JP4697046B2 - Internal combustion engine apparatus and misfire determination method for internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine device and a misfire determination method for an internal combustion engine, and more particularly, to an internal combustion engine device having a multi-cylinder internal combustion engine capable of outputting power to a drive shaft via a torsion element, and an internal combustion engine in such an internal combustion engine device. It is related with the misfire judgment method.

Conventionally, in this type of internal combustion engine device, when the combustion parameter calculated from the time signal when the crankshaft of the engine rotates at a predetermined angle resonates with the vibration of the vehicle to generate a secondary vibration, the combustion parameter is compensated. There has been proposed one that determines whether any cylinder of an engine has misfired (see, for example, Patent Document 1). In this apparatus, as a compensation for the combustion parameter, a kind of band-pass filter for removing the frequency of the natural vibration of the vehicle body is applied to the combustion parameter.
JP-A-10-231750

  In the above-described internal combustion engine device, when two consecutive cylinders misfire, misfire may be erroneously detected. This is because when two consecutive cylinders misfire, the resonance component due to the misfire is large, and even if a bandpass filter is applied to the combustion parameters, the frequency of the natural vibration of the vehicle body cannot be sufficiently removed. It is done.

  According to the internal combustion engine device, the vehicle equipped with the same, and the misfire determination method for the internal combustion engine of the present invention, two consecutive cylinders of a multi-cylinder internal combustion engine capable of outputting power to the drive shaft via a torsion element such as a damper misfire. One of the purposes is to more reliably and accurately determine two-cylinder continuous misfire. Another object of the internal combustion engine device of the present invention, a vehicle equipped with the internal combustion engine device, and a misfire determination method for the internal combustion engine is to more reliably and accurately identify a misfired cylinder in a two-cylinder continuous misfire.

  The internal combustion engine apparatus of the present invention, a vehicle equipped with the same, and a misfire determination method for the internal combustion engine employ the following means in order to achieve at least a part of the above object.

The internal combustion engine device of the present invention is
An internal combustion engine device having a multi-cylinder internal combustion engine capable of outputting power to a drive shaft via a torsion element,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Unit rotation angle rotation required time for calculating a unit rotation angle rotation required time that is a time required to rotate the predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft based on the detected rotation position. Computing means;
A first required time difference that is a difference of the first predetermined angle of the calculated unit rotation angle rotation required time is calculated, and a determination requirement that is a difference of the second predetermined angle of the calculated first required time difference Continuous misfire determination means for calculating a time difference, and determining two-cylinder continuous misfire in which any two consecutive cylinders of the plurality of cylinders are misfired based on the calculated determination time difference;
When the two-cylinder continuous misfire is determined by the continuous misfire determination means, a resonance influence component extraction process for extracting an influence component due to resonance of the torsion element is performed for the calculated unit rotation angle rotation required time to obtain a resonance influence component And misfiring cylinder identifying means for identifying a misfiring cylinder among the plurality of cylinders of the internal combustion engine based on the acquired resonance influence component;
It is a summary to provide.

  In the internal combustion engine device of the present invention, a unit rotation angle that is a time required to rotate a predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft of the internal combustion engine based on the rotation position of the output shaft of the internal combustion engine. A rotation required time is calculated, a first required time difference that is a difference of a first predetermined angle of the calculated unit rotation angle rotation required time is calculated, and at the same time a second predetermined angle difference of the calculated first required time difference is calculated. A certain required time difference for determination is calculated, and based on the calculated required time difference for determination, a two-cylinder continuous misfiring in which any two consecutive cylinders of the plurality of cylinders are misfiring is determined. Thereby, it is possible to more reliably and accurately determine a two-cylinder continuous misfire in which two consecutive cylinders of a multi-cylinder internal combustion engine capable of outputting power to the drive shaft via a torsion element misfire. When the two-cylinder continuous misfire is determined, the resonance influence component extraction process is performed to extract the influence component due to the resonance of the torsion element in the calculated unit rotation angle rotation required time, and the resonance influence component is acquired and the acquired resonance influence is obtained. Based on the component, a cylinder that misfires among a plurality of cylinders of the internal combustion engine is specified. As a result, the misfiring cylinder in the two-cylinder continuous misfiring can be identified more accurately and accurately.

