JP6605376B2 - Internal combustion engine control device - Google Patents

Description

  The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device applied to an internal combustion engine of a vehicle such as a two-wheeled vehicle.

  In recent years, for an internal combustion engine of a vehicle such as a two-wheeled motor vehicle, the operation of the internal combustion engine is performed using a controller in cooperation with the fuel supply to the internal combustion engine, the supply of air, and the ignition of the mixture comprising fuel and air. An electronically controlled internal combustion engine controller that electronically controls the state is employed.

  Specifically, such an internal combustion engine control device includes an intake air amount and a crank angle sensor for an internal combustion engine obtained by using respective detection signals from sensors such as an air flow sensor, a throttle opening sensor, and an intake manifold negative pressure sensor. The fuel injection amount for realizing an appropriate air-fuel ratio in the internal combustion engine is calculated on the basis of the rotational speed of the internal combustion engine obtained using the detection signal, and the fuel injection amount is injected into the internal combustion engine with this fuel injection amount. And performing ignition on the mixture of intake air and injected fuel at a predetermined ignition timing.

  Further, at this time, in the internal combustion engine control device, the limit values for the fuel injection amount and the ignition timing are set in consideration of characteristics relating to MBT (Minimum Advance for the Best Torque) and knocking in the internal combustion engine. There is also. Further, in such an internal combustion engine control device, the fuel to the air-fuel mixture corresponding to the combustion state in the combustion chamber is detected by using detection signals from sensors such as an in-cylinder pressure sensor, a knock sensor, and an ion current sensor. Some have a configuration in which the injection amount and the ignition timing are each adjusted.

  Under such circumstances, Patent Document 1 relates to an engine control method, and relates to a crank angle sensor, an oxygen concentration sensor, a temperature sensor, a throttle opening sensor, an intake pipe pressure sensor, a hot-wire intake air amount sensor, an intake air temperature sensor, an exhaust gas. Using a tube temperature sensor and a catalyst temperature sensor, preignition that occurs before ignition due to an increase in the in-cylinder temperature is prevented, and even if ignition occurs before ignition, proper processing is performed to prevent engine damage. It has a structure to prevent.

JP-A-9-273436

  However, according to the study of the present inventor, in the configuration of Patent Document 1, various sensors such as an oxygen concentration sensor, an intake pipe pressure sensor, a hot-wire intake air amount sensor, an exhaust pipe temperature sensor, and a catalyst temperature sensor are used. It is necessary to provide it, and it is considered that the configuration thereof is complicated and the cost of the entire vehicle tends to increase.

  Further, according to the study of the present inventor, in order to more accurately capture combustion vibrations during abnormal combustion such as knocking that is evaluated to have a frequency of 5 to 10 kHz, data sampling with a period of at least 100 μs or less is required. Therefore, high responsiveness of the sensor, high speed of the reading circuit, and the like are required, and the configuration is more complicated and the cost of the entire vehicle tends to increase.

  Further, according to the study of the present inventor, in the configuration of Patent Document 1, since the operation state of the internal combustion engine is controlled by the representative temperature of the internal combustion engine, it is influenced by the temperature difference between the individual internal combustion engines. It is considered that the control accuracy tends to vary for each individual internal combustion engine. Further, in such a configuration, when the internal combustion engine is warming up, the representative temperature of the internal combustion engine has not converged, so the combustion state of the internal combustion engine cannot be accurately grasped, and a knock sensor or in-cylinder pressure It is necessary to use other combustion state grasping means such as a sensor together, and it is considered that the configuration is complicated and the cost of the entire vehicle tends to increase. In particular, since such a knock sensor is expensive, it is required to realize a configuration that enables high-efficiency combustion control during high rotation of the internal combustion engine without using the knock sensor.

  The present invention has been made through the above-described studies, and with a simple configuration capable of suppressing individual differences among internal combustion engines, the combustion state in the combustion chamber is detected, and the operation state of the internal combustion engine is determined according to the combustion state. It is an object of the present invention to provide a controllable internal combustion engine control device.

