Control device for vehicle and method of estimating temperature of internal combustion engine component

Abstract

A control device of a vehicle and a method of estimating a temperature of a component of an internal combustion engine. The control device of the vehicle executes: a base temperature calculating process of calculating a base temperature of a component of an internal combustion engine; a correction value calculating process of calculating a correction value; a queue reflecting process of causing the correction value to reflect a tendency that the component is less likely to be cooled in a case where the temperature-estimating vehicle, in which the component whose temperature is estimated is mounted, is one of a plurality of vehicles constituting a queue than in a case where the temperature-estimating vehicle is a following vehicle; a last reflecting process of causing the correction value to reflect a tendency that the component is more likely to be cooled in a case where the temperature-estimating vehicle is a last vehicle than in a case where the temperature-estimating vehicle is not the last vehicle; and a component temperature estimating process of correcting the base temperature using the correction value.

Description

Technical Field

[0001] This disclosure relates to vehicle control devices and methods for estimating the temperature of internal combustion engine components. Background Technology

[0002] The vehicle control device described in Japanese Patent Application Publication No. 2009-287507 estimates the temperature of internal combustion engine components. An example of an internal combustion engine component is the exhaust manifold. As the vehicle speed increases, the exchange of outside air around the components becomes more rapid. Consequently, the component temperature tends to decrease as the vehicle speed increases. Therefore, the aforementioned control device estimates a lower component temperature as the vehicle speed increases.

[0003] For example, the estimated temperature of a component can be used in calculating heat-induced component damage. Heat-induced component damage includes, for example, high-temperature fatigue caused by exposure to high temperatures and thermal fatigue caused by repeated temperature rises and falls. The calculated component damage can be used in calculating the predicted lifespan of the component.

[0004] To accurately determine such heat-induced damage, it is necessary to know the temperature of the internal combustion engine components. Therefore, it is required to estimate the temperature of the internal combustion engine components. Summary of the Invention

[0005] According to one aspect of this disclosure, a vehicle control device is provided, the vehicle being equipped with an internal combustion engine. The vehicle control device includes a processing circuit configured to perform: a base temperature calculation process, calculating a base temperature of components of the internal combustion engine based on information about the operating state of the internal combustion engine; a correction value calculation process, calculating a correction value for correcting the base temperature based on information about the vehicle's speed; a queue reflection process, where, if the vehicle equipped with the component of the estimated temperature (i.e., the temperature-estimated vehicle) is one of a plurality of vehicles constituting a queue, the correction value reflects a tendency for the component to be difficult to cool when the temperature-estimated vehicle is a subsequent vehicle, compared to the case where the temperature-estimated vehicle is the first vehicle in the queue; a last-vehicle reflection process, where the correction value reflects a tendency for the component to be easy to cool when the temperature-estimated vehicle is the last vehicle, compared to the case where the temperature-estimated vehicle is one of the plurality of vehicles constituting the queue but not the last vehicle; and a component temperature estimation process, estimating the temperature of the components of the internal combustion engine by correcting the base temperature using the correction value.

[0006] According to one aspect of this disclosure, a method for estimating the temperature of an internal combustion engine component is provided. This method estimates the temperature of the internal combustion engine component in a vehicle equipped with an internal combustion engine. The method includes: performing a base temperature calculation process, wherein the base temperature calculation process calculates a base temperature of the internal combustion engine component based on information about the operating state of the internal combustion engine; performing a correction value calculation process, wherein the correction value calculation process calculates a correction value for correcting the base temperature based on information about the vehicle's speed; and performing a queue response process, wherein the queue response process is performed when the vehicle equipped with the component whose temperature is estimated, i.e., the temperature estimation vehicle, is one of a plurality of vehicles constituting a queue. In this case, the correction value is made to reflect the tendency of the component to be difficult to cool when the temperature-estimated vehicle is a subsequent vehicle, compared to the case where the temperature-estimated vehicle is the lead vehicle; a last-reflection process is performed, which is to make the correction value reflect the tendency of the component to be easy to cool when the temperature-estimated vehicle is the last vehicle, compared to the case where the temperature-estimated vehicle is one of the plurality of vehicles constituting the queue but is not the last vehicle; and a component temperature estimation process is performed, which is to estimate the temperature of the internal combustion engine component by correcting the base temperature using the correction value. Attached Figure Description

[0007] Figure 1 This is a schematic diagram showing the internal combustion engine and vehicle control device mounted on the vehicle.

[0008] Figure 2 This is a schematic diagram showing the general structure of a vehicle's control unit, the sensors connected to the vehicle's control unit, and the communication device used by the control unit to communicate with external devices of the vehicle.

[0009] Figure 3 This is a control block diagram of the temperature estimation control performed by the vehicle's control device.

