Control device and vehicle

Abstract

The present application provides a control device and a vehicle capable of detecting a failure of an engine even when the vehicle is operating in a non-EV mode and the engine is operating at a low torque. The control device is a control device of a vehicle provided with an internal combustion engine, a generator capable of rotating by the action of the internal combustion engine, and a motor that outputs a driving force to a driving wheel by electric power generated by the generator. The control device instructs the internal combustion engine and the generator to generate power, and detects a failure of the internal combustion engine when the generator is operating.

Description

Technical Field

[0001] This invention relates to control devices and vehicles. Background Technology

[0002] A technique for detecting engine malfunctions in vehicles is known. For example, Japanese Patent Application Publication No. 2015-505761 discloses a technique that involves applying torque to an engine to make it rotate without starting it, and detecting engine malfunctions based on the fuel pressure at that time. Summary of the Invention

[0003] The technology described in Japanese Patent Publication No. 2015-505761 is a technology for detecting engine malfunctions when a vehicle is operating in EV mode. However, in conventional technology, engine malfunctions are sometimes not detected when the vehicle is operating in non-EV mode. Moreover, in conventional technology, malfunctions such as insufficient gas are sometimes not detected when the engine is operating at low torque.

[0004] The present invention was made with such considerations in mind, and one of its objectives is to provide a control device and vehicle that can detect engine malfunctions even when the vehicle is operating in non-EV mode and the engine is running at low torque.

[0005] The control device and vehicle of the present invention adopt the following structure.

[0006] (1): One aspect of the present invention is a vehicle control device, wherein the vehicle includes: an internal combustion engine, a generator that can rotate under the action of the internal combustion engine, and an electric motor that outputs driving force to the drive wheels through the power generated by the generator. The control device instructs the internal combustion engine and the generator to generate electricity, and, while the generator is running, detects and identifies faults in the internal combustion engine.

[0007] (2): In the above scheme (1), the control device instructs the internal combustion engine and the generator to generate electricity, and detects that the internal combustion engine has malfunctioned after the generator has been running for a specified period of time.

[0008] (3): In the above scheme (1) or (2), when the internal combustion engine is in a low water temperature state before the warm-up is completed, the internal combustion engine performs low torque operation with a lower output torque than after the warm-up is completed, and the control device stops the fault detection of the internal combustion engine during the low torque operation.

[0009] (4): In the above (3) scheme, when the internal combustion engine is in the low torque operation, the control device determines whether the air-fuel ratio of the internal combustion engine is above the first threshold based on the value output by the air-fuel ratio sensor of the vehicle. If it is determined that the air-fuel ratio of the internal combustion engine is above the first threshold, the low torque operation is stopped.

[0010] (5): In the above scheme (3) or (4), when the internal combustion engine is in the low torque operation, the control device determines whether the pressure sensor value of the fuel pipe in the internal combustion engine is below the second threshold based on the value output by the pressure sensor of the vehicle. If the pressure sensor value is determined to be below the second threshold, the low torque operation is stopped.

[0011] (6): Another aspect of the present invention provides a vehicle comprising an internal combustion engine, a generator that can rotate under the action of the internal combustion engine, a battery that stores the electricity generated by the rotation of the generator, and an electric motor that supplies electricity from the battery and outputs driving force to the drive wheels. When the internal combustion engine is in operation without being mechanically connected to the drive wheels and the internal combustion engine is operating at low torque, it is detected whether the torque of the internal combustion engine has failed.

[0012] According to (1) to (5), engine malfunctions can be detected even when the vehicle is operating in non-EV mode and the engine is running at low torque.

[0013] According to (3) to (4), engine torque failure can be detected without additional cost. Attached Figure Description

[0014] Figure 1 This is a diagram illustrating an example of the structure of vehicle M in this embodiment.

[0015] Figure 2 This is a diagram illustrating an example of the functional structure of a control device.

[0016] Figure 3 This is a diagram illustrating an example of the output of the various components of vehicle M when the engine experiences torque failure.

[0017] Figure 4 This is a diagram illustrating an example of the relationship between the torque of the engine and the torque of the first motor.

[0018] Figure 5 This is a flowchart illustrating an example of the operation of a control device. Detailed Implementation

[0019] Hereinafter, embodiments of the control device and vehicle of the present invention will be described with reference to the accompanying drawings.

