JP6235053B2 - 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 a vehicle such as a general-purpose internal combustion engine such as a generator or a motorcycle.

  In recent years, in general-purpose machines such as generators and vehicles such as small motorcycles, it has become difficult to meet exhaust gas regulations that will become stricter in the future with carburetor systems, so a fuel injection system has been adopted to reduce exhaust gas. Is promoted. However, since the selling price of vehicles such as general-purpose machines such as generators and small motorcycles is lower than that of vehicles such as large motorcycles and four-wheeled vehicles, such selling prices are considered. It is difficult to adopt a fuel injection system that is more expensive than a carburetor system as it is for a general-purpose machine such as a generator or a vehicle such as a small motorcycle. For this reason, in general-purpose machines such as generators and vehicles such as small motorcycles, cost reduction is required for parts related to the fuel injection system, particularly sensors.

  Here, for example, a temperature sensor in a fuel injection system is generally used for detecting a warm-up state of an internal combustion engine. More specifically, the fuel injection system calculates the temperature of the internal combustion engine based on the output of the temperature sensor, detects the warm-up state of the internal combustion engine based on the calculated temperature of the internal combustion engine, and determines the ignition timing. And control of fuel injection. For this reason, when adopting a fuel injection system, it is necessary to attach a temperature sensor to the internal combustion engine. Furthermore, when installing a temperature sensor in the internal combustion engine, it is necessary to install wires and couplers for wiring, and it is necessary to process the part of the internal combustion engine in which the temperature sensor is installed. As a result, the ratio of the cost of the fuel injection system to the sales price is higher than that of the carburetor system. For this reason, in an internal combustion engine control device that controls a fuel injection system in a vehicle such as a general-purpose machine such as a generator or a small motorcycle, a temperature sensor is required to be omitted from the fuel injection system for the purpose of cost reduction. Yes.

  At the same time, even if a temperature sensor such as an intake air temperature sensor is provided, a backup temperature sensor is provided in preparation for a case where a malfunction occurs in the temperature sensor and the atmospheric temperature of the internal combustion engine cannot be detected. It is also preferable.

  Under such circumstances, Patent Document 1 relates to the electronic control device 1, and the temperature detection means 10 such as a resistance temperature detector, thermistor, thermocouple, etc., is substantially isothermal with the surface temperature T 0 of the storage portion 34 on the mounting surface side of the substrate 30. Or a range BL (H) of a predetermined distance W from the outer peripheral edge of the substrate 30 which is a mounting position where the temperature difference (T2−T0) with the surface temperature of the storage portion 34 falls within the predetermined range Δt. ) And outside the range (RHT) of a predetermined distance from the semiconductor switching element 20 is disclosed.

JP 2011-182614 A

  However, according to the study of the present inventor, even when the temperature detection means is arranged at a position that is not easily affected by the heat of the electronic control device as in the configuration described in Patent Document 1, the temperature of the electronic control device itself is When the temperature rises, there is a possibility that the atmospheric temperature of the internal combustion engine cannot be accurately detected.

  The present invention has been made through the above-described studies, and it is possible to omit a temperature sensor outside the apparatus such as an intake air temperature sensor, and it is practically sufficient while suppressing the cost of the entire apparatus with a simple configuration. An object of the present invention is to provide an internal combustion engine control device capable of calculating the atmospheric temperature of an internal combustion engine with high accuracy.

In order to achieve the above object, the present invention provides an internal combustion engine control apparatus that controls an operating state of the internal combustion engine based on an ambient temperature of the internal combustion engine, wherein the internal combustion engine control apparatus includes a first temperature sensor and a first temperature. A second temperature sensor disposed at a position away from the sensor, wherein the control unit includes a difference temperature between the detected temperature of the first temperature sensor and the detected temperature of the second temperature sensor; The detected temperature of the first temperature sensor and the second temperature are determined using a correlation characteristic that defines the relationship between the difference between the detected temperature of the one temperature sensor and the second temperature sensor and the ambient temperature. wherein from the differential temperature between the temperature detected by the temperature sensor to calculate the ambient temperature around the internal combustion engine control unit controls the internal combustion engine based on the ambient temperature, the internal combustion engine is mounted on a vehicle Wherein the control unit includes a first aspect the Rukoto using the correlation characteristics for the stop period of the correlation properties and the internal combustion engine for operation period of the internal combustion engine.

