Engine characteristic estimation device and method, state estimation device, and storage medium

Abstract

An engine characteristic estimation device and method, a state estimation device, and a storage medium are provided, which can estimate the change of the characteristics of the engine with high accuracy. The engine characteristic estimation device (100) comprises: a first calculation unit, which calculates a first engine state parameter (X1) based on a first calculation model and the amount of fuel supplied to the engine (200); a second calculation unit, which calculates a second engine state parameter (X2) based on a second calculation model and the operation data of the engine (200); and an engine characteristic estimation unit (130) which estimates the characteristics of the engine (200) based on the first engine state parameter (X1) and the second engine state parameter (X2).

Description

Technical Field

[0001] The present invention relates to a characteristic estimation technology and a state estimation technology of an engine. Background Art

[0002] Engines are widely used in ships, cars, aircraft, etc., but due to the increasing awareness of environmental issues, further efficiency is expected in recent years. In order to improve the efficiency of the engine, it is necessary to estimate the state of the engine with high accuracy and control the engine most appropriately based on the estimation result.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application No. 2009-510327

[0006] Patent Document 2: Japanese Patent Application Publication No. 2015-222074 Summary of the invention

[0007] Problem that the invention aims to solve

[0008] Patent document 1 discloses a technique for estimating the state of an engine by a state observer. The state observer uses a matrix representing the characteristics of the engine to calculate parameters representing the state of the engine based on various measurement data of the engine. In this calculation, if the matrix correctly represents the characteristics of the engine, the state parameters of the engine can be calculated with high accuracy. On the other hand, if the characteristics of the engine change due to aging, changes in the external environment such as intake air temperature, etc., the matrix does not correctly reflect the characteristics of the engine, and thus the estimation accuracy of the engine state is reduced.

[0009] The present invention is made in view of such a situation, and its object is to provide an engine characteristic estimation device that can estimate the characteristics of the engine with high accuracy even when the characteristics of the engine have changed. In addition, another object of the present invention is to provide an engine state estimation device that can estimate the state of the engine with high accuracy.

[0010] Solutions for solving problems

[0011] In order to solve the above-mentioned problem, an engine characteristic estimation device of a certain embodiment of the present invention comprises: a first calculation unit, which calculates a first engine state parameter as a state variable of the engine based on a first calculation model representing the characteristics of the engine and the amount of fuel supplied to the engine at an arbitrary time point; a second calculation unit, which calculates a second engine state parameter as a state variable of the engine based on a second calculation model different from the first calculation model representing the characteristics of the engine and action data related to the action of the engine driven at an arbitrary time point; and an engine characteristic estimation unit, which estimates the characteristics of the engine at an arbitrary time point based on the first engine state parameter and the second engine state parameter.

[0012] In this method, the fuel supply amount used in the calculation of the first calculation unit is data that is not affected by changes in the characteristics of the engine caused by changes in the external environment such as aging degradation and intake temperature, and therefore, the first engine state parameter as the calculation result is not affected by the changes in the characteristics of the engine. In contrast, the engine action data used in the calculation of the second calculation unit is data that is affected by changes in the characteristics of the engine, and therefore, the second engine state parameter as the calculation result is affected by changes in the characteristics of the engine. In this way, by using two engine state parameters that have different effects on changes in the characteristics of the engine, the engine characteristics estimation unit can estimate the changes in the characteristics of the engine with high accuracy. In addition, even when the characteristics of the engine do not change, the state of the engine can be estimated with high accuracy by using two calculation units with different calculation models at the same time.

[0013] Another embodiment of the present invention is an engine characteristic estimation method. The method includes the following steps: a first calculation step of calculating a first engine state parameter as a state variable of the engine based on a first calculation model representing the characteristics of the engine and a fuel supply amount supplied to the engine at an arbitrary time point; a second calculation step of calculating a second engine state parameter as a state variable of the engine based on a second calculation model representing the characteristics of the engine different from the first calculation model and action data related to the action of the engine driven at an arbitrary time point; and an engine characteristic estimation step of estimating the characteristics of the engine at an arbitrary time point based on the first engine state parameter and the second engine state parameter.

[0014] Another embodiment of the present invention is an engine state estimation device. The device comprises: a first calculation unit that calculates a first engine state parameter as a state variable of the engine based on a first calculation model representing the characteristics of the engine and the amount of fuel supplied to the engine at an arbitrary time point; a second calculation unit that calculates a second engine state parameter as a state variable of the engine based on a second calculation model that is different from the first calculation model and represents the characteristics of the engine and action data related to the action of the engine driven at an arbitrary time point; and an engine state estimation unit that estimates the state of the engine at an arbitrary time point based on the first engine state parameter and the second engine state parameter.

[0015] According to this aspect, by using two calculation units having different calculation models simultaneously, the state of the engine can be estimated with high accuracy.

[0016] Furthermore, arbitrary combinations of the above-described constituting elements and modes in which the present invention is expressed in the form of methods, apparatuses, systems, recording media, computer programs, and the like are converted into additional modes of the present invention.

[0017] Effects of the Invention

[0018] According to the present invention, even when the characteristics of the engine have changed, the characteristics of the engine can be estimated with high accuracy. In addition, the state of the engine can be estimated with high accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a diagram showing the overall configuration of an engine characteristic estimation device according to an embodiment.

[0020] Figure 2 It is a diagram showing the structure of an engine.

[0021] Figure 3 It is a diagram showing the structure of another engine.

[0022] Figure 4 is a diagram showing the configuration of a simulator and an observer.

[0023] Figure 5 2 is a diagram showing the configuration of an engine characteristic estimation unit.

[0024] Figure 6 : is a flowchart showing the flow of processing for estimating engine characteristics by the engine characteristics estimating device.

[0025] Figure 7 1 is a schematic diagram showing an example of engine characteristic estimation performed by the engine characteristic estimation device.

[0026] Description of Reference Numerals

[0027] 100: engine characteristic estimation device; 110: simulator; 120: observer; 130: engine characteristic estimation unit; 131: differential operation unit; 140: calculation model update unit; 150: calculation model update mode execution unit; 200: engine; 210: engine body; 220: intake passage; 230: exhaust passage; 240: supercharger; X1: first engine state parameter; X2: second engine state parameter. DETAILED DESCRIPTION

[0028] Figure 1 1 is a schematic diagram showing the overall structure of the engine characteristic estimation device 100 involved in the present embodiment. First, the engine 200, which is the object of characteristic estimation by the engine characteristic estimation device 100, is driven by receiving the supply of the amount of fuel specified by the fuel supply amount U per combustion to generate power. Moreover, the state parameter X0, which is the state variable of the engine 200, changes according to the operation state of the engine 200. Here, X0 is a vector containing a plurality of parameters (a natural number n greater than 2 is set as the number of parameters, and each parameter is represented as X01, X02, ..., X0n). ​​Regarding what to select as the state parameter X0 of the engine 200, although it can be appropriately determined according to the control target or specification of the engine system, it is typically preferred to select the rotation speed, exhaust pressure, exhaust temperature, exhaust volume, etc. of the engine body. In addition, in the case of using a supercharger that increases the pressure of the air flowing into the engine body, it is preferred that the state parameter X0 includes the parameters of the supercharger, such as the rotation speed, supply air temperature, supply air pressure, supply air volume, scavenging air temperature, scavenging air pressure, scavenging air volume, etc.