[0020] [Overall Structure]

[0021] Figure 1 This diagram illustrates an example of the structure of vehicle M according to this embodiment. The vehicle M shown is a hybrid vehicle capable of switching between series and parallel operation. In series operation, the engine is not mechanically connected to the drive wheels, and the engine's power is dedicated to generating electricity via a generator, which is then supplied to the electric motor for driving. In parallel operation, the engine is mechanically (or fluidly connected via a torque converter) connected to the drive wheels, and the engine's power can be transmitted to the drive wheels or used for generating electricity. Figure 1 The vehicle M with the structure shown can switch between series and parallel modes by engaging or disengaging the lock-up clutch 14.

[0022] like Figure 1 As shown, vehicle M is equipped with, for example, an engine 10, a first motor (generator) 12, a lock-up clutch 14, a gearbox 16, a second motor (electric motor) 18, a braking device 20, drive wheels 25, a PCU (Power Control Unit) 30, a battery 60, battery sensors 62 such as voltage sensors, current sensors, and temperature sensors, and vehicle sensors such as a throttle opening sensor 70, a vehicle speed sensor 72, and a brake pedal position sensor 74. This vehicle M, as a drive source, at least includes an engine 10, a second motor 18, and a battery 60.

[0023] Engine 10 is an internal combustion engine that outputs power by burning fuels such as gasoline. Engine 10 is, for example, a reciprocating engine equipped with a combustion chamber, cylinder and piston, intake valve, exhaust valve, fuel injection device, spark plug, connecting rod, crankshaft, etc. Alternatively, engine 10 can also be a rotary engine. Engine 10 also includes an air-fuel ratio sensor 10a that detects the air-fuel ratio (A / F) of the gas in the combustion chamber, and a pressure sensor 10b that detects the pressure in the fuel line of engine 10.

[0024] The first motor 12 is, for example, a three-phase alternator. The first motor 12 is connected to the rotor of the engine 10 via the output shaft (e.g., crankshaft) and uses the power output by the engine 10 to generate electricity. The output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 via a lock-up clutch 14.

[0025] The lock-up clutch 14 switches the state of the output shaft of the engine 10 and the rotor of the first motor 12 connected to the drive wheel 25 side and disconnected from the drive wheel 25 side according to the instructions from the PCU 30.

[0026] Gearbox 16 is a transmission. Gearbox 16 changes the power output from engine 10 and transmits it to the drive wheels 25. The gear ratio of gearbox 16 is specified by PCU 30.

[0027] The second motor 18 is, for example, a three-phase AC motor. The rotor of the second motor 18 is connected to the drive wheel 25. The second motor 18 uses the supplied electricity and outputs power to the drive wheel 25. In addition, the second motor 18 uses the kinetic energy of the vehicle M to generate electricity when the vehicle M decelerates, and stores the generated electricity in the battery 60 via the second converter 34 and VCU40 described later.

[0028] The braking device 20 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the hydraulic cylinder. The braking device 20 may also include a backup mechanism for transmitting hydraulic pressure generated by operating the brake pedal via a master hydraulic cylinder to another hydraulic cylinder. The braking device 20 is not limited to the structure described above; it may also be an electronically controlled hydraulic braking device that transmits hydraulic pressure from the master hydraulic cylinder to another hydraulic cylinder.

[0029] PCU30 includes, for example, a first converter 32, a second converter 34, a VCU (Voltage Control Unit) 40, and a control device 50. The structure that integrates these components into a single PCU30 is just one example; these components can also be distributed.

[0030] The first converter 32 and the second converter 34 are, for example, AC-DC converters. The DC-side terminals of the first converter 32 and the second converter 34 are connected to a DC line DL. A battery 60 is connected to the DC line DL via a VCU 40. The first converter 32 converts the AC power generated by the first motor 12 into DC power and outputs it to the DC line DL, or converts the DC power supplied via the DC line DL into AC power and supplies it to the first motor 12. Similarly, the second converter 34 converts the AC power generated by the second motor 18 into DC power and outputs it to the DC line DL, or converts the DC power supplied via the DC line DL into AC power and supplies it to the second motor 18.

