Internal combustion engine control device and control system for a mobile object

Abstract

One object is to appropriately control the heat balance of an ignition device to suppress an increase in the size and cost of the ignition device. An internal combustion engine control device that controls an internal combustion engine for a moving object, the internal combustion engine including: an intake device that draws intake air into a cylinder through an intake port; a fuel supply device that supplies fuel; and an ignition device that ignites an air-fuel mixture containing the intake air and the fuel. An internal combustion engine control device including an ignition device temperature estimation unit and a setting device. The ignition device temperature estimation unit measures or estimates a current temperature of the ignition device and estimates a future temperature, which is a temperature of the ignition device on a future path, based on information regarding a current state of the moving object.The setting device sets a control instruction of at least one of the ignition device, the fuel supply device, or the intake device according to the current temperature and the future temperature.

Description

Technical field

[0001] The present invention relates to an internal combustion engine control device and a control system for a mobile object. State of the art

[0002] In recent years, techniques have been developed to improve the fuel efficiency of an internal combustion engine in a moving object, such as a vehicle. These techniques include: lean combustion, in which an air-fuel mixture greater than a theoretical air-fuel ratio (thin fuel) is burned and operated; and exhaust gas recirculation (dilution combustion) technology, in which part of the exhaust gas is diluted with air (intake air of the internal combustion engine) after combustion, and this diluted exhaust gas is used for another intake.

[0003] When this type of lean combustion, dilution combustion, or similar process is carried out in an internal combustion engine, the use of a lean fuel-air mixture and the implementation of exhaust gas recirculation make it less likely that sparks will reach a spark plug. Thus, the ignitability (i.e., the amount of ignition energy) of an ignition device required for flame formation in a combustion chamber is increased compared to igniting an air-fuel mixture with a theoretical air-fuel ratio. Consequently, the heating value of an ignition coil per unit of time increases.

[0004] For example, PTL 1 discloses an engine ignition device configured to correct the ignition energy according to a change in the pressure in an intake manifold. The engine ignition device disclosed in PTL 1 increases the ignition energy by extending the excitation time of an ignition coil based on the intake manifold pressure Pm to prevent misfiring during supercharging. Consequently, a stable combustion condition is ensured even in a situation where, due to supercharging, sparks are less likely to reach the spark plug. List of citations from patent literature

[0005] PTL 1: JP 2000-054941 A Summary of the invention: Technical problem

[0006] Unfortunately, the engine ignition device disclosed in PTL 1 does not take the heat balance of the ignition coil into account. For example, if the internal combustion engine is operated under high load and continuously under the intake manifold pressure Pm, which is increased by turbocharging, the excitation time of the ignition coil is extended. Consequently, the ignition device maintains a situation in which the ignition energy is increased, that is, a situation in which the heating value per unit time is high. As a result, the temperature of the ignition device can exceed a preset nominal temperature.

[0007] Possible countermeasures against such a problem include designing the ignition coil's heat dissipation capacity by considering the duration of continuous operation under high load, or by taking into account not only a maximum condition of the ignition coil's calorific value per unit time (e.g., during lean or dilution combustion), but also harsh environmental conditions, such as high ambient temperatures during the summer season. Unfortunately, this countermeasure introduces new problems, such as an increase in the size and cost of the ignition system.

[0008] In view of the above problems, it is an object of the present invention to provide an internal combustion engine control device and a control system for a mobile object that adequately control the heat balance of an ignition device and suppress an increase in the size and cost of the ignition device. Solution to the problem

[0009] To solve the aforementioned problems and achieve the present objective, an internal combustion engine control device according to one aspect of the present invention controls an internal combustion engine for a moving object, wherein the internal combustion engine comprises: an intake device that directs intake air through an intake port into a cylinder; a fuel supply device that supplies fuel; and an ignition device that ignites an air-fuel mixture containing the intake air and the fuel. The internal combustion engine control device includes an ignition device temperature estimating unit and an adjustment device. The ignition device temperature estimating unit measures or estimates a current temperature of the ignition device and estimates a future temperature, which is the temperature of the ignition device at a future path, based on information regarding a current state of the moving object.The adjusting device sets a control instruction for at least one of the ignition device, the fuel supply device or the intake device according to the current temperature and the future temperature.

[0010] A control system for a moving object according to one aspect of the present invention, comprising: an internal combustion engine control device that controls an internal combustion engine for a moving object, wherein the internal combustion engine includes an intake device that directs intake air through an intake port into a cylinder, a fuel supply device that supplies fuel, and an ignition device that ignites an air-fuel mixture containing the intake air and the fuel; and a communication device that mediates communication between an external device outside the moving object and the internal combustion engine control device. The internal combustion engine control device includes an ignition device temperature estimation unit, an adjustment device, and a current parameter monitoring unit.The ignition device temperature estimation unit measures or estimates the current temperature of the ignition device and estimates a future temperature, which is the temperature of the ignition device at a future point in its path, based on information regarding the current state of the moving object. The adjustment unit sets a control instruction for at least one of the ignition device, the fuel supply device, or the intake device according to the current and future temperatures. The current parameter observation unit measures or estimates a current parameter with respect to the current state of the moving object. The adjustment unit includes a predictive parameter acquisition unit and a future parameter prediction unit.The prediction parameter acquisition unit acquires a prediction parameter regarding the state of the moving object along its future path through a communication link with the external device using the communication device. The future parameter prediction unit then predicts several future parameters relating to the state of the moving object along its future path based on the prediction parameter and the current parameter. Finally, the ignition device temperature estimation unit estimates a future temperature based on the current temperature, several current parameters, and the several future parameters. Advantageous effects of the invention

[0011] According to one aspect of the present invention, it is possible to prevent the ignition device from increasing in size and cost, while adequately controlling the heat balance of the ignition device in the internal combustion engine.

[0012] Problems, configurations and effects that differ from those mentioned above are clarified by the following description of embodiments. Brief description of the drawings [ Fig. 1] Fig. Figure 1 is a general configuration diagram illustrating a basic configuration example of an internal combustion engine according to one embodiment. [ Fig. 2] Fig. Figure 2 is a partially enlarged view illustrating a spark plug according to one embodiment. [ Fig. 3] Fig. Figure 3 is a functional block diagram illustrating a functional configuration of an internal combustion engine control device according to one embodiment. [ Fig. 4] Fig. Figure 4 is a circuit diagram illustrating an example of an electrical circuit that includes an ignition coil. [ Fig. 5] Fig. Figure 5 is a diagram illustrating a relationship between the temperature of an electrode, a minimum ignition energy, and an air-fuel ratio. [ Fig. 6] Fig. Figure 6 is a conceptual diagram illustrating a relationship between supplyable discharge energy, required discharge energy, and the difference between them with respect to ignition coil temperature. [ Fig. 7] Fig. Figure 7 is a conceptual diagram illustrating a relationship between temperature and discharge energy of a conventional ignition coil. [ Fig. 8] Fig. Figure 8 is a conceptual diagram illustrating a relationship between temperature and discharge energy of an ignition coil when the present invention is applied. [ Fig. 9] Fig. Figure 9 is a flowchart illustrating ignition, intake and fuel injection control processing according to a first embodiment. [ Fig. 10] Fig. Figure 10 is a flowchart illustrating the ignition, intake and fuel injection control processing according to the first embodiment. [ Fig. 11] Fig. Figure 11 is a conceptual diagram illustrating the weighting and bias of each neuron that forms a neural network model. [ Fig. 12] Fig. Figure 12 is a diagram illustrating a procedure for performing a computation of each target variable using a neural network model according to the first embodiment. [ Fig. 13] Fig. Figure 13 is a conceptual diagram illustrating a neural network model used for ignition and fuel injection control processing according to the first embodiment. [ Fig. 14] Fig. Figure 14 is a correspondence table illustrating a relationship between a target variable and an explanatory variable when the neural network model is used according to the first embodiment. [ Fig. 15] Fig. Figure 15 is a selection table of influencing factors when an explanatory variable is selected to estimate the ignition coil temperature according to the first embodiment. [ Fig. 16] Fig. Figure 16 is a time diagram of a motion speed, an ignition device temperature and an ignition energy according to the first embodiment. [ Fig. 17] Fig. Figure 17 is a time diagram of the speed of movement, the ignition device temperature and the ignition energy according to the first embodiment. Description of embodiments<Erste Ausführungsform>

[0013] The following describes an internal combustion engine control device according to a first embodiment. Parts that are common in the respective drawings are represented by the same reference numeral. [Internal combustion engine control unit]

[0014] First, a configuration of an internal combustion engine control device according to one embodiment is described. Fig. Figure 1 is a general configuration diagram illustrating a basic configuration example of the internal combustion engine according to the first embodiment of the present invention.

[0015] Although Fig. 1. An internal combustion engine 100 is illustrated, which may include a single cylinder or a plurality of cylinders. The internal combustion engine 100, which includes four cylinders and is mounted on a vehicle (mobile object), is described as an example in the first embodiment.

[0016] As in Fig. As illustrated in Figure 1, air (intake air) drawn from outside into the internal combustion engine 100 flows through an air filter 110, an intake pipe 111, and an intake manifold 112. The air flowing through the intake manifold 112 enters each of the cylinders 150 when an intake valve 151 opens. The amount of air flowing into each cylinder 150 is regulated by a throttle valve 113. The amount of air regulated by the throttle valve 113 is measured by a flow rate sensor 114.

[0017] The throttle valve 113 is equipped with a throttle opening sensor 113a, which detects the opening of the throttle. Information about the opening of the throttle valve 113, detected by the throttle opening sensor 113a, is output to a control device (electronic control unit: ECU) 1.

[0018] In the present embodiment, the throttle valve 113 is an electronic throttle valve driven by an electric motor. Alternatively, a throttle valve of a different type than the throttle valve according to the present invention can be used, provided that the air flow rate can be suitably adjusted.

[0019] The temperature of the air flowing into each cylinder 150 is detected by an intake air temperature sensor 115.

[0020] A crank angle sensor 121 is provided radially outside a toothed ring 120, which is attached to a crankshaft 123. The crank angle sensor 121 detects the rotation angle of the crankshaft 123. In the present embodiment, the crank angle sensor 121 detects the rotation angle of the crankshaft 123 every 10° and every combustion cycle.

[0021] A water temperature sensor 122 is provided in a water jacket (not shown) of a cylinder head. The water temperature sensor 122 detects the temperature of the coolant of the internal combustion engine 100.