[0029] In the engine characteristic estimation of the present embodiment, the state parameter X0 inside the engine 200 is more important than the power generated by the engine 200 to the outside, so the engine 200 is illustrated as a module that outputs the state parameter X0 based on the input of the fuel supply amount U per combustion.

[0030] The engine characteristic estimation device 100 is a device for estimating characteristics of the engine 200 , and includes a simulator 110 as a first calculation unit, an observer 120 as a second calculation unit, an engine characteristic estimation unit 130 , a calculation model update unit 140 , and a calculation model update mode execution unit 150 .

[0031] The simulator 110 calculates a first engine state parameter X1 as a state variable of the engine 200 based on a first calculation model representing the characteristics of the engine 200 and a fuel supply amount U per combustion supplied to the engine 200 at an arbitrary time point. Here, X1 is a vector including a plurality of parameters (similar to the state parameter X0, the number of parameters is n, and each parameter is set to X11, X12, ..., X1n).

[0032] The observer 120 calculates a second engine state parameter X2 as a state variable of the engine 200 based on a second calculation model different from the first calculation model that represents the characteristics of the engine 200, the motion data X0' related to the motion of the engine 200 driven at an arbitrary time point, and the fuel supply amount U per combustion. Here, X2 is a vector including a plurality of parameters (similar to the state parameter X0, the number of parameters is n, and the elements of the vector are set to X21, X22, ..., X2n).

[0033] The input to the observer 120, i.e., the action data X0', is a part (greater than 1 and less than n) of the state parameters included in the state parameter X0 of the engine 200. In the actual engine 200, due to the limitation of cost and installation, it is not realistic to set sensors for measuring all n parameters included in the state parameter X0, so only a part of the parameters X0' is measured and set as the input to the observer 120. The basic function of the observer 120 is to complete this part of the parameters X0' and estimate all the state parameters X2.

[0034] The engine characteristic estimation unit 130 estimates the characteristics of the engine 200 at an arbitrary time point based on the first engine state parameter X1 and the second engine state parameter X2. Specifically, the engine characteristic estimation unit 130 calculates the difference between the first engine state parameter X1 and the second engine state parameter X2 and estimates the characteristics of the engine 200 based on the difference.

[0035] The calculation model updating section 140 updates the second calculation model of the observer 120 based on the characteristics of the engine 200 estimated by the engine characteristics estimating section 130 .

[0036] The calculation model update mode execution unit 150 executes an update mode for the calculation model update unit 140 to update the second calculation model.

[0037] Next, each of the above-mentioned structures will be described in more detail with reference to other drawings.

[0038] Figure 22 is a schematic diagram showing the structure of the engine 200. In the present embodiment, the use of the engine 200 is not limited, and various engines 200 for ships, vehicles, aircraft, etc. can be used. The engine 200 includes: an engine body 210 that generates power by burning fuel; an intake passage 220 that supplies air for burning the fuel to the engine body 210; an exhaust passage 230 that exhausts the burned gas in the engine body 210; and a supercharger 240 that increases the pressure of the air supplied to the engine body 210 through the intake passage 220.

[0039] The engine body 210 includes: a combustion chamber 211, which is used to cause combustion of fuel caused by air; a fuel supply nozzle 212, which is used to supply an amount of fuel specified by a fuel supply amount U for each combustion into the combustion chamber 211; an intake valve 213, which is used to control the air supply from the intake passage 220 to the combustion chamber 211; an exhaust valve 214, which is used to control the air discharge from the combustion chamber 211 to the exhaust passage 230; a piston 215, which is driven linearly according to the combustion of the fuel in the combustion chamber 211; a crankshaft 216, which is driven to rotate along with the linear movement of the piston 215; and a connecting rod 217, one end of which is fixed to the piston 215 and the other end is fixed to the crankshaft 216, and is used to convert the linear motion of the piston 215 into the rotational motion of the crankshaft 216. In addition, the above-mentioned structure is set to directly supply fuel to the combustion chamber 211 through the fuel supply nozzle 212, but when using a highly volatile fuel such as gasoline, the fuel can also be injected into the intake passage 220 and supplied to the combustion chamber 211 in a state mixed with air.

[0040] In the above-mentioned structure, the engine 200 is driven by the following cycle. Here, the engine 200 is in an operating state due to the driving before the previous cycle, and the piston 215 repeatedly rises and falls in accordance with the operation of the crankshaft 216 which continues to rotate due to inertia.

[0041] (1) Intake: The intake valve 213 opens, the exhaust valve 214 closes, and the piston 215 descends, thereby supplying air from the intake passage 220 into the combustion chamber 211 .

[0042] (2) Compression: The intake valve 213 is closed and the piston 215 rises, thereby compressing the air in the combustion chamber 211.

[0043] (3) Combustion: A fuel supply nozzle 212 supplies fuel in an amount specified by a fuel supply amount U per combustion into the combustion chamber 211, where it is burned together with the compressed air. This generates power and causes the piston 215 to move downward.

[0044] (4) Exhaust: The exhaust valve 214 opens and the piston 215 rises, thereby exhausting the combusted gas from the combustion chamber 211 to the exhaust passage 230 .

[0045] The supercharger 240 is a so-called turbocharger, and includes a compressor 241 provided in the intake passage 220, a turbine 242 provided in the exhaust passage 230, and a shaft 243 coaxially coupling the compressor 241 and the turbine 242. The turbine 242 is rotated by the gas exhausted from the exhaust passage 230, and the rotation is transmitted to the compressor 241 via the shaft 243. The compressor 241 that rotates in this way compresses the air supplied to the intake passage 220, so that the pressure of the air supplied to the combustion chamber 211 can be increased.

[0046] In addition, Figure 2 In the embodiment, a so-called four-stroke engine is cited as an example and described, in which the four strokes (1) intake, (2) compression, (3) combustion, and (4) exhaust are set as one cycle. However, in the present embodiment, the type of engine is not limited to this, and various types of engines can be used. For example, a Figure 3 The so-called two-stroke engine shown (for Figure 2 Corresponding components are marked with the same reference numerals).

[0047] Similar to the above-mentioned four-stroke engine, the engine body 210 of the two-stroke engine drives the piston 215 linearly by the combustion of the fuel in the combustion chamber 211, and converts the drive into the rotational power of the crankshaft 216. In both types of engines, the main structure is almost the same, but one difference of the two-stroke engine is that the engine body 210 is provided with a scavenging passage 219, which connects the crankcase 218 accommodating the crankshaft 216 and the combustion chamber 211.