[0010] Figure 4 This is an explanatory diagram used to illustrate the contents of the mapping data used in calculating the base temperature.

[0011] Figure 5 This is an explanatory diagram illustrating the contents of the mapping data used when calculating correction values ​​through the correction value calculation process.

[0012] Figure 6 This is an explanatory diagram used to illustrate the contents of the mapping data used in the execution queue during processing.

[0013] Figure 7This is an explanatory diagram used to illustrate the contents of the mapping data used when performing the final reflection processing.

[0014] Figure 8 This is a conceptual diagram of vehicle-to-vehicle communication.

[0015] Figure 9 This is a conceptual diagram of a traffic control network. Detailed Implementation

[0016] Hereinafter, a control device for a vehicle according to one embodiment will be described with reference to the accompanying drawings.

[0017] <Composition of Vehicle 100>

[0018] like Figure 1 As shown, an internal combustion engine (hereinafter referred to as the engine) 10 is mounted in the engine compartment 110 of the vehicle 100. The control device 50 of the vehicle 100 is electrically connected to the engine 10. Furthermore, the control device 50 controls the engine 10. In addition, the control device 50 controls not only the engine 10, but also various parts of the vehicle 100.

[0019] The control device 50 estimates the temperature of the components constituting the engine 10. Here, the control device 50 estimates the temperature of the exhaust manifold, which is connected to the cylinder head of the engine 10 and collects the exhaust from each cylinder.

[0020] like Figure 1 As shown, a grille 20 is provided at the front end of the vehicle 100 to draw in outside air into the engine compartment 110. When the vehicle 100 is moving forward, a portion of the driving air is drawn into the engine compartment 110 through the grille 20.

[0021] Therefore, the components constituting the engine 10 are cooled not only through heat exchange with the cooling water circulating inside the engine 10, but also through heat exchange with the driving air. The exhaust manifold is also one of the components cooled by the driving air.

[0022] <Composition of Control Device 50>

[0023] like Figure 2 As shown, the control device 50 includes a storage device 52 storing a program and a control unit 51 that executes the program stored in the storage device 52 to perform various controls. The storage device 52 is, for example, composed of a ROM and a storage device. The control unit 51 is, for example, composed of a CPU and RAM.

[0024] The control unit 50 is connected to various sensors that detect the status of the engine 10, the vehicle 100, and so on.

[0025] For example, a crankshaft position sensor 60 is connected to the control unit 50. The crankshaft position sensor 60 outputs a crankshaft angle signal corresponding to the change in the rotational phase of the output shaft of the engine 10, i.e., the crankshaft. The control unit 50 calculates the crankshaft speed, i.e., the internal combustion engine speed NE, based on the detected crankshaft rotation angle signal input from the crankshaft position sensor 60.

[0026] An air flow meter 61 is connected to the control device 50. The air flow meter 61 detects the temperature THA and the mass of the air drawn into the cylinder through the intake passage of the engine 10, i.e., the intake air volume GA. The control device 50 obtains the information of the air temperature THA and the intake air volume GA detected by the air flow meter 61.

[0027] The control device 50 calculates the internal combustion engine load rate KL based on the internal combustion engine speed NE and the intake air volume GA. The internal combustion engine load rate KL is an indicator value of the air filling rate in the combustion chamber of the engine 10, which is the ratio of the intake air volume per combustion cycle of one cylinder to the reference intake air volume. In addition, the reference intake air volume is variably set according to the internal combustion engine speed NE.

[0028] A vehicle speed sensor 62 is connected to the control device 50 to detect the speed of the vehicle 100, i.e., the vehicle speed SPD. The control device 50 acquires the vehicle speed SPD information detected by the vehicle speed sensor 62.

[0029] Additionally, a vehicle-mounted camera 63 is installed in the vehicle 100. The vehicle-mounted camera 63 is mounted in the vehicle 100 in a manner capable of capturing images of the road surface in front of and / or behind the vehicle 100. The vehicle-mounted camera 63 is also connected to the control device 50. The vehicle-mounted camera 63 outputs the image data of the vehicles it captures to the control device 50.

[0030] Furthermore, the vehicle 100 is equipped with a millimeter-wave radar 64. The millimeter-wave radar 64 uses millimeter-wave radio waves to detect objects in front of and / or behind the vehicle 100, and outputs a signal corresponding to the detection result to the control device 50.

[0031] Furthermore, the vehicle 100 is equipped with a GPS device 65 and a communication device 70. The GPS device 65 receives signals from GPS satellites and detects the location of the vehicle 100, for example, in the form of latitude and longitude, based on these received signals. Additionally, the GPS device 65 outputs the detected location (latitude and longitude) information of the vehicle 100, i.e., location information, to the control device 50. The control device 50 uses the communication device 70 to communicate with external devices of the vehicle 100.