  In such an internal combustion engine apparatus of the present invention, the first required time difference is a unit rotation angle rotation required time corresponding to 90 degrees before the top dead center of the compression stroke and a unit corresponding to 60 degrees before the top dead center. The difference in required rotation angle rotation time, and the required time difference for determination is a difference between the first required time difference and a first required time difference corresponding to 360 degrees before the first required time difference. You can also Further, the continuous misfire determination means may be means for determining 2-cylinder continuous misfire when the calculated determination time difference for determination is larger than a predetermined threshold value.

  Further, in the internal combustion engine device of the present invention, the misfire cylinder specifying means includes a rotation fluctuation component reference point which is a reference point of a rotation speed fluctuation component due to torque output from the internal combustion engine and a misfire of two cylinders. A first phase difference that is a phase difference from a misfire cylinder reference point that is a reference point in a cycle of one cylinder, an influence component reference point that is a reference point of the acquired resonance influence component, and a position of the rotation fluctuation component reference point It may be a means for specifying a cylinder that has misfired based on the second phase difference that is a phase difference. In this case, the misfire cylinder specifying means obtains the rotation fluctuation component reference point from the influence component reference point and the second phase difference, and the misfire cylinder from the obtained rotation fluctuation component reference point and the first phase difference. It may be a means for obtaining a reference point and identifying a cylinder corresponding to the obtained misfire cylinder reference point and a cylinder paired with the cylinder as a misfire cylinder.

  Further, in the internal combustion engine device of the present invention, the resonance influence component extraction process may be a process of applying a band pass filter that passes only a frequency band region including a resonance frequency of the torsion element. In this way, only the region including the resonance frequency of the torsion element can be obtained efficiently, and the misfire cylinder can be specified more accurately.

  In the internal combustion engine apparatus of the present invention, the power is connected to the output shaft of the internal combustion engine through the torsion element and to the drive shaft, and power is supplied to the output shaft and the drive shaft with input and output of electric power and power. It is also possible to provide power power input / output means capable of inputting / outputting. In this case, the electric power drive input / output means is connected to the three shafts of the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, and is based on the power input / output to any two of the three shafts. It is also possible to provide means that includes a three-axis power input / output means for inputting / outputting power to the remaining shaft and an electric motor capable of inputting / outputting power to / from the rotating shaft.

  The vehicle according to the present invention includes the internal combustion engine apparatus according to any one of the above-described aspects, that is, the internal combustion engine apparatus that basically includes a multi-cylinder internal combustion engine capable of outputting power to the drive shaft via a torsion element. A rotation position detecting means for detecting a rotation position of the output shaft of the internal combustion engine, and rotating the predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft based on the detected rotation position. Unit rotation angle rotation required time calculation means for calculating a unit rotation angle rotation required time that is a time required for the first rotation, and a first required time that is a difference between the calculated unit rotation angle rotation required time and a first predetermined angle. A difference is calculated, a determination required time difference that is a difference of a second predetermined angle of the calculated first required time difference is calculated, and any one of the plurality of cylinders is calculated based on the calculated determination required time difference Two consecutive cylinders The continuous misfire determination means for determining the two-cylinder continuous misfire that is misfiring, and when the two-cylinder continuous misfire is determined by the continuous misfire determination means, the calculated unit rotation angle rotation time is affected by the resonance of the torsion element. A misfire cylinder identifying means for performing a resonance effect component extraction process for extracting a component to acquire a resonance effect component and identifying a misfired cylinder among a plurality of cylinders of the internal combustion engine based on the acquired resonance effect component; The gist of the invention is that an internal combustion engine device including the above is mounted as a power source, and an axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the internal combustion engine device of the present invention according to any one of the above-described aspects, the effects exhibited by the internal combustion engine device of the present invention, for example, power can be output to the drive shaft via a torsion element. The effect of being able to more accurately and accurately determine the two-cylinder continuous misfiring in which two consecutive cylinders of a multi-cylinder internal combustion engine are misfiring, and the more accurately identifying the cylinder that is misfiring in the two-cylinder continuous misfire The same effects as those that can be achieved can be achieved.