[0048] In the illustrated state where the piston 215 is descending, the gas is able to flow through the crankcase 218, the scavenging passage 219, the combustion chamber 211 and the exhaust passage 230. The new air in the crankcase 218 flows into the combustion chamber 211 through the scavenging passage 219, and uses its momentum to discharge the burned gas into the exhaust passage 230 (scavenging).

[0049] Next, when the piston 215 rises, the scavenging passage 219 and the exhaust passage 230 are closed, the combustion chamber 211 is sealed, and the pressure thereof rises. Then, by supplying fuel from the fuel supply nozzle 212 to the combustion chamber 211 which has become high pressure, combustion is caused, and a power is generated to move the piston 215 down again. On the other hand, when the piston 215 rises, the crankcase 218 is connected to the intake passage 220, and new air flows into the crankcase 218 from the intake passage 220. In this way, when the piston 215 rises, combustion in the combustion chamber 211 and intake in the crankcase 218 are carried out simultaneously.

[0050] As mentioned above, in a two-stroke engine, a cycle is completed with two strokes, one for the piston 215 to descend and one for the piston to ascend. Figure 2 The supercharger 240 shown can increase the intake pressure applied to the crankcase 218 when the piston 215 rises and the scavenging pressure applied to the combustion chamber 211 when the piston 215 descends.

[0051] In addition, as a two-stroke engine, an engine having a scavenging receiver for accommodating scavenging air as disclosed in Patent Document 2 may also be used. Figure 3 Similarly, when the piston (41: the reference numeral in patent document 2 (hereinafter the same)) is in a descending state, the gas can flow through the scavenging receiver (2), the scavenging port (17) corresponding to the crankcase 218 and the scavenging passage 219, the cylinder (1) corresponding to the combustion chamber 211, and the exhaust pipe (6) corresponding to the exhaust passage 230, and the new air in the scavenging receiver flows into the cylinder through the scavenging port, and the momentum is used to perform a scavenging action to discharge the combusted gas into the exhaust pipe. In addition, if a supercharger 240 is used in this structure, the pressure of the scavenging air in the scavenging receiver can be increased.

[0052] As described above, the present embodiment can be applied to various types of engines 200, but is particularly ideal for use in marine engines having a rated speed of less than 1000 revolutions per minute. Generally, marine engines can be driven at a lower rated speed as described above than vehicle engines. Moreover, in large ships in particular, since it takes time until the power generated by the engine is reflected in the actual movement of the ship, correct engine driving is required. Thus, in marine engines, there is a high demand for accurately estimating the characteristic changes and states of the engine to perform correct driving, and it is preferred to use the engine characteristic estimation device 100 of the present embodiment.

[0053] Here, as the characteristics of the engine 200 estimated by the engine characteristics estimation device 100, the following characteristics are exemplified.

[0054] Combustion efficiency: The combustion efficiency in the combustion chamber 211. Also called thermal efficiency.

[0055] Power transmission efficiency: The ratio of the effective torque after deducting the loss of each mechanical part to the torque generated by the engine body 210. It is also called mechanical transmission efficiency.

[0056] Dynamic characteristics: Considers the time relationship between multiple parameters, such as the responsiveness of pressure to temperature changes, etc.

[0057] Efficiency of the supercharger 240: efficiency of the compressor 241, efficiency of the turbine 242, and the like.

[0058] Disturbance influence: the temperature (atmospheric temperature) and pressure (atmospheric pressure) of the outside air taken in by the engine 200, and the load caused by waves flowing in from the propeller to be driven in a marine engine.

[0059] The above-mentioned disturbance is an important disturbance that has a great influence on the actual operation of the engine 200 and is Figure 4 In the mathematical model described later, it can be treated equally with other characteristics.

[0060] In the engine 200 described above as an example, the state parameter X0 used for the characteristic estimation and control thereof can be constituted by, for example, the following parameters.

[0061] Parameters related to the operation of the engine main body 210:

[0062] The rotation speed of the crankshaft 216 (the rotation speed Ne of the engine body 210)

[0063] The temperature of the gas exhausted from the exhaust passage 230 (the exhaust temperature Tex of the engine main body 210)

[0064] The pressure of the gas exhausted from the exhaust passage 230 (the exhaust pressure Pex of the engine body 210)

[0065] Flow rate of gas exhausted from the exhaust passage 230 (exhaust volume Gex of the engine body 210)

[0066] Parameters related to the operation of the supercharger 240:

[0067] The rotation speeds of the compressor 241, the turbine 242, and the shaft 243 (the rotation speed Ntc of the supercharger 240)

[0068] · Without scavenging action Figure 2 In a four-stroke engine such as a turbocharger 240, the temperature of the air supplied from the intake passage 220 to the combustion chamber 211 via the turbocharger 240 (the air supply temperature Tb of the turbocharger 240) is

[0069] · Without scavenging action Figure 2 In a four-stroke engine, the pressure of air supplied from the intake passage 220 to the combustion chamber 211 via the supercharger 240 (the air supply pressure Pb of the supercharger 240) is

[0070] · Without scavenging action Figure 2 In a four-stroke engine, the flow rate of air supplied from the intake passage 220 to the combustion chamber 211 via the supercharger 240 (the air supply amount Gb of the supercharger 240) is

[0071] During scavenging Figure 3 , Patent Document 2, etc., the pressure of the air supplied from the scavenging passage 219 to the combustion chamber 211, the temperature of the air in the scavenging receiver (the scavenging temperature Ts of the supercharger 240)

[0072] During scavenging Figure 3 In the two-stroke engine of Patent Document 2, the pressure of the air supplied from the scavenging passage 219 to the combustion chamber 211 and the pressure of the air in the scavenging receiver (the scavenging pressure Ps of the supercharger 240) are

[0073] During scavenging Figure 3 , Patent Document 2, etc., the pressure of the air supplied from the scavenging passage 219 to the combustion chamber 211, the flow rate of the air in the scavenging receiver (the scavenging amount Gs of the supercharger 240)

[0074] In addition, when the supercharger 240 is not provided, the air supply to the combustion chamber 211 (in the case of a four-stroke engine) and the scavenging of the combustion chamber 211 (in the case of a two-stroke engine) become the actions of the engine main body 210. Therefore, the above-mentioned air supply temperature Tb, air supply pressure Pb, air supply amount Gb, scavenging temperature Ts, scavenging pressure Ps, and scavenging amount Gs are parameters related to the actions of the engine main body 210, respectively.

[0075] Each of the above parameters can be measured by installing appropriate sensors, but in the actual engine 200, it is not practical to measure all parameters due to cost and installation constraints, and some parameters X0' are measured and used as input to the observer 120. The selection of the parameter X0' to be measured can be appropriately determined according to the control target or specification of the engine system, but it is preferably selected according to the following criteria, for example.

