Vehicle control unit

Abstract

A control system for a vehicle (1), wherein the vehicle (1) comprises an internal combustion engine (100), a detector (200) configured to detect a state variable of the internal combustion engine (100), an electric generator (130) configured to generate electrical energy using energy from the internal combustion engine (100), an electrical storage device (160), and a device (190) for supplying electrical current, configured to supply the electrical energy, which is at least either generated by the electric generator (130) or stored in the electrical storage device (160), from the vehicle (1) to the outside, wherein the control system is characterized in that it comprises the following: an electronic control unit (300) designed to (a) to control the internal combustion engine (100) so that the internal combustion engine (100) is operated in a first operating state when the electrical energy is supplied from the device (190) for supplying electrical current from the vehicle (1) to the outside, (b) to learn a control variable for controlling the internal combustion engine (100) based on the state variable detected by the detector (200), (c) to determine whether a learning condition for learning the control variable exists or not, and (d) when the learning condition is present while electrical energy is supplied from the device (190) to the outside from the vehicle (1), (i) to control the internal combustion engine (100) in such a way that an operating state of the internal combustion engine (100) is changed from the first operating state to a second operating state which differs from the first operating state, and (ii) to learn the control variable for the internal combustion engine (100) in the second operating state, wherein the second operating state is a state of lower load than the first operating state, wherein the electronic control unit (300) is configured to determine that the learning condition is present when an index value indicating a charged state of the electrical storage device (160) is less than a reference value.

Description

1. Field of the invention

[0001] The present invention relates to a controller for a vehicle, and more particularly to a controller for a vehicle including an electric power supply section for supplying electric power from a vehicle to the outside. 2. Explanation of the state of the art

[0002] In recent years, plug-in hybrid vehicles that can be charged from a commercial electrical power source have become commercially available. A plug-in hybrid vehicle has been proposed (see, for example, JP 2001-231106 A) that supplies electrical power to electrical equipment, an electrical wiring system, or the like from the vehicle to the outside. This application is considered closest and serves as the basis for the preamble of the independent claims.

[0003] Meanwhile, a control system is implemented to operate an internal combustion engine in a state suitable for an internal combustion engine. It has been proposed that a controller learn control parameters used for controlling the internal combustion engine (hereinafter: internal combustion engine) to increase the accuracy of this control. If the learned control parameters are used to operate the internal combustion engine, fuel economy, for example, can be improved.

[0004] For example, a device for an internal combustion engine disclosed in JP 2011-98633 A includes: learning means for learning an idle control amount when a condition for idling the internal combustion engine is met, the idle control amount being a control amount when the internal combustion engine is idling; and control means for controlling the internal combustion engine. If the idle control amount has not been learned in the past, the control means controls the internal combustion engine to idle for a first predetermined period of time. If the idle control amount has been learned in the past, the control means controls the internal combustion engine to idle for a second predetermined period of time that is shorter than the first predetermined period of time.

[0005] Similarly, DE 10 2010 038 351 A1 discloses not always operating an internal combustion engine of a hybrid vehicle at the economically optimal operating point, but occasionally deviating from this operating point for short periods of time in order to record or relearn changing parameters of the internal combustion engine due to, for example, wear. If such "opportunities" do not arise from normal driving, the corresponding adjustments to the load on the internal combustion engine (and the resulting load on the electric motor) are implemented compulsorily (and compensated for via the electric motor) in order to record the change in the parameters.

[0006] In a plug-in hybrid vehicle, the appropriate state of the internal combustion engine during the period of external power supply from the vehicle to the outside may differ from the period of driving. Therefore, the control parameters for the period of external power supply from the vehicle and the period of driving must be learned respectively to improve control accuracy. However, compared with a general hybrid vehicle, the operation of the internal combustion engine during driving in a plug-in hybrid vehicle is less frequent. Therefore, there is little opportunity to learn the control parameters that should be learned during driving.

[0007] Furthermore, in such a plug-in hybrid vehicle application, it is assumed that electric power is supplied to electrical equipment and the like outside the vehicle while the vehicle remains parked for a long time, for example, in a location where a disaster has occurred. In such a situation, there is no opportunity to learn the control parameters that are to be learned while driving. When the vehicle is subsequently driven, the values ​​of the control parameters may have changed from those obtained before the vehicle was parked. In this case, there is a possibility that the internal combustion engine may not be operable in a state suitable for driving. BRIEF EXPLANATION OF THE INVENTION

[0008] The present invention provides a controller for a vehicle capable of maintaining an internal combustion engine in a state suitable for traveling, the controller for a vehicle being provided in the vehicle including an electric power supply for supplying electric power from the vehicle to the outside.

[0009] In a controller for a vehicle according to one aspect of the present invention, the vehicle comprises the features recited in claim 1.

[0010] According to the above-described structure, even when the electric power is supplied from the electric power supply section to the outside of the vehicle, it is possible to learn the control amount for the internal combustion engine in the second operating state, which corresponds to a time during the vehicle's running. Thus, the internal combustion engine can be operated in a suitable state for running while the vehicle is running.

[0011] Preferably, the control section controls the internal combustion engine such that the operating state of the internal combustion engine returns from the second operating state to the first operating state when the learning of the control variable in the second operating state is completed.

[0012] According to the above-described structure, the state of the internal combustion engine returns to the first operating state suitable for electric power supply after the learning of the control variable in the second operating state is completed. Thus, fuel economy can be improved during the electric power supply to the exterior of the vehicle.

[0013] Preferably, the second operating state is a lower load state than the first operating state. According to the above-described configuration, it is possible to learn the control variable for the internal combustion engine during travel, which is in a lower load state than in a state of the same during the supply of electric power from the vehicle to the outside.

[0014] Preferably, the detector comprises an air flow meter for detecting an air quantity drawn into the internal combustion engine. The second operating state includes an idle state of the internal combustion engine. The learning section learns the air quantity for the internal combustion engine in the idle state when the learning condition is met.

[0015] According to the above-described structure, it is possible to learn the air quantity for the internal combustion engine in the idling state. Thus, an intake quantity can be learned when the intake efficiency deteriorates due to the adhesion of deposits and the like in an intake passage.

