JP2009079524A - INTERNAL COMBUSTION ENGINE DEVICE, VEHICLE MOUNTING THE SAME, AND METHOD FOR CONTROLLING INTERNAL COMBUSTION ENGINE DEVICE - Google Patents

Abstract

An object of the present invention is to avoid the occurrence of inconvenience by executing a function determination of an air-fuel ratio detection device in a state where the air-fuel ratio is not learned.
When a request to increase engine power is made prior to air-fuel ratio sensor function determination, a learning history related to the air-fuel ratio in a learning region corresponding to the intake air amount when the power is increased is stored in a RAM. When the engine power is increased (S230), the function determination of the air-fuel ratio sensor is performed with the increase / decrease of the air-fuel ratio with the engine power increased (S240 to S280), so that the function determination of the air-fuel ratio sensor can be performed more appropriately. it can. Further, when the learning history of the learning area corresponding to the intake air amount when the power increases is not stored in the RAM (S230), the function determination of the air-fuel ratio sensor is not executed without increasing the engine power. Inconvenience can be avoided by executing the function determination of the air-fuel ratio sensor in a state where the fuel ratio is not learned.
[Selection] Figure 7

Description

  The present invention relates to an internal combustion engine device, a vehicle equipped with the internal combustion engine device, and a control method for the internal combustion engine device.

Conventionally, as this type of internal combustion engine device, one that learns an air-fuel ratio learning value for correcting the fuel injection amount of the internal combustion engine has been proposed (for example, see Patent Document 1). In this apparatus, the learning region is divided into a plurality of regions according to the operating state of the internal combustion engine, and the internal combustion engine is forcibly feedback-operated so as to learn the air-fuel ratio learning value in the reference learning region near the center of each learning region. Thus, more accurate air-fuel ratio learning control can be executed earlier.
JP 2000-291471 A

  Many of the internal combustion engine devices that learn the air-fuel ratio as described above determine the function of the air-fuel ratio sensor with the increase or decrease of the air-fuel ratio, but the function determination of the air-fuel ratio sensor is performed in a state where the air-fuel ratio is not learned. Doing so may cause inconvenience. The function determination of the air-fuel ratio sensor is performed by increasing or decreasing the air-fuel ratio while increasing the power output from the internal combustion engine in order to stabilize the operation state of the internal combustion engine, but the air-fuel ratio is learned. Otherwise, the feedback control based on the air-fuel ratio of the internal combustion engine with increased power may fail.In this case, priority is given to the operation of the internal combustion engine. The increase in engine power will also be stopped. When the function determination of the air-fuel ratio sensor is stopped, the power of the internal combustion engine is increased to execute the function determination of the air-fuel ratio sensor again. The stop of the increase in power of the internal combustion engine due to the stop of the function determination of the air-fuel ratio sensor frequently occurs. As a state in which the air-fuel ratio is not learned, a state immediately after data is deleted by battery replacement can be considered.

  The internal combustion engine device of the present invention, the vehicle equipped with the internal combustion engine device, and the control method of the internal combustion engine device avoid the occurrence of inconvenience by executing the function determination of the air-fuel ratio detection device in a state where the air-fuel ratio is not learned. The main purpose.

  The internal combustion engine apparatus of the present invention, a vehicle equipped with the internal combustion engine apparatus, and a control method for the internal combustion engine apparatus employ the following means in order to achieve at least the above-described main object.

The internal combustion engine device of the present invention is
An internal combustion engine;
Air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine;
Learning means for executing learning related to an air-fuel ratio used for fuel injection control of the internal combustion engine and storing it as a learning history and erasing the learning history when a predetermined condition is satisfied;
Required power setting means for setting required power required for the internal combustion engine;
When an increase request for the set required power is made in order to execute a function determination of the air-fuel ratio detection means with an increase or decrease in the air-fuel ratio of the internal combustion engine, when a learning history is stored in the learning means The internal combustion engine is controlled so that the function determination is performed with an increase / decrease in the air / fuel ratio using the learning history and the detected air / fuel ratio in a state where a power larger than the required power is output from the internal combustion engine. Control that controls the internal combustion engine so that the required power is output from the internal combustion engine using the detected air-fuel ratio without performing the function determination when no learning history is stored in the learning means Means,
It is a summary to provide.

