsed time. That is, the internal time in this case is a value obtained by adding the elapsed time to the number of occurrences.

  Thus, the HV-ECU 10 can obtain a high-resolution internal time by using the clock signal for measuring the elapsed time. Further, the EFI-ECU 20 and the MG-ECU 30 to be described later measure the elapsed time in the same manner as the HV-ECU 10. Therefore, each ECU resets the count value by the reference edge, so that it is possible to cancel the accumulation of clock errors between the ECUs. However, the present invention can be employed even in an HV-ECU 10 that does not measure elapsed time or count occurrences.

  The synchronization signal is a signal for synchronizing the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30. The HV-ECU 10 receives a synchronization signal transmitted from the EFI-ECU 20 described later via the signal line 40.

  The communication unit 15 corresponds to the hybrid communication unit in the claims. The communication unit 15 acquires, for example, the motor time that is the detection time of the motor rotation speed Nm1 of the first motor 71, the motor rotation speed Nm2 of the second motor 72, and the motor rotation speeds Nm1 and Nm2 via the communication line 50. To do.

  Then, the calculation unit 111 of the processing unit 11 calculates the input shaft rotation speed Nd using the motor rotation speeds Nm1 and Nm2 acquired by the communication unit 15. Thus, in this embodiment, the example in which the calculation part 111 is provided in HV-ECU10 is employ | adopted. The calculation unit 111 calculates the input shaft rotation speed Nd by the following equation, for example.

Nd = Nm2 · Gr + ρ · Nm1 / (1 + ρ) (formula)
Note that ρ is the gear ratio of the power distribution and integration mechanism (the number of teeth of the sun gear / the number of teeth of the ring gear). Gr is the gear ratio of the reduction gear.

  Further, the calculation unit 111 sets the motor time that is the detection time of the motor rotation speeds Nm1 and Nm2 used for the calculation as the subsequent time that is the calculation time of the input shaft rotation speed Nd. Since this latter stage time is the calculation time of the input shaft rotation speed Nd, it can also be called the Nd calculation time. The calculation unit 111 may store the input shaft rotation speed Nd and the subsequent time in the storage unit 12 in association with each other. In other words, the calculation unit 111 may store post-stage information including the input shaft rotation speed Nd and the post-stage time in the storage unit 12. And the communication part 15 transmits back | latter stage information to EFI-ECU20 via the communication line 50 according to the instruction | indication from the process part 11. FIG.

  The HV-ECU 10 may acquire the accelerator opening, the vehicle speed, the engine speed, the ignition signal, the shift position signal, the brake pedal position signal, and the like via the input / output unit 14 and the communication unit 15. .

  The EFI-ECU 20 corresponds to the engine control device in the claims. As shown in FIG. 2, the EFI-ECU 20 is configured to include a processing unit 21, a storage unit 22, a timer 23, an input / output unit 24, a communication unit 25, and the like. The processing unit 21 performs arithmetic processing based on a program stored in the storage unit 22 and a signal acquired via the input / output unit 24 or the communication unit 25. Further, the processing unit 21 outputs the calculation result via the input / output unit 24 and the communication unit 25.

  The processing unit 21 uses the timer 23 to determine the elapsed time with reference to the reference edge of the synchronization signal. The method for determining the elapsed time by the processing unit 21 is the same as that by the processing unit 11. However, the processing unit 21 resets the count value every time the reference edge of the synchronization signal is generated, and counts the number of occurrences of generating the reference edge.

  This elapsed time is referred to as an internal time in the EFI-ECU 20. For this reason, the EFI-ECU 20 can obtain a high-resolution internal time, like the HV-ECU 10. Further, the timer 23 may count the number of occurrences of the reference edge in addition to the counting operation based on the clock signal. In this case, the number of occurrences may be used as the internal time in the EFI-ECU 20 in addition to the elapsed time. That is, the internal time in this case is a value obtained by adding the elapsed time to the number of occurrences. The timer 23 corresponds to the first timer in the claims.

  The EFI-ECU 20 is connected to a crank angle sensor 61, a cam angle sensor 62, and the like. The crank angle sensor 61 detects the rotational position of the crankshaft, and outputs a crank angle signal corresponding to the crank angle. The cam angle sensor 62 detects the rotational position of an intake valve that performs intake and exhaust to the combustion chamber and the rotational position of the camshaft that opens and closes the exhaust valve, and outputs a cam position signal according to the rotational position of the camshaft.