[0016] Preferably, the detector comprises an air-fuel ratio sensor for detecting an air-fuel ratio of the exhaust gas emitted from the internal combustion engine. The second operating state includes either the idle state or a low-load state of the internal combustion engine. The learning section learns the air-fuel ratio for the internal combustion engine in either the idle state or the low-load state when the learning condition exists.

[0017] Because combustion stability is low under idle or light load conditions, learning the air-fuel ratio is crucial. With the above-described structure, it is possible to increase the probability of learning the air-fuel ratio for the internal combustion engine under idle or light load conditions.

[0018] Preferably, the second operating state is a higher load state than the first operating state. According to the above-described structure, it is possible to learn the control variable for the internal combustion engine during driving when the engine is in a higher load state than the state during the supply of electric power from the vehicle to the outside.

[0019] Preferably, the detector comprises a knock sensor for detecting the occurrence of knock in a cylinder of the internal combustion engine. The second operating state comprises either a medium load state or a high load state of the internal combustion engine. The learning section learns the ignition timing for the cylinder of the internal combustion engine in either the medium load state or the high load state when the learning condition is met.

[0020] The occurrence of knocking ultimately causes engine damage when the engine is in either a medium or high load condition. According to the above-described structure, it is possible to create more frequent opportunities for learning the ignition timing for the cylinder of the engine in a medium or high load condition. Therefore, it is possible to suppress the occurrence of knocking and the deterioration of drivability.

[0021] Preferably, the determining section determines that the learning condition exists when a predetermined period of time has elapsed since a time at which the control variable was last learned.

[0022] According to the above-described structure, learning can be performed periodically to update the control variable. Preferably, the determination section determines that the learning condition is not met when an index value indicating a charged state of the electric storage device is greater than a reference value.

[0023] When the amount of electric power generated by the electric generator exceeds the amount of electric power dissipated from the vehicle, the excess electric power is stored in the electric storage device. According to the above-described structure, overcharging of the electric storage device can be prevented.

[0024] Preferably, the determining section determines that the learning condition exists when the warm-up of the internal combustion engine is completed.

[0025] When the engine is warm, the amount of air required for idling is at its smallest. Using the above-described configuration, a minimum required air quantity can be learned. Alternatively, the combustion state of the engine is stable when the engine warm-up is complete. Using the above-described configuration, it is possible to learn the air-fuel ratio in a state of stable combustion.

[0026] Preferably, the determining section determines that the learning condition is not yet established when a temperature of the air sucked into the internal combustion engine is higher than a reference value.

[0027] According to the above-described structure, the ignition timing at the time when the temperature of the air intake into the internal combustion engine is higher than the reference value during parking differs from the ignition timing during driving. According to the above-described structure, it is possible to prevent the ignition timing from being learned under conditions other than driving.

[0028] In a control system for a vehicle according to another aspect of the present invention, the vehicle comprises the features recited in claim 6.

[0029] According to the above-described structure, it is possible to detect the condition of the internal combustion engine or the failure of the detector. Preferably, the determination section determines that the diagnosis condition exists each time the internal combustion engine is started. The diagnosis section diagnoses the presence or absence of a line break with respect to a line through which a signal indicative of the state quantity is transmitted from the detector.

[0030] According to the above-described structure, it is possible to provide more frequent opportunities for diagnosing the open circuit of the circuit. Preferably, the detector includes an air-fuel ratio sensor for detecting an air-fuel ratio in exhaust gas discharged from the internal combustion engine. The determination section determines that the diagnosis condition exists each time the internal combustion engine is started. The diagnosis section detects a misfire condition of the internal combustion engine based on the air-fuel ratio.

[0031] According to the above-described structure, it is possible to increase the probability of detecting a misfire condition of the internal combustion engine. Preferably, the detector includes: an air flow meter for measuring an amount of air drawn into the internal combustion engine; and the air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas discharged from the internal combustion engine. The determination section determines that the diagnosis condition exists when fuel is supplied to the internal combustion engine. The diagnosis section diagnoses the presence or absence of a failure of at least one of the air flow meter and the air-fuel ratio sensor.

[0032] Because new fuel meets specifications after supply or refueling, the engine can start smoothly. If the state variable indicated by the air flow meter or air-fuel ratio sensor is inappropriate despite the fact that it is present after refueling, the sensor is likely to fail. Thus, according to the above-described structure, it is possible to increase the detection accuracy of the air flow meter or air-fuel ratio sensor failure.

[0033] According to the present invention, the internal combustion engine in the vehicle including the electric power supply section for supplying the electric power from the vehicle to the outside can be maintained in a state suitable for traveling. BRIEF EXPLANATION OF THE FIGURES

[0034] Features, advantages and technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying figures, in which like reference numerals designate like elements, and in which: Fig. 1 is a block diagram to schematically show a structure of a vehicle incorporating a control apparatus according to a first embodiment of the present invention; Fig. 2 is a view to show details of a structure of a Fig. 1 to illustrate the internal combustion engine shown; Fig. 3 is a block diagram to show details of a structure of a Fig. 1 shown control device; Fig. 4 is a view to illustrate an operating state of the internal combustion engine; Fig. 5 is a flow chart to learn control parameters or regulation parameters for the Fig. 1 to illustrate the internal combustion engine shown; Fig. 6 is a flow chart to show details of a learning process of the Fig. 5 to illustrate the control parameters shown; Fig. 7 is a flowchart illustrating the details of the learning process of the control parameters in a second embodiment; Fig. 8 is a time chart for illustrating a relationship between operating conditions of the machine and an amount of electric current; Fig. 9 is a diagram illustrating details of a configuration of a controller according to a third embodiment of the present invention; and Fig. 10 is a flowchart illustrating failure diagnosis of the internal combustion engine according to the third embodiment of the present invention. DETAILED EXPLANATION OF EMBODIMENTS

[0035] Embodiments of the present invention will now be described with reference to the figures. Note that the same or corresponding portions in the figures are denoted by the same reference numerals, and their descriptions will not be repeated.