[0032] <Regarding Temperature Estimation Control>

[0033] As described above, the control device 50 estimates the temperature of the exhaust manifold. More specifically, while the vehicle 100 is in motion, the control device 50 periodically performs temperature estimation control to estimate the temperature of the exhaust manifold. Furthermore, the control device 50 stores the estimated temperature data in the storage device 52, accumulating historical temperature data for the exhaust manifold. This historical temperature data is accumulated in this way to analyze the historical temperature data to estimate the degree of exhaust manifold fatigue and to use it for confirming replacement timing and determining the cause of abnormalities.

[0034] Here, a summary of the temperature estimation control is given.

[0035] like Figure 3 As shown, the temperature estimation control includes a base temperature calculation process M10, a component temperature estimation process M20, a correction value calculation process M30, a queue response value calculation process M40, a queue response value summation process M45, a final response value calculation process M50, and a final response value summation process M55. The queue response value calculation process M40 and the queue response value summation process M45 constitute the queue response process. The final response value calculation process M50 and the final response value summation process M55 constitute the final response process.

[0036] The vehicle 100 equipped with an exhaust manifold at a pre-estimated temperature is referred to as the temperature estimation vehicle 100. Regardless of whether the temperature estimation vehicle 100 is one of multiple vehicles 100 forming a platoon, the control device 50 periodically executes a base temperature calculation process M10, a correction value calculation process M30, and a component temperature estimation process M20. The base temperature calculation process M10 calculates the base temperature THbs of the exhaust manifold based on information about the operating state of the engine 10. The correction value calculation process M30 calculates a correction value Cor for correcting the base temperature THbs based on information about the speed of the temperature estimation vehicle 100. The component temperature estimation process M20 estimates the temperature of the exhaust manifold by correcting the base temperature THbs using the correction value Cor.

[0037] When the temperature-estimated vehicle 100 is one of a group of vehicles 100 forming a queue, the control device 50 performs queue response processing. Queue response processing involves making the correction value Cor reflect the tendency that "when the temperature-estimated vehicle 100 is a following vehicle 100, its exhaust manifold is more difficult to cool compared to when the temperature-estimated vehicle 100 is the leading vehicle 100." The reason for this tendency is explained below. The leading vehicle 100 is the first vehicle 100 in the queue. The following vehicles 100 are the second or subsequent vehicles in the queue. The following vehicles 100 are blocked from the wind by one or more vehicles 100 that are ahead of them. Therefore, the exhaust manifold of the following vehicles 100 is more difficult to cool than the exhaust manifold of the leading vehicle 100.

[0038] The control device 50 performs a last-vehicle response process when the temperature-estimated vehicle 100 is the last vehicle 100. This allows the correction value Cor to reflect the tendency that "when the temperature-estimated vehicle 100 is the last vehicle 100, the exhaust manifold is easier to cool compared to when the temperature-estimated vehicle 100 is one of several vehicles 100 in a queue but is not the last vehicle 100." The reason for this tendency is explained below. The last vehicle 100 is the first vehicle 100 after the others in a queue. Air flowing along the upper surface of the lead vehicle 100 in the opposite direction to its travel direction will bypass the rear of the last vehicle 100. Therefore, when the temperature-estimated vehicle 100 is the last vehicle 100, the exhaust manifold mounted on the temperature-estimated vehicle 100 is easier to cool compared to when the temperature-estimated vehicle 100 is not the last vehicle 100.

[0039] Next, refer to Figures 3-7 The temperature estimation control performed by the control device 50 will be described in more detail. Furthermore, the temperature estimation control is implemented by the control unit 51 executing a program stored in the storage device 52.

[0040] <Regarding the calculation of base temperature in process M10>

[0041] The base temperature calculation process M10 calculates the base temperature THbs of the exhaust manifold based on the internal combustion engine speed NE and internal combustion engine load rate KL, which are information indicating the operating state of the engine 10. In the base temperature calculation process M10, the control unit 51 obtains the internal combustion engine speed NE and internal combustion engine load rate KL. Furthermore, the control unit 51 calculates the base temperature THbs based on the obtained internal combustion engine speed NE and internal combustion engine load rate KL.

[0042] The storage device 52 stores mapping data where the internal combustion engine load rate KL and internal combustion engine speed NE are input variables, and the base temperature THbs is the output variable. The control unit 51 uses this mapping data to calculate the base temperature THbs in the base temperature calculation process M10. Furthermore, the mapping data is a dataset of discrete values ​​of the input variables and the values ​​of the output variables corresponding to those values. Additionally, the mapping operation, for example, outputs the value of the corresponding output variable of the mapping data as the calculation result if either the value of the input variable matches the value of the input variable in the mapping data. If neither the value of the input variable matches the value of the input variable in the mapping data, the mapping operation outputs the value obtained by interpolation of the values ​​of multiple output variables included in the mapping data as the calculation result.