According to the present invention, in addition to the first aspect, the one of the first temperature sensor and the second temperature sensor is provided close to a housing of the internal combustion engine control device, and the first temperature sensor and the first temperature sensor the second temperature sensor the other is in that it is provided close to the heat generating element accommodated in the housing and a second aspect.

According to the internal combustion engine control apparatus according to the first aspect of the present invention, the internal combustion engine control apparatus further includes the first temperature sensor and the second temperature sensor disposed at a position spaced apart from the first temperature sensor, and the control unit. Defines the relationship between the difference temperature between the detection temperature of the first temperature sensor and the detection temperature of the second temperature sensor, and the difference temperature between the detection temperature of one of the first temperature sensor and the second temperature sensor and the ambient temperature. And calculating the ambient temperature around the internal combustion engine control device from the difference temperature between the detected temperature of the first temperature sensor and the detected temperature of the second temperature sensor, and controlling the internal combustion engine based on the ambient temperature , internal combustion engine is mounted on a vehicle, the control unit, because it is shall use the correlation characteristic for stop period of the correlation characteristic and an internal combustion engine for operating period of the internal combustion engine, differences and an internal combustion engine of the heating condition of the internal combustion engine Control unit components While using the correlation characteristic that favorably reflects the temperature characteristic resulting from the difference in the heat generation state, the detected temperature of one of the first temperature sensor and the second temperature sensor is changed to the detected temperature of the other of the first temperature sensor and the second temperature sensor. The ambient temperature of the internal combustion engine can be corrected with ease, and the temperature of the internal combustion engine can be omitted with a simple structure and the overall cost can be reduced while suppressing the overall cost. Can be calculated.

Further, according to the internal combustion engine control device according to the second aspect of the present invention, one of the first temperature sensor and the second temperature sensor is provided in the vicinity of the housing of the internal combustion engine control device, and the first temperature sensor and Since the other of the second temperature sensors is provided close to the heating element housed in the housing, it is possible to calculate an ambient temperature having good consistency with the actual ambient temperature of the internal combustion engine with good reproducibility. Further, it is possible to omit the temperature sensor outside the apparatus such as the intake air temperature sensor, and the atmospheric temperature of the internal combustion engine can be calculated with practically sufficient accuracy while suppressing the overall cost with a simple configuration.

FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the present invention. FIG. 2 is a schematic cross-sectional view showing an arrangement position of the thermistor element in the internal combustion engine control apparatus shown in FIG. FIG. 3 (a) is a diagram showing temporal changes in the detected temperature of the thermistor element of the internal combustion engine controller and the atmospheric temperature of the internal combustion engine in the present embodiment, and FIG. 3 (b) is the internal combustion engine control in the present embodiment. It is a figure which shows the correlation characteristic line which prescribed | regulated the relationship between the 1st difference temperature and 2nd difference temperature which an apparatus refers. FIG. 4 is a flowchart showing the flow of the atmospheric temperature calculation process of the internal combustion engine controller according to this 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.

[Configuration of internal combustion engine controller]
First, the configuration of the internal combustion engine control device in the present embodiment will be described with reference to FIG. The internal combustion engine control device in the present embodiment is typically suitably mounted on an internal combustion engine mounting body such as a general-purpose machine such as a generator or a vehicle such as a motorcycle. The internal combustion engine control device will be described as being mounted on a vehicle such as a motorcycle.

  FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to the present embodiment.

  As shown in FIG. 1, an internal combustion engine control device 1 according to the present embodiment controls an operating state of an engine based on an ambient temperature of an engine that is an internal combustion engine such as a gasoline engine mounted on a vehicle (not shown). The electronic control unit (ECU) 10 is provided.

  The ECU 10 operates by using electric power from the battery B mounted on the vehicle, and includes a waveform shaping circuit 11, the thermistor elements 12a and 12b, an A / D converter 13, an ignition circuit 14, a drive circuit 15, and a resistor. A value detection circuit 16, an EEPROM (Electrically Erasable Programmable Read-Only Memory) 17, a ROM (Read-Only Memory) 18, a RAM (Random Access Memory) 19, a timer 20, and a central processing unit (Cent 21). I have. Each component of the ECU 10 is accommodated in a casing 10a of the ECU 10. Typically, the ECU 10 and the surroundings of the engine are in contact with the outside air, and the ECU 10 is arranged away from the engine so as not to be affected by the radiant heat of the engine and the heat transfer from the engine. is there.