[0036] [First embodiment]<Schematischer Aufbau eines Fahrzeugs> Fig. 1 is a block diagram schematically showing a structure of a vehicle in which a controller according to a first embodiment of the present invention is installed. Referring to Fig. 1, a vehicle 1 is a plug-in hybrid vehicle configured to be capable of charging an onboard battery from outside the vehicle. The vehicle 1 includes an engine 100, a first motor generator 130, a second motor generator 135, a power distribution mechanism 140, drive wheels 150, a differential gear 152, a drive shaft 154, a battery 160, a detector 200, and an electronic control unit (ECU) 300.

[0037] The engine 100 is an internal combustion engine such as a gasoline engine or a diesel engine. The detector 200 detects a state variable of the engine 100. The ECU 300 is a controller of the vehicle 1. The ECU 300 receives signals from the detector 200 and the like and transmits control signals to components of the vehicle 1. The structures of the engine 100, the detector 200, and the ECU 300 are described in detail below.

[0038] Based on a control signal from the ECU 300, a PCU 120 amplifies a DC voltage supplied from the battery 160 and converts the amplified DC current into AC current. The AC current is supplied to the first motor generator 130 or the second motor generator 135.

[0039] The first motor generator 130 (an electric generator) uses the alternating current from the PCU 120 to cause the rotation of a crankshaft (not shown). Accordingly, the engine 100 is started. Furthermore, a driving force of the first motor generator 130 is transmitted to the drive shaft 150 via the power distribution mechanism 140, the differential gear 152, and the drive shaft 154. Furthermore, the first motor generator 130 generates electric power by using the power of the engine 100 distributed by the power distribution mechanism 140. The generated alternating current is converted into direct current by the PCU 120 and stored in the battery 160.

[0040] The second motor generator 135 uses at least one of the alternating current from the PCU 120 and the alternating current from the first motor generator 130 to provide driving power to the drive wheels 150. Furthermore, the second motor generator 135 generates electric power through regenerative braking. The generated electric power is converted to direct current by the PCU 120 and stored in the battery 160.

[0041] The battery 160 (an electrical storage device) is a direct current source configured to be capable of charging / discharging electrical power. For the battery 160, a secondary battery such as a nickel-hydrogen battery and a lithium-ion battery, or a capacitor such as an electric double-layer capacitor, for example, can be used. The battery 160 is provided with a voltage sensor 161, a current sensor 162, and a temperature sensor 163. The voltage sensor 161 transmits a signal VB to the ECU 300 indicative of a voltage of the battery 160. The current sensor 162 transmits a signal IB to the ECU 300 indicative of a current of the battery 160. The temperature sensor 163 transmits a signal TB to the ECU 300 indicative of a temperature of the battery 160. Based on each of these signals, the ECU 300 calculates an index value indicating a charged state of the battery 160 (SOC: state of charge).

[0042] The vehicle 1 is configured to supply electric power stored in the battery 160 or electric power generated by the first motor generator 130 to external devices 500. The external devices 500 are, for example, electrical devices. However, the external devices 500 are not specifically limited to this, as long as they receive the alternating current from the vehicle 1 for their operation. The vehicle 1 further includes an electric power supply section 190 as a structure for supplying electric power to the external devices 500. The electric power supply section 190 includes an inverter 191 and a connecting section 192.

[0043] Based on a control signal from the ECU 300, the inverter 191 converts the direct current from the battery 160 or the direct current generated by the first motor generator 130 into alternating current. The alternating current is supplied to the connecting section 192.

[0044] The connecting portion 192 is, for example, a special connector and is provided on an exterior surface of the vehicle 1. The electric power from the vehicle 1 is supplied to the external devices 500 via the connecting portion 192 and a connecting cable 400.

[0045] A connector 410 of the connecting cable 400 includes a connection detector (not shown). When the connector 410 is connected to the connecting portion 192, the connection detector transmits a connection signal CNCT to the ECU 300. Upon receiving the connection signal CNCT, the ECU 300 determines that the connector 410 has been connected to the connecting portion 192. Furthermore, the external devices 500 transmit an electric power supply request signal REQ when an electric power supply is needed. The electric power supply signal REQ is transmitted to the ECU 300 via the connecting cable 400 and the connecting portion 192. Upon receiving the electric power supply signal REQ, the ECU 300 determines that the electric power supply request has been made by the external devices 500.

[0046] Furthermore, the vehicle 1 is configured so that the battery 160 can be charged with alternating current from the exterior of the vehicle 1. When charging the battery 160, an alternating current source (e.g., a commercial electrical power source) is connected to the connecting portion 192 instead of the external devices 500. In a configuration for charging the battery 160, the vehicle 1 further includes a converter 195. Based on a control signal from the ECU 300, the converter 195 converts the alternating current from the connecting portion 192 into direct current. The direct current is stored in the battery 160.

[0047] Fig. Fig. 2 is a view illustrating details of the structure of the machine 100 shown in Fig. 1. With reference to Fig. 2, the machine 100 is provided with a plurality of cylinders. However, in order to avoid complexity of the figure, only one cylinder is shown as a representative example in Fig. 2 shown.

[0048] Each of the cylinders is connected to a conventional surge tank or expansion tank 102 via a corresponding intake manifold 101. The surge tank 102 is connected to an air cleaner 104 via an intake line 103. A throttle valve 105 is arranged in the intake line 103. The throttle valve 105 is configured to open or close the intake port 103 depending on the depression of an accelerator pedal 106. An amount of air drawn into the engine 100 (an intake amount) is adjusted by a throttle valve 110.

[0049] Each of the cylinders has an injector 108 for injecting fuel into an intake port or the intake manifold 101. A spark plug 109 is also provided above a combustion chamber. An air-fuel mixture containing the air drawn in from the air cleaner 104 and the fuel injected by the injector 108 is introduced into the combustion chamber when an intake valve is opened. Based on a control signal from the ECU 300, the engine 100 causes the air-fuel mixture to ignite and burn through the spark plug 109 in the combustion chamber. When the air-fuel mixture is burned, a piston is pushed downward due to combustion pressure, thereby rotating a crankshaft. The air-fuel mixture after combustion (the exhaust gas) is discharged from the combustion chamber when an exhaust valve is opened. Each of the cylinders is connected to a common exhaust manifold 111.The exhaust manifold 111 is connected to a three-way catalyst 112. After being purified by the three-way catalyst 112, the exhaust gas is discharged to the outside of the vehicle. Note that a fuel injection method is not limited to port injection, but may be direct injection or dual injection.