[0022] A communication unit 190 is connected to a control device 1 to enable communication. The communication unit 190 performs CAN communication with the control device 1 via a known internal network system, such as a Controller Area Network (CAN) provided within the vehicle. The communication unit 190 also forwards the CAN communication described above to a known external network, through which Ethernet communication takes place. Through the communication unit 190 described above, the control device 1 communicates with one or more external devices 1000, which are provided on an internal network system of the vehicle or on an external network.Examples of the external device 1000 include a known navigation device (not shown) provided within the vehicle, a data center (not shown) provided on the external network and configured to collect and analyze information regarding the motion states and motion environments of many vehicles, including the vehicle itself, in a manner that can be used as a database. The control device 1 also receives external information from the external device 1000 through the communication unit 190. Examples of external information include information about a destination of the vehicle itself or route information (future position of the vehicle itself) to the destination of the vehicle itself, obtained from the navigation device described above, and a parameter (e.g.,The navigation device uses traffic information, outside temperature, and the like to estimate a future temperature, which is the temperature of an ignition device on a future route of the vehicle, obtained by a request to the data center described above. The communication unit 190 transmits the received external information to the control device 1. The external device 1000, the communication unit 190, and the control device 1 form a control system for a mobile object. In the present embodiment, the navigation device described above processes a request to the data center described above. Thus, the navigation device described above receives external information related to the future route of the vehicle from the data center and transmits the received external information to the control device 1 via the communication unit 190.

[0023] The vehicle is also equipped with an accelerator pedal position sensor 126, which detects a displacement (the degree of depressurization) of an accelerator pedal 125. The displacement of the accelerator pedal position sensor 126 is output to the control device 1, and the torque required by a driver is calculated by a load information generator 88, which will be described later as the control device 1. The control device 1 controls the throttle valve 113 based on this required torque. The degree of opening of the throttle valve 113 is determined by an inlet control 91 (see Fig. 3) controlled, which is later described as the internal combustion engine control device 1.

[0024] Fuel stored in a fuel tank 130 is drawn in and pressurized by a fuel pump 131. The fuel drawn in and pressurized by the fuel pump 131 is then adjusted to a predetermined pressure by a pressure regulator 132, which is provided in the fuel tank 130 along with the fuel pump 131. The fuel, now at the predetermined pressure, is then supplied to a fuel injection device 134 through a fuel line 133 and injected into each cylinder 150. Excess fuel, resulting from the pressure adjustment by the pressure regulator 132, is returned by the pressure regulator 132 to the fuel tank 130.

[0025] The control of the fuel injection device 134 is based on a fuel injection pulse (control signal) from a fuel injection control unit 82 (see Fig. 3), which is described later for the control device 1, is carried out.

[0026] A part (cylinder head) facing the combustion chamber of the internal combustion engine 100 is equipped with a cylinder pressure sensor (also called a combustion pressure sensor) 140. Examples of the cylinder pressure sensor 140 include a piezoelectric pressure sensor, which is equipped with a piezoelectric element that generates a voltage according to a strain, and a pressure gauge sensor, which is equipped with a diaphragm designed to detect a strain, each of which includes a pressure sensing unit facing the interior of the combustion chamber. This configuration enables the detection of the cylinder pressure (combustion pressure), which is a pressure value of the air flowing into each cylinder 150.

[0027] An exhaust valve 152 and an exhaust manifold 160 are attached to each cylinder 150. When the exhaust valve 152 opens, a gas after combustion, i.e., exhaust gas, is released from the cylinder 150 to the exhaust manifold 160. The exhaust manifold 160 releases the exhaust gas to the outside of the cylinder 150. The exhaust manifold 160 is equipped with a three-way catalytic converter 161 on its exhaust side. The three-way catalytic converter 161 cleans the exhaust gas. The exhaust gas cleaned by the three-way catalytic converter 161 is released into the atmosphere.

[0028] The exhaust manifold 160 and the intake manifold 112 communicate with each other via an EGR pipe 180. A portion of the exhaust gas flowing through the exhaust manifold 160 is recirculated through the EGR pipe 180 to the intake manifold 112 and diluted by the intake air in the intake manifold 112. In other words, the internal combustion engine 100 incorporates an exhaust gas recirculation (EGR) system. The amount of exhaust gas flowing through the EGR pipe 180 is controlled by an EGR valve 181. For example, the control device 1 regulates the opening degree of the EGR valve 181 according to a target air-fuel ratio and adjusts the amount of exhaust gas (the amount of exhaust gas recirculation) that is returned to the intake manifold 112. The opening degree of the EGR valve 181 is controlled by an intake control 91 (see Fig. 3) controlled, which is later described as the internal combustion engine control device 1.

[0029] An upstream air-fuel ratio sensor 162 is provided upstream of the three-way catalyst 161. The upstream air-fuel ratio sensor 162 outputs a signal corresponding to an oxygen concentration related to the air-fuel ratio of the exhaust gas emitted by each cylinder 150. The upstream air-fuel ratio sensor 162 of the present embodiment is a so-called linear air-fuel ratio sensor, which detects an air-fuel ratio (oxygen concentration) of the exhaust gas emitted by each cylinder 150 as a voltage that changes proportionally (linearly) to the air-fuel ratio.

[0030] A downstream air-fuel ratio sensor 163 is provided downstream of the three-way catalyst 161. The downstream air-fuel ratio sensor 163 outputs a signal corresponding to an oxygen concentration related to the air-fuel ratio of the exhaust gas being cleaned by the three-way catalyst 161. The downstream air-fuel ratio sensor 163 of the present embodiment is a so-called O2 sensor, which outputs a detection signal that changes in a binary manner depending on whether the air-fuel ratio is richer or leaner than a theoretical air-fuel ratio.

[0031] A spark plug 200 is provided on a part facing a combustion chamber of each cylinder 150. The spark plug 200 generates a spark by discharge (ignition), and the spark ignites the air-fuel mixture in the cylinder 150. Consequently, explosive combustion occurs in the cylinder 150 to push down a piston 170. When the piston 170 is pushed down, the crankshaft 123 is rotated. The spark plug 200 is connected to an ignition coil 300, which generates (amplifies) a discharge voltage to be supplied to the spark plug 200.

[0032] The control device 1 receives output signals from various sensors, such as the throttle opening sensor 113a, the flow rate sensor 114, the crankshaft angle sensor 121, the accelerator pedal position sensor 126, the water temperature sensor 122, and the cylinder pressure sensor 140, which are described above. The control device 1 controls the amount of air flowing through the throttle valve 113, the amount of exhaust gas flowing through the EGR valve 181 and returning to an intake side, the amount of fuel injection by the fuel pump 131 and the fuel injection device 134, the ignition timing of the spark plug 200 using the ignition coil 300, and the like, based on signals from these various sensors. [Spark plug]

[0033] Next, the spark plug 200 will be discussed with reference to Fig. 2 described.

[0034] Fig. Figure 2 is a partially enlarged view illustrating the spark plug 200.

[0035] As in Fig. As illustrated in Figure 2, the spark plug 200 includes a center electrode 210 and an outer electrode 220. The center electrode 210 is supported by a spark plug base (not illustrated), with an insulator 230 positioned between them. Consequently, the center electrode 210 is insulated. The outer electrode 220 is grounded.

[0036] When a voltage is generated in the ignition coil 300 (see Fig. 1) A predetermined voltage (e.g., 20,000 V to 40,000 V) is applied to the center electrode 210. When the predetermined voltage is applied to the center electrode 210, a discharge (ignition) occurs between the center electrode 210 and the outer electrode 220. A spark generated by the discharge then ignites an air-fuel mixture (gas component) of air and fuel in the cylinder 150.

[0037] The voltage at which a discharge (ignition) occurs due to a dielectric breakdown of the gas component in cylinder 150 varies according to the state of the gas (air-fuel mixture in the cylinder) present between the center electrode 210 and the outer electrode 220, and the cylinder pressure of cylinder 150. The voltage at which this discharge occurs is called the dielectric breakdown voltage.

[0038] The discharge control (ignition control) of the spark plug 200 is achieved by an ignition control 83, which will be described later for the control device 1 (see Fig. 3), carried out. [Hardware configuration of the control device]

[0039] Next, a general configuration of the hardware of control device 1 is described.

[0040] As in Fig. As shown in Figure 1, the control device 1 comprises an analog input unit 10, a digital input unit 20, an analog / digital (A / D) converter 30, a random access memory (RAM) 40, a microprocessor unit (MPU) 50, a read-only memory (ROM) 60, an input / output (I / O) port 70 and an output circuit 80.

[0041] The analog input unit 10 receives analog output signals from various sensors, such as the throttle opening sensor 113a, the flow rate sensor 114, the accelerator pedal position sensor 126, the upstream air-fuel ratio sensor 162, the downstream air-fuel ratio sensor 163, the cylinder pressure sensor 140 and the water temperature sensor 122.

[0042] The analog input unit 10 is connected to the A / D converter 30. The analog output signals received by the analog input unit 10 from the various sensors undergo signal processing, such as noise reduction, and are then converted into digital signals by the A / D converter 30. The digital signals converted by the A / D converter 30 are then stored in the RAM 40.

[0043] The digital input unit 20 receives a digital output signal from the crank angle sensor 121. The digital input unit 20 is connected to the I / O port 70. The digital output signal received by the digital input unit 20 is stored in the RAM 40 via the I / O port 70.

[0044] The digital input unit 20 is also configured to include a communication interface for communication (transmission and reception) with the external device 1000 using the communication unit 190, and receives a CAN communication signal from the internal network described above in this embodiment. The CAN communication signal received by the digital input unit 20 is stored in the RAM 40 via the I / O port 70. The external device 1000 is configured to include, for example, a known navigation device.The navigation device performs matching processing between information elements and predefined road map data. The information elements include: information about the vehicle's current position, obtained from a position signal of a so-called global positioning system (GPS), autonomous navigation position specification processing, or the like; and information about the vehicle's future position relative to a preset destination. The navigation device then performs processing, such as route planning and route guidance, to derive various types of additional information, such as route information to the preset destination and traffic information associated with the route information. The navigation device includes a trip history database (not shown).The journey history database is formed by sequentially registering (newly saving or overwriting and updating past information) a past journey state (the journey state can include an average speed of travel and information relating to weather conditions such as intake air temperature and humidity) of the vehicle as journey history information about the vehicle, with the journey history information being associated with a variety of pieces of index information such as time and date (season) obtained from road map information and a clock (not shown).The journey information registered in the journey database is retrieved based on a future planned route of the vehicle, a future planned journey date and a future planned journey time, and the like, and is not only converted into external information but also transmitted to the control device 1.