  The waveform shaping circuit 11 shapes a crank pulse signal corresponding to the rotation angle of the crankshaft 3 of the engine output from the crank angle sensor 2 to generate a digital pulse signal. The waveform shaping circuit 11 outputs the digital pulse signal thus generated to the CPU 21.

  The thermistor element 12a (thermistor B) is located in the region of the ECU 10 having the highest temperature in the casing 10a (typically a region close to the heating element whose distance to the heating element as the ignition circuit 14 is about several millimeters). The chip thermistor is arranged and exhibits an electrical resistance value corresponding to the temperature, and outputs an electrical signal indicating a voltage corresponding to the electrical resistance value to the A / D converter 13. The thermistor element 12a may be replaced with another temperature sensor such as a thermocouple as long as such an electrical signal can be output.

  The thermistor element 12b (thermistor A) is an ambient temperature (outside temperature) that is the ambient temperature outside the casing 10a of the ECU 10 in the casing 10a of the ECU 10, that is, an ambient temperature (outside temperature) that is the ambient temperature around the engine. A chip thermistor placed in a region close to (temperature) (typically a region close to the housing 10a whose distance to the housing 10a is about several millimeters), and exhibits an electrical resistance value corresponding to the temperature. The electric signal indicating the voltage corresponding to the electric resistance value is output to the A / D converter 13. The thermistor element 12b may be replaced with another temperature sensor such as a thermocouple as long as it can output such an electrical signal.

  The A / D converter 13 is an electric signal indicating the opening degree of the throttle valve of the engine output from the throttle opening degree sensor 4 and an electric signal indicating the oxygen concentration in the atmosphere sucked into the engine output from the oxygen sensor 5. The electrical signals output from the thermistor elements 12a and 12b are converted from an analog form to a digital form, respectively. The A / D converter 13 outputs these electrical signals thus converted into digital form to the CPU 21.

  The ignition circuit 14 includes a switching element such as a transistor that is controlled to be turned on / off in accordance with a control signal from the CPU 21. When the switching element is turned on / off, the fuel in the engine is passed through a spark plug (not shown). And the operation of the ignition coil 6 for generating a secondary voltage for igniting the air-fuel mixture. The ignition circuit 14 is typically a driver IC (Integrated Circuit) that is a semiconductor element, and is a component that generates the largest amount of heat in the housing 10a.

  The drive circuit 15 includes a switching element such as a transistor that is controlled to be turned on / off in accordance with a control signal from the CPU 21, and the switching element is turned on / off to energize / coil the coil of the injector 7 that supplies fuel to the engine. Switch the non-energized state. Here, the injector 7 is attached to an intake pipe or a cylinder head (not shown) of the engine, and heat generated from the engine is transferred. The equivalent circuit of the coil of the injector 7 is represented by a series circuit composed of an inductance component and an electric resistance component.

  The resistance value detection circuit 16 measures an electrical resistance value (resistance value) that is a physical quantity that varies depending on the electrical resistance component of the coil of the injector 7, and outputs an electrical signal indicating the measured resistance value to the CPU 21. To do. The injector temperature corresponding to the resistance value of the coil of the injector 7 can be used as the engine temperature (engine temperature), but the engine temperature is obtained by another temperature sensor such as an intake air temperature sensor. Therefore, it is not necessary to measure the resistance value of the coil of the injector 7, and correspondingly, the resistance value detection circuit 16 is also unnecessary.

The EEPROM 17 stores data relating to various learning values such as a fuel injection amount learning value and a throttle reference position learning value. Note that the EEPROM 17 may be replaced with another storage medium such as a data flash as long as it can store data relating to such various learning values.

  The ROM 18 is configured by a non-volatile storage device, and stores various control data such as a control program for an atmospheric temperature calculation process, which will be described later, and table data representing a correlation characteristic line used in the atmospheric temperature calculation process.

  The RAM 19 is configured by a volatile storage device and functions as a working area for the CPU 21.