[0076] At least one parameter is measured from each of the parameters related to the operation of the engine main body 210 (engine main body data) and the parameters related to the operation of the supercharger 240 (supercharger data). As the engine main body data, the rotation speed Ne, exhaust temperature Tex, exhaust pressure Pex and exhaust volume Gex listed above can be exemplified. As the supercharger data, the rotation speed Ntc, supply air temperature Tb (in the case of a four-stroke engine), supply air pressure Pb (in the case of a four-stroke engine), supply air volume Gb (in the case of a four-stroke engine), scavenging temperature Ts (in the case of a two-stroke engine), scavenging pressure Ps (in the case of a two-stroke engine), and scavenging volume Gs (in the case of a two-stroke engine) listed above can be exemplified. If the parameters measured in this way are selected, the observer 120 can estimate the state of the entire system of the engine 200 with high accuracy based on the respective measurement data of the engine main body 210 and the supercharger 240.

[0077] As other criteria, at least one parameter is measured from each of the parameters (mechanical data) related to the mechanical operation of the engine 200 and the parameters (thermodynamic data) related to the thermodynamic state of the engine 200. As mechanical data, the rotation speed Ne of the engine main body 210 and the rotation speed Ntc of the supercharger 240 listed above can be exemplified. As thermodynamic data, the exhaust temperature Tex, exhaust pressure Pex, exhaust volume Gex, supply air temperature Tb (in the case of a four-stroke engine), supply air pressure Pb (in the case of a four-stroke engine), supply air volume Gb (in the case of a four-stroke engine), scavenging temperature Ts (in the case of a two-stroke engine), scavenging pressure Ps (in the case of a two-stroke engine), and scavenging volume Gs (in the case of a two-stroke engine) listed above can be exemplified. If the parameters measured in this way are selected, the observer 120 can estimate the state with high accuracy in consideration of the mechanical and thermodynamic aspects of the engine 200 based on the measured data of each of the mechanical data and the thermodynamic data.

[0078] In actual design, it is ideal to select measurement parameters that satisfy both of the above criteria. For example, the rotation speed Ne of the engine body 210 and the scavenging pressure Ps of the supercharger 240 can be selected as measurement parameters. Here, the rotation speed Ne is engine body data and mechanical data, and the scavenging pressure Ps is supercharger data and thermodynamic data, which satisfy both of the above criteria.

[0079] Furthermore, the driving input to the engine 200, i.e., the fuel supply amount U per combustion, is set based on the measured data of the rotation speed Ne of the engine main body 210. That is, when the target rotation speed of the engine main body 210 is set to Ne0, the difference between Ne as the measured value and Ne0 as the target value is calculated, and the fuel supply amount U per combustion is set based on a predetermined table or algorithm so as to reduce the difference.

[0080] Next, refer to Figure 4 The structures of the simulator 110 and the observer 120 will be described.

[0081] The simulator 110 takes the fuel supply amount U supplied to the engine 200 for each combustion as an input, and calculates the first engine state parameter X1=(X11, X12, ..., X1n) as a vector having n elements based on the first calculation model. Here, the first engine state parameter X1 has the same number of elements as the state parameter X0 of the engine 200, and each element of X1 is an estimated value of each element of X0. For example, when the first element X01 of the state parameter X0 of the engine 200 is the speed Ne and the second element X02 is the scavenging pressure Ps, the first element X11 of the first engine state parameter X1 is the estimated value of the speed Ne, and the second element X12 is the estimated value of the scavenging pressure Ps.

[0082] The first calculation model of the simulator 110 represents the characteristics of the engine at a predetermined reference time point of the engine 200, and is a model for simulating the state parameter X0 of the engine 200 at the reference time point. Here, when setting the first calculation model, an ideal state without interference with the engine 200 is assumed, and therefore, the first engine state parameter X1 as a calculation result represents the ideal state parameter X0 of the engine 200 at the reference time point. As the reference time point for defining the first calculation model, the initial time point of the engine 200 is typically selected. In this case, the first engine state parameter X1 is a result obtained by simulating the ideal state parameter X0 when the ideal engine 200, which has no characteristic degradation from the initial state, is placed in a state without interference.

[0083] Next, the state space expression of the engine 200 and the observer 120 having the corresponding state space expression will be described. Figure 4 In FIG. 1 , it is assumed that the engine 200 is a linear system defined by a system coefficient matrix A. Specifically, the state of the engine 200 is described by the following equation.

[0084] dX0 / dt=A·X0+B·U

[0085] X0'=C·X0

[0086] Here, each parameter indicates the following.

[0087] U: Amount of fuel supplied to the engine 200

[0088] X0: state parameters of the engine 200

[0089] X0': Input to the observer 120 (obtained by measuring a portion of the motion parameters included in the state parameter X0 as described above)

[0090] A: System coefficient matrix of engine 200

[0091] B: Input vector U to the system

[0092] C: Extract the output vector X0' from X0

[0093] In addition, the state space expression of the engine 200 shown in the figure shows the above equation.

[0094] The observer 120 has the same state space expression as the above-mentioned engine 200. That is, the observer 120 has the same system coefficient matrix A, input vector B, and output vector C as the engine 200. The major difference between the observer 120 and the engine 200 is that the motion data X0' of the engine 200 is input to the observer 120 via the observer gain H. In this way, the observer 120 has a second calculation model defined by the system coefficient matrix A and the observer gain H, and calculates the second engine state parameter X2 by taking the fuel supply amount U and the motion data X0' for each combustion as input.

[0095] The second engine state parameter X2 is a vector having n elements (X21, X22, ..., X2n). Similar to the first engine state parameter X1, the number of elements of the second engine state parameter X2 is equal to the number of elements of the state parameter X0 of the engine 200, and each element of X2 is an estimated value of each element of X0. For example, when the first element X01 of the state parameter X0 of the engine 200 is the rotation speed Ne and the second element X02 is the scavenging pressure Ps, the first element X21 of the second engine state parameter X2 is the estimated value of the rotation speed Ne, and the second element X22 is the estimated value of the scavenging pressure Ps.

[0096] Unlike the simulator 110 that calculates an ideal state parameter X1 at a certain reference time point, the observer 120 calculates a real-time state parameter X2 of the engine 200. In addition, when all state parameters X0 of the engine 200 are measured, the observer 120 does not need to be provided, but it is unrealistic to measure all parameters, so the observer 120 is used to estimate the state parameter X2.

[0097] In addition, the above description takes the case where the engine 200 is a linear system as an example, but the observer 120 can also be configured in the case of a nonlinear system. That is, the observer 120 only needs to include an element representing the system characteristics of the engine 200 in the second calculation model (in Figure 4In the example of , it is the system coefficient matrix). Whether the engine 200 is a linear system or a nonlinear system is not essential in this embodiment.