[0045] The control device 1 then performs two-way communication with the external device 1000 (a navigation device in this embodiment) via the digital input unit 20 and the communication unit 190. For example, the control device 1 transmits a query message requesting a parameter from the external device for estimating a future temperature, which is the temperature of the ignition device on a future route. The external device, which has received the query message via the communication unit 190, reads past trip information (such as the average speed of the vehicle) associated with route information for a current destination of the vehicle from the trip database and transmits the read information to the control device 1.This means that the communication unit 190 forwards communication to receive external information from the external device 1000 and to output information from the vehicle's own vehicle to the external device 1000.

[0046] Each signal stored in the RAM 40 is designated or processed by the MPU 50 for calculation.

[0047] The MPU 50 executes a control program (not shown) stored in the ROM 60 to process an output signal stored in the RAM 40 according to the control program. The MPU 50 calculates a control value according to the control program, where the control value defines the operating range of each of the actuators (such as the throttle valve 113, the EGR valve 181, the fuel injector 134, the fuel pump 131, and the ignition coil 300) that drive the internal combustion engine 100, and temporarily stores the control value in the RAM 40.

[0048] The control value, which defines the operating range of each actuator and is stored in the RAM 40, is output to the output circuit 80 via the I / O port 70.

[0049] The output circuit 80 is electrically connected to a drive device of the throttle valve 113, the fuel pump 131, the fuel injection device 134, the EGR valve 181 and the ignition coil 300. [Functional block of the control device]

[0050] Next, a functional configuration of the control device 1 will be described with reference to Fig. 3 described.

[0051] Fig. Figure 3 is a functional block diagram illustrating a functional configuration of the control device 1.

[0052] As in Fig. As illustrated in Figure 3, the control device 1 is provided with the output circuit 80 described above. The output circuit 80 includes a general control unit 81, the fuel injection control unit 82, an ignition control unit 83, and the intake control unit 91 in the present embodiment. The intake control unit 91 controls the excitation timing and duration of the throttle valve 113 and the EGR valve 181. The control device 1 further includes a cylinder identification unit 84, an angle information generator 85, a speed information generator 86, an intake air quantity measuring unit 87, a load information generator 88, a water temperature measuring unit 89, and a voltage measuring unit 90.

[0053] The angle information generator 85 measures a crank angle of the crankshaft 123 based on a digital output signal from the crank angle sensor 121. The cylinder determination unit 84 determines which stroke (e.g., expansion, compression, intake, or compression stroke) of each cylinder 150 of the internal combustion engine 100 corresponds to a current crank angle measured by the angle information generator 85. The speed information generator 86 measures the engine speed based on a digital output signal from the crank angle sensor 121.

[0054] The intake air quantity measuring unit 87 measures the amount of intake air drawn into cylinder 150 based on an output signal from the flow rate sensor 114. The load information generator 88 calculates the torque required by the driver based on an output signal from the accelerator pedal position sensor 126. The water temperature measuring unit 89 measures the temperature of the engine coolant. The voltage measuring unit 90 measures the voltage of a DC power supply 330 (a battery of the internal combustion engine 100) which is located in Fig. 4 is illustrated. [General Control]

[0055] The general control unit 81 includes an ignition timing adjustment unit 811, a demand adjustment unit 812, an adjustment device 813, an ignition device temperature estimation unit 814, a fuel injection quantity adjustment unit 815 and a fuel injection timing adjustment unit 816.

[0056] The ignition timing control unit 811 optimally calculates the ignition timing IGADV, which is the quantity of the main operation of the internal combustion engine 100, based on an operating condition of the internal combustion engine 100, which is obtained from outputs of various sensors, such as an output signal from the cylinder pressure sensor 140.

[0057] The demand control unit 812 calculates a required target air-fuel ratio, a required intake manifold opening, and a required excitation time (the amount of required excitation) based on an operating condition of the internal combustion engine 100, which is obtained from outputs of various sensors, such as the engine speed NE and the supply voltage VB of the internal combustion engine 100. The required target air-fuel ratio is a value that relates to the determination of the fuel injection quantity Tinj in the fuel injection quantity control unit 815. The required intake manifold opening includes a required EGR opening of the EGR valve 181, which is necessary during intake control, and a required throttle opening of the throttle valve 113. The required excitation time is the time to excite a primary coil 310 (see Fig. 4) the ignition coil 300, which is required at the time of ignition.

[0058] The adjusting device 813 calculates the excitation time for energizing the primary coil 310 of the ignition coil 300 based on a current temperature value (hereinafter referred to as a current temperature TC) of the ignition device obtained from the ignition device temperature estimating unit 814, a temperature value (hereinafter referred to as a future temperature TCf) of the ignition device on the future path described above, and the required excitation time (the amount of required excitation) obtained from the request adjusting unit. The adjusting device 813 also sets a control opening of the EGR valve 181 based on the current temperature TC, the future temperature TCf, and a required EGR opening obtained from the request adjusting unit.The adjusting device 813 further sets a control opening of the throttle valve 113 based on the current temperature TC, the future temperature TCf, and the required throttle opening received from the request adjusting unit. The adjusting device 813 then transmits a control instruction to the ignition control 83 and the intake control 91. The adjusting device 813 corresponds to an adjusting device according to the present invention.

[0059] The ignition device temperature estimator 814 calculates the current temperature TC using a neural network model that has a preselected explanatory variable as an input. The ignition device temperature estimator 814 also estimates the future temperature TCf with respect to the ignition device, as described later, based on external information acquired by the external device 1000 through the communication unit 190.

[0060] The fuel injection quantity control unit 815 optimally calculates the quantity of fuel injection, which is the quantity used for the main operation of the internal combustion engine 100, based on external information acquired by the external device 1000 via the communication unit 190, and the operating state of the internal combustion engine 100, which is obtained from outputs of various sensors, such as the rotational speed NE and the supply voltage VB of the internal combustion engine 100. The fuel injection quantity control unit 815 transmits a control instruction to the fuel injection control unit 82.

[0061] The fuel injection timing control unit 816 optimally calculates the opening / closing operating time of a fuel injection valve in the fuel injection device 134 based on an operating condition of the internal combustion engine 100, which is obtained from outputs of various sensors, such as the speed NE of the internal combustion engine 100 and the amount of fuel injection, which is obtained from the fuel injection quantity control unit 815. [Fuel injection control]

[0062] The fuel injection control unit 82 controls the excitation timing and duration of the fuel injector. The fuel injection control unit 82 generates a fuel injection pulse based on fuel control information received from the general control unit 81. The fuel injection control unit 82 delivers the generated fuel injection pulse to the fuel injector 82. The fuel injector 134 is actuated according to the fuel injection pulse.

[0063] Examples of fuel control information include a value of the amount of fuel injection obtained from the fuel injection quantity control unit 815, a fuel injection frequency performed for each combustion cycle of the internal combustion engine 100, and the opening / closing operating timing of the fuel injector obtained from the fuel injection timing control unit 816. [Ignition control]

[0064] The ignition control unit 83 controls the excitation timing and excitation time of the ignition coil 300. The ignition control unit 83 calculates the excitation start timing (excitation start crank angle) of the primary coil 310 based on ignition control information received from the general control unit 81. The excitation start timing of the primary coil 310 is obtained by subtracting the excitation time (in time series) from the ignition timing at which the current flowing to the primary coil 310 is interrupted.

[0065] Examples of ignition control information include engine speed information, an ignition timing value (a crank angle from the spark generation time to a top compression dead center of the internal combustion engine), and an excitation time value obtained from the adjusting device 813.

[0066] The ignition control unit 83 starts the excitation of the primary coil 310 based on the excitation start time calculated above and gives an ignition signal SA (see Fig. 4) to interrupt power to the primary coil 310 based on the ignition timing. Consequently, the ignition of the air-fuel mixture is carried out using the spark plug 200. [Electrical circuit with ignition coil]

[0067] Next, an electrical circuit that includes an ignition coil will be described with reference to Fig. 4 described.

[0068] Fig. Figure 4 is a diagram illustrating the electrical circuit that includes the ignition coil.

[0069] The in Fig. Figure 4 illustrates the electrical circuit 500, which includes the ignition coil 300. The ignition coil 300 includes the primary coil 310, which is wound with a predetermined number of windings, and a secondary coil 320, which is wound with a larger number of windings than the primary coil 310.

[0070] The primary coil 310 is connected at one end to the DC power supply 330. Consequently, a predetermined voltage (e.g., 12 V) is applied to the primary coil 310. The primary coil 310 is connected at the other end to a drain (D) terminal of an ignition device (excitation control circuit) 340 and is grounded by the ignition device 340. A transistor, a field-effect transistor (FET), or the like is used as the ignition device 340.

[0071] The ignition device 340 includes a gate (G) terminal which is connected to the ignition controller 83 via a temperature switching unit 350 with a temperature sensing element. The temperature switching unit 350 is installed to prevent damage due to overheating of the ignition coil 300. The temperature switching unit 350 interrupts the ignition signal SA, which is output by the ignition controller 83 to the ignition device 340, when the temperature of the ignition coil 300 becomes equal to or higher than a predetermined value in the temperature sensing element.

[0072] When the temperature switching unit 350 interrupts the ignition signal SA, the excitation of the primary coil 310 is stopped. This prevents overheating of the ignition device 340. When the temperature of the ignition coil 300 falls below the predetermined value in the temperature sensing unit, the ignition signal SA, output by the ignition control 83, is fed into the gate (G) terminal of the ignition device 340.

[0073] When the gate (G) terminal of the ignition device 340 receives the ignition signal SA, the ignition device 340 is energized between the drain (D) terminal and a source (S) terminal, and thus a current flows between the drain (D) terminal and the source (S) terminal. As a result, a current flows through the primary coil 310, and power (electrical energy) is accumulated.

[0074] When the ignition signal SA is stopped by the ignition control unit 83, the current flowing through the primary coil 310 is interrupted. As a result, the secondary coil 320 generates a high voltage corresponding to a winding ratio of the coil to the primary coil 310.

[0075] The high voltage generated in the secondary coil 320 is applied to the central electrode 210 (see Fig. 2) applied to the spark plug 200. Consequently, a potential difference is generated between the center electrode 210 of the spark plug 200 and the outer electrode 220. When the potential difference generated between the center electrode 210 and the outer electrode 220 becomes equal to or greater than a dielectric breakdown voltage Vm of ambient gas (air-fuel mixture in the cylinder 150), a gas component experiences a dielectric breakdown, causing a discharge between the center electrode 210 and the outer electrode 220. As a result, fuel (air-fuel mixture) is ignited. The spark plug 200 and the electrical circuit 500, which includes the ignition coil 300, constitute an ignition device according to the present invention.