  The timer 20 performs a time measurement process according to a control signal from the CPU 21.

  The CPU 21 controls the overall operation of the ECU 10. In the present embodiment, the CPU 21 executes an ambient temperature calculation process control program stored in the ROM 18, so that the ambient temperature (outside air temperature) that is the ambient ambient temperature outside the casing 10 a of the ECU 10, that is, The operating temperature of the engine is controlled by calculating the ambient temperature (outside temperature), which is the ambient air temperature around the engine, and controlling the ignition circuit 14 and the drive circuit 15 based on the calculated ambient temperature of the engine. .

[Thermistor element placement position]
Next, the arrangement positions of the thermistor elements 12a and 12b will be described more specifically with reference to FIG.

  FIG. 2 is a schematic cross-sectional view showing an arrangement position of the thermistor element in the internal combustion engine control apparatus shown in FIG.

  As shown in FIG. 2, the thermistor elements 12 a and 12 b and the ignition circuit 14 are disposed in a housing 10 a that houses each component of the ECU 10. The ignition circuit 14 is typically a driver IC and is a component that generates the largest amount of heat in the housing 10a. The thermistor element 12a is disposed at a first arrangement position close to the ignition circuit 14 having the largest calorific value within the housing 10a so as to be the distance L1, and the thermistor element 12b is The distance L2 (>> L1) with respect to the second arrangement position farther from the ignition circuit 14 than the first arrangement position. That is, the thermistor element 12a is arranged at the position where it is most directly affected by the heat generation of the ignition circuit 14 and becomes the highest temperature in the housing 10a, and the thermistor element 12b is affected by the heat generation of the ignition circuit 14. It is disposed at a position where it is least affected and is most affected by the atmospheric temperature outside the casing 10a close to the casing 10a (the atmospheric temperature of the ECU 10 and corresponding to the atmospheric temperature of the engine).

  The internal combustion engine control device 1 having such a configuration can omit the temperature sensor outside the device, such as an intake air temperature sensor, by executing the following atmospheric temperature calculation process. The engine ambient temperature is calculated with sufficient accuracy while keeping costs down. Hereinafter, the operation of the internal combustion engine control apparatus 1 when executing the atmospheric temperature calculation process in the present embodiment will be described more specifically with reference to FIG. 3 and FIG. 4 as well.

[Atmosphere temperature calculation processing]
FIG. 3A is a diagram showing temporal changes in the detected temperature T1 of the thermistor element 12a, the detected temperature T2 of the thermistor element 12b, and the atmospheric temperature Ta of the engine of the internal combustion engine control apparatus 1 according to the present embodiment. (B) is a figure which shows the correlation characteristic line which prescribed | regulated the relationship of 1st difference temperature (DELTA) T12 and 2nd difference temperature (DELTA) T2a which the internal combustion engine control apparatus 1 in this embodiment refers.

  First, in the atmosphere temperature calculation process in the present embodiment, as a premise, the atmosphere is determined based on the first differential temperature ΔT12 obtained by subtracting the detection temperature T2 of the thermistor element 12b from the detection temperature T1 of the thermistor element 12a, and the detection temperature T2 of the thermistor element 12b. Table data indicating a correlation characteristic line in which a relationship with the second differential temperature ΔT2a obtained by subtracting the temperature Ta is previously stored in the ROM 18 is prepared.

  Here, FIG. 3A shows an example of a change over time of the detected temperature T1 of the thermistor element 12a, the detected temperature T2 of the thermistor element 12b, and the engine ambient temperature Ta calculated by the ambient temperature calculation process in the present embodiment. The first differential temperature ΔT12 basically corresponds to the amount of heat generated by the ignition circuit 14, that is, the amount of heat generated by the ECU 10. The second differential temperature ΔT2a is determined based on the detected temperature T2 of the thermistor element 12b in consideration of the fact that the detected temperature T2 of the thermistor element 12b may differ from the engine ambient temperature Ta due to the influence of the amount of heat generated by the ignition circuit 14, etc. This corresponds to the temperature difference between T2 and the engine ambient temperature Ta.

