JP2009293600A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To combine suppression of knocking and suppression of fuel efficiency deterioration at high dimension, in a control device of an internal combustion engine in which raw material fuel is separated into high-octane number fuel and low-octane number fuel to be used. <P>SOLUTION: The control device of the internal combustion engine comprises a separator 30 for separating the supplied raw material fuel into high RON fuel and low RON fuel and controls the ratio of the high RON fuel and the low RON fuel supplied to the internal combustion engine 10 according to the operation status of the internal combustion engine 10. When generation of knocking is detected, the control device determines whether a remaining amount of the high RON fuel is larger than a predetermined reference value or not (step 102). When the remaining amount of the high RON fuel is larger than the predetermined reference value, the ratio of the high RON fuel supplied to the internal combustion engine 10 is increased (steps 104-112). On the other hand, when the remaining amount of the high RON fuel is smaller than the predetermined reference value, the ignition timing is spark-delayed (step 114). Further, an intake air amount is reduced (step 120). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly, to a control device for an internal combustion engine that uses a raw fuel separated into a high-octane fuel and a low-octane fuel.

  Conventionally, as disclosed in, for example, JP-T-2004-522039, a fuel supply device for an internal combustion engine that uses fuel having different octane numbers (RON) according to the operating state of the engine is known. More specifically, in this fuel supply device, gasoline in the raw material fuel tank is separated into a high RON fuel having a higher octane number than the raw material fuel and a low RON fuel having a lower octane number than the raw material fuel by the separation device provided with the separation membrane. Is done. Then, the supply ratio of the high RON fuel and the low RON fuel is controlled by controlling the fuel switching mechanism according to the operating state of the engine. According to such a fuel supply device, since the octane number of the fuel can be changed according to the operating state of the engine, both the increase of the engine output and the improvement of the exhaust property are achieved by improving the combustion state of the engine. can do.

Japanese translation of PCT publication No. 2004-522039 JP 2001-5070 A

  In an internal combustion engine using gasoline as fuel, an optimal ignition timing is set in advance so that stable torque can be generated without causing knocking. However, a combination of various factors such as combustion properties, usage environment, and engine secular change leads to operating conditions that cause knocking. Further, in the control device for an internal combustion engine that can change the octane number of the supplied fuel according to the operating state of the engine as in the conventional fuel supply device, the compression ratio is higher than that of a normal internal combustion engine. Is set high. For this reason, depending on the use situation of high octane number fuel and the octane number of low octane number fuel, there exists a possibility that anti-knocking performance may fall unexpectedly.

  As a method of suppressing the occurrence of knocking, retarding control of the ignition timing can be considered. However, in the retard angle control, the thermal efficiency of the cycle decreases as the retard amount from the optimal ignition timing increases. For this reason, if the ignition timing is easily retarded when knocking occurs, a problem of deterioration in fuel consumption occurs. As described above, in a control device for an internal combustion engine that uses a raw material fuel separated into a high-octane fuel and a low-octane fuel, it is difficult to achieve both suppression of knocking and deterioration of fuel consumption.

  The present invention has been made to solve the above-described problems, and in an internal combustion engine that uses raw material fuel separated into a high-octane fuel and a low-octane fuel, it is possible to suppress knocking and fuel consumption. It is an object of the present invention to provide a control device for an internal combustion engine that can be compatible at a high level.

In order to achieve the above object, a first invention is a control device for an internal combustion engine,
A fuel separation means for separating the supplied raw fuel into a high octane fuel having a higher content of high octane components than the raw fuel and a low octane fuel having a lower content of high octane components than the raw fuel;
Fuel supply means for controlling the ratio of the high-octane fuel and the low-octane fuel supplied to the internal combustion engine according to the operating state of the internal combustion engine;
A knocking suppression means for suppressing knocking when the occurrence of knocking is detected,
The knocking suppression means is
A remaining amount detecting means for detecting the remaining amount of high octane fuel,
High octane fuel increasing means for increasing the proportion of the high octane fuel supplied to the internal combustion engine when the remaining amount of high octane fuel is greater than a predetermined reference value;
It is characterized by including.