[0076] A discharge path, generated between the center electrode 210 and the outer electrode 220, has a high temperature of several thousand degrees Celsius. This discharge path is in contact with the ambient gas and electrodes 210 and 220, so the heat generated by the discharge is distributed to the ambient gas and electrodes 210 and 220. This heat energy then preheats the ambient gas and electrodes 210 and 220, thus promoting ignition. [Electrode temperature, minimum ignition energy and air-fuel ratio]

[0077] Next, a relationship between the temperature of a spark plug electrode 200, a minimum ignition energy and an air-fuel ratio will be established with reference to Fig. 5 described.

[0078] Fig. Figure 5 is a diagram illustrating the relationship between the temperature of an electrode, a minimum ignition energy, and an air-fuel ratio.

[0079] Fig. Figure 5 shows values ​​of air-fuel ratios that correspond to values ​​of minimum ignition energy. Fig. 5 shows voltage scale values ​​corresponding to the minimum ignition energy of the air-fuel mixture in a vertical direction, and air-fuel ratio scale values ​​corresponding to air-fuel ratios of the air-fuel mixture in a horizontal direction. Fig. Figure 5 shows an air-fuel ratio P1, which is a value corresponding to a predetermined minimum ignition energy that can ignite the air-fuel mixture in a condition where the spark plug electrode temperature is low (e.g., -25°C). In contrast, an air-fuel ratio P2 is a value corresponding to a predetermined minimum ignition energy that can ignite the air-fuel mixture in a condition where the spark plug electrode temperature is high (e.g., -7°C).

[0080] As in Fig. As illustrated in Figure 5, when the air-fuel ratio increases (the fuel becomes leaner), the minimum ignition energy of the air-fuel mixture in the internal combustion engine increases, making it less likely that the air-fuel mixture will be ignited by discharge (ignition) from the spark plug. Conversely, when the spark plug electrode temperature decreases, the minimum ignition energy of the air-fuel mixture also increases, making it less likely that the air-fuel mixture will be ignited by discharge (ignition) from the spark plug.

[0081] For example, it is assumed that a value corresponding to the minimum ignition energy, which corresponds to the air-fuel ratio P2, is obtained when the spark plug has a high electrode temperature. Under this assumption, the discharge (ignition) from spark plug 200 cannot exceed the minimum ignition energy unless the air-fuel ratio is set to air-fuel ratio P1, which has a smaller value (fuel is richer) than air-fuel ratio P2. Thus, the rich air-fuel ratio (P1), under the premise that the electrode of spark plug 200 always has a low temperature, was conventionally set in the fuel injection control 82 as a setting that provides a safety margin, preventing any adverse effects such as misfires in the internal combustion engine 100.As a result, the internal combustion engine produces 100 more hydrocarbons (HC) during combustion when the ratio of fuel in the air-fuel mixture increases.

[0082] In contrast, the minimum ignition energy required to ignite the air-fuel mixture decreases when the temperature of the spark plug electrode reaches 200°C during a cold start (see the thick arrow in the diagram). Fig. 5) is increased. Thus, even if the air-fuel ratio is increased (the fuel is diluted), the discharge (ignition) from the spark plug exceeds the minimum ignition energy required to ignite the air-fuel mixture. As a result, the production of hydrocarbons (HC) in the internal combustion engine 100 can be reduced. Therefore, the internal combustion engine 100 is configured to increase the temperature of the spark plug electrode 200 during a cold start before discharge (ignition), as described later. This configuration allows the air-fuel ratio to be increased during a cold start and suppresses the production of hydrocarbons (HC). [Temperature and discharge energy of the ignition coil]

[0083] Next, the temperature and discharge energy of the ignition coil 300 will be determined with reference to Fig. 6 described.

[0084] Fig. Figure 6 is a conceptual diagram illustrating a relationship between supplyable discharge energy, required discharge energy, and the difference between them with respect to ignition coil temperature.

[0085] Fig. Figure 6 illustrates a diagram with a horizontal axis representing a temperature value TC (hereinafter referred to as an “ignition coil temperature TC”) in relation to an actual ignition device of the ignition coil 300 (see Fig. 4) represents, and a vertical axis representing ignition power, which is specified by a discharge energy in units of megajoules (MJ). The ignition power is based on the minimum ignition energy required to ignite the air-fuel mixture, as described above, and includes a required discharge energy, which is set according to an operating condition of the internal combustion engine 100, and the supplyable discharge energy, which serves as an upper limit to allow the ignition coil temperature TC to be equal to or lower than a nominal temperature, for example. As described above, the required discharge energy is affected by the air-fuel ratio of the air-fuel mixture, the amount of exhaust gas recirculation, and the like. The supplyable discharge energy tends to increase when the ignition coil temperature TC deviates from the nominal temperature. If the nominal temperature in Fig. For example, if 6 is set to 120°C and the ignition coil temperature TC drops to 80°C and 40°C lower than the nominal temperature, the value of the supplyable discharge energy increases according to the decrease in temperature.

[0086] The ignition coil 300 comprises the primary coil 310 and the ignition device 340, each carrying a high current of, for example, approximately 15 A, thus generating heat repeatedly with each ignition event. The available discharge energy A is set based on the ignition coil temperature TC to control the excitation of the ignition coil 300. This prevents the temperature of the primary coil 310, the ignition coil 300, and the ignition device 340 from exceeding the preset rated temperature (designed heat-resistant temperature of each component). The discharge energy A that can be supplied by the ignition coil 300 decreases as the ignition coil temperature TC increases, approaching the rated temperature.

[0087] The required discharge energy B is primarily influenced by the state of the air-fuel mixture near a spark plug electrode, that is, by the air-fuel ratio and the intake flow. The required discharge energy B is essentially minimal when the air-fuel ratio of the mixture is close to the theoretical air-fuel ratio. Conversely, the required discharge energy B increases when the air-fuel ratio deviates from the theoretical air-fuel ratio.

[0088] In general, the supplyable discharge energy A and the required discharge energy B each exhibit a different slope with respect to a temperature axis of the ignition coil temperature TC, which is shown in Fig. 6 is specified in the horizontal direction. Thus, the supplyable discharge energy A and the required discharge energy B intersect, as shown in Fig. Figure 6 illustrates this. If, at this point, the temperature at the intersection of the two types of discharge energy A and B is higher than the rated temperature (a design operating temperature range) of the ignition coil 300, then, for example, the discharge energy A, which is equal to or greater than the required discharge energy B, can always be delivered by the ignition coil 300 without exceeding the rated temperature. The ignition power of the internal combustion engine 100 will then always be met without being limited by the temperature of the ignition coil 300.

[0089] Conversely, if a lean-burn or dilution combustion technique is implemented, in which an air-fuel mixture with an air-fuel ratio greater than the theoretical air-fuel ratio (fuel is thin) is burned to power the internal combustion engine in order to improve the vehicle's fuel efficiency, the required discharge energy B increases, for example, when the air-fuel ratio of the air-fuel mixture deviates from the theoretical air-fuel ratio. Thus, at the point where the two types of discharge energy A and B intersect, the temperature may fall below the rated temperature of the ignition coil 300 (within its operating temperature range).Then it is less likely that the required discharge energy B, which exceeds the available discharge energy A, will be continuously supplied to the ignition coil 300 at a higher temperature than the temperature at the intersection point. For this reason, the practicality of so-called fuel efficiency improvement techniques, such as lean combustion or dilution combustion of the internal combustion engine 100, is limited by the lack of available discharge energy A at a higher temperature than the temperature of the point where two types of discharge energy, A and B, intersect.

[0090] The difference between the supplyable discharge energy A and the required discharge energy B, when the supplyable discharge energy A is lower than the required discharge energy B, is defined as an ignition power insufficiency C. [Relationship between temperature and discharge energy of a conventional ignition coil]

[0091] Next, a relationship between the temperature and discharge energy of a conventional ignition coil will be established with reference to Fig. 7 described.

[0092] Fig. Figure 7 is a conceptual diagram illustrating the relationship between temperature and discharge energy of the conventional ignition coil.

[0093] Fig. Figure 7 illustrates a diagram with a horizontal axis representing the ignition coil temperature TC and a vertical axis representing ignition power. Fig. Figure 7 illustrates a thick line indicating the discharge energy output from the conventional ignition coil. As shown in Fig. As illustrated in Figure 7, a conventional ignition device (see, for example, JP 2000-054941 A) has an ignition coil temperature (TC) value, the exact value of which is unclear. If the nominal temperature in Fig. For example, if setting 7 is 120°C, the supplyable discharge energy A2 at 120°C is always used as an output limit for the discharge energy output by the ignition coil. That is, the conventional ignition device generates the supplyable discharge energy A2, which remains essentially unchanged with respect to a change in the ignition coil temperature TC. In other words, the conventional ignition device is designed such that the temperature at the point where the supplyable discharge energy A2 and the required discharge energy B intersect is higher than the rated temperature of the ignition coil when ignition is performed with an air-fuel ratio close to a theoretical air-fuel ratio.Thus, the ignition performance of the internal combustion engine 100, to which the conventional ignition device is applied, is always met without being limited by the temperature of the ignition coil 300, at least under conditions where ignition is carried out with an air-fuel ratio close to the theoretical air-fuel ratio.

[0094] However, if lean combustion or exhaust gas recirculation is used, where a portion of the exhaust gas is taken for another intake after combustion, the required discharge energy B increases compared to when the air-fuel mixture is ignited at an air-fuel ratio close to the theoretical air-fuel ratio, as described above. Thus, the temperature at the point where the two types of discharge energy A and B intersect is lower than the nominal temperature. This condition increases the ignition power insufficiency C, resulting in an increase in the ignition coil temperature TC on one side, at a temperature higher than the temperature at the point where the available discharge energy A and the required discharge energy B intersect, and therefore misfiring can occur.Under such circumstances, an internal combustion engine using the conventional ignition device is limited to lean combustion and exhaust gas recirculation, which are only carried out in a low-load situation where the amount of air flowing into a cylinder is reduced in order to reduce the required discharge energy B. [Relationship between temperature and discharge energy of an ignition coil according to the present invention]

[0095] Next, a relationship between temperature and discharge energy of an ignition coil according to the present invention will be discussed with reference to Fig. 8 described.