  In this internal combustion engine device of the present invention, a request for increasing the required power required for the internal combustion engine to execute the function determination of the air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine with the increase or decrease of the air-fuel ratio of the internal combustion engine. When learning is performed, learning about the air-fuel ratio used for fuel injection control of the internal combustion engine is executed and stored as a learning history, and the learning history is stored in a learning means that erases the learning history when a predetermined condition is satisfied. The internal combustion engine is controlled so that the function determination is performed with the increase / decrease in the air / fuel ratio using the learning history and the air / fuel ratio detected by the air / fuel ratio detection means in a state where the power larger than the required power is output from the internal combustion engine. To do. Thereby, since the function determination is performed using the learning history in a state where the power from the internal combustion engine is increased, the function determination of the air-fuel ratio detection device can be more appropriately performed while the air-fuel ratio is being learned. Further, when the learning history is not stored in the learning means, the internal combustion engine is controlled so that the required power is output from the internal combustion engine using the air-fuel ratio detected by the air-fuel ratio detection means without executing the function determination. As a result, when the learning history regarding the air-fuel ratio is not stored, the function determination is not performed without increasing the power of the internal combustion engine, so the function determination of the air-fuel ratio detection device is performed without the air-fuel ratio being learned. Therefore, it is possible to avoid inconvenience. That is, when learning is completed and the learning history is stored, the function determination is performed using the learning history in a state where the power from the internal combustion engine is increased, so that the function determination of the air-fuel ratio detection device can be performed more appropriately. become able to. Here, the “predetermined condition” includes a condition for releasing the connection between the battery that supplies power to the internal combustion engine device and the internal combustion engine device.

  In such an internal combustion engine apparatus of the present invention, the learning means is means for learning for each of a plurality of intake air amount regions and storing a learning history for each of the plurality of intake air amount regions, and the control means is the plurality of A learning history in the intake air amount region corresponding to the intake air amount of the internal combustion engine when the internal combustion engine is operated so that a power larger than the required power is output in the intake air amount region is stored in the learning means. The internal combustion engine is configured so that the function determination is performed with an increase / decrease in the air / fuel ratio using the learning history and the detected air / fuel ratio in a state where a power larger than the required power is output from the internal combustion engine. And the intake air amount of the internal combustion engine when the internal combustion engine is operated to output a power larger than the required power among the plurality of intake air amount regions. When the learning history in the corresponding intake air amount region is not stored in the learning means, the requested power is output from the internal combustion engine using the detected air-fuel ratio without performing the function determination. It may be a means for controlling the internal combustion engine. In this way, it is possible to avoid the occurrence of inconvenience by executing the function determination of the air-fuel ratio detection device in the region where the air-fuel ratio is not learned among the plurality of intake air amount regions.

  The vehicle according to the present invention includes any one of the above-described internal combustion engine devices according to the present invention, that is, basically the internal combustion engine, the air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine, and the internal combustion engine. Learning means for performing learning on the air-fuel ratio used for fuel injection control and storing it as a learning history, and erasing the learning history when a predetermined condition is satisfied, and a required power for setting a required power required for the internal combustion engine A learning history is stored in the learning means when a request for increasing the set required power is made in order to execute a function determination of the setting means and the air-fuel ratio detection means with an increase or decrease in the air-fuel ratio of the internal combustion engine. The function determination is performed with an increase / decrease in the air / fuel ratio using the learning history and the detected air / fuel ratio in a state where a power larger than the required power is output from the internal combustion engine. The internal combustion engine is controlled so that the required power is output from the internal combustion engine using the detected air-fuel ratio without performing the function determination when no learning history is stored in the learning means. The gist is to mount an internal combustion engine device including a control means for controlling the internal combustion engine and an electric motor capable of outputting driving power.

  Since the vehicle of the present invention is equipped with the internal combustion engine device of the present invention according to any one of the above-described aspects, the air / fuel ratio detection device is effective in the state where the effect of the internal combustion engine device of the present invention, for example, the air / fuel ratio is learned. The effect that the function determination of the air-fuel ratio can be performed more appropriately, the effect that the inconvenience can be avoided by executing the function determination of the air-fuel ratio detection device in a state where the air-fuel ratio is not learned, a plurality of suction The same effect as at least a part of the effect that can avoid the occurrence of inconvenience by executing the function determination of the air-fuel ratio detection device in the air amount region where the air-fuel ratio is not learned is achieved. Can do.