[0098] Figure 5 1 is a schematic diagram showing the structure of the engine characteristic estimation unit 130. The engine characteristic estimation unit 130 includes a difference calculation unit 131, an absolute value calculation unit 132, a weighted calculation unit 133, an addition unit 134, and a threshold comparison unit 135, and uses the difference calculation result of the difference calculation unit 131 as the characteristic estimation output of the engine 200.

[0099] The differential operation unit 131 operates the difference between the first engine state parameter X1 and the second engine state parameter X2. Specifically, it has differentiators 131-1, 131-2, ..., 131-n, the number of which is equal to the number of elements n of X1 and X2. Each differentiator operates the difference e1, e2, ..., en of the parameters corresponding to X1 and X2. As in the above example, when the first element X01 of the state parameter X0 is the rotational speed Ne and the second element X02 is the scavenging pressure Ps, the first differentiator 131-1 operates the difference e1 between X11 as the estimated value of the rotational speed Ne and X21 as the estimated value of the rotational speed Ne, and the second differentiator 131-2 operates the difference e2 between X12 as the estimated value of the scavenging pressure Ps and X22 as the estimated value of the scavenging pressure Ps. These difference calculation results e1 , e2 , . . . , en are provided as characteristic estimation outputs of the engine 200 to the subsequent calculation model updating unit 140 .

[0100] The absolute value calculation unit 132 , the weighted calculation unit 133 , the adding unit 134 , and the threshold comparison unit 135 trigger the calculation model update process of the subsequent calculation model update unit 140 based on the series of calculation results.

[0101] The absolute value calculation unit 132 calculates the absolute value of each of the differences e1, e2, . . . , en from the difference calculation unit 131.

[0102] The weighted calculation unit 133 multiplies the n calculation results from the absolute value calculation unit 132 by predetermined weights w1, w2, ..., wn. Here, each weight is appropriately set according to the importance of each parameter in the engine characteristic estimation of the present embodiment. For example, in the above example, when the rotation speed Ne as the first parameter is given more importance than the scavenging pressure Ps as the second parameter in the engine characteristic estimation, it is preferable to set the first weight w1 to be larger than the second weight.

[0103] The adding unit 134 adds the n calculation results from the weighting calculating unit 133 .

[0104] The threshold comparison unit 135 compares the calculation result from the addition unit 134 with a predetermined threshold value. When the calculation result from the addition unit 134 exceeds the threshold value, a trigger signal T for the calculation model update process of the subsequent calculation model update unit 140 is generated.

[0105] As described above, the trigger signal T for the calculation model updating unit 140 is generated only when the differences e1, e2, ..., en from the difference operation unit 131 meet the prescribed criterion, so that the frequency of the calculation model update process can be prevented from becoming too high, thereby improving the stability of the system. In addition, the threshold comparison unit 135 can also be configured to generate a trigger signal T when the state where the calculation result from the addition unit 134 exceeds the threshold value continues for a prescribed time. In this case, the trigger signal T is not generated due to an instantaneous abnormal value, so the stability of the system is further improved.

[0106] In addition, the above-mentioned series of structures of the absolute value operation unit 132, the weighted operation unit 133, the addition unit 134, and the threshold comparison unit 135 are only examples, and various structures can be adopted as long as the trigger signal T for the calculation model update unit 140 is generated based on the difference operation results e1, e2, ..., en of the difference operation unit 131. For example, when only one difference operation result (for example, e2) among a plurality of difference operation results is important, the trigger signal T may be generated based only on the size of the difference operation result without considering the other difference operation results. In this case, it is not necessary to provide the weighted operation unit 133 and the addition unit 134.

[0107] Return to Figure 1 The calculation model updating unit 140 receives the trigger signal T from the engine characteristic estimation unit 130, takes the characteristic estimation outputs e1, e2, ..., en from the engine characteristic estimation unit 130 as input, and updates the second calculation model of the observer 120 based on a predetermined algorithm. Figure 4 As described in , the second calculation model is a calculation model including the system coefficient matrix A and the observer gain H. Here, the calculation model updating unit 140 updates at least one of the system coefficient matrix A and the observer gain H based on a predetermined algorithm. The system coefficient matrix A as a matrix and the observer gain H as a vector each have a plurality of elements, so it is sufficient to update at least one of the elements.

[0108] In particular, in response to changes in characteristics of the engine 200 caused by aging, changes in the external environment such as intake air temperature, etc., it is preferable to update the system coefficient matrix A. When the characteristics of the engine 200 change, that is, when the combustion efficiency, power transmission efficiency, dynamic characteristics, supercharger efficiency, interference effects, etc., as exemplified above, change, Figure 4The system coefficient matrix A of the engine 200 in the observer 120 changes, so it is sufficient to update the system coefficient matrix A of the observer 120 in accordance with the change. As a result, the second calculation model of the observer 120 reflects the characteristics of the engine 200, so the state estimation accuracy when the observer 120 estimates the state of the engine 200 can be improved.

[0109] In addition, the algorithm used in the calculation model update process performed by the calculation model update unit 140 can be appropriately designed with the goal of making the second calculation model of the observer 120 better reflect the actual characteristics of the engine 200. As a simple example, the following trial-and-error algorithm can be cited. In this algorithm, multiple update process options prepared in advance are tried in sequence, and the option that maximizes the improvement of the characteristic estimation outputs e1, e2, ..., en is adopted. In addition, the algorithm is not limited to a pre-programmed algorithm, and it can also be set to be able to update the algorithm through machine learning corresponding to the actual processing results.

[0110] The calculation model update mode execution unit 150 executes an update mode for updating the second calculation model by the calculation model update unit 140. During the period when the update mode is not executed, even if the trigger signal T is generated from the engine characteristic estimation unit 130, the calculation model update unit 140 does not update the second calculation model. On the other hand, if the trigger signal T is generated from the engine characteristic estimation unit 130 during the execution of the update mode, the calculation model update unit 140 updates the second calculation model based on the characteristic estimation outputs e1, e2, ..., en. In addition, the update mode can be executed based on user operations, and the update mode can be automatically executed at a specified frequency. By setting such a dedicated update mode, the frequency of the calculation model update process can be prevented from becoming too high, thereby improving the stability of the system. On the other hand, it is of course possible to set the following structure: without setting such a dedicated update mode, the update process of the second calculation model is performed at any time based on the trigger signal T from the engine characteristic estimation unit 130 at any time point.

[0111] Figure 6 The following is a flow of processing for estimating engine characteristics by the engine characteristics estimating device 100 having the above configuration.

[0112] In step S10 , it is determined whether the update mode is executed by the calculation model update mode execution unit 150 .

[0113] When the update mode is executed, the simulator 110 calculates the first engine state parameter X1 in step S21 , and in parallel therewith, the observer 120 calculates the second engine state parameter X2 in step S22 .