  The processing unit 21 acquires a crank angle signal and a cam position signal. The first rotation speed detection unit 211 of the processing unit 21 detects the engine rotation speed Ne by performing a calculation based on the acquired crank angle signal. The first rotation speed detection unit 211 measures the preceding time that is the detection time of the engine rotation speed Ne. At this time, the first rotation speed detection unit 211 sets the count value of the timer 23 as the preceding stage time. That is, the first rotation speed detection unit 211 sets the internal time at the time when the engine rotation speed Ne is detected as the preceding stage time. Since the preceding stage time is the detection time of the engine speed Ne, it can also be called the Ne detection time. In addition, the 1st rotation speed detection part 211 is good also considering the frequency | count of generation | occurrence | production as a preceding stage time in addition to the count value of the timer 23. FIG. In this case, the first rotation speed detection unit 211 sets a value obtained by adding the elapsed time to the number of occurrences as the preceding stage time.

  Then, the processing unit 21 stores the engine speed Ne and the previous time in the storage unit 22 in association with each other. In other words, the processing unit 21 stores the previous stage information including the engine speed Ne and the previous stage time in the storage unit 22. It is preferable that the processing unit 21 stores not only the latest previous stage information but also a plurality of previous stage information including the engine speed Ne detected in the past in the storage unit 22.

  Further, the processing unit 21 generates a TDC signal indicating that the cylinder has reached the top dead center, a G2 signal whose output is inverted every 360 ° CA, or the like from a cam position signal or the like. The processing unit 21 uses the crank angle signal, the TDC signal, the G2 signal, and the like when performing engine control. CA is an abbreviation for crank angle. TDC is an abbreviation for Top Dead Center.

  Incidentally, each of the crank angle signal, the TDC signal, and the G2 signal is a pulse signal that is generated as the engine rotates and is used for engine control. Therefore, in the present embodiment, any one of the crank angle signal, the TDC signal, and the G2 signal is employed as the synchronization signal. That is, the synchronization signal is a signal that is used for controlling the engine 80 and that generates a reference edge in synchronization with a process in the cycle of the engine 80. Therefore, the EFI-ECU 20 acquires the synchronization signal by generating the synchronization signal by itself.

  The misfire determination system 100 employs a crank angle signal, a TDC signal, a G2 signal, and the like as a synchronization signal, thereby improving the accuracy of control timing based on an existing signal without adding a function to hardware. Therefore, more accurate control can be performed. Further, during the misfire determination, the engine is rotating and the G2 signal is always generated. For this reason, the misfire determination system 100 adopts the G2 signal as a synchronization signal, so that it is not necessary to change the specification of the G2 signal for the present invention, and the existing control which is the original use of the G2 signal is also affected. The objective can be achieved without giving.

  In addition, the G2 signal or the like has almost no shift in acquisition timing in each ECU. Therefore, each ECU can share the same time axis by updating its internal time each time a reference edge such as a G2 signal is detected.

  However, the synchronization signal is not limited to this. The synchronization signal employed in the present embodiment is used for engine control, and can be rephrased as a signal in which a reference edge is generated in synchronization with a process in the engine cycle. One cycle includes an intake process, a compression process, an expansion process, and an exhaust process, as shown in FIG. Therefore, the steps in one cycle are these steps.

  As an example, FIG. 4 shows the waveform of the G2 signal as a synchronization signal. As shown in FIG. 4, the G2 signal has an edge every crank angle rotation, that is, every 720 ° CA. The edge every 720 ° CA is a down edge indicated by a down arrow. The G2 signal is a pulse signal generated when the engine is started and rotated by the motor 71 as shown in FIG.

  The EFI-ECU 20 transmits this synchronization signal to the HV-ECU 10 and the MG-ECU 30 via the signal line 40. That is, the EFI-ECU 20 transmits a synchronization signal to the HV-ECU 10 and the MG-ECU 30 not via the communication line 50 but via the signal line 40. Therefore, each ECU receives a synchronization signal. In other words, each ECU is configured to be able to acquire the same pulse signal as the synchronization signal. The misfire determination system 100 uses each synchronization signal to synchronize with each ECU.