  In order to achieve the above object, the present invention provides an internal combustion engine control apparatus that controls an operating state of an internal combustion engine, a wall temperature calculation unit that calculates a temperature of a wall that defines a combustion chamber of the internal combustion engine, An estimated value calculating unit that calculates an estimated value of the fuel injection amount that caused combustion of the internal combustion engine based on the temperature of the wall, and an instruction of the fuel injection amount that is instructed to the internal combustion engine to generate the combustion According to a first aspect, an operation state control unit that controls the operation state according to the value and the estimated value is provided.

  In addition to the first aspect, the present invention further includes a correction value calculation unit that calculates a correction value by correcting the indicated value in consideration of a time delay reflecting the heat transfer characteristics of the wall, A driving | running state control part makes it 2nd aspect to control the said driving | running state according to the said correction value and the said estimated value.

According to the present invention, in addition to the second aspect, the operating state control unit retards the ignition timing of the internal combustion engine when the estimated value is larger than the correction value, thereby changing the operating state. Control is a third aspect.

  In addition to any one of the first to third aspects, the present invention further includes an internal combustion engine temperature calculation unit that calculates the temperature of the internal combustion engine, and the estimated value calculation unit includes the temperature of the wall and the internal combustion engine A fourth aspect is to calculate the estimated value based on the temperature of the engine.

  According to the internal combustion engine control apparatus according to the first aspect of the present invention described above, the wall temperature calculation unit that calculates the temperature of the wall that defines the combustion chamber of the internal combustion engine, and the internal combustion engine based on the temperature of the wall An estimated value calculation unit that calculates an estimated value of the fuel injection amount that caused the combustion of the engine, an indication value of the fuel injection amount that is instructed to the internal combustion engine to generate the combustion, and the estimated value And an operation state control unit that controls the operation state of the engine, and therefore, with a simple configuration that suppresses individual differences, the combustion state in the combustion chamber is detected, and the operation state of the internal combustion engine is determined according to the combustion state. Can be controlled.

  According to the internal combustion engine control apparatus of the second aspect of the present invention, the correction value calculation unit that corrects the instruction value and calculates the correction value in consideration of the time delay reflecting the heat transfer characteristics of the wall portion is further provided. The operating state control unit controls the operating state of the internal combustion engine according to the correction value and the estimated value, and therefore reflects the heat transfer characteristics of the wall portion that defines the combustion chamber of the internal combustion engine. The instruction value of the fuel injection amount can be appropriately corrected in consideration of the time delay, and the operation state of the internal combustion engine can be more appropriately controlled by using such a correction value.

According to the internal combustion engine control apparatus of the third aspect of the present invention, the operating state control unit retards the ignition timing of the internal combustion engine when the estimated value is larger than the correction value, thereby changing the operating state. Since it controls, the disturbance of combustion in a combustion chamber can be suppressed appropriately, and the operating state of an internal combustion engine can be controlled more appropriately.

  According to the internal combustion engine control apparatus of the fourth aspect of the present invention, the internal combustion engine temperature calculation unit that calculates the temperature of the internal combustion engine is further provided, and the estimated value calculation unit calculates the temperature of the wall portion and the temperature of the internal combustion engine. Since the estimated value is calculated based on this, it is possible to appropriately detect the combustion state in the combustion chamber and control the operation state of the internal combustion engine according to the combustion state.

FIG. 1 is a block diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing a flow of an operation state control process executed by the internal combustion engine control apparatus according to the present embodiment.

  Hereinafter, an internal combustion engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Constitution]
First, the configuration of the internal combustion engine control device in the present embodiment will be described with reference to FIG.

  FIG. 1 is a block diagram showing the configuration of the internal combustion engine control device in the present embodiment.

  As shown in FIG. 1, an internal combustion engine control device 1 according to this embodiment is mounted on a vehicle such as a two-wheeled vehicle, and controls the operating state of the internal combustion engine of the vehicle. The internal combustion engine control apparatus 1 according to the present embodiment includes an ECU (Electronic Control Unit) 60 electrically connected to the throttle opening sensor 20, the crank angle sensor 30, the wall temperature sensor 40, and the cooling water temperature sensor 50. Yes. For convenience of explanation, specific illustrations of the configuration of the vehicle and the internal combustion engine are omitted. Further, as a fuel applied to the internal combustion engine, in principle, those that are currently available can be applied, for example, regardless of the type of gasoline, ethanol, methanol, etc., and the type of gasoline octane number is not limited. is there.