[0031] VCU40 is, for example, a DC-DC converter. VCU40 boosts the power supplied from battery 60 and outputs it to DC line DL.

[0032] The function of the control device 50 will be described later. The battery 60 is, for example, a secondary battery such as a lithium-ion battery.

[0033] A throttle opening sensor 70 is installed on the accelerator pedal, which serves as an operating element for receiving acceleration instructions from the driver. It detects the amount of throttle pedal operation and outputs this as the throttle opening to the control device 50. A vehicle speed sensor 72 includes, for example, wheel speed sensors mounted on each wheel and a speed computer. It combines the wheel speeds detected by the wheel speed sensors to derive the vehicle speed (vehicle speed) and outputs it to the control device 50. A brake pedal pressure sensor 74 is installed on the brake pedal, which serves as an operating element for receiving deceleration or stop instructions from the driver. It detects the amount of brake pedal operation and outputs this as the brake pedal pressure to the control device 50.

[0034] Figure 2 This diagram illustrates an example of the functional structure of the control device 50. The control device 50 includes, for example, an engine control unit 51, a motor control unit 52, a brake control unit 53, a battery / VCU control unit 54, and a hybrid power control unit 55. These components are implemented, for example, by executing programs (software) using a hardware processor such as a CPU (Central Processing Unit). Alternatively, some or all of these components can be implemented using hardware (including the circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit), or through a combination of software and hardware.

[0035] In addition, the engine control unit 51, motor control unit 52, brake control unit 53 and battery / VCU control unit 54 can each be replaced with a control device separate from the hybrid power control unit 55, such as an engine ECU (Electronic Control Unit), motor ECU, brake ECU and battery ECU.

[0036] The engine control unit 51 performs ignition control, throttle opening control, fuel injection control, and fuel cut-off control of the engine 10 according to instructions from the hybrid power control unit 55. For example, the engine control unit 51 receives command values ​​related to the engine speed and torque of the engine 10 from the hybrid power control unit 55 and performs control to make the engine 10 operate according to the command values. The engine control unit 51 then sends the values ​​obtained by the air-fuel ratio sensor 10a and the pressure sensor 10b of the engine 10 to the hybrid power control unit 55.

[0037] The motor control unit 52 controls the switching of the first converter 32 and / or the second converter 34 according to the instructions from the hybrid power control unit 55.

[0038] The braking control unit 53 controls the braking device 20 according to the instructions from the hybrid power control unit 55.

[0039] The battery VCU control unit 54 calculates the SOC (State of Charge) of the battery 60 based on the output of the battery sensor 62 installed on the battery 60, and outputs it to the hybrid power control unit 55. In addition, the battery VCU control unit 54 activates the VCU 40 according to the instruction from the hybrid power control unit 55, thereby increasing the voltage of the DC line DL.

[0040] The hybrid power control unit 55 determines the driving mode based on the outputs of the throttle opening sensor 70, vehicle speed sensor 72, and brake pedal position sensor 74, and outputs instructions to the engine control unit 51, motor control unit 52, brake control unit 53, and battery / VCU control unit 54 according to the driving mode. Furthermore, in each driving mode, the hybrid power control unit 55 determines command values ​​related to the engine speed and torque of the engine 10 and sends the determined command values ​​to the engine control unit 51. Moreover, the hybrid power control unit 55 performs the torque failure detection and assessment processing of the engine 10, described later, based on the values ​​of the air-fuel ratio sensor 10a and pressure sensor 10b sent from the engine control unit 51.

[0041] [Various driving modes]

[0042] The following describes the driving modes determined by the hybrid power control unit 55. The following driving modes exist.

[0043] (1) Series hybrid driving mode (ECVT)

[0044] In the series hybrid driving mode, the hybrid control unit 55 disengages the lock-up clutch 14, supplies fuel to the engine 10 to operate the engine 10, and provides electricity generated by the first motor 12 to the battery 60 and the second motor 18. Furthermore, the second motor 18 is driven using the electricity supplied from the first motor 12 or the battery 60, and the vehicle M is propelled by the power from the second motor 18. The series hybrid driving mode is an example of a mode in which the internal combustion engine operates without mechanically connecting it to the drive wheels.