[0096] Fig. Figure 8 is a conceptual diagram illustrating the relationship between temperature and discharge energy of the ignition coil when the present invention is applied.

[0097] Fig. Figure 8 illustrates a diagram with a horizontal axis representing the ignition coil temperature TC and a vertical axis representing ignition power. Fig. Figure 8 illustrates a thick line indicating a discharge energy output from ignition coil 300. As in Fig. As illustrated in Figure 8, the present embodiment shows that when the temperature of the ignition coil 300 becomes higher than the temperature at a point where the supplyable discharge energy A and the required discharge energy B intersect, the supplyable discharge energy A is prioritized over the required discharge energy B.

[0098] This means that the present embodiment adjusts the discharge energy of the ignition coil 300 to the available discharge energy A when the ignition coil temperature TC becomes higher than the temperature at the point where the available discharge energy A and the required discharge energy B intersect. Consequently, as the ignition coil temperature TC rises above the temperature at the point where the available discharge energy A and the required discharge energy B intersect, the discharge energy of the ignition coil 300 is gradually reduced.

[0099] The present embodiment also makes it possible to substantially reduce the required discharge energy B by increasing the amount of fuel injected to achieve ignition with an air-fuel ratio close to the theoretical air-fuel ratio on one side at a temperature higher than the temperature at the point where the available discharge energy A and the required discharge energy B intersect. That is, the present embodiment compensates for insufficient ignition power due to a reduction in discharge energy by improving the ignition quality of the air-fuel mixture. Consequently, the required ignition power can be achieved while preventing the ignition coil 300 from overheating by lowering the required discharge energy B. As a result, misfires can be suppressed.The present embodiment allows the required discharge energy B to be increased to a higher value than that of the conventional ignition device in order to perform lean combustion and exhaust gas recirculation on one side at a temperature lower than the temperature at which the supplyable discharge energy A and the required discharge energy B intersect. Consequently, even in a high-load situation where the required discharge energy B is maximized due to an increase in the amount of air flowing into the cylinder or the like, lean combustion and exhaust gas recirculation can be performed more frequently than with the conventional ignition device, while mutually preventing misfires and overheating of the ignition coil 300. As a result, the vehicle's fuel efficiency can be improved.

[0100] As described above, the discharge energy of the ignition coil 300 is changed according to the temperature of the ignition coil 300 in the present embodiment. Therefore, the temperature of the ignition coil 300 (temperature of the ignition device) must be detected. The temperature of the ignition coil 300 can be detected, for example, by providing a temperature sensor.

[0101] However, providing the temperature sensor in the ignition coil 300 can lead to an increase in cost, along with an increase in the number of detection elements and wires, or an increase in the size of the housing. Therefore, in the present embodiment, the temperature of the ignition coil 300 is estimated without the temperature sensor. Consequently, an increase in cost and an increase in housing size can be avoided, while preventing misfires. [Ignition, intake and fuel injection control processing]

[0102] The ignition, intake and fuel injection control processing according to the first embodiment is described with reference to Fig. 9, Fig. 10 and Fig. 13 described.

[0103] Fig. 9 and Fig. Figure 10 each represents a flowchart illustrating the ignition, intake and fuel injection control processing according to the first embodiment. Fig. Figure 13 is a conceptual diagram illustrating an input / output relationship between an explanatory variable and a target variable among several neural network models used for ignition and fuel injection control processing according to the first embodiment.

[0104] The ignition, intake, and fuel injection control processing according to the first embodiment is initiated together with the starting of the internal combustion engine 100 (engine start). First, the general control unit 81 detects the current supply voltage VB (S1). Next, the general control unit 81 detects the current rotational speed NE of the internal combustion engine 100 (S2). Then, the load information generator 87 of the general control unit 81 receives the required torque TQ, which is derived from the degree of depressurization of the accelerator pedal 125 (S3). Finally, the demand setting unit 812 of the general control unit 81 sets a required target air-fuel ratio for the internal combustion engine 100, corresponding to the required torque TQ (S4).Subsequently, the demand setting unit 812 of the general control unit 81 sets the required EGR opening and the required throttle opening of the EGR valve 181, each of which is a target opening of the intake device (S5). Additionally, the ignition timing setting unit 811 of the general control unit 81 sets the ignition timing of the internal combustion engine 100 according to the current engine speed NE (S6).

[0105] Next, the general controller 81 sets an explanatory variable of a first neural network model, which includes the ignition coil temperature TC, as a target variable (S7). In step S7, information regarding the current state of the vehicle is set as an explanatory variable in the first neural network model, which includes the ignition coil temperature TC, in order to estimate the current temperature TC of the ignition device. The information regarding the current state of the vehicle includes the current intake air volume based on an output signal from the flow rate sensor 114, the current supply voltage VB, the current engine speed NE, and the current vehicle speed.

[0106] Next, the ignition device temperature estimation unit 814 of the general controller 81 inputs the explanatory variable set in step S4 into the first neural network model, which has the ignition coil temperature TC as the target variable, and estimates the current temperature TC (S8).

[0107] Meanwhile, the general control unit 81 receives external information through the communication unit 190 (S9) in parallel with the processing in steps S7 to S8. At this point, the ignition device temperature estimator 814 transmits a query message to the navigation device described above via the communication unit 190, initiating a request. The external information received from the navigation device as a response is then fed back to the ignition device temperature estimator 814 via the communication unit 190. This external information relates to the state of the vehicle on a future route and corresponds to a prediction parameter according to the present invention.Examples of external information include average speed based on traffic information, outside temperature information along a future route of the vehicle, and past trip information about the vehicle. Alternatively, external information can be obtained as past trip information about an unspecified number of vehicles, obtained through vehicle-to-infrastructure (V2I) communication between the navigation device and the data center described above, and as the speed of another vehicle, obtained through vehicle-to-vehicle (V2V) communication with another vehicle ahead along a future route of the vehicle.The external device (the navigation device in this embodiment) then receives a future position of the vehicle on the planned route to a destination on a map and a prediction parameter corresponding to the future position of the vehicle, for example based on information such as the current time, the current position (current location) of the vehicle on the map, preset destination information for the vehicle, and the current speed of the vehicle.

[0108] Next, the general control system 81 predicts information regarding a future state of the vehicle based on external information (S10). This information includes at least the future supply voltage VB, the future vehicle speed, and the future rotational speed NE. The future supply voltage VB can be replaced by a value of the current supply voltage VB. The future rotational speed NE can be calculated based on the future vehicle speed and a predetermined drive reduction ratio of the vehicle itself, or it can be replaced by a value of the current rotational speed NE. This prediction can also be performed under so-called stand-alone control without using external vehicle information.This prediction also allows the vehicle's driving state to be forecasted on a future route based on time, distance traveled, and similar data obtained from an internal database located in control device 1 instead of an external device. This allows for the collection and recording of information regarding the vehicle's motion state and environment, forming a record of past journey data. For example, a vehicle used for commuting or deliveries is expected to perform repeated, punctual operations between two predetermined arrival and departure points, making it easy to predict the vehicle's driving state on a subsequent route.

[0109] Next, the general control 81 sets the information described above regarding the future state of the vehicle as an explanatory variable of the first neural network model, which has the ignition coil temperature TC, as the target variable (S11).

[0110] Subsequently, the ignition device temperature estimation unit 814 of the general controller 81 inputs the explanatory variable set in step S11 into the first neural network model, which has the ignition coil temperature TC as the target variable, in order to estimate the future temperature TCf along a future path of motion (S12). The future temperature TCf could, for example, be the temperature of the ignition device after a predetermined time has elapsed (e.g., 1 minute). The current temperature TC in the first neural network model in steps S7 to S8 and the future temperature TCf in the first neural network model in steps S9 to S12 can be output by synchronizing an operating interval and an operating frequency in a time series of processing, or they can be output asynchronously by varying the operating interval and the operating frequency in the time series of processing.For example, in the present embodiment, the future temperature TCf is output at a lower frequency in step S12 than the current temperature TC in step S8. By outputting the future temperature TCf at a low frequency in the time series as described above, the communication frequency with the external device for obtaining an explanatory variable that has a causal relationship with the future temperature TCf can be reduced, thus lowering the communication load on both the internal and external networks.

[0111] Next, the setting device 813 of the general controller 81 determines whether the current temperature TC is higher than the future temperature TCf (S13). If step S13 determines that the current temperature TC is equal to or lower than the future temperature TCf, the setting device 813 inputs the current temperature TC into an explanatory variable of a second neural network model that has a limited excitation time (the amount of the excitation limitation) as a target variable, where the limited excitation time is an excitation time value of the ignition coil 300, where the excitation time value corresponds to the supplyable discharge energy A described above, thereby setting the limited excitation time according to the current temperature TC (S14).Predefined explanatory variables to be entered into the second neural network model in step S14 include at least the current supply voltage VB, the current rotational speed NE and the current temperature TC.

[0112] If, in step S13, it is determined that the current temperature TC is greater than the future temperature TCf, the setting device 813 inputs the future temperature TCf into the explanatory variable of the second neural network model described above, which has the limited excitation time as the target variable, thereby setting the limited excitation time according to the future temperature TCf (S15). That is, if it is estimated that the future temperature TCf of the ignition device is lower than the current temperature TC along the future path of motion, a control is performed to allow a large required discharge energy B (see Fig. 6 and Fig. 7 to Fig. 8) for lean combustion or dilution and lean combustion is supplied to the ignition device by adjusting the limited excitation time, that is, the supplyable discharge energy A according to the future temperature TCf. This control enables the adjusting device 813 to improve the fuel efficiency of the internal combustion engine by carrying out lean combustion to increase a target air-fuel ratio (diluting fuel in intake air to have an air-fuel ratio that is lower than the theoretical air-fuel ratio) and dilution combustion to increase the amount of exhaust gas recirculation to recirculate exhaust gas to the intake manifold 112 through the EGR valve 181.A degree of lean combustion or dilution combustion can be set according to an operating condition by adjusting the fuel injector to change the amount of fuel injected into the intake air, by adjusting the opening of the EGR valve to change the amount of exhaust gas recirculation, or by adjusting the opening of the throttle valve to change the intake quantity.

[0113] After processing in step S14 or step S15, the request setting unit 812 inputs an explanatory variable into a third neural network model, which has the required excitation time as a target variable, and outputs the required excitation time according to an operating state of the internal combustion engine 100 (S16). Explanatory variables to be input into the third neural network model include at least the current supply voltage VB, the current rotational speed NE, and a current intake flow rate (the intake quantity).The explanatory variables to be entered into the third neural network model also include a value of a required target air-fuel ratio, corresponding to the degree of lean combustion or dilution combustion described above and which is 100 according to an operating state of the internal combustion engine, and a required opening value of the EGR valve opening according to the operating state of the internal combustion engine 100.