[0114] In step S30 , the engine characteristic estimation unit 130 calculates the differences e1 , e2 , . . . , en (characteristic estimation output) between the elements of the first engine state parameter X1 and the second engine state parameter X2 .

[0115] In step S40 , the engine characteristic estimation unit 130 determines whether a trigger signal T for the calculation model updating unit 140 is generated based on the characteristic estimation outputs e1 , e2 , . . . , en.

[0116] When the trigger signal T is generated, in step S50 , the calculation model updating unit 140 updates the second calculation model of the observer 120 based on the characteristic estimation outputs e1 , e2 , . . . , en.

[0117] Figure 7 2 is a schematic diagram showing an example of engine characteristic estimation performed by the engine characteristic estimation device 100 described above. Figure 1 Similarly, the engine 200, the simulator 110, and the observer 120 are represented as modules that output state parameters of the engine 200. The following description is based on an ideal state in which no disturbance affects the engine 200, but the present embodiment can also be applied to a case in which there is disturbance.

[0118] Figure 7 (A) shows the initial state of the engine 200 .

[0119] The engine 200 is described by a system coefficient matrix A0 representing the characteristics of its initial state, and outputs a state parameter X0 for an input of a fuel supply amount U for each combustion.

[0120] The simulator 110 calculates the first engine state parameter based on the input of the fuel supply amount U per combustion based on the first calculation model representing the characteristics of the engine 200 in the initial state. The simulator 110 correctly reproduces the engine 200 in the initial state, and the first engine state parameter outputted by the simulator 110 is consistent with the state parameter X0 of the engine 200 in the initial state described above.

[0121] The observer 120 calculates the second engine state parameter based on the input of the fuel supply amount U and the action data X0' for each combustion based on the second calculation model including the same system coefficient matrix A0 as the engine 200 in the initial state. Here, the observer 120 estimates the initial state of the engine 200 based on the system coefficient matrix A0, and if it is assumed that the estimation accuracy is 100%, the second engine state parameter is consistent with the state parameter X0 of the engine 200 in the above initial state.

[0122] Therefore, in Figure 7In the initial state of (A), the outputs of the engine 200, the simulator 110, and the observer 120 match each other. Furthermore, the output of the difference calculation unit 131 that calculates the difference between the outputs of the simulator 110 and the observer 120 is zero.

[0123] Figure 7 (B) shows a state in which the characteristics of the engine 200 have changed due to degradation over time from the initial state.

[0124] Due to the degradation of the engine 200, the system coefficient matrix of the engine 200 changes from A0 in the initial state to A1. In addition, due to the change of the system coefficient matrix, its state parameter also changes from X0 in the initial state to X.

[0125] The first calculation model of the simulator 110 has not changed from the initial state. In addition, the input to the simulator 110, i.e., the fuel supply amount U per combustion, is a driving input amount that is irrelevant to the degradation of the engine 200, and therefore the output of the simulator 110, i.e., the first engine state parameter, has not changed from the initial state and is represented by X0.

[0126] The second calculation model of the observer 120 also does not change from the initial state, and includes the system coefficient matrix A0 of the initial state of the engine 200. On the other hand, the operation data X' input from the engine 200 to the observer 120 is affected by the degradation of the engine 200, and thus changes from the input X0' to the observer 120 in the initial state. As a result, the output of the observer 120, that is, the second engine state parameter, changes to X2 different from X0 in the initial state.

[0127] In this way, Figure 7 In the degradation state shown in (B), the first engine state parameter X1 (equal to X0) and the second engine state parameter X2 (different from X0) diverge, and the output of the difference operation unit 131 is not zero (X2-X0). In this way, according to the engine characteristic estimation device 100 of this embodiment, the degradation of the engine 200, that is, the change from A0 to A1 of the system coefficient matrix, can be estimated based on the divergence.

[0128] Figure 7 (C) shows that the calculation model updating unit 140 calculates the model according to Figure 7The degradation of the engine 200 estimated in (B) is subjected to the updating process of the observer 120. The calculation model updating unit 140 estimates the system coefficient matrix A1 of the engine 200 after degradation based on the above-mentioned deviation data X2-X0 calculated in the degradation state, and updates the system coefficient matrix in the second calculation model of the observer 120 from A0 to A1. As a result, the system coefficient matrix of the observer 120 reflects the characteristics of the engine 200 after degradation, and the estimation accuracy of the engine 200 by the observer 120 is improved. Here, if it is assumed that the estimation accuracy is 100%, the output of the observer 120 is completely consistent with the output X of the engine 200.

[0129] As described above, according to the engine characteristic estimation device 100 of the present embodiment, the degradation of the engine 200 is estimated, and the observer 120 is updated based on the estimated degradation, thereby improving the state estimation accuracy of the engine 200.

[0130] In addition, Figure 7 In the update state (C), although a stable divergence X-X0 occurs between the output X of the observer 120 and the output X0 of the simulator 110, there is no problem. After the update state, if the divergence remains at X-X0, it can be seen that the engine 200 has not further deteriorated, so there is no need for further calculation model update by the calculation model update unit 140, and the system can be operated normally in this state. On the other hand, when further degradation occurs in the engine 200 and the divergence further changes from X-X0, the calculation model update unit 140 performs further calculation model update, so that the system coefficient matrix of the observer 120 can reflect the latest characteristics of the engine 200.

[0131] In addition, Figure 7 In (A) of FIG. 1 , the case where the output of the simulator 110 and the output of the observer 120 are consistent in the initial state is taken as an example and explained, but the output of the simulator 110 and the output of the observer 120 may be different. Here, if the initial output of the simulator 110 is set to X0 and the initial output of the observer 120 is set to X, the deviation of the initial state is expressed as X-X0. This is the same as in Figure 7 The situation in which there is a stable deviation from X-X0 as described in (C) is essentially the same.

[0132] In order to eliminate the above-mentioned stable deviation in appearance, the first calculation model of the simulator 110 can also be updated. Figure 7 The initial time point of (A), Figure 7When there is a stable divergence X2-X1 between the first engine state parameter X1 of the simulator 110 and the second engine state parameter X2 of the observer 120 at a predetermined reference time point such as the update time point of (C), the first calculation model of the simulator 110 is updated, thereby correcting the output of the simulator 110 from X1 to X2. As a result, the output of the simulator 110 and the output of the observer 120 are both X2, and the above-mentioned stable divergence can be eliminated in appearance.

[0133] Even when the first calculation model of the simulator 110 is updated in this way, it is preferable to continue to maintain the first calculation model corresponding to the initial state. Since the initial state is an absolute reference state when the characteristics of the engine 200 are estimated or controlled, it is preferable to set it in advance so that it can always be referenced. Figure 7 When the first calculation model of the simulator 110 is updated in the update state of (C), the first calculation model corresponding to the initial state can be directly maintained, and a new first calculation model corresponding to the update state can be added. In this case, the simulator 110 calculates the first engine state parameter corresponding to the initial state and the first engine state parameter corresponding to the update state. Then, the difference calculation unit 131 can estimate the degradation of the engine 200 from the initial state and the degradation from the update state by calculating the difference between each first engine state parameter and the second engine state parameter.