[0050] The detector 200 (see Fig. 1) is provided to detect the state variable of the engine 100 having the above-described structure. The detector 200 includes a throttle opening sensor 201, an intake air temperature sensor 202, a coolant temperature sensor 203, an air-fuel ratio sensor 204, an accelerator pedal depression amount sensor 205, an air flow meter 206, a crankshaft position sensor 207, and a knock sensor 208.

[0051] The throttle opening degree sensor 201 transmits a signal indicative of an opening degree of the throttle valve 110 to the ECU 300. The intake temperature sensor 202 transmits a signal TA indicative of the temperature of the air sucked into the engine 100 (an intake temperature) to the ECU 300. The coolant temperature sensor 203 transmits a signal TW indicative of a temperature of a coolant in a water jacket (not shown) of the engine 100 to the ECU 300.

[0052] The air-fuel ratio sensor 204 is mounted on the exhaust manifold 111, which is located on the upstream side of the three-way catalyst 112. The air-fuel ratio sensor 204 is, for example, an oxygen sensor and outputs a voltage corresponding to the oxygen concentration in the exhaust gas. Based on the output voltage of the air-fuel ratio sensor 204, it is possible to detect whether an air-fuel ratio of the air-fuel mixture burned in the engine 100 is leaner or richer than a theoretical air-fuel ratio from the on / off switching of the air-fuel ratio sensor 204. Note that a full-range air-fuel ratio sensor (a linear air-fuel ratio sensor) can be used as the air-fuel ratio sensor 204.The full range air-fuel ratio sensor outputs a voltage proportional to the air-fuel ratio of the air-fuel mixture burned in the engine 100.

[0053] The accelerator pedal depression amount sensor 205 is connected to the accelerator pedal 106 and outputs a voltage proportional to the depression amount of the accelerator pedal 106. The air flow meter 206 is provided in the intake passage 103. The air flow meter 206 transmits a signal VOL indicating the intake air amount to the ECU 300. The crankshaft position sensor 207 transmits a signal NE indicating an engine speed of the crankshaft to the ECU 300. Based on the signal from the crankshaft position sensor 207, the ECU 300 detects a crankshaft angle and a crankshaft speed.

[0054] The knock sensor 208 is provided in a cylinder block of the engine 100. The knock sensor 208 is constructed by including a piezoelectric element and outputs a voltage to the ECU 300 that corresponds to a vibration magnitude of the engine 100. Based on the voltage from the knock sensor 208, the ECU 300 controls the ignition timing for each operating state of the engine 100. When controlling the ignition timing, the ignition timing is gradually advanced when knocking is not detected. Conversely, when knocking occurs, the ignition timing is adjusted by retarding. In this way, the occurrence of knocking can be suppressed, and engine performance and fuel economy can be appropriately controlled.

[0055] < Structure of the ECU > The ECU 300 stores control parameters (control variables) for the intake air quantity, the air-fuel ratio, and the ignition timing in advance. The ECU 300 learns the control parameters for the respective operating state of the engine 100 and reflects the learned control parameters in the operation of the internal combustion engine.

[0056] Fig. 3 is a block diagram illustrating details of the structure of the Fig. 1 shown ECU 300. With reference to Fig. 3, the ECU 300 includes a control section 301, a learning section 302, a determination section 303, an SOC calculation section 304, and a timer 305.

[0057] Based on the signals VB, IB, TB from the sensors provided in the battery 160, the SOC calculation section 304 calculates the SOC, or state of charge, of the battery 160. The calculated SOC is output to the determination section 303. Meanwhile, the timer 305 measures a time period Δt since the time at which the learning section 302 last learned. The time period Δt is output to the determination section 303.

[0058] The determination section 303 receives the SOC from the SOC calculation section 304 and the time period Δt from the timer. In addition to the signal TA from the intake temperature sensor 202 and the signal TW from the engine coolant temperature sensor 203, the determination section 303 also receives the connection signal CNCT and the signal REQ requesting the electric power supply. Based on these signals, the determination section 303 determines whether a learning condition exists for the learning section 302 to learn the control parameters.

[0059] The learning section 302 receives the VOL signal from the air cleaner sensor 206, an AFR signal from the air-fuel ratio sensor 204, and a KNK signal from the knock sensor 208. When the learning condition exists, the learning section 302 learns the intake quantity, the air-fuel ratio, and the ignition timing based on each of the above-mentioned signals. In other words, the learning section 302 learns the control parameters based on the state quantity detected by the detector 200. The learned control parameters are reflected by the control section 301 in the control of the engine 100.

[0060] The control section 301 switches the operating state of the machine 100 by following a command from the determination section 303 and controls the presence or absence of the electric power supply from the electric power supply section 190.

[0061] <Betriebszustand der Maschine> Fig. 4 is a graph of a power curve of the machine 100. With reference to Fig. 4, a horizontal axis represents the engine speed. A vertical axis represents the power of the engine 100. The operating state of the engine 100 can be categorized into five states, for example, according to the engine speed and power. However, the categorization shown below is merely an example, and a categorization method is not limited to this.

[0062] In an idle state, self-sustaining operation of the engine 100 is performed. The engine speed in the idle state is, for example, approximately 1000 revolutions per minute (rpm). The engine speed in a light load state is around 1000 rpm and is approximately the same as the engine speed in the idle state. In contrast, the power of the engine 100 in the light load state is greater than the power in the idle state. The engine speed in a medium load state is, for example, between 1000 and 3000 rpm. The medium load state is used, for example, during steady vehicle travel. The engine speed in the high load state is, for example, between 3000 and 5000 rpm. The high load state is used, for example, during vehicle acceleration. The engine speed in a maximum load state is, for example, at least 5000 rpm.The maximum load condition is used, for example, when driving uphill or at high speed.