[0045] (2) EV Driving Mode (EV)

[0046] In EV driving mode, the hybrid control unit 55 disengages the lock-up clutch 14 and uses the power supplied from the battery 60 to drive the second motor 18, thereby driving the vehicle M with the power from the second motor 18.

[0047] (3) Engine-driven driving mode (LU)

[0048] In engine-driven driving mode, the hybrid power control unit 55 engages the lock-up clutch 14, causing the engine 10 to consume fuel and operate, transmitting at least a portion of the power output from the engine 10 to the drive wheels 25 to propel the vehicle M. At this time, the first motor 12 may or may not generate electricity.

[0049] (4)Regeneration

[0050] During regeneration, the hybrid power control unit 55 disengages the lock-up clutch 14, allowing the second motor 18 to generate electricity using the kinetic energy of the vehicle M. The electricity generated during regeneration is stored in the battery 60 or discarded through a waste-electricity operation.

[0051] [Summary of the operation of control device 50]

[0052] Next, a summary of the actions performed by the control device 50 will be described. Unless otherwise specified, the actions of the control device 50 described below are assumed to be performed when the vehicle M is traveling in ECVT mode.

[0053] When the vehicle M is running in ECVT mode, that is, when the first motor 12 is generating electricity through the torque output by the engine 10, sometimes the engine 10 cannot output torque due to lack of gas, malfunction, etc. (hereinafter, sometimes referred to as "torque failure").

[0054] Figure 3 This diagram illustrates an example of the output of each component of vehicle M when engine 10 experiences torque failure. Figure 3 In this context, IET represents the indicated torque given to engine 10, AET represents the actual torque of engine 10, AGT represents the actual torque of first motor 12, and NGT represents the torque of first motor 12 when engine 10 is operating normally. For example... Figure 3As shown, when engine 10 does not experience torque failure, the torque of engine 10 is the indicated torque IET, and the torque of the first motor 12 is correspondingly the normal torque NGT. That is, the first motor 12 generates electricity and performs regenerative operation using the torque output by engine 10. However, when engine 10 experiences torque failure, engine 10 can only output a torque AET that is lower than the indicated torque IET. To compensate for the insufficient torque, the first motor 12 operates by outputting a torque AGT that is greater than the normal torque NGT.

[0055] Therefore, the control device 50 instructs the engine 10 to output torque, that is, instructs the engine 10 and the first motor 12 to generate electricity, and detects torque failure of the engine 10 while the first motor 12 is operating. More specifically, the control device 50 instructs the engine 10 and the first motor 12 to generate electricity, and detects that the torque of the engine 10 has failed after the first motor 12 has been operating for a predetermined period of time.

[0056] refer to Figure 3 At time t1, the indicated torque IET of engine 10 exceeds the reference value Tref, and the first motor 12 is operating in a power-driven state. Therefore, the control device 50 detects a torque failure in engine 10 and begins measuring the duration of this state. Then, at time t2, the control device 50 determines that this state has lasted for a predetermined period tref or more, thus detecting a torque failure in engine 10. Therefore, engine malfunctions can be detected even when the vehicle is operating in non-EV mode.

[0057] In the above explanation, the control device 50 performs torque failure detection of the engine 10 at the time point when the indicated torque IET of the engine 10 becomes above the predetermined value Tref. That is, even if the indicated torque IET is positive, the control device 50 does not perform torque failure detection of the engine 10 when the indicated torque IET is less than the predetermined value Tref. This is because: when the indicated torque IET is less than the predetermined value Tref, it is assumed that the engine 10 will operate at low torque regardless of whether there is a failure, and the accuracy of the above detection method will decrease. As a scenario in which the engine 10 operates at low torque, for example, the engine 10 is in a low water temperature state before the warm-up is completed. At this time, the engine 10 operates at low torque, with a lower output torque than after the warm-up is completed.

[0058] Figure 4 This is a diagram illustrating an example of the relationship between the torque of engine 10 and the torque of first motor 12. Figure 4In the diagram, the slanted area R1 represents the low torque region of the engine 10, and the area R2 represents the non-low torque region of the engine 10. The control device 50 detects torque failure of the engine 10 when the combination of the indicated torque IET of the engine 10 and the torque of the first motor 12 is in the non-low torque region R2.