The misfire determination method for an internal combustion engine of the present invention includes:
A misfire determination method for determining misfire of an internal combustion engine in an internal combustion engine device having a multi-cylinder internal combustion engine capable of outputting power to a drive shaft via a torsion element,
Based on the rotational position of the output shaft of the internal combustion engine, a unit rotation angle rotation time which is a time required to rotate the predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft is calculated,
A first required time difference, which is a difference of a first predetermined angle of the calculated unit rotation angle rotation required time, and a determination required time which is a difference of a second predetermined angle of the calculated first required time difference Calculating a difference, and determining a two-cylinder continuous misfiring in which any two consecutive cylinders of the plurality of cylinders are misfiring based on the calculated determination time difference;
When the two-cylinder continuous misfire is determined, a resonance influence component extraction process for extracting an influence component due to resonance of the torsion element is performed for the calculated unit rotation angle rotation required time to acquire the resonance influence component and the acquired resonance Identifying a misfired cylinder among the plurality of cylinders of the internal combustion engine based on an influential component;
It is characterized by that.

  In the misfire determination method for an internal combustion engine according to the present invention, the time required to rotate the predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft of the internal combustion engine based on the rotational position of the output shaft of the internal combustion engine. A unit rotation angle rotation required time is calculated, a first required time difference that is a difference of the first predetermined angle of the calculated unit rotation angle rotation required time is calculated, and a second predetermined angle of the calculated first required time difference is calculated. Is calculated, and a two-cylinder continuous misfire in which any two consecutive cylinders of the plurality of cylinders are misfired is determined based on the calculated difference in the required time for determination. Thereby, it is possible to more reliably and accurately determine a two-cylinder continuous misfire in which two consecutive cylinders of a multi-cylinder internal combustion engine capable of outputting power to the drive shaft via a torsion element misfire. When the two-cylinder continuous misfire is determined, the resonance influence component extraction process is performed to extract the influence component due to the resonance of the torsion element in the calculated unit rotation angle rotation required time, and the resonance influence component is acquired and the acquired resonance influence is obtained. Based on the component, a cylinder that misfires among a plurality of cylinders of the internal combustion engine is specified. As a result, the misfiring cylinder in the two-cylinder continuous misfiring can be identified more accurately and accurately.

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

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

  The engine 22 is configured as a 6-cylinder internal combustion engine that can output power using a hydrocarbon-based fuel such as gasoline or light oil. For example, as shown in FIG. The fuel is injected from the fuel injection valve 126 provided for each cylinder, and the intake air and the gasoline are mixed. The mixture is sucked into the fuel chamber through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

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

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

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

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

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

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

  Next, an operation for determining that two cylinders among the cylinders of the engine 22 mounted in the hybrid vehicle 20 of the embodiment configured as described above are continuously misfired will be described. FIG. 3 is a flowchart showing an example of a two-cylinder continuous misfire detection processing routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time.