The control method of the internal combustion engine device of the present invention includes:
When an internal combustion engine, air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine, and learning about the air-fuel ratio used for fuel injection control of the internal combustion engine are executed and stored as a learning history, and a predetermined condition is satisfied A learning means for erasing the learning history, and a control method for an internal combustion engine device comprising:
A learning history is stored in the learning means when a request for increasing the required power required for the internal combustion engine to execute the function determination of the air-fuel ratio detection means with the increase or decrease in the air-fuel ratio of the internal combustion engine is made. When the power is larger than the required power from the internal combustion engine, the function determination is performed by using the learning history and the air-fuel ratio detected by the air-fuel ratio detecting means with the increase or decrease of the air-fuel ratio. The internal combustion engine is controlled so that when the learning history is not stored in the learning means, the request is issued from the internal combustion engine using the air-fuel ratio detected by the air-fuel ratio detection means without executing the function determination. Controlling the internal combustion engine to output power;
It is characterized by that.

  In the control method for an internal combustion engine device according to the present invention, the required power required for the internal combustion engine to execute the function determination of the air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine with the increase or decrease of the air-fuel ratio of the internal combustion engine. When an increase request is made, learning about the air-fuel ratio used for fuel injection control of the internal combustion engine is executed and stored as a learning history, and the learning history is stored in the learning means that erases the learning history when a predetermined condition is satisfied. When stored, the internal combustion engine outputs a power larger than the required power, and the function determination is performed using the learning history and the air-fuel ratio detected by the air-fuel ratio detecting means with the increase or decrease of the air-fuel ratio. Control the engine. Thereby, since the function determination is performed using the learning history in a state where the power from the internal combustion engine is increased, the function determination of the air-fuel ratio detection device can be more appropriately performed while the air-fuel ratio is being learned. Further, when the learning history is not stored in the learning means, the internal combustion engine is controlled so that the required power is output from the internal combustion engine using the air-fuel ratio detected by the air-fuel ratio detection means without executing the function determination. As a result, when the learning history cannot be used, the function determination is not performed without increasing the power of the internal combustion engine. Therefore, it is inconvenient to execute the function determination of the air-fuel ratio detection device in a state where the air-fuel ratio is not learned. It can be avoided. That is, when learning is completed and the learning history is stored, the function determination is performed using the learning history in a state where the power from the internal combustion engine is increased, so that the function determination of the air-fuel ratio detection device can be performed more appropriately. become able to. Here, the “predetermined condition” includes a condition for releasing the connection between the battery that supplies power to the internal combustion engine device and the internal combustion engine device.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A hybrid electronic control unit 70 for controlling the entire apparatus and an auxiliary battery 90 as a power source for supplying power to the hybrid electronic control unit 70 and the like are provided.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature Tw from the engine, the in-cylinder pressure from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 for intake and exhaust to the combustion chamber, and the cam position sensor 144 for detecting the rotational position of the camshaft for opening and closing the exhaust valve , The throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor 149 also attached to the intake pipe An oxygen signal from an air-fuel ratio sensor 135a whose output value changes substantially linearly according to temperature and air-fuel ratio, and an oxygen signal from an oxygen sensor 135b whose output value changes abruptly depending on whether it is rich or lean with respect to the theoretical air-fuel ratio. Vo or the like is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The auxiliary battery 90 is connected to a power line 54 that connects the inverters 41 and 42 and the battery 50 via a DC / DC converter 92 that converts the voltage, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the hybrid electronic control unit. 70, power is supplied to an auxiliary machine (not shown).