  The throttle opening sensor 20 is mounted on the main body of the throttle device of the internal combustion engine, detects the opening of the throttle valve as the throttle opening, and inputs an electric signal indicating the detected throttle opening to the ECU 60.

  In the internal combustion engine, the crank angle sensor 30 is attached to a lower case or the like assembled to the lower part of the cylinder block in a manner facing the tooth portion formed on the outer peripheral surface of the reluctator, and rotates with the rotation of the crankshaft. By detecting the part, the rotational speed of the crankshaft is detected as the rotational speed of the internal combustion engine. The crank angle sensor 30 inputs an electric signal indicating the detected rotational speed of the internal combustion engine to the ECU 60.

  The wall temperature sensor 40 is mounted on a member defining a combustion chamber of the internal combustion engine, that is, a wall of a cylinder block or a cylinder head, detects the temperature of the wall, and detects the detected temperature of the wall. The electric signal shown is input to the ECU 60.

  The cooling water temperature sensor 50 is attached to the cylinder block in a state of entering the cooling water passage of the internal combustion engine, detects the temperature of the cooling water flowing through the cooling water passage, and indicates the temperature of the cooling water thus detected. A signal is input to the ECU 60.

  The ECU 60 operates using electric power from a battery provided in the vehicle. The ECU 6 includes A / D (Analog to Digital) conversion circuits 601a, 601b and 601c, a waveform shaping circuit 602, a throttle opening calculation unit 603, an angular velocity calculation unit 604, a wall temperature calculation unit 605, a cooling water temperature calculation unit 606, a torque. A calculation unit 607, an estimated value calculation unit 608, a RAM 609, a correction value calculation unit 610, an operation state control unit 611, and drive circuits 612a, 612b and 612c are provided. The throttle opening calculation unit 603, the angular velocity calculation unit 604, the wall temperature calculation unit 605, the cooling water temperature calculation unit 606, the torque calculation unit 607, the estimated value calculation unit 608, the correction value calculation unit 610, and the operation state control unit 611. These are shown as functional blocks when the arithmetic processing unit of the ECU 60 reads out a necessary control program from a memory (not shown) and reads out necessary control data from the RAM 609 to execute an operation state control process.

  The A / D conversion circuit 601 a converts the analog electrical signal input from the throttle opening sensor 20 into a digital form and inputs the digital signal to the throttle opening calculation unit 603.

  The A / D conversion circuit 601b converts the analog electrical signal input from the wall temperature sensor 40 into a digital format and inputs the digital signal to the wall temperature calculation unit 605.

  The A / D conversion circuit 601c converts the analog electrical signal input from the coolant temperature sensor 50 into a digital format and inputs the digital signal to the coolant temperature calculation unit 606.

  The waveform shaping circuit 602 performs shaping processing such as smoothing processing on the electrical signal input from the crank angle sensor 30 and then inputs the electrical signal to the angular velocity calculation unit 604.

  The throttle opening calculation unit 603 calculates the throttle opening by using the electric signal input from the A / D conversion circuit 601a, and the throttle opening calculated by the throttle opening calculation unit 603 is the operating state control. Used in part 611.

  The angular velocity calculation unit 604 calculates the rotational angular velocity of the internal combustion engine using the electrical signal input from the waveform shaping circuit 602, and thus the rotational angular velocity of the internal combustion engine calculated by the angular velocity calculation unit 604 is the torque calculation unit 607. Used in

  The wall temperature calculator 605 calculates the temperature of the wall that defines the combustion chamber of the internal combustion engine using the electrical signal input from the A / D conversion circuit 601b, and thus the wall temperature calculator 605 The calculated wall temperature is used by the estimated value calculation unit 608. The temperature of the wall portion is a temperature of the internal combustion engine that directly reflects the combustion state of the internal combustion engine, and can be evaluated as a temperature that directly reflects the amount of heat generated in the cylinder of the internal combustion engine. It is. Therefore, the temperature of the wall portion and the fuel injection amount supplied into the cylinder of the internal combustion engine, that is, the combustion chamber, are roughly proportional. Further, the temperature of the wall portion reacts sensitively to the disturbance of combustion in the combustion chamber, that is, the state of heat reception on the surface of the combustion chamber. Here, the state of heat reception on the surface of the combustion chamber is affected by the internal pressure level of the cylinder and the occurrence of knocking, and the internal pressure level of the cylinder and the occurrence of knocking affect the ignition timing of the internal combustion engine. To receive.