  When the two-cylinder continuous misfire detection process is executed, the CPU 24a of the engine ECU 24 first calculates the crank angle CA detected by the crank position sensor 140 and the time required for 30 degrees T30 required for the crankshaft 26 to rotate 30 degrees. The input process is executed (step S100). Here, as shown in the N30 and T30 calculation processing of FIG. 4, the 30-degree required time T30 is input as a crank angle CA every 30 degrees from the reference crank angle (step S200), and 30 degrees is 360 degrees. By dividing the divided value by the time required to rotate 30 degrees, a 30-degree rotational speed N30 (N30 = (30/360) / required time) is calculated (step S210), and the inverse of this is taken to be 30 degrees. The required time T30 (T30 = 1 / N30) is calculated (step S220).

Subsequently, the value obtained by subtracting the time required for 30 degrees T30, 30 degrees before the top dead center in the compression stroke of the cylinder, from the time required for 30 degrees T30, which is 90 degrees before the top dead center in the compression stroke of each cylinder. The required time difference D39 at the timing 30 degrees before the top dead center is calculated (step S110), and the difference between the calculated required time difference D39 and the required time difference D39 360 degrees before is calculated as a determination difference J360 ( Step S120). Then, it is determined whether or not the determination difference J360 is larger than the threshold value Jref (step S130). The required time difference D39 is a negative value if the cylinder 28 is normally combusted (exploded) from the degree of acceleration of the piston 132 by the combustion (explosion) of the engine 22 if the influence of the torsional resonance of the damper 28 is small. When the cylinder is misfired, the positive value is obtained. However, when the effect of the torsional resonance of the damper 28 is large, even if the misfire is caused by the effect of the torsional resonance, the value becomes a negative value or is normally burned. May also be negative. The difference J360 for determination is the difference between the required time difference D39 of the cylinder that is misfired and the required time difference D39 of the cylinder that is normally burning if the cylinder 28 is misfired even if torsional resonance of the damper 28 occurs. Therefore, it is always a positive and relatively large value. In particular, the tendency becomes remarkable in the two-cylinder continuous misfire. In the embodiment, by using this, when the determination difference J360 is larger than the threshold value Jref, it is determined as the two-cylinder continuous misfire. An example of the time change of the crank angle CA and the fluctuation component (AC component) of the required time T30, the required time difference D39, and the determination difference J360 when the fourth and fifth cylinders in the firing order are misfiring. As shown in FIG. As shown in the drawing, the determination difference J360 for the fourth cylinder and the fifth cylinder in the ignition order is larger than the threshold value Jref . When the determination difference J360 is smaller than the threshold value Jref, it is determined that no misfire has occurred, and the two-cylinder continuous misfire detection process is terminated.

  When it is determined that the determination difference J360 is greater than the threshold value Jref, the 30-degree rotational speed N30, the rotational speed Ne of the engine 22 and the current gear stage of the transmission 35 are input (step S140), and the input 30-degree rotational speed A band-pass filter that extracts a frequency that is half the rotational speed Ne of the engine 22 is applied to N30 to obtain a post-filtering rotational speed FN30 (step S150). In the case of two-cylinder continuous misfire, the misfire frequency is half the rotational speed Ne of the engine 22, which causes torsional resonance of the damper 28. Therefore, the post-filter rotational speed FN30 obtained by this bandpass filter is This can be considered as an influential component that affects the rotational speed Ne of the engine 22 due to the 28 torsional resonance. An example of a Bode diagram of the bandpass filter is shown in FIG. In this band-pass filter, the frequency that is half of the rotational speed Ne of the engine 22 may be adjusted so as to have the highest gain.