[0063] Note that in the first embodiment, the medium load state corresponds to a "first operating state." Meanwhile, the idle state or the light load state corresponds to a "second operating state." That is, in the first embodiment, the second operating state is a lower load state than the first operating state.

[0064] A detailed description will be given below of each of the control parameters learned in the first embodiment.<Lernen der Ansaugluftmenge> An exhaust gas recirculation device (not shown) for recirculating a portion of the exhaust gas (hereinafter also referred to as exhaust gas recirculation (EGR)) is provided in an intake passage of the engine. EGR gas is cooled by an EGR cooler and then mixed with intake air at an ambient temperature. In this process, water vapor in the EGR gas condenses, thereby generating water. Since condensed water contains unburned fuel components (soot, hydrocarbon, and the like), the unburned fuel components adhere to the intake passage and are gradually deposited there. Due to deposits adhering to the intake passage as described above, air intake efficiency may deteriorate.In view of this, learning of the appropriate intake air quantity is carried out periodically.

[0065] Regarding the intake air amount, an amount that does not depend on the throttle opening degree needs to be learned. Thus, the engine 100 is operated in the idling state during the intake air amount learning. Furthermore, it is preferable to learn a minimum required amount in the idling state of the engine 100 as the intake air amount. Thus, the intake air amount learning is performed in a state where the engine 100 is warmed up. To determine whether the engine 100 has been warmed up, the signal TW indicating a temperature of the coolant from the coolant temperature sensor 203 can be used. When the coolant temperature has risen to at least a predetermined value (for example, 70°C), it is determined that the warm-up of the engine 100 has been completed.

[0066] <Lernen des Luft-Kraftstoff-Verhältnisses>Fuel deteriorates over time. Furthermore, fuel properties may differ depending on the time or location of refueling. For example, the volatility of fuel supplied in the summer (summer fuel) is lower than that of fuel refueled in the winter (winter fuel). To account for such deterioration and changes in fuel properties, air-fuel ratio learning must be performed periodically. By learning the air-fuel ratio, it is possible to suppress exhaust deterioration and also suppress the feeling of discomfort (deterioration in drivability) experienced by a user.

[0067] Regarding air-fuel ratio learning, it is preferable to perform learning in a state where combustion is stabilized. Thus, the engine is operated during air-fuel ratio learning similarly to the intake amount learning in the warmed-up state. In addition, the appropriate air-fuel ratio differs depending on the engine operating conditions such as the idling state, the light load state, and the medium load state. Thus, air-fuel ratio learning must be performed for each of the engine operating conditions. Note that in the medium load operating condition or above, combustion is stabilized due to a large intake air amount (combustion robustness is comparatively high). On the other hand, in the light load operating condition and below, combustion robustness is comparatively low.Therefore, it is especially important to perform air-fuel ratio learning for idle and low load conditions.

[0068] <programmablauf> Fig. 5 is a flowchart illustrating a learning process of the control parameters of the machine 100 in the first embodiment of the present invention. Referring to Fig. 5, the process shown in this flowchart is executed when the connecting cable 400 is connected to the connecting portion 192, for example. The ECU 300 can determine that the connecting cable 400 has been connected to the connecting portion 192 when it receives the connection signal CNCT.

[0069] In step S11, the ECU 300 determines whether a request for electric power supply has been made. If it receives the electric power request signal REQ from the external devices 500, the ECU 300 determines that the request for electric power supply has been made. On the other hand, if it does not receive the electric power request signal REQ, the ECU 300 determines that the request for electric power supply has not been made. If the request for electric power supply has been made (YES in step S11), the process proceeds to step S12. On the other hand, if the request for electric power supply has not been made (NO in step S11), a sequence of the Fig. 5 processes are repeated.

[0070] In step S12, the electric power supply from battery 160 to external devices 500 is started (or continued). Then, the process proceeds to step S13.

[0071] In step S13, it is determined whether an operation request of the engine 100 has been made. If the SOC of the battery 16 is not higher than a set value, it is determined that the operation request of the engine 100 has been made. On the other hand, if the SOC is higher than the above-mentioned set value, it is determined that the operation request of the engine 100 has not been made. If the operation request has been made (YES in step S13), the process proceeds to step S14. On the other hand, if the operation request has not been made (NO in step S13), the sequence of Fig. 5 processes are repeated.

[0072] In step S14, the ECU 300 controls the engine 100 so that the engine 100 operates in an electric power supply operating state. For example, in the first embodiment, the engine 100 operates in a medium load state during electric power supply. The battery 160 is charged due to the operation of the engine 100. Then, the process proceeds to step S15.

[0073] In step S15, the ECU 300 determines whether the warm-up of the engine 100 has been completed. If the coolant temperature of the engine 100, obtained from the coolant temperature sensor 203, is at least equal to the set temperature (for example, 70°C), the ECU 300 determines that the engine warm-up has been completed. On the other hand, if the coolant temperature is lower than the above-mentioned temperature, the ECU 300 determines that the engine warm-up has not been completed.

[0074] If the engine warm-up is complete (YES in step S15), the process proceeds to step S16. If the engine warm-up is not complete (NO in step S15), the process returns to step S14.

[0075] In step S16, the ECU 300 determines whether the SOC is less than a reference value. If the SOC is less than the reference value (YES in step S16), the process proceeds to step S17. On the other hand, if the SOC is at least equal to the reference value (NO in step S16), the process proceeds to step S20.

[0076] In step S17, the ECU 300 determines whether a predetermined time period has elapsed since the last time learning was performed. If the predetermined time period has elapsed since the last time learning was performed (YES in step S17), the process proceeds to step S18. On the other hand, if the predetermined time period has not elapsed since the last time learning was performed (NO in step S17), the process proceeds to step S19. Note that the above-determined time period is not limited to the elapsed time since the last time learning was performed, but may be, for example, the predetermined number of electric power supplies or a combination of the elapsed time and the number of electric power supplies.

[0077] In step S18, the ECU 300 learns the control parameter of the engine 100. A subroutine of the specific learning contents will be described in detail below.