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the DC / DC converter 92 through an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Further, in the hybrid vehicle 20 of the embodiment, the fuel injection control for adjusting the fuel injection amount from the fuel injection valve 126 is performed by the engine ECU 24. In the fuel injection control, a basic injection amount that realizes the theoretical air-fuel ratio is obtained based on the intake air amount Qa from the air flow meter 148, and the basic injection amount is increased or corrected according to the operating state of the engine 22. The fuel injection valve 126 is controlled so that the corrected amount of fuel is injected from the fuel injection valve 126 at an appropriate timing under conditions such as that is not established. The air-fuel ratio feedback correction is performed by feedback correcting the fuel injection amount so that the air-fuel ratio Vaf from the air-fuel ratio sensor 135a becomes the stoichiometric air-fuel ratio. Further, in the engine ECU 24, learning about the air-fuel ratio (hereinafter referred to as air-fuel ratio learning) is performed in order to cope with the case where the stoichiometric air-fuel ratio is not realized due to the change of the components over time even by air-fuel ratio feedback correction. In the embodiment, the air-fuel ratio learning is learned in five areas: an idle operation area corresponding to the intake air amount Qa, a low intake air amount region, a low / medium intake air amount region, a medium / high intake air amount region, and a high intake air amount region. In order to calculate the average value, the average value of the difference between the air-fuel ratio Vaf from the air-fuel ratio sensor 135a and the theoretical air-fuel ratio when the air-fuel ratio feedback correction is performed in each learning area is calculated as a learning value. The learning is completed when the number of parameters reaches a predetermined number, and the learning value for each learning area is stored in the predetermined area of the RAM 24c. The learned value stored in the RAM 24c is not erased when the ignition is turned off, but is erased when the power supply to the engine ECU 24 is stopped by removing the auxiliary battery 90. In the fuel injection control by the engine ECU 24, the fuel injection valve 126 is controlled while feedback correcting the basic injection amount that does not reflect the learning value until the air-fuel ratio learning is completed by the air-fuel ratio Vaf from the air-fuel ratio sensor 135a. After the learning is completed, the fuel injection valve 126 is controlled while feedback correcting the basic injection amount based on the stored learned value by the air-fuel ratio Vaf.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the condition for executing the function determination as to whether or not the air-fuel ratio sensor 135a is functioning normally with the increase or decrease of the air-fuel ratio is established. Will be described. For convenience of explanation, first, the drive control process of the hybrid vehicle 20 will be described, and then the process related to the function determination of the air-fuel ratio sensor 135a will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output limits Win and Wout of the battery 50, and a power increase request flag Fp is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. Further, the power increase request flag Fp is set to a value of 0 as an initial value, and is set to a value of 1 while an increase in power to be output from the engine 22 is requested when determining the function of the air-fuel ratio sensor 135a. What is set by the function determination related processing of the air-fuel ratio sensor 135a described later is input from the engine ECU 24 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And vehicle required power P * required for the vehicle are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, and the like. , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The vehicle required power P * can be calculated as the sum of the product of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  When the vehicle required power P * is thus set, the input power increase request flag Fp is checked (step S110). When the power increase request flag Fp is 0, the vehicle required power is set as the engine required power Pe * required for the engine 22. P * is set (step S120), and when the power increase request flag Fp is 1, the engine request power Pe * is set by adding the predetermined power ΔP to the vehicle request power P * (step S130). Here, the predetermined power ΔP is power for stabilizing the operation state of the engine 22 prior to the function determination of the air-fuel ratio sensor 135a accompanied by increase / decrease of the air-fuel ratio. In the embodiment, the engine 22 is operated in a low load region. Even if it has been done, the power of a magnitude that can stabilize the operating state is determined in advance by the characteristics of the engine 22 or experiments.

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set engine required power Pe * (step S140). This setting is performed based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, the calculation is performed by the equation (4) (step S160), and a temporary value that is a temporary value of torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. Torque Tm2tmp is calculated by equation (5) (step S170), and the calculated torque limits Tmin and Tmax are used. Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the torque Tm2tmp (step S180). Here, the expression (5) can be easily derived from the alignment chart of FIG.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S190), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * receives the intake air amount in the engine 22 so that the engine 22 is operated at the target operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as control, fuel injection control, and ignition control are performed. The intake air amount control of the engine 22 is performed by driving and controlling the throttle motor 136 so that the opening degree of the throttle valve 124 becomes a target opening degree at which the engine 22 can be efficiently operated at the target operating point. This is done by controlling the ignition coil 138 to be ignited by the spark plug 130 at a target ignition timing at which the engine 22 can be efficiently operated at the operating point. The fuel injection control has been described above. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel. In addition, when engine required power Pe * larger than vehicle required power P * is output from engine 22, surplus power is charged in battery 50.