  Subsequently, the reference position of the post-filter rotation speed FN30, that is, the crank angle CA at the start point (0 degree in the sine curve) in the cycle of the post-filter rotation speed FN30 is determined as the reference crank angle CA (FN) (step S160). The first phase θ1 and the second phase θ2 are derived based on the rotational speed Ne of the engine 22 and the gear stage of the transmission 35 (step S170). Here, the first phase θ1 is the reference position of the fluctuation component of the engine speed Ne due to the engine torque in the two-cylinder continuous misfire and the upper in the compression stroke of the first misfire cylinder ignited first of the two misfired cylinders. The second phase θ2 is the reference position of the fluctuation component of the engine speed Ne due to the engine torque and the reference position of the fluctuation component of the engine speed Ne due to the torsional resonance of the damper 28 in the two-cylinder continuous misfire. Is the phase. FIG. 7 shows an example of the temporal change of the fluctuation component of the rotational speed Ne of the engine 22 due to the crank angle CA, the post-filter rotational speed FN30, and the engine torque when the third cylinder and the fourth cylinder are misfiring in the misfire order. . As a result, the crank angle CA obtained by subtracting the second phase θ2 from the reference position of the post-filter rotation speed FN30 becomes the reference position of the fluctuation component of the rotation speed Ne of the engine 22 due to the engine torque, and the first phase θ1 is added from this reference position. The crank angle CA becomes the top dead center of the compression stroke of the first misfire cylinder. Since the first phase θ1 and the second phase θ2 change when the rotational speed Ne of the engine 22 and the gear stage of the transmission 35 are changed, in the embodiment, the rotational speed Ne of the engine 22 and the transmission are experimentally determined. The relationship with the gear stage 35 is obtained and stored in advance in the ROM 24b as a map. When the rotational speed Ne of the engine 22 and the gear stage of the transmission 35 are given, the corresponding first phase θ1 and second phase θ2 from the map. And was derived.

  Then, the crank angle CA (MF) is calculated by adding the first phase θ1 derived to the reference crank angle CA (FN) and subtracting the second phase θ2 (step S180), and corresponds to the crank angle CA (MF). The cylinder is identified as the first misfire cylinder and the cylinder to be ignited next is identified as the second misfire cylinder (step S190), and the two-cylinder continuous misfire detection process is terminated.

  According to the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment described above, the top dead center in the compression stroke of each cylinder at the time required for 30 degrees T30, which is the time required for the crankshaft 26 to rotate by 30 degrees. The required time difference D39 is calculated as the difference between the previous 90 degrees and the previous 30 degrees, and the determination difference J360 is calculated as the 360-degree difference between the required time differences D39. When the determination difference J360 is greater than the threshold value Jref, two cylinders are continuous. It is determined that a misfire has occurred, and a bandpass filter that extracts an influence component due to torsional resonance of the damper 28 is applied to the 30-degree rotation speed N30, which is the rotation speed every 30 degrees of the crankshaft 26, and the post-filter rotation speed FN30 is acquired and engine is set to the reference crank angle CA (FN) which is the reference position of the post-filter rotation speed FN30. Since the first phase θ1 determined based on the rotational speed Ne of 22 and the gear stage of the transmission 35 is added and the second phase θ2 is reduced to identify the first misfire cylinder and the second misfire cylinder, the twist of the damper 28 Even if resonance has occurred, it is possible to detect two-cylinder continuous misfire more accurately and accurately, and to accurately identify the two cylinders that have misfired.

  In the internal combustion engine apparatus mounted on the hybrid vehicle 20 of the embodiment, the required time difference D39 is calculated as a difference between 90 degrees before and 30 degrees before the top dead center in the compression stroke of each cylinder at the 30-degree required time T30. The determination difference J360 is calculated as a 360-degree difference of the time difference D39, and when the determination difference J360 is greater than the threshold value Jref, it is determined that the two-cylinder continuous misfire has occurred. A required time difference is calculated as a difference between 120 degrees and 60 degrees before the top dead center in the compression stroke, and a determination difference is calculated as a 360-degree difference between the required time differences. The calculated determination difference is greater than the threshold value Jref. Sometimes, it may be determined that there is a two-cylinder continuous misfire.