[0043] like Figure 4 As shown, in the mapping data used in the base temperature calculation process M10, there is a tendency for a higher base temperature THbs to be calculated when the internal combustion engine speed NE and the internal combustion engine load rate KL are higher. Furthermore, in Figure 4 In the example shown, the internal combustion engine load rate KL is expressed as a percentage. Furthermore, this mapping data is created by matching the values ​​of the output variables relative to each input variable based on the results of prior experiments and model-based simulations. For example, the mapping data is based on the relationship between the exhaust manifold temperature and the internal combustion engine load rate KL and the internal combustion engine speed NE in a stationary state unaffected by driving wind.

[0044] <Regarding the calculation and processing of correction values ​​M30>

[0045] The correction value calculation process M30 calculates the correction value Cor based on the vehicle speed SPD detected by the vehicle speed sensor 62. The control device 50 obtains the vehicle speed SPD in the correction value calculation process M30. Furthermore, the control device 50 calculates the correction value Cor based on the obtained vehicle speed SPD. As described later, in the component temperature estimation process M20, the control device 50 estimates the exhaust manifold temperature by adding the negative correction value Cor to the base temperature THbs.

[0046] The storage device 52 stores mapping data where the vehicle speed SPD is the input variable and the correction value Cor is the output variable. The control device 50 uses this mapping data to calculate the correction value Cor in the correction value calculation process M30.

[0047] like Figure 5As shown, in the mapping data used in the correction value calculation process M30, there is a tendency for a smaller negative correction value Cor to be calculated as the vehicle speed SPD increases. That is, the absolute value of the correction value Cor calculated in the correction value calculation process M30 increases as the vehicle speed SPD increases. For example, this mapping data is produced by matching the values ​​of the output variable relative to the vehicle speed SPD based on the results of model-based simulations conducted in advance under conditions where the preceding vehicle is traveling without wind obstruction.

[0048] <Regarding the queue response value calculation process M40 and the queue response value addition process M45>

[0049] As described above, when the temperature-estimated vehicle 100 is one of a plurality of vehicles 100 constituting a queue, the control device 50 performs queue response processing. As described above, the queue response processing consists of queue response value calculation processing M40 and queue response value addition processing M45.

[0050] The queue response process is performed when the queue flag PF is set. Regarding temperature-estimated vehicle 100, setting the queue flag PF means that temperature-estimated vehicle 100 is one of many vehicles 100 constituting the queue.

[0051] The queue marker PF is explained. Multiple vehicles 100 acquire the position information and velocity vectors of surrounding vehicles 100. Each vehicle 100 operates the queue marker PF based on the acquired position information and velocity vectors. Specifically, when multiple vehicles 100 are traveling at the same speed and the distance between them is less than a threshold, they identify that vehicle 100 as being in the same queue. Figure 8 In the example shown, vehicle 100A is identified as vehicle 100B, which is a vehicle 100 traveling in the same queue. In this case, in vehicle 100A, the queue flag PF... AB Establishment. Vehicle 100B is identified as vehicle 100A and vehicle 100C, which are vehicles 100 traveling in the same queue. In this case, in vehicle 100B, the queue flag PF... BA and queue flag PF BC Establishment. Vehicle 100C is identified as vehicle 100B, which is traveling in the same queue as vehicle 100. In this case, in vehicle 100C, the queue flag PF... CB Establishment. Here, since vehicles 100C and 100D are farther apart than the threshold distance, the queue flag PF is set in vehicle 100C. CD No flag is set. Additionally, since vehicles 100D and 100C are farther apart than the threshold distance, the queue flag PF is set in vehicle 100D.DC No flag is set. In this way, multiple vehicles 100 can each operate the queue flag PF.

[0052] The queue response value calculation process M40 includes obtaining the queue number PN, which indicates that vehicle 100 is the Nth vehicle 100 in the queue, based on the estimated temperature. Here, N is an integer greater than or equal to 1. The queue response value calculation process M40 calculates the queue response value Ref1 based on the vehicle speed SPD and the queue number PN.

[0053] Here, the method for obtaining the queue number PN is explained. As mentioned above, multiple vehicles 100 independently operate the queue flag PF. The multiple vehicles 100 share the queue flag PF with each other via the communication device 70. Figure 8 In the example shown, vehicle 100A holds the queue sign PF. AB PF BA PF BC PF CB Additionally, vehicle 100A acquires the position and velocity vectors of vehicle 100A, vehicle 100B, and vehicle 100C. By using this information, vehicle 100A can determine that vehicles 100A, 100B, and 100C are arranged in this order to form a queue. That is, in Figure 8 In the example shown, vehicle 100A can determine that its queue number PN is 1, vehicle 100B's queue number PN is 2, and vehicle 100C's queue number PN is 3. Furthermore, vehicle 100A can determine that vehicle 100C is the last vehicle. Therefore, vehicle 100A will assign the last flag RF indicating that vehicle 100C is the last vehicle. C set up.