  The communication unit 25 corresponds to the engine communication unit in the claims. The communication unit 25 acquires post-stage information from the HV-ECU 10 via the communication line 50. The processing unit 21 includes a misfire determination unit 212 that determines misfire of the engine 80 using the input shaft rotation speed Nd included in the subsequent stage information and the engine rotation speed Ne included in the previous stage information. The misfire determination unit 212 can acquire the first-stage information and the second-stage information. The first-stage information is acquired by calculation by the EFI-ECU 20, and the second-stage information is acquired through the communication line 50.

  The misfire determination unit 212 determines engine misfire by using the engine speed Ne and the input shaft speed Nd that are the closest to the preceding stage time and the succeeding stage time in the acquired preceding stage information and succeeding stage information. That is, the misfire determination unit 212 extracts from the storage unit 22 the previous time closest to the subsequent time acquired via the communication unit 25. Then, the misfire determination unit 212 uses the engine rotation speed Ne associated with the extracted preceding stage time and the input shaft rotation number Nd associated with the subsequent stage time acquired via the communication unit 25, torsion angle. To determine engine misfire. The misfire determination unit 212 extracts the previous stage time that is the same time as the subsequent stage time from the storage unit 22, and the input shaft rotational speed Nd associated with the subsequent stage time and the engine rotational speed associated with the previous stage time. It is preferable to determine the misfire of the engine using Ne. Thus, in the present embodiment, an example in which the misfire determination unit 212 is provided in the EFI-ECU 20 is employed.

  In addition to the crank angle signal and the cam position signal, the EFI-ECU 20 may receive signals from various sensors that detect the state of the engine. Examples of this signal include a cooling water temperature signal from a water temperature sensor, a throttle position signal from a throttle valve position sensor, an air flow meter signal from an air flow meter, an intake air temperature signal from an intake air temperature sensor, and the like.

  The MG-ECU 30 corresponds to the motor control device in the claims. The MG-ECU 30 controls the driving of the first motor 71 and the second motor 72, and as shown in FIG. 2, the processing unit 31, the storage unit 32, the timer 33, the input / output unit 34, and the communication unit 35. And so on. The MG-ECU 30 is connected to a first motor 71, a second motor 72, and the like.

  Each of the first motor 71 and the second motor 72 is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, and exchanges power with the battery via an inverter (not shown). To do.

  The processing unit 31 performs arithmetic processing based on a program stored in the storage unit 32 and a signal acquired via the input / output unit 34 or the communication unit 35. Further, the processing unit 31 outputs the calculation result via the input / output unit 34 and the communication unit 35.

  The processing unit 31 uses the timer 33 to determine the elapsed time with reference to the reference edge of the synchronization signal. The method for determining the elapsed time by the processing unit 31 is the same as that by the processing unit 11. Therefore, this elapsed time is referred to as an internal time in MG-ECU 30. For this reason, the MG-ECU 30 can obtain the internal time with a high resolution, like the HV-ECU 10. Further, the timer 33 may count the number of occurrences of the reference edge in addition to the counting operation based on the clock signal. In this case, in addition to the elapsed time, the number of occurrences may be the internal time in MG-ECU 30. That is, the internal time in this case is a value obtained by adding the elapsed time to the number of occurrences. The timer 33 corresponds to the second timer in the claims.

  The processing unit 31 receives signals necessary for driving and controlling the first motor 71 and the second motor 72 via the input / output unit 34 and the communication unit 35. This signal is applied to, for example, a resolver signal from a rotation position detection sensor that detects the rotation positions of the rotors of the first motor 71 and the second motor 72, and the first motor 71 and the second motor 72 detected by a current sensor. Phase current to be applied. Further, the processing unit 31 outputs a switching control request to the inverter.