[0078] In step S19, the ECU 300 controls the engine 100 so that the engine 100 operates in the electric power supply operation state. That is, the learning of the control parameters is not performed. This is because the control parameters to be learned hardly change if a certain period of time has not yet passed since the last learning was performed. Therefore, the need to relearn the control parameters is minimal. Then, the process proceeds to step S21.

[0079] In step S20, the ECU 300 stops the engine 100. Thus, the electric power generation by the first motor generator 130 is stopped. Thus, overcharging of the battery 160 can be prevented. Then, the process proceeds to step S21.

[0080] In step S21, the required power supply of the external devices 500 is met. Then, the ECU 300 stops the electric power supply from the battery 160 to the external devices 500. In this way, the Fig. The sequence of processes shown in Figure 5 is completed.

[0081] As described above, whether the engine has been warmed up, whether the SOC is lower than the reference value, and whether the specified time period has elapsed since the last time learning was performed correspond to the "learning conditions."

[0082] Fig. 6 is a flowchart illustrating details of a learning process of the control parameters with respect to the machine 100, which is Fig. 5 (the process in step S18). With reference to Fig. 6, the machine 100 is operated as described above in the medium load state during the supply of electrical power from the vehicle to the outside.

[0083] In step S181, the ECU 300 controls the engine 100 to change its state from the medium load state to the idle state. In other words, while the electric power is being supplied from the vehicle to the outside, the ECU 300 controls the engine 100 to change its state from the "first operating state" to the "second operating state." Then, the process proceeds to step S182.

[0084] In step S182, the ECU 300 learns the intake amount and air-fuel ratio of the engine 100 in the idling state. When the learning is completed, the process proceeds to step S183.

[0085] In step S183, the ECU 300 controls the engine 100 to change its state from the idle state to the light load state. Then, the process proceeds to step S184.

[0086] In step S184, the ECU 300 learns the air-fuel ratio of the engine 100 in the light load state. When the learning is completed, the process returns to a main routine (goes to step S19 in Fig. 5 further).

[0087] The internal combustion engine operates in various operating states similar to situations during driving. Meanwhile, a temporal change in the amount of electric power required by the external devices 500 is often smaller than the amount of electric power that can be generated in the first motor generator during operation of the engine 100. For this reason, the internal combustion engine tends to operate in a substantially constant operating state while electric power is supplied from the vehicle to the outside. Thus, it is often the case that, conventionally, the control parameters can only be learned for one of the operating states during electric power supply.

[0088] In contrast to the above, according to the first embodiment, even during the supply of electric power from the vehicle to the outside, it is possible to learn the control parameters of the intake amount and air-fuel ratio of the engine 100 in the light load state than in the state during the supply of electric power. In other words, it is possible to create more frequent opportunities for learning the control parameters for the operating state that is different from the operating state during the supply of electric power. In this way, the engine 100 can be operated in a state suitable for traveling when the vehicle is traveling.

[0089] In addition, a loud engine noise is generated when the engine is driven in a high-load state despite the fact that the vehicle is parked. This may give the user a feeling of anxiety, believing that some kind of abnormality has occurred. However, in the first embodiment, only the low-load state is learned from the high-load and low-load states. Therefore, such an effect can be obtained that it is possible to avoid the anxious feeling that would be given to the user, as described above.

[0090] [Second embodiment]<Lernen des Zündzeitpunkts> In a second embodiment, the learning of the ignition timing is described. The learning of the ignition timing is performed periodically to detect deterioration and changes in the properties of the fuel. By learning the ignition timing, it is possible to suppress the occurrence of knocking and suppress the deterioration of drivability.

[0091] Note that the vehicle 1 is parked during the supply of electric power from the vehicle to the outside. Therefore, no airflow is generated to cool the engine 100. For this reason, when the engine 100 enters the high-load state, the intake temperature tends to become higher than that during traveling. The ignition timing learned at the high intake temperature is different from the ignition timing during traveling. Thus, the ignition timing learning is not performed when the intake temperature is high (for example, when it is 50°C to 55°C or higher). In this way, it is possible to prevent the control parameter regarding the ignition timing from being updated in the state different from the state during traveling. Note that the detailed description will not be repeated because structures of a vehicle and an ECU according to the second embodiment are the same as the structures of the vehicle 1 (see FIG. 1). Fig. 1) and the ECU 300 (see Fig. 3) are.

[0092] Fig. 7 is a flow chart illustrating the details of the Fig. 5, the learning process of the control parameter for the engine 100 (the process in step S18) in the second embodiment.

[0093] With reference to Fig. 5 and Fig. 7, the process up to step S13 is the same as in the first embodiment. However, in the second embodiment, the operating state during the supply of electric power from the vehicle to the outside in step S14 is the low load state. Then, the process up to step S17 is the same as in the first embodiment. In the second embodiment, the operating state in Fig. 7 is executed in step S18.

[0094] In step S185, the state of the engine 100 changes from the low-load state to the medium-load state. Then, the flow proceeds to step S186.

[0095] In step S186, the ECU 300 learns the ignition timing. After the learning is completed, the process proceeds to step S187.

[0096] In step S187, the state of the engine 100 changes from the medium load state to the high load state. Then, the flow proceeds to step S188.

[0097] In step S188, it is determined whether the intake air temperature is at most equal to a set temperature. If the intake air temperature is at most equal to the set temperature (YES in step S188), the process proceeds to step S189. On the other hand, if the intake air temperature is higher than the set temperature (NO in step S188), the process proceeds to the main routine (proceeds to step S19 in Fig. 5). It should be noted that the "learning condition" corresponds to whether the intake temperature is at most equal to the pre-specified temperature.

[0098] In step S189, the ignition timing is learned. After learning is completed, the flow returns to the main routine. Note that the sequence of steps S185 to S189 is only an example, and therefore, the learning sequence can be switched between the medium load and high load states. Furthermore, the intake air temperature determination process (the process in step S188) can be executed each time the engine operating state is changed. That is, the intake air temperature determination process can be added between steps S185 and S186.

[0099] Note that the low load state in the second embodiment corresponds to the "first operating state." Meanwhile, the medium load state or the high load state corresponds to the "second operating state." That is, in the second embodiment, the second operating state is the higher load state compared to the first operating state.

