JP2018197514A - Control system of internal combustion engine and control system of internal combustion engine - Google Patents

Abstract

To suppress the generation of knocking by enhancing the prediction accuracy of the generation of the knocking.SOLUTION: A control system for controlling an internal combustion engine mounted to a vehicle comprises an on-vehicle control device 100 mounted to each vehicle 10, and a server 200 which can communicate with the on-vehicle control device. The on-vehicle control device comprises a vehicle information transmission part 154 for transmitting vehicle information including engine operation information and vehicle traveling information to the server, and the server comprises an area knock index value calculation part 251 for calculating an area knock index value indicating the likelihood of the generation of knocking at each area on the basis of the vehicle information. Each of the on-vehicle control devices or the server comprises a traveling area prediction part for predicting an area in which the vehicle may travel in future, and a knock index value calculation part for calculating a knock index value in the future of the vehicle on the basis of the area knock index value in the predicted area. The on-vehicle control device comprises an engine control part 155 for controlling the internal combustion engine of the vehicle on the basis of the knock index value.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an internal combustion engine control system and an internal combustion engine control method.

  In an operating state where low-strength knocking occurs in the internal combustion engine, the thermal efficiency of the internal combustion engine increases. On the other hand, if high-strength knocking occurs, the thermal efficiency is reduced, and in some cases, the internal combustion engine is damaged. It becomes. Therefore, a control device has been proposed that predicts a point where knocking of the internal combustion engine occurs and suppresses the occurrence of knocking by cooling the internal combustion engine before reaching the point where the predicted knocking occurs (for example, Patent Document 1).

JP 2008-106653 A JP 2014-43791 A

  By the way, in the control device described in Patent Document 1, knocking is performed based on traveling information of the own vehicle (hereinafter referred to as “vehicle traveling information”) and operating information of the internal combustion engine of the own vehicle (hereinafter referred to as “engine operating information”). Predicts where this will occur. Here, the vehicle travel information includes, for example, the position of the host vehicle, the planned travel path of the host vehicle, a road gradient, and the like, and the engine operation information includes, for example, an engine load, an ignition timing by a spark plug, and the like. .

  However, there is a limit to predicting a point where knocking occurs only with information from the own vehicle. For this reason, there is room for improvement in the prediction accuracy of the point where knocking occurs.

  The present invention has been made in view of the above problems, and an object thereof is to provide a control system and a control method capable of suppressing the occurrence of knocking by increasing the prediction accuracy of the occurrence of knocking.

  The present invention has been made to solve the above problems, and the gist thereof is as follows.

  (1) A control system for controlling an internal combustion engine mounted on a vehicle, comprising: an in-vehicle control device mounted in each of a plurality of vehicles; and a server capable of mutual communication with the in-vehicle control device Each vehicle-mounted control device includes vehicle information including engine operation information that is operation information of an internal combustion engine of a vehicle in which the vehicle-mounted control device is mounted and vehicle travel information that is travel information of a vehicle in which the vehicle-mounted control device is mounted. Vehicle information transmitting unit for transmitting to the server, the server, based on the vehicle information transmitted from the vehicle-mounted control device of a plurality of vehicles, a regional knock index value indicating the ease of occurrence of knocking for each region Each vehicle-mounted control device or server includes a travel region prediction unit that predicts a region in which a vehicle in which the vehicle-mounted control device is mounted will travel in the future, and the travel region prediction. A knock index value calculation unit that calculates a knock index value in the future of the vehicle based on the region knock index value calculated by the region knock index value calculation unit for the region predicted by A control system is provided with an engine control part which controls an internal-combustion engine of vehicles with which the in-vehicle control device is carried based on the knock index value computed by the knock index value calculation part.

  (2) At least one of the in-vehicle control device and the server further includes an environment information detection unit that detects traffic environment information around a vehicle on which each in-vehicle control device is mounted, and the knock index value calculation unit includes: The region knock index value calculated by the region knock index value calculation unit for the region predicted by the travel region prediction unit, and the traffic environment information around the vehicle equipped with the in-vehicle control device detected by the environment information detection unit, The control system according to (1), wherein a knock index value is calculated based on

  (3) The control system according to (1) or (2), wherein the vehicle information further includes environment information around a vehicle on which the in-vehicle control device is mounted.

(4) The environment information includes traffic environment information related to a traffic environment around a vehicle on which the vehicle-mounted control device is mounted, and air environment information related to an air environment around the vehicle,
The control system according to (3), wherein the vehicle information transmission unit transmits the traffic environment information to the server at a transmission frequency higher than that of the atmospheric environment information.

  (5) A method for controlling an internal combustion engine mounted on a vehicle, the vehicle information including operation information of the internal combustion engine of the vehicle mounted with the vehicle-mounted control device and vehicle travel information of the vehicle mounted with the vehicle-mounted control device mounted on the vehicle The server calculates a basic knock index value indicating the likelihood of occurrence of knocking for each region based on the vehicle information transmitted from the in-vehicle control device of a plurality of vehicles to the server, and the in-vehicle control The server or the in-vehicle control device predicts a region where the vehicle on which the device is mounted will travel in the future, and the server or the in-vehicle control device calculates a knock index value based on a basic knock index value in the predicted region. A control method for an internal combustion engine, wherein the in-vehicle control device controls an internal combustion engine of a vehicle in which the in-vehicle control device is mounted based on the knock index value.

  ADVANTAGE OF THE INVENTION According to this invention, the control system and control method which can suppress generation | occurrence | production of knocking by improving the prediction precision of knocking generation are provided.

FIG. 1 is a diagram schematically showing a control system for controlling an internal combustion engine mounted on a vehicle. FIG. 2 is a diagram schematically showing the configuration of the server. FIG. 3 is a diagram schematically showing the configuration of the in-vehicle communication device and the in-vehicle control device of each vehicle. FIG. 4 is a diagram schematically showing an internal combustion engine mounted on each vehicle and controlled by an engine control ECU. FIG. 5 is an operation sequence diagram of control of the internal combustion engine performed by the control system. FIG. 6 is a functional block diagram of the in-vehicle control device. FIG. 7 is a functional block diagram of the server control unit. FIG. 8 is a flowchart showing a control routine of vehicle information transmission control performed in the vehicle information transmission unit. FIG. 9 is a flowchart of the regional knock index value calculation process performed in the regional knock index value calculation unit. FIG. 10 is a flowchart of the travel area prediction process performed in the travel area prediction unit. FIG. 11 is a flowchart showing a regional knock index value extraction process performed in the regional knock index value extraction unit. FIG. 12 is a flowchart of a knock index value calculation process performed in the knock index value calculation unit. FIG. 13 is a flowchart of operation control of the internal combustion engine performed in the engine control unit. FIG. 14 is an operation sequence diagram of control of the internal combustion engine performed by the control system according to the second embodiment. FIG. 15 is a functional block diagram of the in-vehicle control device. FIG. 16 is a functional block diagram of the server control unit.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are assigned to similar components.