  In the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment, the 30-degree required time T30 as the time required for the crankshaft 26 to rotate 30 degrees and the 30-degree rotation speed that is the rotation speed every 30 degrees of the crankshaft 26 The misfire of the engine 22 is determined based on N30. However, the time required for the crankshaft 26 to rotate 5 degrees is 5 degrees as the time required for 5 degrees and the rotation speed of the crankshaft 26 every 5 degrees. Based on the number N5, the misfire of the engine 22 is determined, the time required for the crankshaft 26 to rotate 10 degrees, the time required for 10 degrees T10, and the 10-degree rotational speed N10 that is the rotational speed every 10 degrees of the crankshaft 26 The misfire of the engine 22 is determined using various required times and rotation speeds, such as determining the misfire of the engine 22 based on It may be as to determine.

  In the internal combustion engine device mounted on the hybrid vehicle 20 according to the embodiment, the misfire of the 6-cylinder engine 22 is determined. However, the misfire of the 4-cylinder engine may be determined, and the misfire of the 8-cylinder engine may be determined. Or any engine misfire as long as it is a plurality of cylinders.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is connected to the crankshaft 26 of the engine 22 via a damper 28 as a torsion element and is connected to the rotation shaft of the motor MG1 and the ring gear shaft 32a as a drive shaft. And the motor MG2 connected to the ring gear shaft 32a via the reduction gear 35, the engine 22 misfire determination device is used, but the crankshaft of the engine is connected to the subsequent stage via a damper as a torsion element. Since it may be anything, the power of the motor MG2 is different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected), as exemplified in the hybrid vehicle 120 of the modification of FIG. D of what is connected to the axle (the axle connected to the wheels 64a and 64b in FIG. 8) The gin 22 may be used as a misfire determination device, or as illustrated in the hybrid vehicle 220 of the modified example of FIG. 9, the inner rotor 232 connected to the crankshaft 26 of the engine 22 via the damper 28 and the drive wheels 63a and 63b. And an outer rotor 234 connected to a drive shaft that outputs power to the engine 22. The engine 22 includes a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power. It is good also as a misfire determination apparatus.

  Further, the internal combustion engine device is not limited to such an internal combustion engine device mounted on a hybrid vehicle, but is an internal combustion engine such as an internal combustion engine mounted on a moving body other than the vehicle or a non-moving facility such as a construction facility. It does not matter as a device. Moreover, it is good also as a form of the misfire determination method of an internal combustion engine.

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

  The present invention is applicable to an internal combustion engine device, a vehicle manufacturing industry, and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 3 is a flowchart showing an example of a two-cylinder misfire detection process executed by an engine ECU 24. It is a flowchart which shows an example of the calculation process of 30 degree | times rotation speed N30 and 30 degree | times required time T30. An example of the time change of the crank angle CA and the fluctuation component (AC component) of the required time T30, the required time difference D39, and the determination difference J360 when the fourth and fifth cylinders in the firing order are misfiring. It is explanatory drawing shown. It is explanatory drawing which shows an example of the Bode diagram of a band pass filter. It is explanatory drawing which shows an example of the time change of the fluctuation | variation component of the rotation speed Ne of the engine 22 by the crank angle CA, the post-filter rotation speed FN30, and the engine torque when the 3rd cylinder and the 4th cylinder are misfiring in the misfire order. is there. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

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

Claims (10)