[0114] Next, the adjusting device 813 of the general control 81 determines whether the required excitation time, detected in step S16, is longer than the limited excitation time detected in step S14 or step S15 (S17). If step S17 determines that the required excitation time is not longer than the limited excitation time (NO in S17), the adjusting device 813 sets the required excitation time as the excitation time of the ignition coil 300 (hereinafter referred to as the "ignition coil excitation time") (S18).

[0115] After processing in step S18, the fuel injection quantity control unit 815 of the general control 81 sets the required target air-fuel ratio according to the operating condition of the internal combustion engine 100 described above as a target air-fuel ratio of the fuel injection control 82 (S19). Then, the intake control 91 sets the required opening value of the EGR valve 181 according to the operating condition of the internal combustion engine 100 described above as a target opening of the EGR valve 181 (S20). Consequently, fuel efficiency can be improved by performing lean combustion or dilution combustion according to the operating condition of the internal combustion engine 100.

[0116] If, on the other hand, step S17 determines that the required excitation time is greater than the limited excitation time (YES in S17), the adjusting device 813 sets the limited excitation time as the ignition coil excitation time (S21).

[0117] After processing in step S20, the fuel injection quantity control unit 815 of the general control unit 81 corrects the value of the required target air-fuel ratio according to the operating state of the internal combustion engine 100 to the theoretical air-fuel ratio at which the required discharge energy B has a minimum value or a value close to the theoretical air-fuel ratio, and then sets the corrected value of the required target air-fuel ratio as the target air-fuel ratio of the fuel injection control unit 82 (S22). Then, the intake control unit 91 corrects the required opening of the EGR valve 181 according to the operating state of the internal combustion engine 100 described above to a value that is smaller than the required opening, and then sets the corrected value as the target opening of the EGR valve 181 (S23).Consequently, the value of the minimum ignition energy of the air-fuel mixture can be reduced (the required discharge energy B can be reduced) to prevent misfires.

[0118] Next, the fuel injection control 82 causes the fuel injection device 134 to inject fuel (S24). Specifically, the fuel injection control 82 excites the fuel injection device 134 with a drive current (drive voltage) according to the fuel injection quantity Tinj, which is based on the target air-fuel ratio and is set in step S19 or step S22, and the fuel injection timing FISTG, which is set by the fuel injection timing adjustment unit 816. As shown in Fig. As illustrated in Figure 13, fuel injection excitation instruction information elements, such as the fuel injection quantity Tinj and the fuel injection timing FISTG, can be set by inputting explanatory variables into a fourth neural network model using the information elements as target variables.

[0119] Next, the ignition control unit 83 causes the ignition device to perform an ignition (S25). Specifically, the ignition control unit 83 outputs the ignition signal SA to the ignition coil 300 according to the ignition coil excitation time set in steps S18 and S21, the ignition timing IGADV set in step S3, and the engine speed NE. After processing step S25, the general control unit 81 returns the processing to step S1. As in Fig. As illustrated in Figure 13, the ignition coil excitation instruction information, such as the ignition timing IGADV, can be set by inputting an explanatory variable into a fifth neural network model using the ignition coil excitation instruction information as a target variable. [Neural network model]

[0120] Next, a neural network model according to the present embodiment is described with reference to Fig. 11 and Fig. 12 described.

[0121] Fig. Figure 11 is a conceptual diagram illustrating the weighting and bias of each neuron that forms each neural network model, such as the first neural network model which has ignition coil temperature TC as the target variable, the second neural network model which has limited excitation time as the target variable, and the third neural network model which has required excitation time as the target variable. Fig. Figure 12 is a diagram illustrating a method for performing a computation of each target variable using a neural network model according to the present embodiment. Fig. Figure 13 is a conceptual diagram illustrating a neural network model used for ignition and fuel injection control processing according to the first embodiment.

[0122] The neural network model is a mathematical model that simulates a mechanism of a human cranial neural circuit. In the present embodiment, the neural network model is formed by a multi-layered neural network model, comprising an input layer into which an explanatory variable is input, an output layer that outputs a target variable, and an intermediate layer that connects the input and output layers. The neural network model is frequently used as a means of performing deep learning in so-called machine learning. For example, an error backpropagation procedure can be applied to a machine learning algorithm.Although the neural network model is used in the present embodiment, the present invention is not limited to this example, as long as machine learning enables an estimation of the ignition coil temperature TC and a determination of the limited excitation time and the required excitation time.

[0123] As in Fig. As illustrated in Figure 11, a weight w and a bias b are set for each neuron (unit) that forms the neural network model. Inputs a1 to an are fed into n neurons and each is multiplied by weights w1 to wn set for that neuron. Then, the inputs a1 to an, each multiplied by weights w1 to wn, are added (combined) in neurons of the next layer, and an output z is obtained in which the bias b is added to the result of the addition. The neurons of the next layer output "a", which is represented by a function f(z).

[0124] Additionally, a function called the activation function is defined for each neuron. The activation function consists of a logistic function (sigmoid function) and a ramp function. (Function of a rectified linear unit (ReLU)). and the like are appropriately configured. Fig. Figure 12 illustrates an example where, as the input x increases from 0, the neuron is more strongly activated to cause the output y (= f(x)) to be closer to 1, and as the input x decreases from 0, the neuron is more strongly deactivated to cause the output y to be closer to 0. For example, if the input x is "5", the output y of the activation function is "1", and the neuron outputs "1" to a neuron in the next layer.

[0125] As also in Fig. As illustrated in Figure 12, the intermediate layer of the multilayer neural network model is formed by stacking several layers, each containing multiple neurons, together. Although forming a large neural network model with a large number of neurons and a large number of intermediate layers allows for improved approximation accuracy of a target variable by causing the large neural network model to learn a complex input / output relationship, there is a trade-off between increasing the accuracy of the approximation and the size of the neural network model.Thus, the neural network model of the control device of the vehicle's internal combustion engine is configured and provided according to the present embodiment, after a preliminary compatibility point with a high so-called cost-effectiveness has been taken into account, wherein the compatibility point balances both requirements of the desired accuracy of the approximation and a model scale, taking into account the computational processing capability of the control device 1, a housing size, cost suppression and the like.

[0126] Then, a variable that has a causal relationship with a target variable is set in the input layer as the train data on an explanatory variable, and the target variable is set in the output layer as the train data. Subsequently, machine learning (supervised learning) is performed on the weight w and the bias b, which are set across multiple neurons in the intermediate layer, using a known algorithm such as error backpropagation. This machine learning allows the input / output relationship of the neural network model to be approximated with high accuracy.The learned model, which is subjected to learning as described above, calculates the input / output relationship based on learned content when the explanatory variable, used for machine learning as the train data, is input into the input layer, and then outputs a value of the target variable based on the input explanatory variable as a result of the calculation. [Relationship between target variables and explanatory variables]

[0127] Next, a relationship between the target variable and the explanatory variable according to the present embodiment will be established with reference to Fig. 14 described.

[0128] Fig. Figure 14 is a correspondence table illustrating a relationship between target variables and explanatory variables of the first to fifth neural network models according to the first embodiment. Fig. Figure 14 shows an example of an explanatory variable input for estimating (calculating) each target variable.

[0129] As in Fig. As illustrated in Figure 14, when the ignition coil temperature TC is estimated as the target variable in the first neural network model, not only the rotational speed NE and the supply voltage VB described above are input, but also variables are introduced into the first neural network model as explanatory variables to perform machine learning on the multiple neurons in the intermediate layer. These variables are selected from values ​​relating to an intake flow rate, intake pressure, intake temperature, intake humidity, precipitation (precipitation detection), coolant temperature and cooling air speed, vehicle speed, ignition timing, ignition coil excitation time (executed value), excitation / excitation cycle frequency, elapsed time since an engine (internal combustion engine) was started, and elapsed time since the engine (internal combustion engine) was stopped.and a supplyable discharge energy (previously calculated value).

[0130] In addition to the explanatory variables described above, examples of further explanatory variables that can be added to the first neural network model include a combustion pressure detected by a cylinder pressure sensor, a lubricating oil temperature, a value relating to a crankshaft angle at which each intake or exhaust valve of the internal combustion engine opens, or a crankshaft angle at which each intake or exhaust valve closes, a throttle position, an ignition coil temperature TC (previous value), an ignition coil excitation time, an air-fuel ratio feedback correction coefficient, a downstream air-fuel ratio sensor voltage (O2 sensor voltage), an upstream air-fuel ratio sensor voltage (linear air-fuel ratio sensor), and a value relating to fuel properties (octane number, etc.).which is to be supplied to the combustion engine, an operating state of a radiator fan, a torque, the intake quantity, the amount of fuel injection, an air-fuel ratio or an equivalent ratio, a value of the pressure in an exhaust pipe, the pressure being related to exhaust gas recirculation. Then, required variables can be set as explanatory variables of the first neural network model by selecting some or all of the explanatory variables listed above, taking into account the magnitude of a causal relationship with the ignition coil temperature TC as the target variable, the size of a neural network model as described above, the ease of capturing variables in control device 1, and the like. [Explanatory variable]

[0131] Next, a method for selecting an explanatory variable for estimating the ignition coil temperature (current temperature TC or future temperature TCf) using the first neural network model according to the first embodiment is described with reference to Fig. 15 described.

[0132] Fig. Figure 15 is a table illustrating an example of variables relating to influencing factors to be considered when selecting an explanatory variable for estimating the ignition coil temperature using the first neural network model according to the first embodiment.

[0133] The influencing factors relating to fluctuations in ignition coil temperature include a factor relating to internal heat generation of the ignition coil and a factor relating to external heat transfer. Fig. Figure 15 shows the variables for which a specific magnitude of the absolute value of a correlation coefficient with the ignition coil temperature is investigated. The variables are then selected, for example, in descending order of the magnitude of the absolute value of the correlation coefficient, as the explanatory variables of the first neural network model.

[0134] The internal heat generation of the ignition coil includes heat generation using a secondary current, heat generation using a primary current, and heat generation in the ignition device 340 (see Fig. 4) This heat generation is caused by a power loss in an internal circuit of the ignition coil. Thus, a variable with a high correlation coefficient is selected as an explanatory variable for each instance of internal heat generation. Examples of variables with a high correlation coefficient for heat generation using the secondary current include engine speed NE, intake flow rate, intake pressure, air-fuel ratio, ignition timing, and ignition coil excitation time / frequency of excitation / cycle. Examples of variables with a high correlation coefficient for heat generation due to the primary current and the ignition device include engine speed NE, supply voltage VB, and ignition coil excitation time / frequency of excitation / cycle.