<First embodiment>
<< System configuration >>
First, the configuration of a control system that controls an internal combustion engine mounted on a vehicle will be described with reference to FIGS. FIG. 1 is a diagram schematically showing a control system for controlling an internal combustion engine mounted on a vehicle. As illustrated in FIG. 1, the control system includes an in-vehicle control device 100 and a server 200 that are mounted on each of a plurality of vehicles 10 (10A to 10D in the example illustrated in FIG. 1).

  The in-vehicle control device 100 and the server 200 are configured to be able to communicate with each other by, for example, long term evolution (LTE) formulated by 3GPP. In addition, the standard of the radio | wireless communication between the vehicle-mounted control apparatus 100 and the server 200 can employ | adopt not only LTE but various communication standards, wireless LAN (IEEE802.11a / b / g / n / ac), Mobile. WiMAX (IEEE 802.16e), iBurst, WAVE (IEEE 802.20), DSRC (dedicated border area communication), or the like may be used.

  FIG. 2 is a diagram schematically showing the configuration of the server 200. As illustrated in FIG. 2, the server 200 includes a server control unit 201, a data storage unit 202, and a communication interface 203. The server control unit 201, the data storage unit 202, and the communication interface 203 are connected to each other via a wired network, and thus can communicate with each other.

  The server control unit 201 includes a processor such as a CPU or MPU that performs arithmetic processing, and a storage device such as a memory. The processor implements various functions by reading and executing a program stored in the storage device. The arithmetic processing performed in the server control unit 201 will be described later.

  The data storage unit 202 includes a large number of storage media, and stores information calculated by arithmetic processing in the server control unit 201 and information transmitted from the outside via the communication interface 203. In addition, the data storage unit 202 transmits information stored by a request from the server control unit 201 or an external request through the communication interface to the server control unit 201 or the communication interface 203.

  The communication interface 203 is connected to a core network by wire or wireless, and is connected to each wireless base station via this core network. Each radio base station communicates wirelessly with the in-vehicle control device 100 of the vehicle operating in the area that the radio base station is in charge of. Therefore, the server 200 can communicate with the in-vehicle control device 100 of each vehicle via the communication interface 203.

  FIG. 3 is a diagram schematically showing the configuration of the in-vehicle communication device 90 and the in-vehicle control device 100 of each vehicle 10. As shown in FIG. 3, each vehicle 10 includes an in-vehicle communication device 90 and an in-vehicle control device 100.

  The in-vehicle communication device 90 is configured to perform wireless communication with a wireless base station in charge of a range where each vehicle 10 is located. Therefore, the in-vehicle communication device 90 can transmit / receive data to / from the server 200 via the radio base station and the core network.

  The in-vehicle control device 100 includes an ECU for each function. In the present embodiment, the in-vehicle control device 100 includes an engine control ECU 110 that controls the internal combustion engine, a vehicle travel ECU 120 that collects travel information of the vehicle 10 and controls travel, and an environment that collects environment information around the vehicle 10. And an information ECU 130. Each of the ECUs 110, 120, and 130 includes a processor that performs arithmetic processing such as a CPU and an MPU, and a storage device such as a memory. Note that the in-vehicle control device 100 may include one ECU that performs all these functions, or may include a plurality of ECUs that are divided into functions different from the functions described above.

  The engine control ECU 110 is connected to various sensors and actuators of the internal combustion engine 20. FIG. 4 is a diagram schematically showing the internal combustion engine 20 mounted on each vehicle and controlled by the engine control ECU 110. As shown in FIG. 4, the engine body 21 of the internal combustion engine 20 includes a cylinder block 22, a cylinder head 23, a piston 24, a combustion chamber 25, a spark plug 26 disposed at the center of the top surface of the combustion chamber 25, and an intake valve 27. , An intake port 28, an exhaust valve 29, and an exhaust port 30 are provided. The cylinder head 23 is provided with a combustion injection valve 31 that directly injects fuel into the combustion chamber 25.

  The cylinder block 22 has a cooling water passage 32 formed around each cylinder. In addition, in the present embodiment, the cylinder head 23 is formed with a cooling water passage 33 formed around the intake port 28. Cooling water is supplied to the cooling water passages 32 and 33 by driving a cooling water pump 34.

  The intake port 28 is connected to a surge tank 42 via an intake branch pipe 41, and the surge tank 42 is connected to an air cleaner 44 via an intake duct 43. A throttle valve 46 driven by an actuator 45 is disposed in the intake duct 43. On the other hand, the exhaust port 30 is connected through an exhaust manifold 47 to a catalytic converter 48 containing, for example, a three-way catalyst.

  An intake air amount detector 51 that detects the flow rate of intake air flowing through the intake duct 43 is provided in the intake duct 43. An air-fuel ratio sensor 52 that detects the air-fuel ratio of the exhaust gas flowing through the exhaust manifold 47 is disposed in the exhaust manifold 47. The engine body 21 is provided with a knock sensor 53 that detects the strength of knocking occurring in the combustion chamber 25. Further, a water temperature sensor 54 that detects the temperature of the cooling water flowing in the cooling water passage 32 is disposed in the cylinder block 22.

  In addition, the internal combustion engine 20 includes a load sensor 55 that generates an output voltage proportional to the amount of depression of the accelerator pedal, a crank angle sensor 56 that detects the rotational position of the crank angle, and the properties of the fuel supplied to the combustion chamber 25. And a fuel property sensor 57 for detecting These intake air amount detector 51, air-fuel ratio sensor 52, knock sensor 53, water temperature sensor 54, load sensor 55, crank angle sensor 56 and fuel property sensor 57 are connected to the engine control ECU 110, and the outputs of these sensors are Input to the engine control ECU 110.

  The engine control ECU 110 is connected to the ignition plug 26, the combustion injection valve 31, the cooling water pump 34, and the throttle drive actuator 45, and controls the operation of these actuators.