  Further, a first differential temperature ΔT12 obtained by subtracting the detected temperature T2 of the thermistor element 12b from the detected temperature T1 of the thermistor element 12a, a second differential temperature ΔT2a obtained by subtracting the ambient temperature Ta from the detected temperature T2 of the thermistor element 12b, As shown in FIG. 3 (b), the correlation characteristic line that defines the relationship between the engine is in operation (when the engine is running: during non-engine stall) and when the engine is stopped (during engine stall: during engine stall). It may be a common a line, or may be a b line and a c line to which hysteresis is given at the time of non-engine stall and at engine stall. The common a line at the time of non-end and at the end is not limited to a straight line and may be a curved line as necessary. The non-end time b line may have a characteristic that its inclination increases with the passage of time so as to reflect a temperature change caused by a heat generation state in the engine or the internal combustion engine control device 1 at the time of non-end time. Preferably, the engine stall c line has a characteristic that its inclination decreases with the passage of time so as to reflect a temperature change caused by a heat generation state in the engine or the internal combustion engine control device 1 at the engine stall time. preferable. In addition, such correlation characteristic lines are obtained by plotting their respective values in order and smoothly connecting them. In the ambient temperature calculation processing, such correlation characteristic lines may be handled as mathematical expressions. May be treated as a collection of data values.

  Next, in the ambient temperature calculation process in the present embodiment, the first difference temperature ΔT12 is calculated, and the second difference corresponding to the value of the first difference temperature ΔT12 is obtained by searching the table data indicating the correlation characteristic line. The value of temperature ΔT2a is obtained. Then, a value obtained by subtracting the second differential temperature ΔT2a from the detected temperature T2 of the thermistor element 12b is calculated as the engine ambient temperature Ta. Thereby, it is possible to calculate the atmospheric temperature Ta of the engine with high practical accuracy by eliminating the influence of the heat generation amount of the ECU 10. As shown in FIG. 3A, the engine ambient temperature Ta calculated by the ambient temperature calculation process in the present embodiment is a value that is in good agreement with the measured value of the engine ambient temperature.

  Next, with reference to FIG. 4, the specific flow of the atmospheric temperature calculation process of the internal combustion engine controller 1 in the present embodiment will be described in detail.

  FIG. 4 is a flowchart showing the flow of the atmospheric temperature calculation process of the internal combustion engine controller according to this embodiment.

  The flowchart shown in FIG. 4 starts when the ignition switch of the vehicle is switched from the off state to the on state and the CPU 21 operates, and the ambient temperature calculation process proceeds to step S1. Such atmospheric temperature calculation processing is repeatedly executed at predetermined control cycles while the ignition switch of the vehicle is on and the CPU 21 is operating.

  In the process of step S1, the CPU 21 calculates a first difference temperature ΔT12 ((B−A) difference) obtained by subtracting the detection temperature T2 of the thermistor element 12b (thermistor A) from the detection temperature T1 of the thermistor element 12a (thermistor B). calculate. Thereby, the process of step S1 is completed and the ambient temperature calculation process proceeds to the process of step S2.

  In step S2, the CPU 21 determines whether or not the vehicle is stalled based on the electrical signal output from the crank angle sensor 2. If the result of determination is that the vehicle is stalled, the CPU 21 advances the ambient temperature calculation process to the process of step S4. On the other hand, when the vehicle is not stalled, that is, when the vehicle is running, the CPU 21 advances the ambient temperature calculation process to the process of step S3.

  In the process of step S3, the CPU 21 determines whether or not the merge process has been completed. Here, the merging process is a predetermined subtraction amount (second difference temperature ΔT2a) from the detected temperature T2 at the time of the stall to a subtraction amount (second difference temperature ΔT2a) from the detection temperature T2 at the time of the non-ist. This means processing that changes by a predetermined amount every time, and ends when the amount of subtraction from the detected temperature T2 at the time of non-estimation reaches the amount of subtraction from the detected temperature T2 during traveling. If it is determined that the merge process has not ended, the CPU 21 advances the ambient temperature calculation process to step S5. On the other hand, when the merge process is completed, the CPU 21 advances the ambient temperature calculation process to the process of step S6.