  And the process part 31 contains the 2nd rotation speed detection part 311 which detects motor rotation speed Nm1, Nm2 based on the acquired resolver signal. The second rotation speed detector 311 detects the motor rotation speeds Nm1 and Nm2, and measures the motor time that is the detection time of the motor rotation speeds Nm1 and Nm1. At this time, the second rotation speed detection unit 311 sets the count value of the timer 33 as the motor time. That is, the second rotation speed detection unit 311 sets the internal time at the time when the motor rotation speeds Nm1 and Nm1 are detected as the motor time. Since the motor time is the detection time of the motor rotation speeds Nm1 and Nm2, it can also be called the Nm detection time. Note that the second rotation speed detection unit 311 may set the number of occurrences as the motor time in addition to the count value of the timer 33. In this case, the second rotation speed detection unit 311 sets the value obtained by adding the elapsed time to the number of occurrences as the motor time. Further, the second rotation speed detection unit 311 may store the motor rotation speeds Nm1 and Nm2 in association with the motor time in the storage unit 32.

  The communication unit 35 corresponds to the motor communication unit in the claims. The communication unit 35 transmits the motor rotation speeds Nm1, Nm2 and the motor time to the HV-ECU 10 via the communication line 50 in response to an instruction from the processing unit 31.

  Here, the processing operation of the misfire determination system 100 will be described with reference to FIGS.

  First, an internal time setting process, which is a processing operation common to each ECU, will be described with reference to FIG. Each ECU starts the process shown in the flowchart of FIG. 5 when the power supply to itself is started, and executes the process shown in the flowchart of FIG. 5 every predetermined time while the power is supplied.

  In step S10, it is determined whether or not there is a reference edge interrupt. Each of the processing units 11 and 31 determines whether or not there is an interrupt indicating that a reference edge has occurred in the synchronization signal input via the signal line 40. If each of the processing units 11 and 31 acquires the reference edge, it is determined that there is an interrupt, and the process proceeds to step S12. If the reference edge is not acquired, the process proceeds to step S11. On the other hand, the processing unit 21 determines whether or not there is an interrupt indicating that the reference edge of the synchronization signal output via the signal line 40 is output. If the reference edge is output, the processing unit 21 regards that there is an interrupt and proceeds to step S12. If the reference edge is not output, the processing unit 21 regards that there is no interrupt and proceeds to step S11. Each ECU can measure the elapsed time from the reference edge and can count the number of occurrences of the reference edge by determining the reference edge interruption in this way.

  In step S11, the current counter value and the number of occurrences are set as the internal time. In step S12, the reference edge occurrence count is updated. That is, the timers 13, 23, and 33 of each ECU count up the number of occurrences of the reference edge. Thereby, each ECU can measure the elapsed time from the reference edge. When the number of occurrences is not included in the internal time, the timers 13, 23, and 33 of each ECU omit step S12 and proceed to step S13.

  In step S13, the count value is reset. That is, the timers 13, 23, and 33 of each ECU reset the elapsed time from the reference edge. Thereby, each ECU can measure the elapsed time from the reference edge.

  Next, the processing operation of each ECU will be described individually. First, the processing operation of the EFI-ECU 20 will be described. The EFI-ECU 20 executes the process of the flowchart shown in FIG. 6 every predetermined time.

  In step S20, the engine speed Ne is detected. The first rotation speed detection unit 211 detects the engine rotation speed Ne by performing a calculation based on the acquired crank angle signal.

  In step S21, the current internal time is set as the preceding time. The first rotation speed detection unit 211 sets the internal time at the time when the engine rotation speed Ne is detected in step S20 as the preceding stage time. The internal time here is an internal time in the EFI-ECU 20.

  In step S22, the engine speed Ne and the previous time are stored. The processing unit 21 stores the engine speed Ne detected in step S20 and the previous time set in step S21 in the storage unit 22 in association with each other.

  In step S23, the input shaft rotational speed Nd and the subsequent stage time are received. The communication unit 25 acquires post-stage information including the input shaft speed Nd and the post-stage time from the HV-ECU 10 via the communication line 50.

  In step S24, the engine speed Ne having the preceding stage time closest to the following stage time is loaded. The misfire determination unit 212 extracts, from the storage unit 22, the engine speed Ne associated with the preceding stage time closest to the succeeding stage time acquired via the communication unit 25. For example, the subsequent stage time acquired via the communication unit 25 and the preceding stage time closest to the subsequent stage time have the same number of occurrences of the reference edge and the elapsed time from the reference edge.