  As shown in FIG. 3, the vehicle travel ECU 120 is connected to, for example, a GPS receiver 121, a speed sensor 122, and a turning angle sensor 123. The GPS receiver 121 receives a GPS signal and transmits the received signal to the vehicle travel ECU 120. The speed sensor 122 detects the speed of the vehicle 10 by detecting the rotational speed of the wheels, for example. In addition, the turning angle sensor 123 detects the turning angle of a steering wheel (not shown) of the vehicle 10 and detects the direction of the wheels of the vehicle 10. The values detected by the speed sensor 122 and the turning angle sensor 123 are transmitted to the vehicle travel ECU 120.

  As shown in FIG. 3, the environment information ECU 130 is connected to, for example, a camera 131, a radar 132, and an atmospheric sensor 133. The camera 131 is a visible light camera, an infrared camera, or the like, and photographs the state around the vehicle 10. The radar 132 is a millimeter wave radar, a near infrared laser radar, or the like, and is used for grasping the position of an obstacle or the like around the vehicle 10. The atmospheric sensor 133 is a sensor that detects the temperature, pressure, humidity, and the like of the atmosphere around the vehicle 10 and includes a plurality of sensors.

≪Control in control system≫
FIG. 5 is an operation sequence diagram of control of the internal combustion engine performed by the control system of the present embodiment. By using this operation sequence diagram, as an example, vehicle information when the vehicle 10A travels in a specific area is transmitted to the server 200, and information from the server 200 when the vehicle 10B travels in a specific area. The operation of each device when the internal combustion engine 20 is controlled will be described.

  As shown in FIG. 5, the vehicle 10A detects vehicle information related to the vehicle 10A using various sensors and the like that the vehicle 10A has (S11). The vehicle information includes engine operation information, vehicle travel information, and environment information.

  The engine operation information is information related to the operation of the internal combustion engine mounted on each vehicle (vehicle 10A in the example shown in FIG. 5). Specifically, the engine operation information includes a load of the internal combustion engine 20 (engine load), a rotational speed of the internal combustion engine 20 (engine rotational speed), a temperature of cooling water for cooling the internal combustion engine 20 (engine cooling water temperature), and an internal combustion engine. The temperature of the oil used in the engine 20 (oil temperature), the ignition timing by the spark plug 26, the valve timing of the intake valve 27 and the exhaust valve 29, and the air-fuel ratio when the air-fuel mixture burns in the combustion chamber 25 of the internal combustion engine 20 ( Combustion air-fuel ratio), the octane number of the fuel supplied to the combustion chamber 25, the strength of knocking occurring in the combustion chamber 25, and the like. Further, the engine operation information includes, for example, specifications of the internal combustion engine such as the compression ratio, the displacement, and the number of cylinders of the internal combustion engine. Further, when the internal combustion engine 20 includes an exhaust turbocharger (not shown), the engine operation information includes a supercharging pressure.

  The engine operation information is basically detected by various sensors provided in the internal combustion engine 20. For example, the internal combustion load is detected by the load sensor 55, and the engine rotation speed is calculated based on the output of the crank angle sensor 56. The engine coolant temperature is detected by a water temperature sensor 54, and the oil temperature is detected by an oil temperature sensor (not shown) that detects the temperature of oil used in the internal combustion engine 20. Further, the combustion air-fuel ratio is detected by the air-fuel ratio sensor 52, the octane number of the fuel is detected by the fuel property sensor 57, and the knocking intensity is detected by the knock sensor 53. Further, the ignition timing is calculated based on a command value from the engine control ECU 110 to the ignition plug 26.

  The vehicle travel information is information relating to travel of each vehicle (vehicle 10A in the example shown in FIG. 5). Specifically, the vehicle travel information includes the current location of the vehicle 10A, the traveling direction and speed of the vehicle 10A, the destination of the vehicle 10A (or an expected route to the destination), and the like. The current location of the vehicle 10A is calculated based on, for example, a GPS signal received by the GPS receiver 121. In addition to the GPS signal received by the GPS receiver 121, the traveling direction and speed of the vehicle 10 </ b> A are detected by the speed of the vehicle 10 </ b> A detected by the speed sensor 122 and the steering wheel of the vehicle 10 </ b> A detected by the turning angle sensor 123. Calculated based on the cut angle. The destination of the vehicle 10A is input by the user via, for example, a navigation system (not shown) of the vehicle 10A.

  The environmental information is information about the environment around each vehicle (vehicle 10A in the example shown in FIG. 5). The environmental information includes traffic environment information related to the traffic environment around each vehicle and atmospheric environment information related to the air condition around each vehicle. Specifically, the traffic environment information includes the position and speed of the vehicle around the vehicle 10A, the state of the road around the vehicle 10A, the signal information of the traffic lights around the vehicle 10A, the traffic jam information around the vehicle 10A, and the like. . The signal information includes information such as whether the traffic light around the vehicle 10A is blue or red and the time until the signal changes.

  The position and speed of the vehicle around the vehicle 10A and the state of the road around the vehicle 10A are detected by processing an image captured by the camera 131 and the output of the radar 132. Moreover, the signal information of the traffic lights around the vehicle 10A and the traffic jam information around the vehicles 10A are acquired from, for example, the server 200 or a transmitter attached to the traffic lights via the in-vehicle communication device 90.

  On the other hand, the atmospheric environment information specifically includes the temperature of the atmosphere around the vehicle 10A, the atmospheric pressure, the atmospheric humidity, and the like. These atmospheric temperature, pressure and humidity are detected by the atmospheric sensor 133.

  If vehicle information is detected in step S11, vehicle information transmitted to the server 200 is specified among the detected vehicle information (step S12). In particular, in the present embodiment, some vehicle information among the detected vehicle information is transmitted to the server 200 at a high frequency (for example, every 100 ms), but other part vehicle information is relatively low. It is transmitted to the server 200 at a frequency (for example, every 5 minutes). Therefore, in step S11, vehicle information to be transmitted to the server 200 is specified at every short time interval. The vehicle information specified in this way is transmitted to the server 200 via the in-vehicle communication device 90.

  Vehicle information is transmitted to the server 200 from a large number of vehicles including the vehicle 10A. Server 200 calculates a regional knock index value for each region based on the vehicle information received in this manner (step S21). This region knock index value is an index value indicating the likelihood of knocking in each region. That is, the regional knock index value is an index value indicating the likelihood of knocking in the area when compared with other areas, and is therefore an index value determined for each area.