  The cooling water temperature calculation unit 606 calculates the temperature of the cooling water as the temperature of the internal combustion engine (engine temperature) using the electrical signal input from the A / D conversion circuit 601c, and the cooling water temperature calculation unit 606 calculates in this way. The engine temperature is used in the estimated value calculation unit 608. The temperature of the cooling water is a representative temperature of the internal combustion engine representatively showing the temperature of the internal combustion engine, and can be evaluated as a temperature reflecting the amount of cooling heat for cooling the cylinder of the internal combustion engine. As the representative temperature of the internal combustion engine, the temperature of the lubricating oil of the internal combustion engine may be used in addition to the temperature of the cooling water.

  The torque calculation unit 607 calculates the output torque of the internal combustion engine using the rotation angular velocity of the internal combustion engine calculated by the angular velocity calculation unit 604, and the output torque of the internal combustion engine calculated by the torque calculation unit 607 in this way is the operating state control. Used in part 611.

  The estimated value calculation unit 608 estimates the fuel injection amount that caused combustion of the internal combustion engine based on the temperature of the wall of the combustion chamber calculated by the wall temperature calculation unit 605 and the engine temperature calculated by the cooling water temperature calculation unit 606. The estimated value of the fuel injection amount of the internal combustion engine calculated by the estimated value calculation unit 608 is used by the operating state control unit 611.

  The RAM 609 is configured by a non-volatile storage device, and an operation state control unit that stores various data (instruction value of fuel injection amount, ignition timing, etc.) used when the operation state control unit 611 controls the operation state of the internal combustion engine. 611 functions as a working area.

  The correction value calculation unit 610 uses the latest and past instruction values of the fuel injection amount stored in the RAM 609 to take into account a time delay that reflects the heat transfer characteristics of the wall portion that defines the combustion chamber of the internal combustion engine. Then, the correction value is calculated by correcting the latest instruction value of the fuel injection amount. The correction value calculated by the correction value calculation unit 610 is used by the operating state control unit 611.

  The operating state control unit 611 controls the operation of the internal combustion engine control device 1 as a whole. Specifically, the operating state control unit 611 includes the throttle opening calculated by the throttle opening calculation unit 603, the output torque of the internal combustion engine calculated by the torque calculation unit 607, and the fuel of the internal combustion engine calculated by the estimated value calculation unit 608. Based on the estimated value of the injection amount, the correction value calculated by the correction value calculation unit 610, etc., the ignition timing, the indicated value of the fuel injection amount, and the like are calculated. Then, the operation state control unit 611 controls the operation state by applying the ignition timing and the fuel injection amount instruction value calculated in this way to the internal combustion engine.