  In step S25, misfire determination processing is executed. The misfire determination unit 212 performs a misfire determination process using the engine speed Ne and the input shaft speed Nd. That is, the misfire determination unit 212 uses the engine speed Ne associated with the preceding stage time extracted in step S24 and the input shaft revolution number Nd associated with the later stage time acquired in step S23 to misfire the engine. Determine. Therefore, the misfire determination unit 212 can determine the misfire of the engine using the engine speed Ne and the input shaft speed Nd that are the closest to the preceding stage time and the succeeding stage time in the acquired preceding stage information and succeeding stage information. For example, the misfire determination unit 212 can determine engine misfire using the engine speed Ne and the input shaft speed Nd obtained at the same time.

  For the misfire determination process, for example, the method disclosed in Patent Document 1 can be used. Specifically, refer to FIGS. However, the processing unit 21 does not execute steps S200 and S210 of FIG. The processing unit 21 uses the input shaft rotational speed Nd received in S23 and the engine rotational speed Ne loaded in S24 in S220 of FIG.

  Next, the processing operation of the MG-ECU 30 will be described. The MG-ECU 30 executes the process of the flowchart shown in FIG. 7 every predetermined time.

  In steps S30 and S31, the motor rotation speed Nm1 of the first motor 71 and the motor rotation speed Nm2 of the second motor 72 are detected. The second rotation speed detector 311 detects the motor rotation speeds Nm1 and Nm2 based on the acquired resolver signal.

  In step S32, the current internal time is set as the motor time. The second rotation speed detection unit 311 sets the internal time at the time when the motor rotation speeds Nm1 and Nm1 are detected as the motor time. The internal time here is an internal time in the MG-ECU 30.

  In step S33, the motor rotation speeds Nm1, Nm2 and the motor time are transmitted. The communication unit 35 transmits the motor rotation speeds Nm1 and Nm2 and the motor time to the HV-ECU 10 via the communication line 50.

  Next, the processing operation of the HV-ECU 10 will be described. The HV-ECU 10 executes the process of the flowchart shown in FIG. 8 every predetermined time.

  In step S40, motor rotation speeds Nm1, Nm2 and motor time are received. The communication unit 15 acquires the motor rotation speeds Nm1 and Nm2 and the motor time via the communication line 50.

  In step S41, the input shaft rotation speed Nd is calculated. The calculation unit 111 calculates the input shaft rotation speed Nd using the motor rotation speeds Nm1 and Nm2 acquired in step S40.

  In step S42, the motor time is set as the subsequent time. The calculation unit 111 sets the motor time that is the detection time of the motor rotation speeds Nm1 and Nm2 used for the calculation as the subsequent time that is the calculation time of the input shaft rotation speed Nd.

  In step S43, the input shaft rotation speed Nd and the subsequent stage time are transmitted. The communication unit 15 transmits post-stage information including the input shaft rotation speed Nd and the post-stage time to the EFI-ECU 20 via the communication line 50. As described above, in the misfire determination system 100, the HV-ECU 10 transmits the later time together with the input shaft rotation speed Nd, so that the EFI-ECU 20 specifies the engine rotation speed and the input shaft rotation speed Nd at the same time. be able to.

  As described above, the misfire determination system 100 detects the engine speed Ne and measures the preceding time that is the detection time of the engine speed Ne. Further, the misfire determination system 100 calculates the input shaft rotation speed Nd using the motor rotation speeds Nm1 and Nm2, and sets the motor time that is the detection time of the motor rotation speeds Nm1 and Nm2 used for the calculation as a subsequent stage time. To do. Then, the EFI-ECU 20 of the misfire determination system 100 acquires post-stage information via the communication line 50, and determines engine misfire using the engine speed Ne and the input shaft speed Nd.

Further, the misfire determination system 100 acquires a synchronization signal for the EFI-ECU 20 to synchronize with the MG-ECU 30, and the MG-ECU 30 acquires the synchronization signal. In the misfire determination system 100, the EFI-ECU 20 measures the previous stage time based on the synchronization signal, and the MG-ECU 30 measures the motor time based on the synchronization signal. That is, each of the EFI-ECU 20 and the MG-ECU 30 can measure the preceding stage time and the motor time with reference to the common synchronization signal.