  This regional knock index value varies depending on, for example, the temperature, pressure, humidity, and the like of the air in the region. Since knocking is likely to occur if the temperature of the atmosphere is high, the regional knock index value becomes large. In addition, since knocking is likely to occur when the atmospheric pressure is high, the regional knock index value increases. In addition, the regional knock index value changes according to the topography of the region. For example, when there is an uphill in the area, the engine output is basically increased and the intake air amount is increased, so the area knock index value is increased.

  As a method of calculating the regional knock index value, for example, the following two methods are conceivable. First, as a first method, there is a method of calculating a regional knock index value using the knocking strength of the vehicle 10 among the vehicle information transmitted from each vehicle 10.

  As described above, the vehicle information transmitted from each vehicle 10 includes the current location of each vehicle 10 and the knocking strength of each vehicle 10. This knocking strength indicates the likelihood of knocking in the area where the vehicle 10 is currently located. The higher the knocking strength, the more likely knocking occurs in that region. Therefore, in the first method, the region where the vehicle 10 is currently located is specified based on the current location of each vehicle 10, and the region knock index value of this region is determined as a value corresponding to the knocking strength of the vehicle 10 at this time. Is calculated.

  However, the knocking strength varies depending on the type of the internal combustion engine mounted on the vehicle 10, the operating state of the internal combustion engine (engine load, engine speed, engine coolant temperature, etc.), and the like. Therefore, the knocking strength at this time does not necessarily represent the ease of knocking of other vehicles. Therefore, in the present embodiment, a value obtained by removing the influence of the type of the internal combustion engine of each vehicle 10 and the engine operating state from the knocking strength of each vehicle 10 is calculated as the regional knock index value.

  Specifically, for example, knocking is unlikely to occur when the engine cooling water temperature is low, and therefore, when the engine cooling water temperature is low, the regional knock index value becomes larger than the value corresponding to the knocking strength of the vehicle 10. An index value is calculated. Further, since knocking is likely to occur when the engine load is high, the regional knock index value is calculated so that the local knock index value is smaller than the value corresponding to the knocking strength of the vehicle 10 when the engine load is high.

  Further, when calculating the regional knock index value, a new regional knock index value is calculated in consideration of the past regional knock index value in the region. For example, a new regional knock index value for each region is calculated by a weighted average of the previously calculated regional knock index value and the currently calculated regional knock index value.

  As a second method, there is a method of calculating a regional knock index value based on a parameter that affects knocking among vehicle information transmitted from each vehicle 10. In this case, in calculating the regional knock index value, the knocking strength in the vehicle 10 transmitted from each vehicle 10 is not used.

  As described above, the likelihood of knocking varies depending on the atmospheric temperature, pressure and humidity in the area, the topography of the area, and the like. Then, the atmospheric temperature, pressure, humidity, and the like in the area are detected by the atmospheric sensor 133 in each vehicle 10 and transmitted from each vehicle 10 to the server 200 as vehicle information. Further, the topography of the area is calculated from the current location of the vehicle 10 using the map data stored in the vehicle 10 or the data storage unit 202. Therefore, in the second method, the regional knock index value is calculated on the basis of the atmospheric temperature, pressure, humidity, and the like detected in this manner and the topographic information of the region. Also in this case, as in the first method, a new regional knock index value is calculated by a weighted average with the past regional knock index value.

  When the regional knock index value is calculated in step S21, the calculated regional knock index value is then stored in the data storage unit 202 together with the vehicle information of each vehicle 10 when the regional knock index value is calculated ( Step S22). Therefore, the data accumulation unit 202 stores the regional knock index value for each region and stores the vehicle information transmitted from each vehicle 10.

  On the other hand, as described above, the vehicle 10B controls the internal combustion engine 20 of the vehicle 10B based on information from the server 200 when traveling in a specific area. In performing such control, the vehicle 10B first detects vehicle information related to the vehicle 10B using various sensors and the like that the vehicle 10B has (S31). The vehicle information is detected in the same manner as in step S11 performed for the vehicle 10A.

  If vehicle information is detected in step S31, vehicle information transmitted to the server 200 among the detected vehicle information is then specified in the same manner as in step S12 (step S32).

  When the vehicle information is transmitted from the vehicle 10B, the server 200 predicts the future travel region of the vehicle 10B based on the transmitted vehicle information (step S23). The future travel area of the vehicle 10B specifically means an area where the vehicle 10B is expected to travel after a predetermined time has elapsed since the present time. The predetermined time here may include not only one time but also a plurality of times. Therefore, the future travel area is an area where the vehicle 10B is expected to travel after a few seconds, an area where the vehicle 10B is expected to travel after 1 minute, and the vehicle 10B travels after 5 minutes. It is also possible to include regions that are expected to travel after a plurality of different elapsed times, such as regions that are predicted to be.

  The prediction of the future travel region of the vehicle 10B is performed based on, for example, the current location of the vehicle 10B, the traveling direction and speed of the vehicle 10A, the destination of the vehicle 10A, etc. in the transmitted vehicle information. In the server 200, a travel route from the current value of the vehicle 10B to the destination is predicted based on the vehicle information, and a future travel region is predicted based on the predicted travel route.

  In addition, prediction of the future travel region of the vehicle 10B may be performed based on signal information of traffic lights around the vehicle 10B, traffic information around the vehicle 10B, and the like, among the vehicle information. For example, the time until the vehicle 10B stops or the time until the stopped vehicle 10B departs can be predicted from the signal information of the traffic light. For this reason, the future traveling region of the vehicle 10B can be predicted more accurately. In addition, it is possible to calculate the time until the vehicle 10B reaches the traffic jam and the time until the vehicle 10B exits the traffic jam based on the traffic jam information around the vehicle 10B, and thus more accurately determine the future travel area of the vehicle 10B. Can be predicted.

  Next, the server 200 extracts a regional knock index value in the future travel region of the vehicle 10B predicted in step S23 (step S24). As described above, the regional knock index value in each region is stored in the data storage unit 202. Therefore, in step S24, the regional knock index value in the travel region predicted in step S23 is extracted from the data storage unit 202. Note that, as described above, when a plurality of future travel areas of the vehicle 10B are predicted at a plurality of different elapsed times in step S23, a regional knock index value is extracted for each travel area.

  Next, the server 200 calculates a knock index value in the vehicle 10B based on the regional knock index value extracted in step S24 (step S25). As described above, the likelihood of knocking varies depending on the type of internal combustion engine mounted on each vehicle 10, the operating state of the internal combustion engine, and the like. Therefore, in order to calculate the optimal knock index value for the vehicle 10B, it is necessary to correct the regional knock index value extracted in step S24 in accordance with the type of the internal combustion engine and the operating state of the internal combustion engine.