  Next, processing related to function determination (hereinafter referred to as active control) of the air-fuel ratio sensor 135a accompanied by increase / decrease in the air-fuel ratio will be described. FIG. 7 is a flowchart showing an example of an active control related processing routine executed by the engine ECU 24. This routine is executed when the active control execution condition is satisfied. Here, as the active control execution condition, in the embodiment, the fuel injection amount of the engine 22 when the cooling water temperature Tw from the water temperature sensor 142 is a predetermined temperature (for example, 65 degrees or 70 degrees) indicating completion of warming up. The ratio of the correction amount of the air-fuel ratio feedback correction to the current is less than a predetermined value (for example, 4%, 6%, 8%, etc.) within the range in which feedback correction is possible, and the current corresponding to the intake air amount Qa of the engine 22 The condition that the learning history of the learning area as the driving area is stored in the RAM 24c is used.

  When the active control-related processing routine is executed, processing for inputting data necessary for control, such as the target engine speed Ne *, the target torque Te *, and the intake air amount Qa from the air flow meter 148, is executed (step S200). ). Here, the target rotational speed Ne * and the target torque Te * are set by the above-described drive control routine and input from the hybrid electronic control unit 70 by communication.

  When the data is input in this way, it is determined whether or not the learning history of the learning area corresponding to the intake air amount when the engine 22 is operated so that the power obtained by increasing the vehicle required power P * by the predetermined power ΔP is output is stored. Determination is made (steps S210 to S230). Specifically, the temporary target torque Ttmp is calculated by calculating the power obtained by adding the predetermined power ΔP to the vehicle required power P * as the temporary required power Petmp and dividing the calculated temporary required power Petmp by the target rotational speed Ne *. (Step S210), the temporary intake air amount Qatmp is set based on the calculated temporary target torque Ttmp and the target rotational speed Ne * (Step S220), and the learning history of the learning region corresponding to the set temporary intake air amount Qatmp is obtained. It is determined whether it is stored in a predetermined area of the RAM 24c (step S230). Now, since the vehicle control power P * is set as the engine power demand Pe * in the above-described drive control routine because the immediate control execution condition is satisfied, the vehicle power demand P * used for the calculation in step S210 is set. As *, the engine required power Pe * based on the product of the input target rotational speed Ne * and the target torque Te * can be used. Further, the temporary intake air amount Qatmp can be set using a map in which the relationship between the output torque of the engine 22, the rotational speed, and the intake air amount is obtained in advance through experiments or the like. Note that the processing of steps S200 to S230 of this routine can be considered as processing when an increase in the power of the engine 22 is requested in order to execute active control.

  When the learning history of the learning region corresponding to the set temporary intake air amount Qatmp is stored in the RAM 24c, a value 1 is set in the power increase request flag Fp so as to request the power increase of the engine 22 prior to the active control. (Step S240) Waiting for a predetermined time after the power increase request flag Fp is set to 1 (Step S250), instructing the start of active control (Step S260), and then ending the active control (Step S270), a value 0 is set in the power increase request flag Fp so as to end the power increase of the engine 22 (step S280), and this routine ends. Here, the predetermined time is a time for stabilizing the operation state by increasing the power of the engine 22 before the active control is started, and is a predetermined time (for example, 1 second) by characteristics of the engine 22 or experiments. Or 2 seconds). In the embodiment, the active control is performed by an active control execution routine (not shown) executed by the engine ECU 24. In the active control execution routine, when the air-fuel ratio Vaf from the air-fuel ratio sensor 135a is rich, the oxygen sensor 135b. The basic injection amount based on the intake air amount Qa of the engine 22 and the learned value by air-fuel ratio learning is corrected and corrected so that the oxygen signal Vo from the engine becomes a predetermined air-fuel ratio (for example, 15.1) indicating lean. The fuel injection valve 126 is controlled so that an amount of fuel is injected from the fuel injection valve 126, and when the air-fuel ratio Vaf from the air-fuel ratio sensor 135a is lean, the oxygen signal Vo from the oxygen sensor 135b indicates a rich air-fuel ratio. For example, 14.1 etc.) by intake air quantity Qa and air-fuel ratio learning The basic injection amount based on the custom value is corrected and the fuel injection valve 126 is controlled so that the corrected amount of fuel is injected from the fuel injection valve 126. Such control is alternately performed a predetermined number of times (for example, 5 times or 10 times). When the air-fuel ratio Vaf from the air-fuel ratio sensor 135a is lean or rich until a predetermined time elapses before the determination is made, the abnormality of the air-fuel ratio sensor 135a is determined, and when the predetermined time has elapsed without elapse of the predetermined time In addition, the normality of the air-fuel ratio sensor 135a is determined.