  Here, in particular, the ignition timing of the internal combustion engine affects the internal pressure level of the cylinder of the internal combustion engine and the occurrence of knocking. The internal pressure level of the cylinder and the occurrence of knocking depend on the heat receiving surface of the combustion chamber of the internal combustion engine. The difference value (wall temperature difference value) between the temperature of the combustion chamber wall and the temperature of the combustion chamber wall and the engine temperature, which is the temperature of the cooling water of the internal combustion engine, affects the state. Bore, stroke, cylinder, cylinder head from the viewpoint that it reacts sensitively to the state of heat reception on the surface of the combustion chamber and is roughly proportional to the amount of fuel injected into the combustion chamber , And an internal combustion engine that can obtain an optimum output torque in an internal combustion engine of the same design specification that has the same cooling system, etc., that is, an optimal individual engine (master engine) having a favorable central characteristic in mass production. The fire timing is set in advance, and the relationship between the temperature of the wall portion of the combustion chamber and the fuel injection amount supplied into the combustion chamber, the wall temperature difference value, and the combustion chamber are set for the optimum ignition timing. The relationship between the fuel injection amount supplied to the fuel is obtained and defined in advance. In principle, an estimated value of the fuel injection amount is obtained from the relationship defined as described above, and an appropriate ignition timing is determined from the magnitude relationship between the indicated value of the fuel injection amount and the estimated value of the fuel injection amount. It can be obtained. Specifically, when the estimated value of the fuel injection amount is larger than the command value of the fuel injection amount, the ignition timing is set to the retard side from the viewpoint that the combustion timing is large and the ignition timing is an over-advanced angle. Thus, when the indicated value of the fuel injection amount is larger than the estimated value of the fuel injection amount, the ignition timing is set to the advance side from the viewpoint that the internal pressure of the cylinder is insufficient. At this time, the fuel injection amount supplied into the combustion chamber is obtained by integrating and averaging the indicated values of the fuel injection amount, taking into account the time delay reflecting the heat transfer characteristics of the wall portion defining the combustion chamber of the internal combustion engine. The converted value (the value obtained by moving average processing) may be used as the correction value.

  The drive circuit 612a controls the throttle opening by driving the throttle motor 70 in accordance with the control signal input from the operation state control unit 611.

  The drive circuit 612b controls the ignition timing of the internal combustion engine by driving the spark plug 80 in accordance with the control signal input from the operation state control unit 611.

  The drive circuit 612c controls the fuel injection amount of the internal combustion engine by driving the fuel injection valve 90 according to the control signal input from the operation state control unit 611.

  The internal combustion engine control apparatus 1 having the above-described configuration detects the combustion state in the combustion chamber with a simple configuration that can suppress individual differences among the internal combustion engines by executing the following operating state control process. The operating state of the internal combustion engine is controlled according to the combustion state. Hereinafter, with reference to FIG. 2, the operation of the internal combustion engine control apparatus 1 when executing this operation state control process will be described.

[Operation status control processing]
FIG. 2 is a flowchart showing a flow of an operation state control process executed by the internal combustion engine control apparatus 1 in the present embodiment.

  The flowchart shown in FIG. 2 starts when the ECU 60 is operated after the ignition switch of the vehicle is switched from the off state to the on state, and the driving state control process proceeds to the process of step S1. The operation state control process is repeatedly executed at predetermined control cycles by reading out necessary control programs from the memory and reading out necessary control data from the RAM 609 while the ECU 60 is in an operating state.

  In the process of step S1, the operating state control unit 611 determines whether or not the internal combustion engine is in operation based on the output torque of the internal combustion engine calculated by the torque calculation unit 607. As a result of the determination, if the internal combustion engine is operating, the operating state control unit 611 advances the operating state control process to the process of step S2. On the other hand, when the internal combustion engine is not in operation, the operation state control unit 611 ends the current series of operation state control processes.

  In step S2, the wall temperature calculation unit 605 calculates the temperature TCC of the wall that defines the combustion chamber of the internal combustion engine, and the wall temperature TCC calculated by the wall temperature calculation unit 605 in this way is Used by the estimated value calculation unit 608. Thereby, the process of step S2 is completed and the driving state control process proceeds to the process of step S3.

  In the process of step S3, the estimated value calculation unit 608 considers the heat generation amount in the combustion chamber with respect to the cooling heat amount of the internal combustion engine, and the engine temperature calculated by the combustion chamber wall temperature TCC and the cooling water temperature calculation unit 606 The difference value TCCD is calculated. Thereby, the process of step S3 is completed and the driving state control process proceeds to the process of step S4.

  In the process of step S4, the estimated value calculation unit 608 calculates the difference between the temperature of the combustion chamber wall and the temperature of the cooling water of the internal combustion engine in the internal combustion engine individual (master engine) having a preferable central characteristic in mass production, Based on the characteristic indicating the relationship with the fuel injection amount, the fuel injection amount corresponding to the difference value TCCD calculated in the process of step S3 is used as the estimated value of fuel injection amount that caused combustion of the internal combustion engine (estimated combustion contribution). (Amount of injection) Calculated as TCCDTI. The estimated combustion contribution injection amount TCCDTI calculated by the estimated value calculation unit 608 in this way is used by the operating state control unit 611. Thereby, the process of step S4 is completed, and the operation state control process proceeds to the process of step S5.