  Also, the likelihood of knocking varies depending on the traffic environment. For example, when the red signal changes to a green signal while the vehicle 10B is stopped, the vehicle 10B is accelerated rapidly and knocking is likely to occur. Therefore, in order to calculate the optimal knock index value for the vehicle 10B, the local knock index value extracted in step S24 is calculated based on the traffic until the traffic light in front of the vehicle 10B, which is currently a red signal, changes to a green signal. It is necessary to correct for the environment.

  Therefore, the server 200 determines in step S25 the regional knock extracted in step S24 based on the type of internal combustion engine, the engine operation information of the internal combustion engine 20 mounted on the vehicle 10B, the traffic environment information around the vehicle 10B, and the like. The knock index value is calculated by correcting the index value. Thereby, a knock index value suitable for the state of the internal combustion engine of vehicle 10B can be calculated. The knock index value calculated in this way is transmitted to the vehicle 10B via the communication interface 203.

  In addition, when the regional knock index value is calculated for each of a plurality of different elapsed times in step S24, the knock index value may be calculated for each of a plurality of different elapsed times. Alternatively, one knock index value may be calculated based on the regional knock index values for a plurality of different elapsed times. In this case, for example, in consideration of traffic environment information and the like, the knock index value is calculated in accordance with the regional knock index value that requires the most correspondence.

  The vehicle 10B controls the internal combustion engine of the vehicle 10B based on the knock index value thus transmitted from the server 200 (step S33). Specifically, when the knock index value is large, the flow rate of the cooling water is controlled so that the temperature of the internal combustion engine becomes low, or the ignition timing by the spark plug 26 is retarded so that knocking does not easily occur. You can be struck.

  When knock index values are calculated for a plurality of different elapsed times, the actuator to be changed according to the knock index value may be changed based on the relationship between the elapsed time and the knock index value. For example, when the knock index value is high at a time when the elapsed time from the present time is short, it is necessary to control the likelihood of knocking by a highly responsive actuator. For example, the ignition timing by the spark plug 26 is delayed. It is corrected to be horned. On the other hand, when the knock index value at the time when the elapsed time from the present is long, the actuator response need not be so high. For this reason, in such a case, the flow rate of the cooling water is corrected so that the temperature of the internal combustion engine is lowered. If the ignition timing is retarded, fuel consumption is deteriorated. On the other hand, if the temperature of the internal combustion engine is decreased by adjusting the flow rate of the cooling water, deterioration of fuel consumption can be suppressed.

  As can be seen from FIG. 5, in this embodiment, the regional knock index value of each region is calculated based on information provided from a large number of vehicles 10, and the internal combustion engine of each vehicle 10 is calculated based on this regional knock index value. Control is performed. As a result, according to the present embodiment, the occurrence of knocking is predicted using the information of the other vehicle as well, so that the occurrence of knocking is reduced compared to the case where the internal combustion engine is controlled based only on the information of the own vehicle. Prediction can be performed with high accuracy, and therefore occurrence of knocking can be appropriately suppressed.

  In the operation sequence diagram shown in FIG. 5, only the vehicle information of the vehicle 10A is used to calculate the regional knock index value, and only the vehicle 10B uses the knock index value calculated by the server 200. However, the vehicle information of all the vehicles communicating with the server 200 may be used to calculate the regional knock index value, similar to the vehicle information of the vehicle 10A in FIG. Further, all vehicles communicating with the server 200 may use the knock index value calculated by the server 200.

≪Function block of control system≫
Next, functions of the in-vehicle control device 100 and the server control unit 201 will be described with reference to FIGS. 6 and 7. FIG. 6 is a functional block diagram of the in-vehicle control device 100.

  As shown in FIG. 6, the in-vehicle control device 100 includes an engine operation information detection unit 151, a vehicle travel information detection unit 152, an environment information detection unit 153, a vehicle information transmission unit 154, and an engine control unit 155. Prepare.

  The engine operation information detection unit 151 performs processing for detecting or calculating engine operation information in the vehicle information based on the output of various sensors of the internal combustion engine 20 (executes steps S11 and S31 in FIG. 5). ). This process is particularly performed by the engine control ECU 110. Specifically, as described above, the engine operation information detection unit 151 uses various sensors to determine the engine load, engine speed, engine cooling water temperature, oil temperature, ignition timing, valve timing, air-fuel ratio, knocking strength, and the like. Detected or calculated. All the engine operation information detected or calculated in this way is transmitted to the vehicle information transmission unit 154.

  The vehicle travel information detection unit 152 performs processing for detecting or calculating vehicle travel information in the vehicle information based on the output of various sensors mounted on the vehicle 10 (part of steps S11 and S31 in FIG. 5). Run). This process is particularly performed by the vehicle travel ECU 120. Specifically, as described above, the vehicle travel information detection unit 152 detects or calculates the current location of the vehicle 10, the traveling direction and speed of the vehicle 10, the destination of the vehicle 10, and the like. All the vehicle travel information detected or calculated in this way is transmitted to the vehicle information transmission unit 154.

  The environment information detection unit 153 performs processing for detecting or calculating environment information in the vehicle information based on outputs of various sensors mounted on the vehicle 10 (executes a part of steps S11 and S31 in FIG. 5). ). This process is particularly performed by the environment information ECU 130. Specifically, in the environment information detection unit 153, as described above, the position and speed of the vehicle around the vehicle 10, the state of the road around the vehicle 10, the signal information of traffic lights around the vehicle 10, Traffic information, the temperature of the atmosphere around the vehicle 10, the pressure of the atmosphere, the humidity of the atmosphere, and the like are detected or calculated. All the environmental information detected or calculated in this way is transmitted to the vehicle information transmission unit 154.

  In the present embodiment, the environment information detection unit 153 is provided in the in-vehicle control device 100 of the vehicle 10, but may be provided in the server control unit 201 of the server 200, or some environment information (for example, Only the traffic environment information) may be detected by the environment information detection unit provided in the server control unit 201. In this case, for example, signal information and traffic jam information from traffic lights in each region are transmitted to the server control unit 201.

  The vehicle information transmission unit 154 is detected or calculated by the engine operation information detected or calculated by the engine operation information detection unit 151, the vehicle travel information detected or calculated by the vehicle travel information detection unit 152, and the environment information detection unit 153. The environment information thus transmitted is transmitted to the in-vehicle communication device 90, and thus transmitted to the server 200. That is, the vehicle information transmission unit 154 transmits vehicle information to the server 200 (executes steps S12 and S32 in FIG. 5).