  When the learning history of the learning region corresponding to the temporary intake air amount Qatmp set in step S230 is not stored in the RAM 24c, this routine is terminated without requesting an increase in the power of the engine 22 and without performing active control. . Here, the reason why the active control is not executed when the learning history of the learning region corresponding to the temporary intake air amount Qatmp is not stored will be described. The learning history stored in the RAM 24c is erased when the auxiliary battery 90 is removed due to battery replacement, vehicle inspection, or the like. In this state, the active control execution condition is satisfied, and the learning region in which the learning history is not stored. If the engine 22 is operated with the intake air amount of the engine 22, the ratio of the correction amount of the air-fuel ratio feedback correction to the fuel injection amount of the engine 22 exceeds the range in which the feedback correction can be performed, and the active control execution condition is not satisfied. The execution is stopped, and the power increase of the engine 22 is also stopped. When the execution of the active control is stopped, the power of the engine 22 is increased again due to the establishment of the active control execution condition. Therefore, the engine accompanying the power increase of the engine 22 for executing the active control and the stop of the execution of the active control. Thus, hunting in which the power increase 22 is stopped repeatedly occurs. In order to avoid such inconveniences such as unstable operation of the engine 22 and worsening of emission due to such hunting, when the learning history of the learning area corresponding to the intake air amount when the power of the engine 22 is increased is not stored, the engine The active control is not executed without increasing the power of 22. By such control, it is possible to avoid the occurrence of inconvenience by executing the function determination of the air-fuel ratio sensor 135a in a state where the air-fuel ratio is not learned. Of course, when the learning history of the learning region corresponding to the intake air amount when the power of the engine 22 is increased is stored in the RAM 24c, the learning value and the air-fuel ratio by the air-fuel ratio learning with the power from the engine 22 increased are stored. Since the active control is performed with the fuel injection control using the detection value by the sensor 135a, the function determination of the air-fuel ratio sensor 135a can be performed more appropriately.

  According to the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment described above, the function determination of the air-fuel ratio sensor 135a is performed with the power from the engine 22 increased when the learning history by the air-fuel ratio learning is stored in the RAM 24c. Therefore, the function determination of the air-fuel ratio sensor 135a can be performed more appropriately while the air-fuel ratio is learned. Further, when the learning history by the air-fuel ratio learning is not stored in the RAM 24c, the function determination of the air-fuel ratio sensor 135a is not performed without increasing the power from the engine 22, so the air-fuel ratio sensor is not learned. Inconvenience can be avoided by executing the function determination of 135a. In addition, air-fuel ratio learning is performed in each learning region with a plurality of regions corresponding to the intake air amount as learning regions, and the function determination of the air-fuel ratio sensor 135a is not performed in a learning region in which no learning history is stored. It is possible to avoid the occurrence of inconvenience by executing the function determination of the air-fuel ratio sensor 135a in a region where the air-fuel ratio is not learned among a plurality of intake air amount regions.

  In the hybrid vehicle 20 equipped with the internal combustion engine apparatus of the embodiment, the air-fuel ratio learning is performed with the five regions corresponding to the intake air amount as learning regions. However, more or less than five regions are used as learning regions. Fuel ratio learning may be performed, or air-fuel ratio learning may be performed with the entire region as a single learning region regardless of the intake air amount. In this case, as an active control execution condition for starting the active control related processing routine of FIG. 7, the condition that the learning history of the learning region as the current operation region corresponding to the intake air amount Qa of the engine 22 is stored is satisfied. It does not matter, and it may be determined whether or not the learning history of a single learning area is stored in the RAM 24c instead of steps S210 to S230.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, as the active control execution condition, the ratio of the correction amount of the air-fuel ratio feedback correction to the fuel injection amount of the engine 22 when the coolant temperature Tw is a predetermined temperature indicating completion of warm-up. Is less than a predetermined value within the feedback correctable range and the learning history of the learning region as the current operation region corresponding to the intake air amount Qa of the engine 22 is stored. Of the conditions, the condition that the ratio of the correction amount of the air-fuel ratio feedback correction is less than a predetermined value may be satisfied, or the learning region as the current operation region corresponding to the intake air amount Qa of the engine 22 may be satisfied. It does not matter whether the conditions in which the learning history is stored are satisfied, or instead of or in addition to these conditions, the purification device Catalyst temperature from a temperature sensor (not shown) attached to the 34 may be as the air-fuel ratio Vaf from conditions or the air-fuel ratio sensor 135a which is a predetermined temperature or higher is used, for example conditions is within a predetermined range including the stoichiometric air-fuel ratio.