According to a second invention, in the first invention,
The knocking suppression means is
It further includes ignition timing retarding means for retarding the ignition timing of the internal combustion engine when the remaining amount of high octane fuel is smaller than a predetermined reference value.

According to a third invention, in the second invention,
The apparatus further comprises warning means for issuing a warning when the ignition timing retarding means is executed.

4th invention is 2nd or 3rd invention,
The knocking suppression means further includes an air amount reduction means for reducing the amount of air taken into the internal combustion engine when knocking cannot be suppressed even when the ignition delay means is executed.

A fifth invention is the fourth invention,
The apparatus further comprises second warning means for issuing a warning when the air amount restriction means is executed.

According to a sixth invention, in the first invention,
The knocking suppression means is
Determination means for determining whether a condition for increasing the remaining amount of high octane fuel (hereinafter referred to as a remaining amount increasing condition) is satisfied;
Second high-octane fuel increasing means for increasing the proportion of the high-octane fuel supplied to the internal combustion engine when the remaining amount increase condition is satisfied;
Is further included.

A seventh invention is the sixth invention, wherein
When the value having a correlation with the production amount of the high octane fuel (hereinafter referred to as the production amount correlation value) is larger than the value having a correlation with the consumption amount (hereinafter referred to as the consumption amount correlation value), the determination means It is characterized by determining that the increase condition is satisfied.

In an eighth aspect based on the first aspect,
The knocking suppression means is
When the remaining amount of high octane fuel is smaller than a predetermined reference value, the fuel cell further includes a second air amount reducing means for reducing the amount of air taken into the internal combustion engine.

In a ninth aspect based on the eighth aspect,
The apparatus further comprises third warning means for issuing a warning when the second air amount restriction means is executed.

  According to the first aspect of the present invention, the supplied raw material fuel has a higher octane number component content than the raw material fuel (hereinafter referred to as “high RON fuel”) and a higher octane number component content than the raw material fuel. In a system in which the fuel is separated into a small number of low octane fuels (hereinafter referred to as “low RON fuel”) and the supply ratio of these fuels is controlled in accordance with the operation state of the internal combustion engine, the remaining amount of high RON fuel is predetermined. When the amount is larger than the reference value, the increase control of the high RON fuel is executed. Increasing the proportion of high RON fuel can suppress knocking while suppressing deterioration in fuel consumption. For this reason, according to the present invention, as long as the remaining amount of high RON fuel satisfies a predetermined reference value or more, the increase control of high RON fuel can be preferentially performed, so that knocking and fuel consumption are prevented from deteriorating. Can be achieved at a high level.

  According to the second aspect of the invention, when the remaining amount of high RON fuel is less than the predetermined reference value, the ignition retard control is executed. For this reason, according to the present invention, since the remaining amount of the high RON fuel is small, at least the occurrence of knocking is effectively suppressed even when the knocking cannot be suppressed by increasing the amount of the high RON fuel. be able to.

  According to the third aspect of the invention, a warning is issued when the ignition retard control is executed. For this reason, according to the present invention, it is possible to effectively notify the driver of the possibility of deterioration of fuel consumption, and therefore, it is possible to expect suppression of deterioration of fuel consumption due to the accompanying retreat behavior.

  According to the fourth aspect of the invention, the amount of air taken into the internal combustion engine is reduced when knocking cannot be suppressed even when ignition retard control is executed. For this reason, according to the present invention, knocking can be reliably suppressed by forcibly reducing the output.

  According to the fifth aspect of the invention, a warning is issued when the air amount restriction control is executed. For this reason, according to the present invention, it is possible to effectively notify the driver that an emergency measure against knocking has been taken, and accordingly, a retreating action associated therewith can be expected.

  According to the sixth aspect, even when the remaining amount of high RON fuel is less than a predetermined reference value, the condition for increasing the remaining amount of high RON fuel (the remaining amount increasing condition) is satisfied. In this case, the increase control of the high RON fuel is performed. When the remaining amount increase condition is satisfied, there is no possibility that the high RON fuel is used up. For this reason, according to the present invention, by performing the increase control of the high RON fuel, it is possible to achieve both the suppression of knocking and the suppression of deterioration of fuel consumption at a high level.