  When the vehicle information transmission unit 154 transmits vehicle information to the server 200, the information on the fast change speed (hereinafter referred to as “high-speed change information”) in the vehicle information is the information on the slow change speed (hereinafter referred to as “high-speed change information”). , “Slow speed change information”). For example, the high-speed change information is transmitted every 100 ms, and the low-speed change information is transmitted every 5 minutes. The vehicle information transmission process performed in the vehicle information transmission unit 154 will be described later with reference to FIG.

  The low-speed change information includes, for example, part of the atmospheric environment information, engine operation information (specifically, engine cooling water temperature, oil temperature, octane number, etc.), and the destination of the vehicle travel information. . That is, the temperature, pressure, humidity, and the like of the atmosphere around the vehicle 10 that are atmospheric environment information do not change so rapidly, so the change speed is slow. Further, the engine cooling water temperature and the oil temperature are maintained at a relatively constant temperature after warm-up, and the octane number does not change unless fuel is supplied, so that the changing speed is slow. In addition, once the destination is basically set, it does not change until the destination is reached, so the change speed is slow.

  On the other hand, as the high-speed change information, some information (engine load, engine rotation speed, ignition timing, knocking intensity) of traffic environment information and engine operation information, the current location of the vehicle 10, the traveling direction and speed of the vehicle 10, etc. Can be mentioned. That is, traffic signal information such as traffic environment information, traffic jam information, and the like change from moment to moment, so the rate of change is fast. Further, since the engine load, the engine speed, the ignition timing, and the knocking intensity change as the operating state of the internal combustion engine changes, the change speed is fast. In addition, the current location of the vehicle 10, the traveling direction and speed of the vehicle 10 change as the vehicle travels, and thus the change speed is fast.

  Thus, by reducing the transmission frequency of the low-speed change information, the amount of data communication between each vehicle 10 and the server 200 can be reduced. On the other hand, since high-speed change information having a high change rate is transmitted at a high transmission frequency, occurrence of knocking can be predicted with high accuracy. Therefore, according to this embodiment, it is possible to appropriately suppress the occurrence of knocking while reducing the amount of data communication.

  In the present embodiment, the vehicle information is divided into two stages: information with a fast change speed and information with a slow change speed. However, the vehicle information may be divided into three or more stages for each change speed, and the transmission frequency may be lowered for information with a slower change speed.

  Based on the knock index value calculated by server 200, engine control unit 155 controls the internal combustion engine of vehicle 10 (hereinafter referred to as “target vehicle”) that controls the internal combustion engine (step S33 in FIG. 5). Run). Specifically, for example, the correction amount of the cooling water flow rate and the correction amount of the ignition timing are calculated based on the knock index value. The correction amount calculated in this way is used to correct the target flow rate and target ignition timing of the cooling water calculated based on the engine operating state. Operation control of the internal combustion engine performed in the engine control unit 155 will be described later with reference to FIG.

  FIG. 7 is a functional block diagram of the server control unit 201. As illustrated in FIG. 7, the server control unit 201 includes a regional knock index value calculation unit 251, various data storage units 252, a travel region prediction unit 253, a regional knock index value extraction unit 254, and a knock index value calculation. Part 255.

  The regional knock index value calculation unit 251 performs a process of calculating a regional knock index value for each region based on the vehicle information transmitted from each vehicle 10 (executes step S21 in FIG. 5). Local knock index value calculation unit 251 receives vehicle information of each vehicle from all vehicles communicating with server 200. Further, the regional knock index value calculation unit 251 sends the regional knock index value calculated based on the vehicle information of each vehicle to various data storage units 252. The regional knock index value calculation process performed in the regional knock index value calculation unit 251 will be described later with reference to FIG.

  The various data storage unit 252 performs a process of storing the regional knock index value sent from the regional knock index value calculation unit 251 in the data storage unit 202 (executes step S22 of FIG. 5).

  The travel region prediction unit 253 performs a process of predicting a future travel region of the target vehicle 10 based on the vehicle information sent from the vehicle 10 that is a target for controlling the internal combustion engine (executes step S23 of FIG. 5). To do). In particular, in the present embodiment, a travel region after a plurality of different elapsed times from the present time (for example, after 10 seconds, after 1 minute, after 5 minutes, etc.) is predicted. The travel area prediction unit 253 receives vehicle information of the target vehicle 10 from the target vehicle 10. In addition, the traveling region prediction unit 253 sends the predicted traveling region of the predicted target vehicle 10 to the region knock index value extraction unit 254. The travel region prediction process performed in the travel region prediction unit 253 will be described with reference to FIG.

  The regional knock index value extraction unit 254 performs a process of extracting a regional knock index value in a future travel region of the target vehicle 10 (executes step S24 of FIG. 5). The region knock index value extraction unit 254 receives the future traveling region of the target vehicle 10 predicted by the traveling region prediction unit 253. The regional knock index value extraction unit 254 extracts the regional knock index value in the travel region stored in the data storage unit 202 based on the input travel region. Then, the regional knock index value extraction unit 254 sends the regional knock index value in the future travel region of the target vehicle 10 to the knock index value calculation unit 255. The regional knock index value extraction process performed by the regional knock index value extraction unit 254 will be described with reference to FIG.

  The knock index value calculation unit 255 calculates a knock index value in the target vehicle 10 based on the regional knock index value sent from the regional knock index value extraction unit 254 and a part of the vehicle information of the target vehicle 10. (Step S25 of FIG. 5 is executed). The knock index value calculation unit 255 receives the region knock index value in the future travel region of the vehicle 10 extracted by the region knock index value extraction unit 254 and a part of the vehicle information of the target vehicle 10. The partial vehicle information includes traffic environment information around the target vehicle 10 and engine operation information of the target vehicle 10. Then, knock index value calculation unit 255 transmits the calculated knock index value to target vehicle 10. The knock index value calculation process performed in knock index value calculation unit 255 will be described with reference to FIG.

≪Explanation of flowchart≫
FIG. 8 is a flowchart of the vehicle information transmission process performed in the vehicle information transmission unit 154. This process is executed, for example, at regular time intervals (for example, several ms).

  As shown in FIG. 8, first, in step S111, 1 is added to each of the short time timer Tf and the long time timer Ts. The short-time timer Tf is a timer that indicates an elapsed time since the previous transmission of fast change information (high-speed change information) to the server 200. On the other hand, the long-time timer Ts is a timer indicating an elapsed time since the last transmission of slow change information (low speed change information) to the server 200.