[0134] In addition to the contents described above, this embodiment has the following functions and effects, for example.

[0135] The fuel supply amount U per combustion used in the calculation of the simulator 110 is data that is not affected by the characteristic change of the engine 200 caused by the change of the external environment such as the aging degradation and the intake air temperature, so the first engine state parameter X1 as the calculation result is not affected by the characteristic change of the engine 200. In contrast, the operation data of the engine 200 used in the calculation of the observer 120 is data that is affected by the characteristic change of the engine 200, so the second engine state parameter X2 as the calculation result is affected by the characteristic change of the engine 200. In this way, by using the difference between the two engine state parameters X1 and X2 that have different effects on the engine characteristic change, that is, the characteristic estimation output, the engine characteristic estimation unit 130 can estimate the characteristic change of the engine 200 (the change from A0 to A1 of the system coefficient matrix) with high accuracy. In addition, even when the characteristics of the engine 200 do not change, the state of the engine 200 can be estimated with high accuracy by using two calculation units with different calculation models at the same time.

[0136] By using a model representing the characteristics of the initial state of the engine 200 as the first calculation model of the simulator 110 and the second calculation model of the observer 120 , a change in the characteristics of the engine 200 from the initial state can be estimated efficiently.

[0137] By providing the calculation model updating unit 140 for updating the second calculation model of the observer 120 based on the characteristics of the engine 200 estimated by the engine characteristics estimating unit 130, even when the engine 200 deteriorates, the accuracy of the state of the engine 200 estimated by the observer 120 can be maintained high.

[0138] Among the parameters constituting the first engine state parameter X1 and the second engine state parameter X2, there are parameters indicating nonlinearity, but sometimes the nonlinearity can be reduced by calculating the difference between these parameters. In the present embodiment, the difference calculation unit 131 calculates the difference between the first engine state parameter X1 and the second engine state parameter X2, and converts it into a form that is easy to handle and reduces nonlinearity, so as to estimate the characteristics of the engine 200.

[0139] The present invention has been described above based on the embodiments. Those skilled in the art will appreciate that the embodiments are merely illustrative and that various modifications may be made to the combinations of the constituent elements and processing procedures, and that such modifications are also within the scope of the present invention.

[0140] In the present embodiment, the engine characteristic estimation unit 130 is provided with a difference calculation unit 131 that calculates the difference between the first engine state parameter X1 and the second engine state parameter X2, and estimates the characteristics of the engine 200 based on the difference. However, the characteristics of the engine 200 may be estimated based on other calculations. For example, since the input data and calculation models of the simulator 110 and the observer 120 are different, it may not be possible to maximize the estimation accuracy when a simple difference between X1 and X2 is used. In this case, the function of the calculation for characteristic estimation in the engine characteristic estimation unit 130 can be optimized according to the difference in input data and calculation models between the two. If such a function is generalized and set to f(X1, X2), the engine characteristic estimation unit 130 can be understood as a calculation unit that takes X1 and X2 as inputs and outputs a characteristic estimation output f(X1, X2). In the example of the difference calculation described in the embodiment, f(X1, X2)=X2-X1.

[0141] In the embodiment, the engine characteristic estimation device 100 is described as including the simulator 110 as the first calculation unit that calculates the first engine state parameter X1 by the first calculation model, the observer 120 as the second calculation unit that calculates the second engine state parameter X2 by the second calculation model, and the engine characteristic estimation unit 130 that estimates the characteristics of the engine 200 based on X1 and X2. However, it is also possible to configure an engine state estimation device that estimates the state of the engine 200 using the simulator 110 and the observer 120 without providing the engine characteristic estimation unit 130. According to this engine state estimation device, the state of the engine 200 can be estimated with high accuracy by using two calculation units with different calculation models at the same time. For example, when estimating the scavenging pressure as the state parameter of the engine 200, since the estimated value is included in both the first engine state parameter X1 from the simulator 110 and the second engine state parameter X2 from the observer 120, the scavenging pressure can be estimated with high accuracy by calculating the average value of the two estimated values. Generally speaking, it is sufficient to constitute an engine state estimation unit as a calculation unit, which prepares a function g(X1, X2) for state estimation that is most suitable for the engine 200 according to the difference in each calculation model, takes X1 and X2 as input, and outputs a state estimation output g(X1, X2). In the example of calculating the above average value, g(X1, X2) = (X1 + X2) / 2. In addition, the engine state estimation unit can also be set as the following structure: the calculation based on g(X1, X2) is performed in a manner that includes not only the instantaneous data of X1 and X2 but also the historical record data of X1 and X2 in the past fixed period.

[0142] In addition, the functional structure of each device described in the embodiment can be realized by hardware resources or software resources or the cooperation of hardware resources and software resources. As hardware resources, processors, ROM, RAM, and other LSIs can be used. As software resources, programs such as operating systems and application programs can be used.

[0143] In the embodiments disclosed in this specification, the embodiments in which multiple functions are dispersedly arranged may also be arranged in a centralized manner with some or all of the multiple functions. Conversely, the embodiments in which multiple functions are centrally arranged may be arranged so that some or all of the multiple functions are dispersed. Whether the functions are centralized or dispersed, as long as the configuration is such that the purpose of the invention can be achieved.

Claims

1. An engine characteristic estimation device, comprising: a first calculation unit that calculates a first engine state parameter as a state variable of the engine at a reference time point based on a first calculation model representing characteristics of the engine and a fuel supply amount supplied to the engine at an arbitrary time point; a second calculation unit that calculates, in parallel with the first calculation unit, second engine state parameters that are state variables of the engine in real time, based on a second calculation model that is different from the first calculation model and represents characteristics of the engine and motion data related to the motion of the engine driven at the arbitrary time point, the number of parameters of the second engine state parameters being the same as the number of parameters of the first engine state parameters, and each parameter of the second engine state parameters corresponding to each parameter of the first engine state parameters; as well as an engine characteristic estimation unit that estimates the characteristic of the engine at the arbitrary time point based on the first engine state parameter and the second engine state parameter, The action data is a part of the state parameters included in the first engine state parameter and the second engine state parameter. The engine characteristic estimation unit estimates at least one of combustion efficiency, power transmission efficiency, dynamic characteristics, efficiency of a supercharger for increasing the pressure of air flowing into the engine body, and disturbance influence on the engine as the engine characteristic.

2. The engine characteristic estimation device according to claim 1, characterized in that: The first calculation model represents characteristics of an initial state of the engine.

3. The engine characteristic estimation device according to claim 1 or 2, characterized in that: The method further includes a calculation model updating unit configured to update the second calculation model based on the characteristics of the engine estimated by the engine characteristics estimating unit.