[0135] The external heat transfer of the ignition coil occurs at a contact point outside the housing of the ignition coil 300. Examples of an object in direct contact with the ignition coil 300 include air (atmosphere), a spark plug, and a cylinder head in an ignition coil of a type where one ignition coil is located adjacent to a spark plug for each cylinder of the internal combustion engine 100. Thus, a variable with a high correlation coefficient is selected as an explanatory variable for each object in direct contact with the ignition coil 300.Examples of variables with a high correlation coefficient with external heat transfer include intake air temperature, intake air humidity, precipitation, coolant temperature, lubricating oil temperature, cooling wind speed, vehicle speed, mixed gas-air-fuel ratio, number of cylinders, elapsed time after starting an engine (internal combustion engine), and elapsed time after stopping the engine (internal combustion engine).

[0136] An example has been described in the present embodiment in which the amount of excitation required and the amount of excitation limitation for igniting an air-fuel mixture with a spark generated by discharge (ignition) are determined to adjust the amount of excitation of the ignition coil. Examples of discharge (ignition) include a discharge performed intermittently for one combustion cycle of the internal combustion engine 100 (one ignition for each top dead center every two crank revolutions), and a discharge and ignition performed for each top dead center and top dead center. Alternatively, the present invention can be applied to an additional discharge in a spark plug performed in a multiple and frequent manner (multiple ignitions are performed), in addition to an ignition at top dead center.This means that the amount of excitation of the ignition coil for each of an ignition at top dead center, one ignition per revolution and multiple ignitions can be individually adjusted based on a total amount of the amount of excitation required and the amount of the limit of excitation for a combustion cycle of the internal combustion engine 100.For example, the ignition coil excitation time at top dead center is set based on the amount of excitation required, and the ignition coil excitation time of each top dead center discharge and multiple ignition discharge can be set by dividing and calculating a value obtained by subtracting the amount of required excitation from a total amount of the limiting excitation for one combustion cycle of the internal combustion engine, according to a planned frequency of top dead center discharge or multiple ignition. Then, the top dead center discharge or multiple ignition discharge is performed on one side at a temperature lower than the temperature at the point where the supplyable discharge energy A and the required discharge energy B intersect, as shown in [reference]. Fig. 8 illustrates. [Relationship between a vehicle's speed, ignition device temperature, and ignition energy]

[0137] Next, a relationship between a vehicle's speed, ignition device temperature, and ignition energy will be established with reference to Fig. 16 described.

[0138] Fig. Figure 16 is a time graph of the vehicle's speed of movement, the ignition device temperature, and the ignition energy.

[0139] The ignition device temperature is mainly influenced by heat generated when the ignition coil 300 (see Fig. 4) is excited (coil-induced heat generation), temperature around the ignition coil 300 (temperature of the cylinder head) and wind speed around the ignition device. Thus, the wind speed around the ignition device changes with the vehicle's speed.

[0140] As in Fig. Figure 16 illustrates that when a vehicle, which has been moving at a constant speed and a theoretical air-fuel ratio, transitions from time A1 to an acceleration state (increasing speed), the current temperature TC of the ignition device, which has a thermal time constant, begins to decrease from time B1, delayed in time series from time A1, according to an increase in relative wind speed proportional to the acceleration. Subsequently, when the vehicle, having completed acceleration, transitions from time A2 to a constant speed state, a heat balance between heat generation and heat radiation from the ignition device is established from time B3, delayed in time series from time A2, and then the current temperature TC stabilizes.At this point, extending (increasing) the limited excitation time of the ignition device, based on the current temperature TC decreasing from time B1, allows for an increase in the implementation level of the dilution combustion control (fuel efficiency reduction control) with an increase in the required excitation time. For example, if the implementation level of the dilution combustion control is sequentially increased based on the current temperature TC decreasing from time B1, the current temperature TC begins to rise from time B2, which is delayed in time series from time B1, in response to the increase in the implementation level of the dilution combustion control.Then, during the implementation of the dilution combustion control (fuel efficiency reduction control), the current temperature TC is balanced at a B4 time point, which is further delayed in time series from the B3 time point, at which the heat balance between heat generation and heat dissipation of the ignition device is balanced during operation with the theoretical air-fuel ratio. Consequently, the current temperature TC is temporarily stabilized after the B4 time point during operation under the dilution combustion control.

[0141] As can be easily seen from the passage of time between B1 and B4, the current temperature TC falls below the setpoint due to an increase in relative wind speed proportional to the vehicle's acceleration. Consequently, the difference (temperature range) between the ignition device's rated temperature and the current temperature TC increases. In other words, when the excitation quantity of ignition coil 300 is increased based on the current temperature TC, which decreases with a delay following a change in the vehicle's speed, there is a loss of opportunity for dilution combustion control (fuel efficiency reduction control) due to the influence of this delay.

[0142] Following the above, when the vehicle, which has been moving at a constant speed from time A3 (delayed in time series from time A2 when operating under dilution combustion control), transitions from time A3 into a deceleration state (decreasing speed), the current temperature TC begins to decrease from time C1 (delayed in time series from time A3) according to a decrease in relative wind speed proportional to the deceleration. Subsequently, the decelerating vehicle transitions from time A4 into a stationary state. At this point, a known fuel cut-off control and idle stop control, which involve stopping the ignition and fuel injection, are executed according to time A3.The heat generation in the ignition device essentially ceases when the ignition stops, so the current temperature TC decreases towards the outside air temperature after the A4 time. [Relationship between a movement speed, an ignition device temperature and an ignition energy in the first embodiment]

[0143] Next, a relationship between a movement speed, an ignition device temperature, and an ignition energy according to the first embodiment is established with reference to Fig. 17 described.

[0144] Fig. Figure 17 is a time diagram of the speed of movement, the current temperature TC of the ignition device and the ignition energy according to the first embodiment.

[0145] As in Fig. Figure 17 illustrates that when a vehicle, which has been moving at a constant speed and a theoretical air-fuel ratio, transitions from time A to an acceleration state (speed of movement increases), for example, the current temperature TC of the ignition device, which has a thermal time constant, begins to decrease from time B1, which is delayed in time series from time A, according to an increase in the relative wind speed proportional to the acceleration. Subsequently, when the vehicle, having ceased acceleration, transitions from time A2 to a constant speed state, a heat balance between heat generation and heat radiation of the ignition device is established from time B3, which is delayed in time series from time A2, and then the current temperature TC stabilizes during operation at the theoretical air-fuel ratio.At this point, a fall below the threshold is possible (see . Fig.16) The current temperature TC during an acceleration process of the vehicle in the present embodiment is suppressed by extending (increasing) the limited excitation time of the ignition device based on the future temperature TCf of the ignition device, which predicts that the current temperature TC will decrease from the B1 time point. As described above, dilution combustion control (fuel efficiency reduction control) can be implemented with an increase in the required excitation time, while the difference (temperature range) between the rated temperature of the ignition device and the current temperature TC generated when the vehicle accelerates is utilized without waste in the present embodiment by operating under dilution combustion control based on the future temperature TCf. As a result, fuel efficiency can be improved.

[0146] As described above, the dilution combustion control is carried out based on the future temperature TCf while the vehicle is driving in the present invention, so that fuel efficiency can be improved without implementing measures to increase a temperature range, whereby the measures are associated with an increase in the cost of the hardware, such as increasing the size of the ignition device to set the heat capacity to large. [Summary] (1) The control device 1 (internal combustion engine control device) according to the embodiment described above controls an internal combustion engine 100 for a vehicle, wherein the internal combustion engine 100 includes a throttle valve 113 (intake device), which directs the intake air through the intake manifold 112 (intake port) into the cylinder 150, the fuel injection device 134 (fuel supply device), which supplies fuel, and the ignition device, which ignites an air-fuel mixture containing the intake air and the fuel. The control device 1 includes the ignition device temperature estimating unit 814, the adjustment device 813, and the fuel injection quantity adjustment unit 815 (adjustment device).The ignition device temperature estimation unit 814 measures or estimates the current temperature TC of the ignition device and estimates the future temperature TCf, which is the temperature of the ignition device at a future point in its path, based on information regarding the current state of the vehicle. The setting device 813 sets a control instruction for at least one of the ignition device, the fuel injection device 134, or the throttle valve 113 according to the current temperature TC and the future temperature TCf.

[0147] Consequently, the heat balance of the ignition system can be appropriately controlled by taking into account the vehicle's driving conditions along its future route. As a result, an increase in the size and cost of the ignition system can be avoided.

[0148] (2) The control device 1 (internal combustion engine control device) according to the embodiment described above is configured such that the amount of required excitation of the ignition device is set based on information regarding the current state of a moving object, and the amount of the excitation limit of the ignition device is determined based on the temperature of the ignition device, the rotational speed of the internal combustion engine, and a target air-fuel ratio of the intake device. If the current temperature TC is higher than the future temperature TCf, the amount of the excitation limit is determined based on the future temperature TCf, and if the current temperature TC is equal to or lower than the future temperature TCf, the amount of the excitation limit is determined based on the current temperature TC.The adjusting device 813 sets any of the amount of the limiting excitation and the amount of the required excitation as a control instruction of the ignition device based on a magnitude relationship between the amount of the limiting excitation and the amount of the required excitation.

[0149] Consequently, the target air-fuel ratio can be increased taking into account the vehicle's driving conditions along the future route. As a result, an opportunity to implement dilution combustion control (fuel efficiency reduction control) can be avoided, and thus fuel efficiency can be improved.

[0150] (3) The intake device according to the embodiment described above is connected to the EGR pipe 180 and the EGR valve 181 (exhaust gas recirculation device), which recirculate exhaust gas from the internal combustion engine. The control device 1 (internal combustion engine control device) is configured such that the amount of control required for the EGR valve 181 is set based on information regarding the current state of the moving object. The amount of excitation required for the ignition device is set according to the amount of control required for the EGR valve 181. The adjusting device 813 sets an arbitrary amount of the required control and a value obtained by adjusting the amount of the required control as a control instruction for each of the EGR pipe 180 and the EGR valve 181, based on the relationship between the amount of excitation limitation and the amount of required excitation.

[0151] Consequently, the air-fuel ratio can be increased by implementing exhaust gas recirculation. As a result, fuel efficiency can be improved.