  Next, in step S112, it is determined whether or not the current value of the short-time timer Tf is equal to or greater than a predetermined value Tfref (for example, equivalent to 100 ms). If it is determined that the value of the short time timer Tf is less than the predetermined value Tfref, steps S113 to S115 are skipped. If it is determined in step S112 that the value of the short-time timer Tf is equal to or greater than the predetermined value Tfref, the process proceeds to step S113.

  In step S113, high-speed change information is captured from the vehicle information detected or calculated by the engine operation information detection unit 151, the vehicle travel information detection unit 152, and the environment information detection unit 153. Next, in step S114, the high-speed change information captured in step S113 is transmitted to the in-vehicle communication device 90 and thus transmitted to the server 200. Next, in step S115, the short-time timer Tf is reset to zero.

  Thereafter, in step S116, it is determined whether or not the current value of the long time timer Ts is equal to or greater than a predetermined value Tsref (for example, corresponding to 5 minutes). If it is determined that the value of the long time timer Ts is less than the predetermined value Tsref, steps S117 to S119 are skipped, and this process is terminated. If it is determined in step S116 that the value of the long-time timer Ts is equal to or greater than the predetermined value Tsref, the process proceeds to step S117.

  In step S117, low-speed change information is captured from the vehicle information detected or calculated by the engine operation information detection unit 151, the vehicle travel information detection unit 152, and the environment information detection unit 153. Next, in step S118, the low speed change information captured in step S116 is transmitted to the in-vehicle communication device 90, and thus transmitted to the server 200. Next, in step S119, the long-time timer Ts is reset to zero, and this process is terminated.

  FIG. 9 is a flowchart of the regional knock index value calculation process performed in the regional knock index value calculation unit 251. This process is performed each time the server 200 acquires vehicle information from each vehicle 10, for example.

  As shown in FIG. 9, first, in step S121, vehicle information of each vehicle 10 transmitted from each vehicle 10 to the server 200 is acquired. Next, in step S122, based on the vehicle information of each vehicle, a regional knock index value of the region where the vehicle 10 that transmitted the vehicle information is located is calculated.

  Next, in step S123, a new regional knock index value is updated in consideration of the past regional knock index value in that region. For example, as described above, a new regional knock index value for each region is calculated by a weighted average of the previously calculated regional knock index value and the currently calculated regional knock index value. Next, in step S124, the regional knock index value calculated in step S213 is stored in the data storage unit 202, and this process is terminated.

  FIG. 10 is a flowchart of the travel area prediction process performed in the travel area prediction unit 253. This process is performed each time the server 200 acquires vehicle information from the target vehicle 10, for example.

  As shown in FIG. 10, first, in step S <b> 131, vehicle travel information (the current location of the vehicle 10) is read from the vehicle information of the target vehicle 10. Next, in step S132, traffic environment information (signal information and the like) around the vehicle is read from the vehicle information of the target vehicle 10. Next, in step S133, the future travel region of each vehicle 10 is predicted based on the vehicle travel information acquired in step S131 and the traffic environment information acquired in step S132, and this process is terminated. At this time, a traveling region may be predicted for each of a plurality of different elapsed times from the present time (for example, 10 seconds later, 1 minute later, 5 minutes later, etc.).

  FIG. 11 is a flowchart showing a regional knock index value extraction process performed by the regional knock index value extraction unit 254. This process is executed each time a future travel area of each vehicle 10 is calculated by the travel area prediction process, for example.

  As shown in FIG. 11, first, in step S141, the future travel area of the vehicle 10 calculated by the travel area prediction process is read. Next, in step S142, the regional knock index value in the travel region acquired in step S142 is extracted from the data storage unit 202, and this process is terminated. As described above, when a plurality of travel areas are predicted for each elapsed time, a regional knock index value is calculated for each travel area.

  FIG. 12 is a flowchart of the knock index value calculation process performed in knock index value calculation unit 255. This process is executed each time the regional knock index value is calculated by the regional knock index value extraction process, for example.

  As shown in FIG. 12, first, in step S151, the regional knock index value extracted by the regional knock index value extraction process is fetched. Next, in step S152, traffic environment information around the target vehicle 10 is captured. Next, in step S153, the knock index value of the target vehicle 10 is calculated based on the regional knock index value captured in step S151 and the traffic environment information captured in step S152. In step S153, knock index values may be calculated for each of a plurality of different elapsed times from the current time (for example, 10 seconds later, 1 minute later, 5 minutes later, etc.).

  FIG. 13 is a flowchart of the operation control of the internal combustion engine performed in the engine control unit 155. This process is executed, for example, when a knock index value is transmitted from the server 200 to the vehicle 10.

  As shown in FIG. 13, first, in step S161, the target value of each actuator is calculated based on the engine operating state without considering the knock index value. Examples of the target value of each actuator include a target ignition timing by the spark plug 26, a target flow rate of cooling water supplied to the cooling passage of the engine body 21, and the like.

  Next, in step S162, the knock index value calculated in the knock index value calculation process and transmitted to each vehicle 10 is read. Next, in step S163, the target value of each actuator is corrected based on the knock index value read in step S162. The operation of each actuator is controlled based on the corrected target value of each actuator.

  At this time, when the knock index value for each elapsed time is read, the actuator to be corrected for each elapsed time may be changed. For example, when the elapsed time is short, that is, based on the knock index value in the near future (for example, after 10 seconds), the target ignition timing of the spark plug 26 is corrected. On the other hand, when the elapsed time is long, that is, based on the knock index value in the previous future (for example, after several minutes), the target flow rate of the cooling water is corrected. The spark plug 26 and the cooling water pump 34 are controlled based on the target values corrected in this way.

<Second embodiment>
Next, a control system and a control method according to the second embodiment will be described with reference to FIGS. Since the configuration and control of the control system according to the second embodiment are basically the same as the configuration and control of the control system according to the first embodiment, only different parts will be described below.

  FIG. 14 is an operation sequence diagram of control of the internal combustion engine performed by the control system of the present embodiment. As in FIG. 5, FIG. 14 transmits vehicle information when the vehicle 10A travels in a specific area to the server 200, and based on information from the server 200 when the vehicle 10B travels in the specific area. This shows a case where the internal combustion engine 20 is controlled. Steps S41, S42, S51, S52, S53, and S64 in FIG. 14 are the same as steps S11, S12, S21, S22, S24, and S33 in FIG.