An internal combustion engine device having a multi-cylinder internal combustion engine capable of outputting power to a drive shaft via a torsion element,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
Unit rotation angle rotation required time for calculating a unit rotation angle rotation required time that is a time required to rotate the predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft based on the detected rotation position. Computing means;
A first required time difference is calculated as a difference between two unit rotation angle rotation required times corresponding to a position rotated by a first predetermined angle in the calculated unit rotation angle rotation required time and the calculated first required time A required time difference for determination is calculated as a difference between two first required time differences corresponding to a position rotated by a second predetermined angle among the time differences, and the plurality of cylinders are calculated based on the calculated required time difference for determination. Continuous misfire determination means for determining 2-cylinder continuous misfire in which any two consecutive cylinders are misfired,
When the two-cylinder continuous misfire is determined by the continuous misfire determination means, a resonance influence component extraction process for extracting an influence component due to resonance of the torsion element is performed for the calculated unit rotation angle rotation required time to obtain a resonance influence component And misfiring cylinder identifying means for identifying a misfiring cylinder among the plurality of cylinders of the internal combustion engine based on the acquired resonance influence component;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The first required time difference is a difference between a unit rotation angle rotation required time corresponding to 90 degrees before the top dead center of the compression stroke and a unit rotation angle rotation required time corresponding to 60 degrees before the top dead center. And
The determination required time difference is a difference between the first required time difference and a first required time difference corresponding to 360 degrees before the first required time difference.
Internal combustion engine device.   The internal combustion engine apparatus according to claim 1 or 2, wherein the continuous misfire determination means is means for determining a 2-cylinder continuous misfire when the calculated determination time difference is larger than a predetermined threshold value. The misfire cylinder specifying means is a compression stroke of a cylinder that is ignited first of the two cylinders that are misfiring with a rotation fluctuation component reference point as a starting point in a cycle of a fluctuation component of the rotation speed due to torque output from the internal combustion engine. The phase difference between the first phase difference that is the phase difference from the misfire cylinder reference point as the top dead center and the influence component reference point as the start point in the period of the acquired resonance influence component and the rotational fluctuation component reference point The internal combustion engine device according to any one of claims 1 to 3, wherein the internal combustion engine device is means for specifying a misfired cylinder based on the second phase difference.   The misfire cylinder specifying means obtains the rotation fluctuation component reference point from the influence component reference point and the second phase difference, and determines the misfire cylinder reference point from the obtained rotation fluctuation component reference point and the first phase difference. 5. The internal combustion engine device according to claim 4, wherein the internal combustion engine device is a means for determining the cylinder corresponding to the determined misfire cylinder reference point and the cylinder paired with the cylinder as a misfire cylinder.   6. The internal combustion engine apparatus according to claim 1, wherein the resonance influence component extraction process is a process of applying a bandpass filter that passes only a frequency band region including a resonance frequency of the torsion element.   Connected to the output shaft of the internal combustion engine via the torsion element and connected to the drive shaft, and with the input and output of power and power, the power power input that can input and output power to the output shaft and the drive shaft The internal combustion engine device according to any one of claims 1 to 6, further comprising output means. The power power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and based on the power input / output to any two of the three shafts, 8. The internal combustion engine device according to claim 7, comprising: a three-axis power input / output means for inputting / outputting power to / from the shaft; and an electric motor capable of inputting / outputting power to / from the rotating shaft.   A vehicle comprising the internal combustion engine device according to claim 1 as a power source and an axle connected to the drive shaft. A misfire determination method for determining misfire of an internal combustion engine in an internal combustion engine device having a multi-cylinder internal combustion engine capable of outputting power to a drive shaft via a torsion element,
Based on the rotational position of the output shaft of the internal combustion engine, a unit rotation angle rotation time which is a time required to rotate the predetermined unit rotation angle for each predetermined unit rotation angle of the output shaft is calculated,
A first required time difference is calculated as a difference between two unit rotation angle rotation required times corresponding to a position rotated by a first predetermined angle in the calculated unit rotation angle rotation required time and the calculated first required time A required time difference for determination is calculated as a difference between two first required time differences corresponding to a position rotated by a second predetermined angle among the differences, and the plurality of cylinders are calculated based on the calculated required time difference for determination. 2 consecutive cylinder misfires in which any 2 consecutive cylinders are misfired,
When the two-cylinder continuous misfire is determined, a resonance influence component extraction process for extracting an influence component due to resonance of the torsion element is performed for the calculated unit rotation angle rotation required time to acquire the resonance influence component and the acquired resonance Identifying a misfired cylinder among the plurality of cylinders of the internal combustion engine based on an influential component;
A misfire determination method for an internal combustion engine.

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