  In the hybrid vehicle 20 of the embodiment, the active control is performed as the function determination of the air-fuel ratio sensor 135a accompanied by the increase / decrease of the air-fuel ratio, but the active control is performed as the function determination of the oxygen sensor 135b accompanied by the increase / decrease of the air-fuel ratio. It may be executed. In this case, as the active control, when the oxygen signal Vo from the oxygen sensor 135b is rich, the air-fuel ratio Vaf from the air-fuel ratio sensor 135a is controlled to be a predetermined air-fuel ratio indicating lean, and the oxygen signal from the oxygen sensor 135b is controlled. When Vo indicates lean, control is performed so that the air-fuel ratio Vaf from the air-fuel ratio sensor 135a becomes a predetermined air-fuel ratio indicating rich, and the abnormality or normality of the oxygen sensor 135b is determined.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiments and modifications, the present invention has been described as being applied to a so-called parallel type hybrid vehicle. However, the engine, a generator that generates electric power using all of the power from the engine, and an electric motor that outputs driving power, The present invention may be applied to a so-called series-type hybrid vehicle equipped with a battery that exchanges electric power with a generator or an electric motor.

  Further, the present invention is not limited to those applied to hybrid vehicles, but is incorporated in non-moving equipment such as internal combustion engine devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. An internal combustion engine device may be used. Furthermore, it is good also as a form of the control method of such an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the air-fuel ratio sensor 135a corresponds to the “air-fuel ratio detection means”, the oxygen sensor 135b also corresponds to the “air-fuel ratio detection means”, and executes the air-fuel ratio learning. The engine ECU 24 that stores the learned value in the RAM 24c and erases the learned value stored in the RAM 24c when the auxiliary battery 90 is removed corresponds to "learning means" and sets the vehicle required power P * in FIG. The hybrid electronic control unit 70 that executes the processing of step S110 of the control routine corresponds to “required power setting means”, and learning by air-fuel ratio learning is performed when an increase in the power of the engine 22 is requested to perform active control. The power increase request flag Fp is set or the start of active control is instructed depending on whether or not the history is stored in the RAM 24c. The engine ECU 24 that performs the active control-related processing routine of FIG. 7 and the active control execution routine (not shown) and performs intake air amount control, ignition control, fuel injection control, etc. using the target rotational speed Ne * and target torque Te * and power increase The hybrid electronic control unit 70 for executing the processing of the drive control routine of FIG. 3 for setting and transmitting the target rotational speed Ne * and the target torque Te * corresponding to the engine required power Pe * set based on the request flag Fp; Corresponds to “control means”. The motor MG2 corresponds to “electric motor”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, and the anti-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “air-fuel ratio detection means” is not limited to the air-fuel ratio sensor 135a and the oxygen sensor 135b, and any means that detects the air-fuel ratio of the internal combustion engine may be used. The “learning means” is not limited to the engine ECU 24 that performs air-fuel ratio learning, stores the learned value, and erases the stored learned value, but performs learning regarding the air-fuel ratio used for fuel injection control of the internal combustion engine. As long as it is stored as a learning history and the learning history is deleted when a predetermined condition is satisfied, any learning history may be used. The “required power setting means” is not limited to the hybrid electronic control unit 70 that executes step S110 of the drive control routine of FIG. 3 for setting the vehicle required power P *. Any device can be used as long as it sets the power. The “control means” is not limited to the combination of the hybrid electronic control unit 70 and the engine ECU 24, and may be configured by a single electronic control unit. Further, as the “control means”, the power increase request flag Fp is determined depending on whether or not the learning history by the air / fuel ratio learning is stored in the RAM 24c when the power increase of the engine 22 is requested to execute the active control. The intake air amount control, ignition control, fuel injection control, etc. are performed using the target rotational speed Ne * and the target torque Te * corresponding to the engine required power Pe * set based on the set power increase request flag Fp. It is not limited to the one that executes the active control, but when the request for increasing the required power set to execute the function determination of the air-fuel ratio detection means with the increase or decrease of the air-fuel ratio of the internal combustion engine is made, When the learning history is stored in the learning means, the learning history is detected in a state where the power larger than the required power is output from the internal combustion engine. The air-fuel ratio is used to control the internal combustion engine so that the function determination is performed with an increase / decrease in the air-fuel ratio, and when the learning history is not stored in the learning means, the detected air-fuel ratio is determined without performing the function determination. Any device may be used as long as it controls the internal combustion engine so that the required power is output from the internal combustion engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power for traveling, such as an induction motor. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and output shaft together with input and output of electric power and power, it may be anything. . The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is a flowchart which shows an example of the active control related processing routine performed by engine ECU24 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 R OM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 auxiliary battery, 92 DC / DC converter, 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position Sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (6)