  The vehicle 10B controls the internal combustion engine 20 of the vehicle 10B based on information from the server 200 when traveling in a specific area. In performing such control, first, the vehicle 10B detects vehicle information related to the vehicle 10B, similarly to step S31 of FIG. 5 (S61).

  Thereafter, the vehicle 10B predicts the future travel area of the vehicle 10B based on the detected vehicle information, similarly to step S23 of FIG. 5 (step S62). Therefore, in this embodiment, the prediction of the future travel region of the vehicle 10B is performed in each vehicle 10 instead of the server 200. The future travel area of the vehicle 10B predicted in this way is transmitted to the server 200.

  When the future travel region is transmitted from the vehicle 10B, the server 200 extracts the regional knock index value in the future travel region of the vehicle 10B transmitted from the vehicle 10B, similarly to step S24 in FIG. 5 (step S53). ). The extracted regional knock index value is transmitted to vehicle 10B.

  When the regional knock index value is transmitted from server 200, vehicle 10B calculates the knock index value in vehicle 10B based on the transmitted regional knock index value, similarly to step S25 of FIG. 5 (step S63). Therefore, in this embodiment, the calculation of the knock index value of the vehicle 10B is performed in each vehicle 10 instead of the server 200. Based on the knock index value calculated in this way, the internal combustion engine is controlled similarly to step S33 of FIG. 5 (step S64).

  As described above, in the present embodiment, prediction of the future travel region of the vehicle 10 and calculation of the knock index value of the vehicle 10 are performed in the vehicle 10 instead of the server 200.

  Next, functions of the in-vehicle control device 100 ′ and the server control unit 201 ′ in the present embodiment will be described with reference to FIGS. 15 and 16. FIG. 15 is a functional block diagram of the in-vehicle control device 100 ′, and FIG. 16 is a functional block diagram of the server control unit 201 ′.

  As shown in FIG. 15, the in-vehicle control device 100 ′ includes an engine operation information detection unit 151, a vehicle travel information detection unit 152, an environment information detection unit 153, a vehicle information transmission unit 154, and a travel area prediction unit 156. And a knock index value calculation unit 157 and an engine control unit 155. In the present embodiment, the in-vehicle control device 100 ′ further includes a travel area prediction unit 156 and a knock index value calculation unit 157 compared to the first embodiment shown in FIG. 6.

  The travel area prediction unit 156 performs a process of predicting a future travel area of the host vehicle 10 based on the vehicle information of the host vehicle 10 (executes step S62 in FIG. 14). The specific prediction process is the same as the process performed by the travel region prediction unit 253 of the server control unit 201 in the first embodiment.

  The knock index value calculation unit 157 performs processing for calculating the knock index value in the target vehicle 10 based on the local knock index value transmitted from the server 200 and a part of the vehicle information of the host vehicle 10 (FIG. 14). Step S63 is executed). The specific calculation process is the same as the process performed by the knock index value calculation unit 255 of the server control unit 201 in the first embodiment.

  On the other hand, as illustrated in FIG. 16, in the present embodiment, the server control unit 201 ′ includes a regional knock index value calculation unit 251, various data storage units 252, and a regional knock index value extraction unit 254. However, unlike the first embodiment illustrated in FIG. 7, the server control unit 201 according to the present embodiment does not include a travel region prediction unit and a knock index value calculation unit.

DESCRIPTION OF SYMBOLS 10 Vehicle 20 Internal combustion engine 26 Spark plug 31 Fuel injection valve 53 Knock sensor 90 Car-mounted communication apparatus 100 Car-mounted control apparatus 110 Engine control ECU
120 vehicle travel ECU
130 Environmental Information ECU
121 GPS receiver 200 server 201 server control unit 202 data storage unit

Claims (5)

A control system for controlling an internal combustion engine mounted on a vehicle,
A vehicle-mounted control device mounted on each of a plurality of vehicles, and a server capable of mutual communication with the vehicle-mounted control device,
Each in-vehicle control device includes vehicle information including engine operation information, which is operation information of an internal combustion engine of a vehicle in which the in-vehicle control device is mounted, and vehicle travel information, which is travel information in a vehicle in which the in-vehicle control device is mounted. A vehicle information transmission unit for transmitting to the server;
The server includes a regional knock index value calculation unit that calculates a regional knock index value representing the ease of occurrence of knocking for each region based on vehicle information transmitted from the in-vehicle control devices of a plurality of vehicles,
Each in-vehicle control device or the server includes a travel region prediction unit that predicts a region in which a vehicle in which the vehicle control device is mounted will travel in the future, and the region knock index value calculation unit for the region predicted by the travel region prediction unit A knock index value calculation unit for calculating a future knock index value of the vehicle based on the regional knock index value calculated by
Each on-vehicle controller is a control system comprising an engine controller that controls an internal combustion engine of a vehicle on which the on-vehicle controller is mounted based on the knock index value calculated by the knock index value calculator. At least one of the in-vehicle control device and the server further includes an environment information detection unit that detects traffic environment information around a vehicle equipped with each in-vehicle control device,
The knock index value calculation unit includes the region knock index value calculated by the region knock index value calculation unit for the region predicted by the travel region prediction unit, and the in-vehicle control device detected by the environment information detection unit. The control system according to claim 1, wherein the knock index value is calculated based on traffic environment information around the mounted vehicle.   The control system according to claim 1, wherein the vehicle information further includes environment information around a vehicle on which the in-vehicle control device is mounted. The environmental information includes traffic environment information related to the traffic environment around the vehicle on which the in-vehicle control device is mounted, and atmospheric environment information related to the air environment around the vehicle,
The control system according to claim 3, wherein the vehicle information transmission unit transmits the traffic environment information to the server at a transmission frequency higher than the air environment information. There is a method of controlling an internal combustion engine mounted on a vehicle,
The in-vehicle control device transmits to the server vehicle information including the operation information of the internal combustion engine of the vehicle equipped with the in-vehicle control device and the vehicle travel information of the vehicle equipped with the in-vehicle control device
The server calculates a basic knock index value representing the ease of occurrence of knocking for each region based on vehicle information transmitted from the in-vehicle control devices of a plurality of vehicles,
The server or the in-vehicle control device predicts a region where the vehicle in which the in-vehicle control device is mounted will travel in the future,
The server or the in-vehicle control device calculates a knock index value based on a basic knock index value in the predicted area,
A control method for an internal combustion engine, wherein the in-vehicle control device controls an internal combustion engine of a vehicle in which the in-vehicle control device is mounted based on the knock index value.

Images