[0054] The storage device 52 stores mapping data where the vehicle speed SPD and queue number PN are input variables and the queue response value Ref1 is an output variable. The control device 50 uses this mapping data to calculate the queue response value Ref1 in the queue response value calculation process M40.

[0055] like Figure 6 As shown, in the mapping data used in the queue response processing, there is a tendency for a larger queue number PN to result in a larger positive queue response value Ref1. The mapping data used in the queue response processing is prepared in advance based on experimental or model-based simulation results.

[0056] The queue response value addition process M45 is the process of adding the negative correction value Cor to the positive queue response value Ref1.

[0057] In this way, the queue response processing increases the negative correction value Cor as the queue number PN of the presumed temperature vehicle 100 increases. Thus, the correction value Cor can reflect the tendency for the exhaust manifold to become difficult to cool as the queue number PN of the presumed temperature vehicle 100 increases.

[0058] like Figure 6 As shown, when the queue number PN is 1 and the vehicle speed SPD is positive, the queue response value Ref1 is positive. This means that when the temperature-estimated vehicle 100 is the lead vehicle 100, it is more difficult to cool down compared to when it is traveling alone. This is because at least a portion of the air flowing along the upper surface of the temperature-estimated vehicle 100 in the opposite direction to the travel direction of the lead vehicle 100 does not go around the lead vehicle 100 but goes around to the rear of the last vehicle 100.

[0059] Furthermore, there is a tendency for a higher vehicle speed SPD to result in a larger queue response value Ref1. This decision was made to appropriately, at least partially, offset the smaller negative correction value Cor that is calculated for a higher vehicle speed SPD.

[0060] <Regarding the calculation of the final response value (M50) and the addition of the final response values ​​(M55)>

[0061] As described above, when the temperature estimate indicates that vehicle 100 is the last vehicle 100, the control device 50 performs the last response processing. As described above, the last response processing consists of the last response value calculation processing M50 and the last response value addition processing M55.

[0062] The last-to-last response processing is performed when the queue flag PF is set and the last-to-last flag RF is set. Setting the last-to-last flag RF means that the temperature estimate vehicle 100 is the last vehicle 100.

[0063] The storage device 52 stores mapping data where the vehicle speed SPD is the input variable and the final response value Ref2 is the output variable. The control device 50 uses this mapping data to calculate the final response value Ref2 in the final response value calculation process M50.

[0064] like Figure 7 As shown, in the mapping data used in the final response processing, there is a tendency for the higher the vehicle speed SPD, the smaller the negative final response value Ref2 will be calculated. The mapping data used in the final response processing is pre-prepared based on experimental or model-based simulation results.

[0065] The final reflection value addition process M55 is the process of adding the negative final reflection value Ref2 to the negative correction value Cor.

[0066] In this way, the last-reaction processing reduces the negative correction value Cor. Thus, the correction value Cor can reflect the tendency that "when the temperature-estimated vehicle 100 is the last vehicle 100, the exhaust manifold is easier to cool compared to the case where the temperature-estimated vehicle 100 is one of the multiple vehicles 100 forming a queue but is not the last vehicle 100".

[0067] <Regarding component temperature estimation processing M20>

[0068] Figure 3 The component temperature estimation process M20 shown estimates the exhaust manifold temperature by adding a negative correction value Cor to the base temperature THbs. Here, when the temperature estimation vehicle 100 is one of a group of vehicles 100 forming a queue, the queue response value Ref1 reflects the correction value Cor. When the temperature estimation vehicle 100 is the last vehicle 100, the last response value Ref2 reflects the correction value Cor.

[0069] The control device 50 outputs the corrected value, i.e. the final temperature value THfnl, as the estimated temperature of the exhaust manifold.

[0070] <Regarding Train-to-Worker Communication>

[0071] Reference Figure 8 The following describes the scenario where multiple vehicles 100A, 100B, and 100C form a queue. Vehicles 100A, 100B, 100C, and 100D are arranged in this order from front to back. Vehicle 100A is equipped with engine 10A and control device 50A. Vehicle 100B is equipped with engine 10B and control device 50B. Vehicle 100C is equipped with engine 10C and control device 50C. Vehicle 100D is equipped with engine 10D and control device 50D.