  As a result, the misfire determination system 100 can identify the closest preceding stage time and the following stage time even if there is a delay before obtaining the engine speed Ne and the input shaft speed Nd. Since the misfire determination system 100 performs the misfire determination of the engine using the front shaft speed and the rear shaft speed that are closest to the preceding time and the following time, the misfire determination can be performed with high accuracy.

  That is, the EFI-ECU 20 can know the accurate detection time of the input shaft rotation speed Nd without being affected by the delay time generated by the above-described two communications. Therefore, the EFI-ECU 20 uses the engine rotational speed Ne detected at a certain time n and the input shaft rotational speed Nd calculated using the motor rotational speeds Nm1 and Nm2 detected at the time n to The exact torsion angle at can be obtained. Therefore, the misfire determination system 100 can determine misfire with high accuracy.

  Specifically, in this way, the misfire determination system 100 can determine the accurate twist angle of the twist element 90 at a certain time n. Therefore, the misfire determination system 100 can calculate the influence component that the resonance in the torsion element 90 exerts on the engine speed Ne. The misfire determination system 100 can accurately determine whether or not the fluctuation in the rotation speed is due to misfire by using the rotation speed obtained by removing the resonance influence component from the engine rotation speed Ne.

  Further, the elapsed time from the reference edge is reset in a short cycle when the engine speed is high. Therefore, the communication delay between the ECUs may exceed the reset interval of the elapsed time. For this reason, it is preferable that the misfire determination system 100 adopts a value obtained by adding the elapsed time to the number of occurrences of the reference edge as the internal time of each ECU. Thereby, each ECU can recognize how many resets it is. That is, the EFI-ECU 20 can improve the accuracy when specifying the closest preceding time and the succeeding time, and can determine misfire more accurately. In other words, the EFI-ECU 20 can suppress the misfire determination using the engine speed Ne and the input shaft speed Nd that are delayed. In other words, the EFI-ECU 20 can suppress the misfire determination using the engine speed Ne and the input shaft speed Nd obtained at different timings of the reference edge occurrence.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the embodiments described above, and various modifications can be made without departing from the spirit of the present invention. Hereinafter, modifications 1 and 2 of the present invention will be described. The techniques described in the above-described embodiment and modifications 1 and 2 can be implemented in various combinations.

(Modification 1)
The misfire determination system 100a in the modification 1 is demonstrated. Here, the difference between the misfire determination system 100a and the misfire determination system 100 will be mainly described.

  As shown in FIG. 9, the misfire determination system 100a does not include the HV-ECU 10, but includes an EFI-ECU 20a and an MG-ECU 30a. The EFI-ECU 20a and the MG-ECU 30a are connected by a signal line 40 and a communication line 50.

  As shown in FIG. 10, the EFI-ECU 20a includes a processing unit 21a, a storage unit 22a, a timer 23a, an input / output unit 24a, a communication unit 25a, and the like. The processing unit 21a includes a first rotation speed detection unit 211a and a misfire determination unit 212a. The communication unit 25a acquires subsequent stage information from the MG-ECU 30a via the communication line 50.

  The EFI-ECU 20a is different from the EFI-ECU 20 in that the latter stage information is acquired from the MG-ECU 30a, and other configurations and processing contents are the same as those of the EFI-ECU 20. Therefore, the detailed description regarding the EFI-ECU 20a is omitted.

  As shown in FIG. 10, the MG-ECU 30a includes a processing unit 31a, a storage unit 32a, a timer 33a, an input / output unit 34a, a communication unit 35a, and the like. The processing unit 31a includes a calculation unit 311a and a second rotation number detection unit 312a. Similar to the calculation unit 111, the calculation unit 311a calculates the input shaft rotation number Nd using the motor rotation numbers Nm1 and Nm2, and the motor rotation number that is the detection time of the motor rotation numbers Nm1 and Nm2 used for the calculation. Is set as the later time. In addition, the communication unit 35 a transmits subsequent stage information to the EFI-ECU 20 a via the communication line 50.

  The MG-ECU 30a is different from the MG-ECU 30 in that the calculation unit 311a is provided and the communication unit 35a transmits post-stage information to the EFI-ECU 20a. Other configurations and processing contents are the same as the MG-ECU 30. is there. Therefore, the detailed description regarding MG-ECU 30a is omitted.