An internal combustion engine;
Air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine;
Learning means for executing learning related to an air-fuel ratio used for fuel injection control of the internal combustion engine and storing it as a learning history and erasing the learning history when a predetermined condition is satisfied;
Required power setting means for setting required power required for the internal combustion engine;
When an increase request for the set required power is made in order to execute a function determination of the air-fuel ratio detection means with an increase or decrease in the air-fuel ratio of the internal combustion engine, when a learning history is stored in the learning means The internal combustion engine is controlled so that the function determination is performed with an increase / decrease in the air / fuel ratio using the learning history and the detected air / fuel ratio in a state where a power larger than the required power is output from the internal combustion engine. Control that controls the internal combustion engine so that the required power is output from the internal combustion engine using the detected air-fuel ratio without performing the function determination when no learning history is stored in the learning means Means,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The learning means is means for learning for each of a plurality of intake air amount regions and storing a learning history for each of the plurality of intake air amount regions,
The control means is a learning history in an intake air amount region corresponding to an intake air amount of the internal combustion engine when the internal combustion engine is operated so that a power larger than the required power is output among the plurality of intake air amount regions. Is stored in the learning means, and the function determination is performed with an increase / decrease in the air / fuel ratio using the learning history and the detected air / fuel ratio in a state where a power larger than the required power is output from the internal combustion engine. The internal combustion engine is controlled such that the intake air amount corresponding to the intake air amount of the internal combustion engine when the internal combustion engine is operated so as to output a power larger than the required power among the plurality of intake air amount regions. When the learning history in the air amount region is not stored in the learning means, the internal combustion engine is detected using the detected air-fuel ratio without executing the function determination. A means for controlling the internal combustion engine so that the required power is output from Seki,
Internal combustion engine device.   The internal combustion engine device according to claim 1, wherein the predetermined condition is a condition in which a connection between a battery that supplies electric power to the internal combustion engine device and the internal combustion engine device is released.   A vehicle equipped with the internal combustion engine device according to any one of claims 1 to 3 and an electric motor capable of outputting driving power. The vehicle according to claim 4,
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power input / output means that can input and output power,
The electric motor is connected to the drive shaft;
vehicle. When an internal combustion engine, air-fuel ratio detection means for detecting the air-fuel ratio of the internal combustion engine, and learning about the air-fuel ratio used for fuel injection control of the internal combustion engine are executed and stored as a learning history, and a predetermined condition is satisfied A learning means for erasing the learning history, and a control method for an internal combustion engine device comprising:
A learning history is stored in the learning means when a request for increasing the required power required for the internal combustion engine to execute the function determination of the air-fuel ratio detection means with the increase or decrease in the air-fuel ratio of the internal combustion engine is made. When the power is larger than the required power from the internal combustion engine, the function determination is performed by using the learning history and the air-fuel ratio detected by the air-fuel ratio detecting means with the increase or decrease of the air-fuel ratio. The internal combustion engine is controlled so that when the learning history is not stored in the learning means, the request is issued from the internal combustion engine using the air-fuel ratio detected by the air-fuel ratio detection means without executing the function determination. Controlling the internal combustion engine to output power;
A control method for an internal combustion engine device.

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