[0152] (4) The control device 1 (internal combustion engine control device) according to the embodiment described above is configured such that a required target air-fuel ratio for the air-fuel mixture is set based on information regarding the current state of the mobile object. The amount of required excitation of the ignition device is set according to the required target air-fuel ratio. The adjusting device 813 sets an arbitrary value of the required target air-fuel ratio and a value obtained by correcting the required target air-fuel ratio as a control instruction to the fuel supply device based on the magnitude relationship between the amount of excitation limitation and the amount of required excitation.

[0153] Consequently, the amount of fuel supplied to the fuel supply device can be adjusted appropriately.

[0154] (5) The control device 1 (internal combustion engine control device) according to the embodiment described above is configured such that the required opening of the intake device is set based on information regarding the current state of the mobile object. The amount of required excitation of the ignition device is set according to the required opening of the intake device. The adjusting device 813 sets any of the required opening of the intake device and a value obtained by correcting the required opening of the intake device as a control instruction to the intake device based on the magnitude relationship between the amount of the limiting excitation and the amount of required excitation.

[0155] Consequently, the amount of excitation required for the ignition device can be adjusted appropriately.

[0156] (6) The control system for a moving object according to the embodiment described above includes the internal combustion engine control device 1, which controls the internal combustion engine 100 for the moving object (vehicle), and the communication unit 190 (communication device), which facilitates communication between an external device outside the moving object and the internal combustion engine control device 1. The internal combustion engine 100 includes the throttle valve 113 (intake device), which directs intake air through the intake manifold 112 (intake port) into the cylinder 150, the fuel injection device 134 (fuel supply device), which supplies fuel, and the ignition device, which ignites an air-fuel mixture containing the intake air and fuel. The internal combustion engine control device 1 includes the ignition device temperature estimating unit 814, the adjustment device 813, and the current parameter monitoring unit.The current parameter monitoring unit includes the speed information generator 86, the intake air quantity measuring unit 87, the water temperature measuring unit 89, and the like. The ignition device temperature estimating unit 814 measures or estimates the current temperature TC of the ignition device and estimates the future temperature TCf, which is a temperature of the ignition device at a future point in time, based on information regarding a current state of the vehicle. The adjusting unit 813 sets a control instruction for at least one of the ignition device, the fuel injection device 134, or the throttle valve 113 according to the current temperature TC and the future temperature TCf. The current parameter monitoring unit measures or estimates a current parameter with respect to the current state of the vehicle. The adjusting unit 813 includes a predictive parameter acquisition unit and a future parameter prediction unit.The predictive parameter acquisition unit acquires a predictive parameter regarding the state of the moving object (vehicle) along its future path through a communication link with the external device using the communication unit 190. The future parameter prediction unit predicts several future parameters relating to the state of the vehicle along its future path based on the predictive parameter and the current parameter. The ignition device temperature estimation unit 814 estimates the future temperature TCf based on the current temperature TC, several current parameters, and the several future parameters.

[0157] Consequently, the heat balance of the ignition device of the ignition coil 300 can be appropriately controlled, taking into account the driving conditions of the moving object (vehicle) along its future route. As a result, an increase in the size and cost of the ignition device can be avoided.

[0158] (7) The prediction parameter according to the embodiment described above is information regarding a driving condition (state of motion) of the moving object on its future path. The ignition device temperature estimation unit 814 measures or estimates the current temperature TC based on the current parameter and estimates the future temperature TCf based on the prediction parameter.

[0159] Consequently, the current temperature TC and the future temperature TCf of the ignition device can be measured or estimated.

[0160] (8) The future temperature TCf according to the embodiment described above is output by the neural network model provided in the ignition device temperature estimation unit 814. The explanatory variables of the neural network model include a parameter selected from prediction parameters, a parameter relating to a heat-generating part of the ignition device, and a parameter relating to heat equalization inside and outside the ignition device.

[0161] Consequently, the current temperature TC and the future temperature TCf of the ignition device can be estimated.

[0162] The present invention is not limited to the embodiments described above and illustrated in the drawings, and various modifications can be made without deviating from the core of the invention as described in the scope of the claims.

[0163] The embodiments described above have been described in detail to explain the present invention in an easily understandable way and are not necessarily limited to those that have all the described configurations. The configuration of any one embodiment can be partially replaced by a configuration of another embodiment, and the configuration of the other embodiment can be added to the configuration of any one embodiment. Additionally, a different configuration can be added to, deleted from, or replaced with a portion of the configuration of any embodiment. Reference symbol list 1 Internal combustion engine control unit 10 analog input units 20 digital input units 30 A / D converters 40 RAM 50 MPU 60 ROM 70 I / O connector 80 Output circuit 81 general control 82 Fuel injection control 83 Ignition control 84 cylinder determination unit 85 Angle Information Generator 86 Speed ​​Information Generator 87 Intake quantity measuring unit 88 Load Information Generator 89 Water temperature measuring unit 90 Voltage measuring unit 91 Intake control 100 internal combustion engine 110 air filters 111 Intake manifold 112 Intake manifold 113 Throttle valve 113a Throttle opening sensor 114 Flow rate sensor 115 Intake air temperature sensor 120 toothed ring 121 Crank angle sensor 122 Water temperature sensor 123 Crankshaft 125 accelerator pedal 126 Accelerator pedal position sensor 130 fuel tank 131 Fuel pump 132 pressure regulators 133 Fuel pipe 134 Fuel injection device 140 cylinder pressure sensor 150 cylinders 151 Intake valve 152 Exhaust valve 160 exhaust manifold 161 Three-way catalyst 162 Upstream air-fuel ratio sensor 163 Downstream air-fuel ratio sensor 170 pistons 180 EGR pipe 181 EGR valve 190 communication unit 200 spark plug 210 Center electrode 220 external electrode 230 insulator 300, 301 Ignition coil 310 Primary coil 320 Secondary coil 330 DC power supply 340 Ignition device 350, 360 temperature switching unit 361 Temperature detector 500, 501 electrical circuit 811 Ignition timing unit 812 Request setting unit 813 Adjustment device 814 Ignition device temperature estimation unit 815 Fuel injection quantity control unit 816 Fuel injection timing unit QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2000-054941 A [0005, 0093]

Claims

An internal combustion engine control device that controls an internal combustion engine for a moving object, the internal combustion engine including an intake device that draws intake air into a cylinder through an intake port, a fuel supply device that supplies fuel, and an ignition device that ignites an air-fuel mixture containing the intake air and the fuel. The internal combustion engine control device comprises: an ignition device temperature estimation unit that measures or estimates a current temperature of the ignition device based on information regarding a current state of the moving object and estimates a future temperature that is a temperature of the ignition device on a future path; and a setting unit that sets a control instruction of at least one of the ignition device, the fuel supply device, or the intake device according to the current temperature and the future temperature.The internal combustion engine control device according to claim 1, wherein the ignition device has an amount of required excitation that is set based on information regarding a current state of the moving object, and an amount of excitation limitation that is determined based on the temperature of the ignition device, the rotational speed of the internal combustion engine, and a target air-fuel ratio of the intake device, the amount of excitation limitation is determined based on the future temperature when the current temperature is higher than the future temperature, and the amount of excitation limitation is determined based on the current temperature when the current temperature is equal to or lower than the future temperature,andthe setting means sets any one of the excitation limitation amount and the required excitation amount as a control instruction of the ignition device based on a magnitude relationship between the excitation limitation amount and the required excitation amount., The internal combustion engine control device according to claim 2, wherein the intake device is connected to an exhaust gas recirculation device that recirculates exhaust gas of the internal combustion engine, and an amount of required control of the exhaust gas recirculation device is set based on information regarding the current state of the moving object, the amount of required energization of the ignition device is set according to the amount of required control of the exhaust gas recirculation device, and the setting means sets any one of the amount of required control and a value obtained by correcting the amount of required control as a control instruction for the exhaust gas recirculation device based on the magnitude relationship between the amount of limitation of energization and the amount of required energization. The internal combustion engine control device according to claim 2, wherein the air-fuel mixture has a required target air-fuel ratio set based on the information regarding the current state of the moving object, the amount of required energization of the ignition device is set according to the required target air-fuel ratio, and the setting means sets any one of the required target air-fuel ratio and a value obtained by correcting the required target air-fuel ratio as a control instruction to the fuel supply device based on the magnitude relationship between the amount of limitation of energization and the amount of required energization. The internal combustion engine control device according to claim 2, wherein the intake device has a required opening set based on the information regarding the current state of the moving object, the amount of required energization of the ignition device is set according to the required opening of the intake device, and the setting means sets any one of the required opening of the intake device and a value obtained by correcting the required opening of the intake device as a control instruction to the intake device based on the magnitude relationship between the amount of limitation of energization and the amount of required energization. A control system for a moving object, the control system comprising:an internal combustion engine control device that controls an internal combustion engine for the moving object, the internal combustion engine including an intake device that draws intake air into a cylinder through an intake port, a fuel supply device that supplies fuel, and an ignition device that ignites an air-fuel mixture including the intake air and the fuel;anda communication device that mediates communication between an external device outside the moving object and the internal combustion engine control device,wherein the internal combustion engine control device includes:an ignition device temperature estimation unit that measures or estimates a current temperature of the ignition device and estimates a future temperature, which is a temperature of the ignition device on a future path, based on information regarding a current state of the moving object;a setting device that sets a control instruction of at least one of the ignition device, the fuel supply device, or the intake device according to the current temperature and the future temperature;anda current parameter observation unit that measures or estimates a current parameter related to the current state of the moving object.The setting device includes:a prediction parameter acquisition unit that acquires a prediction parameter related to a state of the moving object on the future path through a communication link with the external device using the communication device; anda future parameter prediction unit that predicts a plurality of future parameters related to the state of the moving object on the future path based on the prediction parameter and the current parameter;andthe ignition device temperature estimation unit estimates the future temperature based on the current temperature, the plurality of current parameters, and the plurality of future parameters. The moving object control system according to claim 6, wherein the prediction parameter is information regarding a moving state of the moving object on the future path, and the igniter temperature estimation unit measures or estimates the current temperature based on the current parameter and estimates the future temperature based on the prediction parameter. A moving object control system according to claim 6, wherein the future temperature is output by a neural network model provided in the igniter temperature estimation unit, and the neural network model has explanatory variables including a parameter selected from the prediction parameter, a parameter related to a heat generating part of the igniter, and a parameter related to a heat balance inside and outside the igniter.

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