4. The engine characteristic estimation device according to claim 3, characterized in that: The second calculation model includes a system coefficient matrix representing the characteristics of the second calculation unit, The calculation model updating section updates at least one element in the system coefficient matrix.

5. The engine characteristic estimation device according to claim 3, characterized in that: The engine characteristic estimation unit includes a difference calculation unit that calculates a difference between the first engine state parameter and the second engine state parameter, and estimates the engine characteristic based on the difference. The calculation model updating unit updates the second calculation model when the difference exceeds a predetermined threshold value.

6. The engine characteristic estimation device according to claim 5, characterized in that: The calculation model updating unit updates the second calculation model when the state in which the difference exceeds the threshold value continues for a predetermined time.

7. The engine characteristic estimation device according to claim 3, characterized in that: further comprising a calculation model update mode execution unit configured to execute an update mode for the calculation model update unit to update the second calculation model, The calculation model updating portion updates the second calculation model based on the characteristics of the engine estimated by the engine characteristics estimating portion in the update mode.

8. The engine characteristic estimation device according to claim 1, characterized in that: The engine characteristic estimation unit includes a difference calculation unit that calculates a difference between the first engine state parameter and the second engine state parameter, and estimates the characteristic of the engine based on the difference.

9. The engine characteristic estimation device according to claim 8, characterized in that: The differential operation unit includes a plurality of differentiators. The plurality of differentiators calculate respective differences between a plurality of parameters included in the first engine state parameter and a plurality of parameters corresponding to the plurality of parameters included in the second engine state parameter.

10. The engine characteristic estimation device according to claim 1, characterized in that: The operation data includes engine main body data related to the operation of the engine main body and supercharger data related to the operation of a supercharger for increasing the pressure of air flowing into the engine main body.

11. The engine characteristic estimation device according to claim 10, characterized in that: The engine main body data includes at least one of a rotation speed, an exhaust temperature, an exhaust pressure, and an exhaust volume of the engine main body.

12. The engine characteristic estimation device according to claim 10 or 11, characterized in that: The supercharger data includes at least one of a rotation speed, a supply air temperature, a supply air pressure, a supply air amount, a scavenging air temperature, a scavenging air pressure, and a scavenging air amount of the supercharger.

13. The engine characteristic estimation device according to claim 1, characterized in that: The motion data includes mechanical data related to the mechanical motion of the engine and thermodynamic data related to the thermodynamic state of the engine.

14. The engine characteristic estimation device according to claim 13, characterized in that: The mechanical data includes at least one of a rotation speed of an engine body and a rotation speed of a supercharger for increasing the pressure of air flowing into the engine body.

15. The engine characteristic estimation device according to claim 13 or 14, characterized in that: The thermodynamic data includes at least one of exhaust gas temperature, exhaust gas pressure, exhaust gas volume, supply gas temperature, supply gas pressure, supply gas volume, scavenging gas temperature, scavenging gas pressure and scavenging gas volume.

16. The engine characteristic estimation device according to claim 1, characterized in that: The second calculation unit calculates the second engine state parameter based on the fuel supply amount in addition to the operation data.

17. The engine characteristic estimation device according to claim 1, characterized in that: The engine is a ship engine having a rated speed of 1000 revolutions per minute or less.

18. A method for estimating engine characteristics, comprising the following steps: a first calculation step of calculating a first engine state parameter as a state variable of the engine at a reference time point based on a first calculation model representing characteristics of the engine and a fuel supply amount supplied to the engine at an arbitrary time point; A second calculation step of calculating, in parallel with the first calculation step, second engine state parameters as state variables of the engine in real time based on a second calculation model different from the first calculation model and representing characteristics of the engine and action data related to the action of the engine driven at the arbitrary time point, wherein the number of parameters of the second engine state parameters is the same as the number of parameters of the first engine state parameters, and each parameter of the second engine state parameters corresponds to each parameter of the first engine state parameters; as well as an engine characteristic estimating step of estimating the characteristic of the engine at the arbitrary time point based on the first engine state parameter and the second engine state parameter, The action data is a part of the state parameters included in the first engine state parameter and the second engine state parameter. In the engine characteristic estimating step, at least one of combustion efficiency, power transmission efficiency, dynamic characteristics, efficiency of a supercharger for increasing the pressure of air flowing into the engine body, and disturbance influence on the engine is estimated as the engine characteristic.

19. A computer-readable storage medium storing an engine characteristic estimation program for causing a computer to execute the following steps: a first calculation step of calculating a first engine state parameter as a state variable of the engine at a reference time point based on a first calculation model representing characteristics of the engine and a fuel supply amount supplied to the engine at an arbitrary time point; A second calculation step of calculating, in parallel with the first calculation step, second engine state parameters as state variables of the engine in real time based on a second calculation model different from the first calculation model and representing characteristics of the engine and action data related to the action of the engine driven at the arbitrary time point, wherein the number of parameters of the second engine state parameters is the same as the number of parameters of the first engine state parameters, and each parameter of the second engine state parameters corresponds to each parameter of the first engine state parameters; as well as an engine characteristic estimating step of estimating the characteristic of the engine at the arbitrary time point based on the first engine state parameter and the second engine state parameter, The action data is a part of the state parameters included in the first engine state parameter and the second engine state parameter. In the engine characteristic estimating step, at least one of combustion efficiency, power transmission efficiency, dynamic characteristics, efficiency of a supercharger for increasing the pressure of air flowing into the engine body, and disturbance influence on the engine is estimated as the engine characteristic.

20. An engine state estimation device, comprising: a first calculation unit that calculates a first engine state parameter as a state variable of the engine at a reference time point based on a first calculation model representing characteristics of the engine and a fuel supply amount supplied to the engine at an arbitrary time point; a second calculation unit that calculates, in parallel with the first calculation unit, second engine state parameters that are state variables of the engine in real time, based on a second calculation model that is different from the first calculation model and represents characteristics of the engine and motion data related to the motion of the engine driven at the arbitrary time point, the number of parameters of the second engine state parameters being the same as the number of parameters of the first engine state parameters, and each parameter of the second engine state parameters corresponding to each parameter of the first engine state parameters; as well as an engine state estimating unit for estimating a state of the engine at the arbitrary time point based on the first engine state parameter and the second engine state parameter, The action data is a part of the state parameters included in the first engine state parameter and the second engine state parameter. The engine state estimation unit estimates at least one of the speed, exhaust pressure, exhaust temperature, exhaust volume, supply air temperature, supply air pressure, supply air volume, scavenging air temperature, scavenging air pressure, scavenging air volume, and the speed of a supercharger for increasing the pressure of air flowing into the engine body, supply air temperature, supply air pressure, supply air volume, scavenging air temperature, scavenging air pressure, and scavenging air volume as the state of the engine.

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