[0072] Reference Figure 8The following explains the case where control device 50A estimates the temperature of the exhaust manifold mounted on vehicle 100C. Control device 50A, which performs temperature estimation control, is mounted on vehicle 100A, which is different from the temperature estimation vehicle 100C. Control device 50B sends the position information of vehicle 100B to vehicle 100A. Control device 50C sends the position information of vehicle 100C to vehicle 100A. Control device 50D sends the position information of vehicle 100D to vehicle 100A. Control device 50A can determine, based on the received position information, that multiple vehicles 100A, 100B, and 100C form a queue. For example, control device 50A can determine that multiple vehicles 100A, 100B, and 100C form a queue based on the fact that they are close to each other. Alternatively, control device 50A can also determine that multiple vehicles 100A, 100B, and 100C form a queue based on the fact that their velocity vectors are similar to each other. Here, the velocity vectors can be calculated based on the timing data of the position information. Alternatively, or based on this method, the control device 50A may determine that multiple vehicles 100A, 100B, and 100C constitute a queue based on the detection results of the on-board camera 63 and / or millimeter-wave radar 64. The control device 50A can estimate the temperature of the exhaust manifold mounted on vehicle 100C based on various information obtained from vehicle 100C.

[0073] Next, refer to Figure 8 The following explains the situation regarding the temperature estimation of the exhaust manifold mounted on vehicle 100A by control device 50A. Control device 50A, which performs temperature estimation control, is mounted on temperature estimation vehicle 100A. As described above, control device 50A can determine, based on received position information, that multiple vehicles 100A, 100B, and 100C form a queue. Control device 50A can estimate the temperature of the exhaust manifold mounted on vehicle 100A based on various information.

[0074] <Effects of this implementation method>

[0075] (1) When the temperature-estimated vehicle 100 is the following vehicle 100, the airflow is blocked by the vehicle 100 traveling in front. Therefore, when the temperature-estimated vehicle 100 is the following vehicle 100, the exhaust manifold mounted on the temperature-estimated vehicle 100 is more difficult to cool than the exhaust manifold mounted on the lead vehicle 100. According to the above embodiment, this tendency can be reflected in the correction value Cor through queue reflection processing. Air flowing along the upper surface of the lead vehicle 100 in the direction opposite to the direction of travel of the lead vehicle 100 will bypass to the rear of the last vehicle 100. Therefore, when the temperature-estimated vehicle 100 is the last vehicle 100, the exhaust manifold mounted on the temperature-estimated vehicle 100 is easier to cool than when the temperature-estimated vehicle 100 is not the last vehicle 100. According to the above embodiment, this tendency can be reflected in the correction value Cor through last-vehicle reflection processing. In this way, according to the above embodiment, the temperature of the exhaust manifold can be reflected in a way that influences the position of the temperature-estimated vehicle 100 in the queue. Therefore, the accuracy of the estimated temperature of the exhaust manifold is improved.

[0076] (2) Vehicles 10 ...

[0077] <Example of Change>

[0078] This embodiment can be modified as follows. This embodiment and the following modifications can be combined with each other within the scope of technical inconsistency.

[0079] The estimated temperature is not limited to the exhaust manifold. The above-described temperature estimation control is suitable for estimating the temperature of components that are easily affected by the cooling effect of the driving airflow.

[0080] In the above embodiment, the queue response value calculation process M40 calculates the queue response value Ref1 based on the vehicle speed SPD and the queue number PN. However, this is merely an example. For instance, the queue response value calculation process M40 could also calculate the queue response value Ref1 based on "vehicle speed SPD" and "information indicating whether the temperature-estimated vehicle 100 is the lead vehicle 100". That is, the queue response process could also, in the case where the temperature-estimated vehicle 100 is a following vehicle 100, increase the negative correction value Cor so that the correction value Cor reflects the tendency that "the components are difficult to cool compared to the case where the temperature-estimated vehicle 100 is the lead vehicle 100". In other words, the value reflected by the correction value Cor when the temperature-estimated vehicle 100 is the second-to-last vehicle 100 and the value reflected by the correction value Cor when the temperature-estimated vehicle 100 is the third-to-last vehicle 100 could also be equal.

[0081] In the above embodiment, the component temperature estimation process M20 estimates the exhaust manifold temperature by adding a negative correction value Cor to the base temperature THbs. Alternatively, the component temperature estimation process M20 can estimate the exhaust manifold temperature by subtracting a positive correction value Cor from the base temperature THbs. In this case, the processing of the above embodiment is modified as follows: The queue reflection processing, when the temperature-estimated vehicle 100 is a following vehicle 100, reduces the positive correction value Cor so that the correction value Cor reflects the tendency that "the exhaust manifold is difficult to cool compared to the case where the temperature-estimated vehicle 100 is the first vehicle 100." The last-of-line reflection processing, which makes the correction value Cor reflect the tendency that "the exhaust manifold is easy to cool when the temperature-estimated vehicle 100 is the last vehicle 100, compared to the case where the temperature-estimated vehicle 100 is one of multiple vehicles 100 constituting the queue but not the last vehicle 100." Specifically, the last-of-line reflection processing increases the positive correction value Cor. The queue response process includes obtaining the queue number PN, which indicates that the temperature-estimated vehicle 100 is the Nth vehicle 100 in the queue. The queue response process also includes a process that decreases the positive correction value Cor as the queue number PN of the temperature-estimated vehicle 100 increases.