[0100] According to the second embodiment, even during the supply of electric power from the vehicle to the outside, it is possible to learn the control parameters for the ignition timing of the engine 100 in a state of higher load than the electric power supply state. Therefore, the engine 100 can be operated in a state suitable for traveling when the vehicle is traveling.

[0101] In the first and second embodiments, electric power is preferably supplied from the electric power supply section 190 to the outside of the vehicle even during control parameter learning. A detailed description of the electric power supply during control parameter learning will be given below.

[0102] Fig. Fig. 8 is a timing chart illustrating a relationship between the operating conditions of the machine 100 and the amount of electric current. With reference to Fig. In Figure 8, a horizontal axis represents a time axis, and a vertical axis represents the amount of electrical current or electrical energy. The generated amount of electrical energy and the demanded amount of electrical energy are represented by a solid line and a dashed line, respectively.

[0103] Note that in Fig. 8 illustrates a case where the state of the machine 100 is changed in a series from the idle state to the high load state. However, the types and the changed order of the operating states are not limited to this. In addition, Fig. For ease of understanding, Figure 8 illustrates a case where the required amount of electrical energy is constant. However, the following description is also applicable to a case where the required amount of electrical energy varies over time.

[0104] At a reference time (0), the demanded amount of electric power is zero. At time t1, the ECU 300 receives the demand for electric power supply. The ECU 300 controls the engine 100 so that the engine 100 operates in the idle state. When the engine is in the idle state, the generated amount of electric power is significantly smaller than the demanded amount of electric power. An amount of electric power corresponding to a difference between the demanded amount of electric power and the generated amount of electric power is supplied from the battery 160.

[0105] At time t2, the state of the machine changes from the idle state to the light load state. In the light load state, for example, the amount of electrical energy generated is slightly less than the required amount of electrical energy. Thus, similar to the case of the idle state, the amount of electrical energy corresponding to the difference between the required amount of electrical energy and the generated amount of electrical energy is supplied from the battery 160.

[0106] At time t3, the machine's state changes from the low-load state to the medium-load state. For example, in the medium-load state, the amount of electrical energy generated is greater than the demanded amount of electrical energy. The amount of electrical energy corresponding to the difference between the demanded amount of electrical energy and the amount of electrical energy generated is stored in battery 160.

[0107] At time t4, the machine's state changes from the medium load state to the high load state. For example, in the high load state, the generated amount of electrical energy is significantly greater than the demanded amount of electrical energy. Thus, similar to the medium load state, the amount of electrical energy that matches the difference between the demanded amount of electrical energy and the generated amount of electrical energy is stored in the battery 160.

[0108] At time t5, the learning of the control parameters is completed. At time t5 and thereafter, the ECU 300 controls the engine 100 so that the generated amount of electrical energy becomes equal to the required amount of electrical energy.

[0109] [Third Embodiment] In a third embodiment, a diagnosis of a failing part is performed instead of learning the control parameters. Note that the diagnosis of the failing part may be performed in addition to learning the control parameters. An overall structure of a vehicle according to the third embodiment differs from the overall structure of the vehicle 1 (see Fig. 1) In the point that the vehicle 1 includes an ECU 301 instead of the ECU 300. The other overall structure of the vehicle according to the third embodiment is the same as the overall structure of the vehicle 1. Therefore, the detailed description thereof will not be repeated.

[0110] Fig. 9 is a diagram illustrating details of a configuration of a controller according to the third embodiment of the present invention. Referring to Fig. 9, the ECU 301 differs from the ECU 300 (see Fig. 3) In that the ECU 301 includes a diagnostic section 306 instead of the learning section 302. The diagnostic section 306 receives each of the signals from the detector 200 (the VOL signal from the air flow meter 206, the AFR signal from the air-fuel ratio sensor 204, and the KNK signal from the knock sensor 208). When a diagnostic condition exists, the learning section 302 diagnoses a failing part based on each of the signals explained above.

[0111] Fig. 10 is a flowchart illustrating the control of the internal combustion engine in the third embodiment of the present invention. Referring to Fig. 10, the process up to step S14 is the same as that in Fig. 5 up to step S14. Thus, the description thereof will not be repeated.

[0112] In step S31, the ECU 300 determines whether a fault diagnosis condition is met. If the fault diagnosis condition is met (YES in step S31), the process proceeds to step S32. On the other hand, if the fault diagnosis condition is not met (NO in step S31), the process proceeds to step S19.

[0113] In step S32, the ECU 300 operates the engine 100 in a fault diagnosis operation state. Then, the process proceeds to step S33.

[0114] In step S33, the ECU 300 performs the fault diagnosis. The specific content of the fault diagnosis is described in detail below. Then, the process proceeds to step S19. The process in step S19 and thereafter is the same as that in Fig. 4 in step S19 and thereafter. Thus, the detailed explanation thereof will not be repeated.

[0115] In the third embodiment, the presence or absence of a wire disconnection, a misfire condition, and a sensor failure are diagnosed. A detailed description is given below for each of the faults with reference again to Fig. 9 given.

[0116] <Diagnose des Vorhandenseins oder Fehlens der Drahttrennung> The determination section 303 determines that the diagnosis state exists each time the engine 100 is started. When the diagnosis state is established, the diagnosis section 306 diagnoses the presence or absence of wire disconnection for a wire through which the signal indicative of the state quantity is transmitted from each of the sensors in the detector 200.

[0117] <Diagnose des Zustands der Fehlzündung>The determination section 303 determines that the diagnosis condition exists each time the engine 100 is started. In this case, the diagnosis section 306 detects the misfire state of the engine 100 based on the AFR signal from the air-fuel ratio sensor.

[0118] <Diagnose eines Versagens eines Sensors>The determination section 303 determines that the diagnosis state exists when fuel is supplied to the internal combustion engine. The diagnosis section 306 diagnoses the presence or absence of a failure in the air flow meter 206 or the air-fuel ratio sensor 204. Because new fuel is not deteriorated or bad immediately after refueling, the engine can be started smoothly. Conversely, if the state quantity indicated by the air flow meter 206 or the air-fuel ratio sensor 204 is incorrect despite the fact that refueling has just taken place, the sensor is likely to be in failure. Therefore, by diagnosing the failure after refueling, it is possible to increase the detection accuracy of the failure of the air flow meter 206 or the air-fuel ratio sensor 204.