  The misfire determination system 100a can achieve the same effects as the misfire determination system 100.

(Modification 2)
The misfire determination system 100b in the modification 2 is demonstrated. Here, the difference between the misfire determination system 100b and the misfire determination system 100 will be mainly described.

  As shown in FIG. 11, the misfire determination system 100b includes three ECUs, that is, the HV-ECU 10b, the EFI-ECU 20a, and the MG-ECU 30a, similarly to the misfire determination system 100. Each ECU of the misfire determination system 100b is connected by a signal line 40 and a communication line 50, similarly to each ECU of the misfire determination system 100.

  As shown in FIG. 12, the HV-ECU 10b includes a processing unit 11b, a storage unit 12b, a timer 13b, an input / output unit 14b, a communication unit 15b, and the like. The processing unit 11b includes a misfire determination unit 111b. Similarly to the misfire determination unit 212, the misfire determination unit 111b determines misfire of the engine 80 using the front-stage shaft rotation speed and the rear-stage shaft rotation speed. The communication unit 15b acquires the former stage information from the EFI-ECU 20b and the latter stage information from the MG-ECU 30b via the communication line 50.

  The HV-ECU 10b is different from the HV-ECU 10 in that the calculation unit 111 is not provided, the pre-stage information is acquired from the EFI-ECU 20b, the post-stage information is acquired from the MG-ECU 30b, and a misfire determination is performed. The HV-ECU 10b is the same as the HV-ECU 10 in other configurations and processing contents. Therefore, the detailed description regarding HV-ECU10b is abbreviate | omitted.

  As shown in FIG. 12, the EFI-ECU 20b includes a processing unit 21b, a storage unit 22b, a timer 23b, an input / output unit 24b, a communication unit 25b, and the like. The processing unit 21b includes a first rotation speed detection unit 211b. The communication unit 25b transmits the previous stage information to the HV-ECU 10b via the communication line 50.

  The EFI-ECU 20b is different from the EFI-ECU 20 in that the previous stage information is transmitted to the HV-ECU 10b and the misfire determination is not performed, and other configurations and processing contents are the same as those of the EFI-ECU 20. Therefore, the detailed description regarding the EFI-ECU 20b is omitted.

  As shown in FIG. 12, the MG-ECU 30b includes a processing unit 31b, a storage unit 32b, a timer 33b, an input / output unit 34b, a communication unit 35b, and the like. The processing unit 31b includes a calculation unit 311b and a second rotation number detection unit 312b. Similar to the calculation unit 111, the calculation unit 311b calculates the input shaft rotation number Nd using the motor rotation numbers Nm1 and Nm2, and the motor rotation number that is the detection time of the motor rotation numbers Nm1 and Nm2 used for the calculation. Is set as the later time. In addition, the communication unit 35b transmits subsequent stage information to the HV-ECU 10b via the communication line 50.

  The MG-ECU 30b is different from the MG-ECU 30 in that the calculation unit 311b is provided and the communication unit 35b transmits post-stage information to the HV-ECU 10b, and other configurations and processing contents are the same as the MG-ECU 30. is there. Therefore, the detailed description regarding MG-ECU 30a is omitted.

  The misfire determination system 100b can achieve the same effects as the misfire determination system 100.

  10 HV-ECU, 11 processing unit, 111 calculation unit, 12 storage unit, 13 timer, 14 input / output unit, 15 communication unit, 20 EFI-ECU, 21 processing unit, 211 first rotation speed detection unit, 212 misfire determination unit , 22 storage unit, 23 timer, 24 input / output unit, 25 communication unit, 30 MG-ECU, 31 processing unit, 311 second rotation speed detection unit, 32 storage unit, 33 timer, 34 input / output unit, 35 communication unit, 40 signal lines, 50 communication lines, 61 crank angle sensor, 62 cam angle sensor, 71 first motor generator, 72 second motor generator, 80 engine, 90 twist element, 91 front shaft, 92 rear shaft, 100 misfire determination system

Claims (7)