[0082] In the above embodiment, temperature estimation control is performed through vehicle-to-vehicle communication among multiple vehicles 100 forming a queue. However, this is merely an example. Temperature estimation control can also be performed by a server located outside the temperature estimation vehicle 100, as will be described below. The data center 200 serving as the server will be described below.

[0083] Furthermore, when adopting such a configuration, such as Figure 9 As shown, a traffic control network needs to be constructed that includes a data center 200 capable of receiving location information from multiple vehicles 100.

[0084] The data center 200 in the traffic control network is connected to multiple vehicles 100 in a communicative manner via the communication network 300. For example... Figure 9 As shown, the data center 200 includes a storage device 220 storing programs and an execution device 210 executing various processes by executing the programs stored in the storage device 220. Furthermore, the execution device 210 includes a processor.

[0085] In addition, the data center 200 includes a communication device 230. The communication device 230 is installed as hardware such as a network adapter, various communication software, or a combination thereof. Furthermore, the communication device 230 is configured to enable wired or wireless communication via the communication network 300.

[0086] Furthermore, the data center 200 can be configured using multiple computers. For example, the data center 200 can be configured using multiple server units.

[0087] The GPS device 65 of vehicle 100 receives signals from GPS satellites and detects the location of vehicle 100, for example, in the form of latitude and longitude, based on the received signals. Furthermore, the GPS device 65 outputs the location information (latitude and longitude) of the detected vehicle 100 to the control device 50. The control device 50 can transmit the location information to the data center 200 via the communication device 70. The control device 50 can also transmit the base temperature THbs or the information required for calculating the base temperature THbs to the data center 200.

[0088] The communication device 70 is installed as hardware such as a network adapter, various communication software, or a combination thereof. Furthermore, the communication device 70 is configured to enable wired or wireless communication via the communication network 300.

[0089] Here, we will explain the case where vehicle 100B is a temperature-predicted vehicle. Data center 200 can determine, based on location information received from multiple vehicles 100A, 100B, 100C, and 100D, that temperature-predicted vehicle 100B is one of the multiple vehicles 100A, 100B, and 100C forming a queue. For example, data center 200 can decide to form a queue based on the fact that multiple vehicles 100A, 100B, and 100C are approaching each other. Furthermore, data center 200 can calculate the vehicle speed SPD based on the timing data of the location information of temperature-predicted vehicle 100B. Data center 200 can use the acquired information to perform temperature-predicted control.

[0090] Thus, the control device 50 is able to obtain an estimated value of the exhaust manifold temperature from the data center 200 by using communication via the communication network 300 through the communication device 70.

[0091] In the above embodiment, the vehicle 100 is equipped with an onboard camera 63, a millimeter-wave radar 64, and a GPS device 65. The onboard camera 63, millimeter-wave radar 64, and GPS device 65 may also be omitted. In this case, queue response processing and last-end response processing can be performed based on the fact that the user of the vehicle 100 has input data specifying "vehicle 100 performing queue driving" into the control device 50.

[0092] In the above embodiments, the control device 50 includes a CPU, ROM, and RAM and performs software processing. However, this is merely an example. For instance, the control device 50 may also include dedicated hardware circuitry (e.g., an ASIC) for processing at least a portion of the software processing performed in the above embodiments. That is, the control device 50 can be any of the following configurations (a) to (c): (a) The control device 50 includes a processing device that executes all processing according to a program and a program storage device such as a ROM that stores the program. That is, the control device 50 includes a software execution device. (b) The control device 50 includes a processing device that executes a portion of the processing according to a program and a program storage device. Furthermore, the control device 50 includes dedicated hardware circuitry for executing the remaining processing. (c) The control device 50 includes dedicated hardware circuitry for executing all processing. Here, there may be multiple software execution devices and / or dedicated hardware circuitry. That is, the above processing can be executed by a processing circuitry that includes at least one of the software execution device and dedicated hardware circuitry. There may also be multiple software execution devices and dedicated hardware circuitry included in the processing circuitry. Program storage devices, or computer-readable media, include all available media that can be accessed using a general-purpose or special-purpose computer.