[0119] According to the third embodiment, it is possible to create more frequent occasions for detecting an engine condition such as a misfire, wire disconnection, or failure of each of the sensors. Note that the user is preferably notified of the abnormality, for example, by illuminating an abnormality indicator light when any type of abnormality is detected.

[0120] It is to be understood that the embodiments disclosed herein are intended in all respects to be illustrative only, not limiting in any way. The scope of the present invention is defined by the scope of the claims, and it is intended to include all modifications falling within the scope of the claims and their equivalents.< / programmablauf>

Claims

[1] A controller for a vehicle (1), wherein the vehicle (1) comprises an internal combustion engine (100), a detector (200) configured to detect a state variable of the internal combustion engine (100), an electric generator (130) configured to generate electric energy using energy of the internal combustion engine (100), an electric storage device (160) and an electric power supply device (190) configured to supply the electric energy, which is at least either generated by the electric generator (130) or stored in the electric storage device (160), to the outside of the vehicle (1), wherein the controller characterized by is that it includes: an electronic control unit (300) designed to (a) to control the internal combustion engine (100) such that the internal combustion engine (100) is operated in a first operating state when the electrical energy is supplied from the device (190) for supplying electrical power from the vehicle (1) to the outside, (b) learning a control variable for controlling the internal combustion engine (100) on the basis of the state variable detected by the detector (200), (c) to determine whether or not a learning condition for learning the control variable exists, and (d) when the learning condition exists while the electrical energy is supplied from the device (190) for supplying electrical power to the outside of the vehicle (1), (i) to control the internal combustion engine (100) such that an operating state of the internal combustion engine (100) is changed from the first operating state to a second operating state which differs from the first operating state, and (ii) learning the control variable for the internal combustion engine (100) in the second operating state, the second operating state being a lower load state than the first operating state, the electronic control unit (300) being configured to determine that the learning condition exists when an index value indicative of a charged state of the electrical storage device (160) is less than a reference value. [2] The controller according to claim 1, wherein the electronic control unit (300) is configured to control the internal combustion engine (100) when learning of the control variable in the second operating state is completed such that the operating state of the internal combustion engine (100) returns from the second operating state to the first operating state. [3] The controller according to claim 1, wherein the detector (200) comprises an air flow meter (206) that detects an amount of air sucked into the internal combustion engine (100), the second operating state comprises an idling state of the internal combustion engine (100), and the electronic control unit (300) is configured to learn the amount of air for the internal combustion engine (100) in the idling state when the learning condition exists. [4] The controller according to claim 1, wherein the detector (200) comprises an air-fuel ratio sensor (204) that detects an air-fuel ratio of exhaust gas discharged from the internal combustion engine (100), the second operating condition is an idling condition of the internal combustion engine (100), and the electronic control unit (300) is configured to learn the air-fuel ratio for the internal combustion engine (100) in the idling condition when the learning condition exists. [5] The controller according to claim 1, wherein the detector (200) comprises an air-fuel ratio sensor (204) that detects an air-fuel ratio in the exhaust gas discharged from the internal combustion engine (100), the second operating condition is a light load condition of the internal combustion engine (100), and the electronic control unit is configured to learn the air-fuel ratio for the internal combustion engine (100) in the light load condition when the learning condition exists. [6] A controller for a vehicle (1), wherein the vehicle (1) comprises an internal combustion engine (100), a detector (200) configured to detect a state variable of the internal combustion engine (100), an electric generator (130) configured to generate electric energy using energy of the internal combustion engine (100), an electric storage device (160) and an electric power supply device (190) configured to supply the electric energy, which is at least either generated by the electric generator (130) or stored in the electric storage device (160), to the outside of the vehicle (1), wherein the controller characterized by is that it includes: an electronic control unit (300) designed to (a) to control the internal combustion engine (100) such that the internal combustion engine (100) is operated in a first operating state when the electrical energy is supplied from the device (190) for supplying electrical power from the vehicle (1) to the outside, (b) learning a control variable for controlling the internal combustion engine (100) on the basis of the state variable detected by the detector (200), (c) to determine whether or not a learning condition for learning the control variable exists, and (d) when the learning condition exists while the electrical energy is supplied from the device (190) for supplying electrical power to the outside of the vehicle (1), (i) to control the internal combustion engine (100) such that an operating state of the internal combustion engine (100) is changed from the first operating state to a second operating state which differs from the first operating state, and (ii) learning the control variable for the internal combustion engine (100) in the second operating state, the second operating state being a higher load state than the first operating state, the electronic control unit (300) being configured to determine that the learning condition exists when an index value indicative of a charged state of the electrical storage device (160) is smaller than a reference value. [7] The controller according to claim 6, wherein the detector (200) comprises a knock sensor (208) that detects the occurrence of knocking in a cylinder of the internal combustion engine (100), the second operating condition is a medium load condition of the internal combustion engine (100), and the electronic control unit (300) is configured to learn an ignition timing with respect to the cylinder of the internal combustion engine (100) in the medium load condition when the learning condition exists. [8] The controller according to claim 6, wherein the detector (200) comprises a knock sensor (208) that detects an occurrence of knocking in a cylinder of the internal combustion engine (100), the second operating condition is a high load condition of the internal combustion engine, and the electronic control unit is configured to learn an ignition timing for the cylinder of the internal combustion engine (100) in the high load condition when the learning condition exists. [9] The controller according to any one of claims 1 to 8, wherein the electronic control unit (300) is configured to determine that the learning condition exists when a predetermined period of time has elapsed since a time at which the control quantity was last learned. [10] The controller according to any one of claims 3 to 5, wherein the electronic control unit (300) is configured to determine that the learning condition exists when the warm-up of the internal combustion engine (100) is completed. [11] The controller according to claim 7 or 8, wherein the electronic control unit (300) is configured to determine that the learning condition is not present when a temperature of air sucked into the internal combustion engine (100) is higher than a reference value.

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