[0059] On the other hand, when the combination of the indicated torque IET of engine 10 and the torque of the first motor 12 is in the low torque region R1, or when the combination of the actual torque of engine 10 and the torque of the first motor 12 is in the low torque region R1, the control device 50 determines whether the air-fuel ratio of engine 10 is above a first threshold based on the value output by the air-fuel ratio sensor 10a. If the air-fuel ratio is determined to be above the first threshold, the control device 50 detects that the torque of engine 10 has failed. Furthermore, the control device 50 determines whether the pressure sensor value of the fuel pipe in engine 10 is below a second threshold based on the value output by the pressure sensor 10b. If the pressure sensor value is determined to be below the second threshold, the control device 50 determines that the torque of engine 10 has failed. These conditions are effective for detecting insufficient gas or malfunctions when engine 10 is operating at low torque. By determining the torque failure of engine 10 based on these conditions, the torque failure of engine 10 can be detected even when engine 10 is operating at low torque. When the control device 50 detects a torque failure in the engine 10 while it is operating at low torque, it stops the low torque operation to protect the engine 10.

[0060] [Flowchart of the operation of control device 50]

[0061] Next, refer to Figure 5 To explain the operation process of the control device 50. Figure 5 This is a flowchart illustrating an example of the operation of the control device 50. The processing of this flowchart is performed at predetermined control cycles during the operation of the vehicle M.

[0062] First, the control device 50 determines whether the indicated torque IET given to the engine 10 is a predetermined value Tref or higher, and whether the first motor 12 has been operating in power mode for a predetermined period tref or higher (step S101). If it is determined that the indicated torque IET given to the engine 10 is a predetermined value Tref or higher, and the first motor 12 has been operating in power mode for a predetermined period tref or higher, the control device 50 determines that the torque of the engine 10 has failed (step S102).

[0063] On the other hand, if it is determined that the indicated torque IET not directed to the engine 10 is above the predetermined value Tref, and the first motor 12 has been operating in power mode for a predetermined period of tref or more, the control device 50 determines whether the torque output by the engine 10 is below the predetermined value Tref (step S103). If it is determined that the torque output by the engine 10 is not below the predetermined value Tref, the control device 50 determines that the torque of the engine 10 is not faulty (step S104).

[0064] On the other hand, if it is determined that the torque output by the engine 10 is below a predetermined value Tref, the control device 50 determines whether the air-fuel ratio output by the air-fuel ratio sensor 10a is above a first threshold (step S105). If it is determined that the air-fuel ratio output by the air-fuel ratio sensor 10a is above the first threshold, the control device 50 determines that the air-fuel ratio is lean and determines that the torque of the engine 10 has failed.

[0065] On the other hand, if the air-fuel ratio output by the air-fuel ratio sensor 10a is determined to be less than the first threshold, the control device 50 determines whether the pressure sensor value output by the pressure sensor 10b is below the second threshold (step S106). If the pressure sensor value output by the pressure sensor 10b is determined to be below the second threshold, the control device 50 determines that the torque of the engine 10 has failed.

[0066] On the other hand, if the pressure sensor value output by pressure sensor 10b is determined to be greater than the second threshold, the control device 50 determines that the torque of engine 10 has not failed. Thus, the processing of this flowchart ends.

[0067] According to the processing of this embodiment described above, when the vehicle M is traveling in ECVT mode and the indicated torque to the engine 10 is above a predetermined value, the control device 50 detects a torque failure of the engine 10 based on the operating status of the first motor 12. When the engine 10 is operating at low torque, it detects a torque failure of the engine 10 based on the values ​​output by the air-fuel ratio sensor 10a and the pressure sensor 10b. Thus, even when the vehicle is operating in non-EV mode and the engine is operating at low torque, engine malfunctions can be detected.

[0068] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A control device, which is a vehicle control device, wherein, The vehicle includes: an internal combustion engine, a generator capable of rotating under the action of the internal combustion engine, and an electric motor that outputs driving force to the drive wheels through the electricity generated by the generator. When the indicated torque given to the internal combustion engine is above a predetermined value, the control device detects faults in the internal combustion engine based on the power operating status of the generator. When the indicated torque given to the internal combustion engine is less than a predetermined value, the control device does not perform fault detection of the internal combustion engine based on the indicated torque given to the internal combustion engine and the power operation status of the generator.