The rotation of the engine (80) is mounted on a vehicle in which the rotation of the engine (80) is transmitted to the motor (71, 72) via the torsion element (90), and the front shaft rotation speed (Ne) which is the rotation speed of the front shaft of the torsion element and the A misfire determination system for determining misfire of the engine while taking into account the influence of resonance of the torsion element using the rear shaft rotation speed (Nd) which is the rotation speed of the rear shaft of the torsion element,
An engine control device (20, 20a, 20b) that controls the engine, detects the front shaft rotational speed, and measures a front time that is a detection time of the front shaft rotational speed;
A motor control device (30, 30a, 30b) that controls the motor, detects the motor rotation speed (Nm1, Nm2) of the motor, and measures the motor time that is the detection time of the motor rotation speed. When,
A calculation unit (111) that calculates the rear shaft rotational speed using the motor rotational speed and sets the motor time of the motor rotational speed used for the calculation as a subsequent time that is a calculation time of the rear shaft rotational speed. , 311a, 311b),
Pre-stage information including the pre-stage shaft rotation speed and the pre-stage time and post-stage information including the post-stage shaft rotation speed and the post-stage time can be acquired, and at least one of the pre-stage information and the post-stage information is a communication line. And a misfire determination unit (212, 212a, 111b) for determining misfire of the engine using the front shaft speed and the rear shaft speed.
The engine control device and the motor control device can acquire a synchronization signal that can share the same time axis without any shift in acquisition timing,
The engine control unit is configured to acquire the synchronization signal for synchronizing with the motor control device, the front time is measured on the basis of the said synchronization signal,
The motor control device measures the motor time on the basis of the synchronization signal,
The misfire determination unit performs a misfire determination of the engine by using the front-stage shaft speed and the rear-stage shaft speed that are closest to the previous stage time and the rear stage time in the acquired previous stage information and the subsequent stage information. A misfire determination system characterized by that.   The misfire determination system according to claim 1, wherein the synchronization signal is a signal that is used for controlling the engine and that generates a reference edge in synchronization with a process in a cycle of the engine. The engine control device includes a first timer (23, 23a, 23b) that performs a counting operation based on its own clock signal and resets the count value every time the reference edge occurs. The count value is the previous time,
The motor control device includes a second timer (33, 33a, 33b) that performs a counting operation based on its own clock signal and resets the count value every time the reference edge occurs. The misfire determination system according to claim 2, wherein the count value is the motor time. The engine control device counts the number of occurrences of the reference edge, and in addition to the count value of the first timer, sets the number of occurrences as the preceding stage time,
4. The misfire determination system according to claim 3, wherein the motor control device counts the number of occurrences of the reference edge and sets the number of occurrences as the motor time in addition to the count value of the second timer. 5. . A hybrid control device (10) connected to the engine control device and the motor control device via the communication line,
The motor control device (30)
A motor communication unit (35) for transmitting the motor rotation speed and the detection time of the motor rotation speed to the hybrid control device via the communication line;
The hybrid controller is
The calculation unit (111);
A hybrid communication unit (15) for acquiring the motor rotation speed and the motor time from the motor control device via the communication line, and transmitting the subsequent stage information to the engine control device via the communication line; Have
The engine control device (20)
The misfire determination unit (212);
The misfire determination according to any one of claims 1 to 4, further comprising an engine communication unit (25) that acquires the post-stage information from the hybrid control device via the communication line. system. The engine control device (20a) and the motor control device (30a) are connected via the communication line,
The motor control device
The calculation unit (311a);
A motor communication unit (35a) for transmitting the post-stage information to the engine control device via the communication line;
The engine control device
The misfire determination unit (212a);
The misfire determination according to any one of claims 1 to 4, further comprising: an engine communication unit (25a) that acquires the post-stage information from the motor control device via the communication line. system. A hybrid control device (10b) connected to the engine control device (20b) and the motor control device (30b) via the communication line;
The motor control device
The calculation unit (311b);
A motor communication unit (35b) for transmitting the post-stage information to the hybrid control device via the communication line,
The engine control device
An engine communication unit (25b) that transmits the preceding stage information to the hybrid control device via the communication line;
The hybrid controller is
The misfire determination unit (111b);
A hybrid communication unit (15b) that obtains the post-stage information from the motor control device via the communication line and obtains the pre-stage information from the engine control device via the communication line; The misfire determination system according to any one of claims 1 to 4, wherein:

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