  According to the seventh aspect of the present invention, when the value correlated with the production amount of the high RON fuel (production amount correlation value) is larger than the value correlated with the consumption amount (consumption correlation value), the remaining amount increase condition Is established. For this reason, according to this invention, it can be determined reliably whether it is the conditions which the residual amount of high RON fuel increases.

  According to the eighth aspect of the invention, when the remaining amount of high RON fuel is less than the predetermined reference value, the amount of air taken into the internal combustion engine is reduced. For this reason, according to the present invention, since the remaining amount of high RON fuel is small, even in a state where knocking suppression due to an increase in high RON fuel cannot be performed, the output is forcibly reduced, Knocking suppression and fuel consumption deterioration can be suppressed.

  According to the ninth aspect of the invention, a warning is issued when the air amount restriction control is executed. For this reason, according to the present invention, it is possible to effectively notify the driver that an emergency measure against knocking has been taken, and accordingly, a retreating action associated therewith can be expected.

  Embodiments of the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted. The present invention is not limited to the following embodiments.

Embodiment 1 FIG.
[Configuration of Embodiment 1]

  FIG. 1 is a diagram for explaining a control device for an internal combustion engine according to an embodiment of the present invention and a structure around the control device. The internal combustion engine 10 includes a fuel tank 12. In the fuel tank 12, normal gasoline (for example, 90 RON) is supplied and stored. Hereinafter, the gasoline fuel stored in the fuel tank 12 is referred to as “raw material fuel” in order to distinguish it from the separated fuel described later.

  One end of a raw material fuel pipe 14 is connected to the fuel tank 12. The raw material fuel in the fuel tank 12 is supplied to the raw material fuel pipe 14 by a fuel pump 16 provided in the fuel tank 12.

  A flow control valve 18 is disposed downstream of the fuel pump 16 in the raw material fuel pipe 14. The flow rate control valve 18 is for adjusting the flow rate of the raw material fuel flowing through the raw material fuel pipe 14. A heat exchanger 20 is disposed further downstream of the flow control valve 18. The heat exchanger 20 is for performing heat exchange between the raw material fuel and a high RON fuel and a low RON fuel described later. The raw fuel that has passed through the heat exchanger 20 is heated by receiving heat from these separated fuels.

  A heat pipe 22 is disposed downstream of the heat exchanger 20 in the raw material fuel pipe 14. The heat pipe 22 is configured to be interposed in the exhaust passage 24 of the internal combustion engine 10 and can receive the heat of the exhaust gas flowing through the exhaust passage 24 to heat the raw fuel.

  A downstream side of the heat pipe 22 in the raw fuel pipe 14 is connected to a separator 30. The separator 30 includes a high RON fuel (for example, 103 RON) in which the content ratio of the high octane component is higher than that of the raw material fuel and a low RON fuel (for example, 88 RON) in which the content ratio of the high octane component is less than that of the raw material fuel. It is a device for separating into two.

  The separator 30 has a configuration in which a housing made of a pressure vessel is divided into two compartments 302 and 303 by an aroma separation membrane 301. The aroma separation membrane 301 has a property of selectively permeating aromatic components in the raw material fuel. As the amount of the aromatic component increases, the octane number (RON) increases. For this reason, the fuel which permeate | transmitted the compartment 303 side becomes a high RON fuel with many aromatic component content, and the fuel which remained in the compartment 302 side becomes a low RON fuel with little aromatic component content.

  One end of the low RON fuel pipe 32 is connected to the compartment 302 side of the separator 30. The heat exchanger 20 is interposed in the middle of the low RON fuel pipe 32. The other end of the low RON fuel pipe 32 is connected to a low RON fuel tank 34 for storing low RON fuel. The low RON fuel in the low RON fuel tank 34 is injected into the cylinder of the internal combustion engine 10 using the injector 36.