Claims

1. A control device for a vehicle, the vehicle being equipped with an internal combustion engine, The vehicle's control device includes processing circuitry. The processing circuit is configured to execute: The base temperature calculation process calculates the base temperature of the internal combustion engine components based on the information of the internal combustion engine's operating status. The correction value calculation process calculates a correction value for correcting the base temperature based on the vehicle's speed information. The queue response processing, in the case where the vehicle equipped with the component at the estimated temperature, i.e., the temperature-estimated vehicle, is one of a plurality of vehicles constituting a queue, makes the correction value reflect the tendency of the component to be difficult to cool when the temperature-estimated vehicle is a following vehicle compared to when the temperature-estimated vehicle is the lead vehicle. The last-to-last reflection process makes the correction value reflect the tendency of the component to cool more easily when the temperature-estimated vehicle is the last vehicle, compared to when the temperature-estimated vehicle is one of the plurality of vehicles constituting the queue but not the last vehicle. as well as The component temperature estimation process estimates the temperature of the internal combustion engine components by correcting the base temperature using the correction value.

2. The vehicle control device according to claim 1, The component temperature estimation process estimates the temperature of the internal combustion engine components by adding a negative correction value to the base temperature. The absolute value of the correction value calculated in the correction value calculation process increases as the vehicle speed increases. The queue response processing, when the temperature-presumed vehicle is a following vehicle, increases the negative correction value to reflect the tendency of the component to be difficult to cool compared to the case where the temperature-presumed vehicle is the lead vehicle. The last-vehicle reaction processing is a process in which, when the temperature-estimated vehicle is the last vehicle, the correction value is reduced to reflect the tendency of the component to cool down more easily compared to the case where the temperature-estimated vehicle is one of the plurality of vehicles constituting the queue but is not the last vehicle.

3. The vehicle control device according to claim 1, The component temperature estimation process is a process of estimating the temperature of the internal combustion engine components by subtracting a positive correction value from the base temperature. The absolute value of the correction value calculated in the correction value calculation process increases as the vehicle speed increases. The queue response processing, when the temperature-presumed vehicle is a following vehicle, reduces the positive correction value so that the correction value reflects the tendency of the component to be difficult to cool compared to the case where the temperature-presumed vehicle is the lead vehicle. The last-vehicle reaction processing is a process in which, when the temperature-estimated vehicle is the last vehicle, the correction value is increased to reflect the tendency of the component to cool down more easily compared to the case where the temperature-estimated vehicle is one of the plurality of vehicles constituting the queue but is not the last vehicle.

4. The vehicle control device according to claim 1, The queue reflection process includes obtaining a queue number indicating that the temperature-estimated vehicle is the Nth vehicle in the queue, and making the correction value reflect the tendency of the component to become more difficult to cool as the queue number of the temperature-estimated vehicle increases.

5. The vehicle control device according to claim 2, The queue reflection process includes obtaining the queue number indicating that the temperature-estimated vehicle is the Nth vehicle in the queue, and increasing the correction value of the negative value as the queue number of the temperature-estimated vehicle increases.

6. The vehicle control device according to claim 3, The queue response process includes obtaining the queue number indicating that the temperature-estimated vehicle is the Nth vehicle in the queue, and decreasing the positive correction value as the queue number of the temperature-estimated vehicle increases.

7. The vehicle control device according to any one of claims 1 to 6, The base temperature calculation process is based on the engine speed and engine load rate, which are information representing the operating state of the internal combustion engine, to calculate the base temperature.

8. The vehicle control device according to any one of claims 1 to 6, The processing circuit is mounted on the temperature estimation vehicle.

9. The vehicle control device according to any one of claims 1 to 6, The processing circuit is mounted on one of the plurality of vehicles constituting the queue, which is different from the temperature estimation vehicle.

10. The vehicle control device according to any one of claims 1 to 6, The processing circuit is a server located outside the temperature estimation vehicle.

11. A method for estimating the temperature of internal combustion engine components, for estimating the temperature of components of the internal combustion engine in a vehicle equipped with an internal combustion engine. The method for estimating the temperature of internal combustion engine components includes: Perform a base temperature calculation process, which calculates the base temperature of the components of the internal combustion engine based on information about the operating status of the internal combustion engine. A correction value calculation process is performed, which calculates a correction value for correcting the base temperature based on the vehicle's speed information. The queue response process is performed when the vehicle carrying the component with the estimated temperature, i.e., the temperature-estimated vehicle, is one of a group of vehicles constituting a queue. The correction value is made to reflect the tendency of the component to be difficult to cool when the temperature-estimated vehicle is a following vehicle, compared to when the temperature-estimated vehicle is the first vehicle in the queue. Perform a last-reflection process, which is a process that makes the correction value reflect the tendency of the component to cool down more easily when the temperature-estimated vehicle is the last vehicle, compared to the case where the temperature-estimated vehicle is one of the plurality of vehicles constituting the queue but is not the last vehicle. as well as Perform a component temperature estimation process, which is a process of estimating the temperature of the components of the internal combustion engine by correcting the base temperature using the correction value.

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