  In the process of step S5, the correction value calculation unit 610 integrates and averages the indicated value of the fuel injection amount in consideration of the time delay reflecting the heat transfer characteristics of the wall portion that defines the combustion chamber of the internal combustion engine. The value (the value obtained by moving average processing) is calculated as the correction value TIAVE of the instruction value of the fuel injection amount. The correction value TIAVE calculated in this way by the correction value calculation unit 610 is used by the operating state control unit 611. Thereby, the process of step S5 is completed and the operation state control process proceeds to the process of step S6.

  In the process of step S6, the operating state control unit 611 calculates a difference value DTCCTI between the estimated combustion contribution injection amount TCCDTI and the correction value TIAVE. Thereby, the process of step S6 is completed and the driving state control process proceeds to the process of step S7.

  In the process of step S7, the operation state control unit 611 sets the difference value DTCCTI calculated in the process of step S6 to the knocking level of the internal combustion engine in order to change the operation state of the internal combustion engine 1 to an operation state in which the occurrence of knocking is suppressed. It is determined whether or not it is less than a corresponding threshold value (knocking threshold value). As a result of the determination, if the difference value DTCCTI is less than the knocking threshold value, the driving state control unit 611 advances the driving state control process to the process of step S8. On the other hand, when the difference value DTCCTI is equal to or greater than the knocking threshold value, the driving state control unit 611 advances the driving state control process to the process of step S11.

  In the process of step S8, the operating state control unit 611 determines whether or not the correction value TIAVE is larger than the estimated combustion contribution injection amount TCCDTI. If the correction value TIAVE is larger than the estimated combustion contribution injection amount TCCDTI as a result of determination, the operating state control unit 611 determines that the internal pressure of the cylinder is insufficient, and advances the operating state control process to the process of step S9. On the other hand, when the correction value TIAVE is equal to or less than the estimated combustion contribution injection amount TCCDTI, the operating state control unit 611 determines that the level of combustion turbulence is high, that is, the state of excessive advance, and the operating state control process The process proceeds to step S10.

  In the process of step S9, the operation state control unit 611 calculates the ignition timing for the air-fuel mixture in the combustion chamber from the viewpoint that the internal pressure of the cylinder is insufficient and calculates the accelerator opening and the like. The fuel injection amount instruction value and the target throttle opening are calculated and the ignition plug 80, the fuel injection valve 90, and the throttle motor 70 are driven via the drive circuits 612b, 612c, and 612a in accordance with them. Control the operating state of the engine. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S9 is completed and this series of operation state control processes ends.

  In the process of step S10, the operating state control unit 611 calculates the ignition timing by setting the ignition timing to the retard side from the viewpoint that the combustion disturbance is large and the ignition timing is an over-advanced angle, and the accelerator opening is used. By calculating the command value of the fuel injection amount and the target throttle opening, and driving the spark plug 80, the fuel injection valve 90, and the throttle motor 70 via the drive circuits 612b, 612c, and 612a according to them, the internal combustion engine Control the operating state. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S10 is completed and a series of this driving | running state control process is complete | finished.

  In the process of step S11, the driving state control unit 611 calculates the ignition timing by setting the ignition timing to the retard side from the viewpoint of suppressing the occurrence of knocking, and also uses the accelerator opening and the like to indicate the fuel injection amount instruction value and the target value. The throttle opening is calculated, and the operation state of the internal combustion engine is controlled by driving the spark plug 80, the fuel injection valve 90, and the throttle motor 70 via the drive circuits 612b, 612c, and 612a according to them. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S10 is completed and a series of this driving | running state control process is complete | finished.