2. The control device according to claim 1, wherein, The control device detects a malfunction in the internal combustion engine when the indicated torque given to the internal combustion engine is above a specified value and the generator power operation has continued for a specified period.

3. A control device, which is a vehicle control device, wherein, The vehicle includes: an internal combustion engine, a generator capable of rotating under the action of the internal combustion engine, and an electric motor that outputs driving force to the drive wheels through the electricity generated by the generator. When the indicated torque given to the internal combustion engine is above a predetermined value, the control device detects faults in the internal combustion engine based on the power operating status of the generator. When the internal combustion engine is at a low water temperature before warm-up is complete, it operates at a low torque, which reduces the output torque compared to when warm-up is complete. During low-torque operation, the control device does not perform fault detection of the internal combustion engine based on the indicated torque given to the internal combustion engine and the power operation status of the generator.

4. The control device according to claim 3, wherein, The control device detects a malfunction in the internal combustion engine when the indicated torque given to the internal combustion engine is above a specified value and the generator power operation has continued for a specified period.

5. The control device according to claim 3, wherein, When the internal combustion engine is in the low torque operation, the control device determines whether the air-fuel ratio of the internal combustion engine is above a first threshold based on the value output by the air-fuel ratio sensor of the vehicle. If the air-fuel ratio of the internal combustion engine is determined to be above the first threshold, the low torque operation is stopped.

6. The control device according to claim 3, wherein, When the internal combustion engine is in the low torque operation, the control device determines whether the pressure sensor value of the fuel pipe in the internal combustion engine is below a second threshold based on the value output by the pressure sensor of the vehicle. If the pressure sensor value is determined to be below the second threshold, the low torque operation is stopped.

7. The control device according to claim 5, wherein, When the internal combustion engine is in the low torque operation, the control device determines whether the pressure sensor value of the fuel pipe in the internal combustion engine is below a second threshold based on the value output by the pressure sensor of the vehicle. If the pressure sensor value is determined to be below the second threshold, the low torque operation is stopped.

8. A control device, which is a vehicle control device, wherein, The vehicle includes: an internal combustion engine, a generator capable of rotating under the action of the internal combustion engine, and an electric motor that outputs driving force to the drive wheels through the electricity generated by the generator. The control device instructs the internal combustion engine and the generator to generate electricity, and while the generator is running, it performs fault detection on the internal combustion engine. When the internal combustion engine is at a low water temperature before warm-up is complete, it operates at a low torque, which reduces the output torque compared to when warm-up is complete. The control device stops the fault detection of the internal combustion engine during the low torque operation.

9. The control device according to claim 8, wherein, When the internal combustion engine is in the low torque operation, the control device determines whether the air-fuel ratio of the internal combustion engine is above a first threshold based on the value output by the air-fuel ratio sensor of the vehicle. If the air-fuel ratio of the internal combustion engine is determined to be above the first threshold, the low torque operation is stopped.

10. The control device according to claim 8, wherein, When the internal combustion engine is in the low torque operation, the control device determines whether the pressure sensor value of the fuel pipe in the internal combustion engine is below a second threshold based on the value output by the pressure sensor of the vehicle. If the pressure sensor value is determined to be below the second threshold, the low torque operation is stopped.

11. The control device according to claim 9, wherein, When the internal combustion engine is in the low torque operation, the control device determines whether the pressure sensor value of the fuel pipe in the internal combustion engine is below a second threshold based on the value output by the pressure sensor of the vehicle. If the pressure sensor value is determined to be below the second threshold, the low torque operation is stopped.

12. A vehicle, wherein, The vehicle includes: an internal combustion engine, a generator that can rotate under the action of the internal combustion engine, an electric motor that outputs driving force to the drive wheels through the electricity generated by the generator, and a control device. When the indicated torque given to the internal combustion engine is above a predetermined value, the control device detects faults in the internal combustion engine based on the power operating status of the generator. When the indicated torque given to the internal combustion engine is less than a predetermined value, the control device does not perform fault detection of the internal combustion engine based on the indicated torque given to the internal combustion engine and the power operation status of the generator.

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