  In the process of step S4, the CPU 21 detects the value of the second differential temperature ΔT2a corresponding to the first differential temperature ΔT12 calculated in the process of step S1 by searching the table data indicating the correlation characteristic line at the time of the stall. Obtained as a subtraction amount from the temperature T2 (thermistor A subtraction amount). Thereby, the process of step S4 is completed and the ambient temperature calculation process proceeds to the process of step S7.

  In the process of step S5, the CPU 21 changes a value obtained by changing the subtraction amount from the detection temperature T2 at the time of the stall to a subtraction amount from the detection temperature T2 at the time of the non-estimation by a predetermined amount (the thermistor). (A subtraction amount). Thereby, the process of step S5 is completed and the ambient temperature calculation process proceeds to the process of step S7.

  In the process of step S6, the CPU 21 retrieves the value of the second differential temperature ΔT2a corresponding to the first differential temperature ΔT12 calculated in the process of step S1 by searching the table data indicating the correlation characteristic line at the time of non-est. Obtained as a subtraction amount (thermistor A subtraction amount) from the detected temperature T2. Thereby, the process of step S6 is completed, and the ambient temperature calculation process proceeds to the process of step S7.

  In the process of step S7, the CPU 21 calculates a value obtained by subtracting the thermistor A subtraction amount obtained by any one of the processes of steps S4 to S7 from the detected temperature T2 of the thermistor element 12b as the engine ambient temperature Ta. Thereby, the process of step S7 is completed and this series of atmosphere temperature calculation processes are complete | finished.

  As is apparent from the above description, in the ambient temperature calculation process in the present embodiment, the internal combustion engine control device 1 includes the thermistor element 12a and the thermistor element 12b disposed at a position spaced from the thermistor element 12a. The engine ambient temperature is calculated by correcting the detected temperature T2 of the thermistor element 12b with the detected temperature T1 of the thermistor element 12a. Thereby, it is possible to omit the temperature sensor outside the apparatus such as the intake air temperature sensor, and it is possible to calculate the engine ambient temperature with practically sufficient accuracy while suppressing the overall cost with a simple configuration.

  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 makes it possible to omit a temperature sensor outside the apparatus, such as an intake air temperature sensor, and suppresses the overall cost with a simple configuration, while maintaining an atmospheric temperature of an internal combustion engine with sufficient practical accuracy. An internal combustion engine control device capable of calculating the engine can be provided, and can be widely applied to general-purpose internal combustion engines such as generators and internal combustion engine control devices for vehicles such as motorcycles because of its universal character. Be expected.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine control apparatus 2 ... Crank angle sensor 3 ... Crankshaft 4 ... Throttle opening sensor 5 ... Oxygen sensor 6 ... Ignition coil 7 ... Injector 10 ... ECU
DESCRIPTION OF SYMBOLS 10a ... Case 11 ... Waveform shaping circuit 12a, 12b ... Thermistor element 13 ... A / D converter 14 ... Ignition circuit 15 ... Drive circuit 16 ... Resistance value detection circuit 17 ... EEPROM
18 ... ROM
19 ... RAM
20 ... Timer 21 ... CPU
B ... Battery

Claims (2)

In the internal combustion engine control device comprising a control unit for controlling the operating state of the internal combustion engine based on the atmospheric temperature of the internal combustion engine,
The internal combustion engine control device further includes a first temperature sensor and a second temperature sensor disposed at a position spaced from the first temperature sensor,
The control unit includes a difference temperature between the detected temperature of the first temperature sensor and the detected temperature of the second temperature sensor, the detected temperature of the one of the first temperature sensor and the second temperature sensor, and the Around the internal combustion engine control device from the difference temperature between the detected temperature of the first temperature sensor and the detected temperature of the second temperature sensor using a correlation characteristic that defines the relationship between the difference temperature and the ambient temperature Calculating the ambient temperature of the engine, and controlling the internal combustion engine based on the ambient temperature ,
The internal combustion engine is mounted on a vehicle, the control unit, the internal combustion engine control device according to claim Rukoto using the correlation characteristic for stop period of the correlation properties and the internal combustion engine for operating period of the internal combustion engine . The one of the first temperature sensor and the second temperature sensor is provided in proximity to the housing of the internal combustion engine control device, and the other of the first temperature sensor and the second temperature sensor is in the housing. The internal combustion engine control device according to claim 1 , wherein the internal combustion engine control device is provided close to the housed heating element.

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