  As is apparent from the above description, the internal combustion engine control apparatus 1 according to the present embodiment is based on the wall temperature calculation unit 605 that calculates the temperature of the wall that defines the combustion chamber of the internal combustion engine, and the temperature of the wall. According to an estimated value calculation unit 608 that calculates an estimated value of the fuel injection amount that caused combustion of the internal combustion engine, an indication value of the fuel injection amount that is instructed to the internal combustion engine to generate combustion, and an estimated value And an operating state control unit 611 that controls the operating state of the internal combustion engine. As a result, the combustion state in the combustion chamber can be detected and the operation state of the internal combustion engine can be controlled according to the combustion state with a simple configuration capable of suppressing individual differences among the internal combustion engines.

  The internal combustion engine control apparatus 1 according to the present embodiment further includes a correction value calculation unit 610 that calculates a correction value by correcting the instruction value in consideration of a time delay reflecting the heat transfer characteristics of the wall. Since the state control unit 611 controls the operation state of the internal combustion engine according to the correction value and the estimated value, a time delay reflecting the heat transfer characteristics of the wall portion that defines the combustion chamber of the internal combustion engine Thus, the fuel injection amount instruction value can be appropriately corrected, and the operation state of the internal combustion engine can be more appropriately controlled by using the correction value.

  In the internal combustion engine control apparatus 1 according to the present embodiment, the operating state control unit 611 controls the operating state of the internal combustion engine by retarding the ignition timing when the estimated value is larger than the correction value. Therefore, the disturbance of combustion in the combustion chamber can be appropriately suppressed, and the operating state of the internal combustion engine can be controlled more appropriately.

  The internal combustion engine control apparatus 1 according to the present embodiment further includes an internal combustion engine temperature calculation unit 606 that calculates the temperature of the internal combustion engine, and the estimated value calculation unit 608 is based on the wall temperature and the internal combustion engine temperature. Since the estimated value is calculated, the combustion state in the combustion chamber can be appropriately detected, and the operation state of the internal combustion engine can be controlled in accordance with the combustion state.

  In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

  As described above, the present invention is an internal combustion engine control capable of detecting the combustion state in the combustion chamber and controlling the operation state of the internal combustion engine according to the combustion state with a simple configuration capable of suppressing individual differences among the internal combustion engines. It is expected that the present invention can be widely applied to an internal combustion engine of a vehicle such as a motorcycle because of its universality.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine control apparatus 20 ... Throttle opening sensor 30 ... Crank angle sensor 40 ... Wall temperature sensor 50 ... Cooling water temperature sensor 60 ... ECU
DESCRIPTION OF SYMBOLS 70 ... Throttle motor 80 ... Spark plug 90 ... Fuel injection valve 601a, 601b and 601c ... A / D conversion circuit 602 ... Waveform shaping circuit 603 ... Throttle opening calculation part 604 ... Angular velocity calculation part 605 ... Wall part temperature calculation part 606 ... Cooling water temperature calculation unit 607 ... Torque calculation unit 608 ... Estimated value calculation unit 609 ... RAM
610 ... Correction value calculation unit 611 ... Operating state control unit 612a, 612b and 612c ... Drive circuit

Claims (4)

In an internal combustion engine control device for controlling the operating state of the internal combustion engine,
A wall temperature calculator for calculating a temperature of a wall defining the combustion chamber of the internal combustion engine;
An estimated value calculating unit that calculates an estimated value of the fuel injection amount that caused combustion of the internal combustion engine based on the temperature of the wall;
An operating state control unit that controls the operating state according to an instruction value of a fuel injection amount instructed to the internal combustion engine to generate the combustion, and the estimated value;
An internal combustion engine control device comprising: In consideration of a time delay that reflects the heat transfer characteristics of the wall, further comprising a correction value calculation unit that corrects the indicated value and calculates a correction value,
The internal combustion engine device according to claim 1, wherein the operating state control unit controls the operating state according to the correction value and the estimated value. The operation state control unit controls the operation state by retarding an ignition timing of the internal combustion engine when the estimated value is larger than the correction value. The internal combustion engine control device. An internal combustion engine temperature calculation unit for calculating the temperature of the internal combustion engine;
The internal combustion engine control device according to any one of claims 1 to 3, wherein the estimated value calculation unit calculates the estimated value based on the temperature of the wall and the temperature of the internal combustion engine.

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