  On the other hand, one end of the high RON fuel pipe 38 is connected to the compartment 303 side of the separator 30. In the middle of the high RON fuel pipe 38, the heat exchanger 20 is interposed. An inductor 40 for generating a negative pressure in the compartment 303 is provided downstream of the heat exchanger 20 in the high RON fuel pipe 38. The other end of the high RON fuel pipe 38 is connected to a high RON fuel tank 42 for storing high RON fuel. The high RON fuel in the high RON fuel tank 42 is injected into the port of the internal combustion engine 10 using the injector 44. Further, in the high RON fuel tank 42, a liquid level sensor 52 for detecting the remaining amount of the stored high RON fuel is provided.

  As shown in FIG. 1, the control device of this embodiment includes an ECU (Electronic Control Unit) 50. In addition to the liquid level sensor 52 described above, a knock sensor 54 that detects the occurrence of knocking and various sensors (not shown) for detecting the operating state of the internal combustion engine 10 are connected to the input of the ECU 50. Further, various actuators such as the flow control valve 18, the inductor 40, and the injectors 36 and 44 described above are connected to the output of the ECU 50.

[Operation of Embodiment 1]
(About fuel supply operation)
Next, the fuel supply operation in the internal combustion engine 10 will be described with reference to FIG. In the internal combustion engine 10, high RON fuel and low RON fuel are generated from the raw material fuel. More specifically, the raw material fuel stored in the fuel tank 12 is boosted to a predetermined pressure by the fuel pump 16 and the flow rate control valve 18, and then passed through the heat exchanger 20 and the heat pipe 22. To a temperature of

  The raw material fuel that has become high temperature and pressure is sent to the compartment 302 side of the separator 30. The section 303 side across the aroma separation membrane 301 is controlled to a low pressure by the action of the inductor 40. When the compartment 302 side in the housing is kept at a high pressure and the compartment 303 side is kept at a lower pressure (preferably a negative pressure) than the compartment 302 side, the aromatic component in the raw material fuel causes the aroma separation membrane 301 to move from the compartment 302 side. It penetrates to the partition 303 side. For this reason, the aromatic component in the raw material fuel on the compartment 302 side permeates the aroma separation membrane 301 and leaches out to the compartment 303 side. Thereby, the raw material fuel (for example, RON 90) is separated into a high RON fuel (for example, RON 103) and a low RON fuel (for example, RON 88).

  High RON fuel and low RON fuel are respectively injected from injectors 36 and 44 in the internal combustion engine 10. FIG. 2 is a diagram for explaining the relationship between the operating condition of the internal combustion engine 10 and the required octane number. A solid line L <b> 1 in FIG. 2 indicates a load line of the internal combustion engine 10. As shown in this figure, when the operating condition of the internal combustion engine 10 changes along the load line, the required octane number of the internal combustion engine 10 changes. For this reason, by determining the injection amounts of the high RON fuel and the low RON fuel so that the required octane number is realized, it is possible to suppress knocking and suppress deterioration of fuel consumption.

(Characteristics of the first embodiment)
As described above, in the internal combustion engine 10, an optimal octane number is set in advance so that a stable torque can be generated without causing knocking. However, a combination of various factors such as combustion properties, usage environment, and engine secular change leads to operating conditions that cause knocking. Further, in the system that can change the octane number of the fuel according to the operating state of the engine, such as the internal combustion engine 10 of the present embodiment, the compression ratio is set higher than that of a normal internal combustion engine. . For this reason, depending on the use situation of high octane number fuel and the octane number of low octane number fuel, there exists a possibility that anti-knocking performance may fall unexpectedly.

  Here, as a method of suppressing the occurrence of knocking, retarding control of the ignition timing can be considered. However, in the ignition timing retard control, the thermal efficiency of the cycle decreases as the retard amount from the optimum ignition timing increases. For this reason, if the ignition timing is easily retarded when knocking occurs, the problem of deterioration in fuel consumption becomes serious.

  Therefore, in the system of the first embodiment, when knocking occurs, as long as there is a remaining amount of high RON fuel, the control for increasing the amount of high RON fuel is executed with priority over the ignition delay control. When the ratio of the high RON fuel supplied to the internal combustion engine 10 is increased, the anti-knock performance is improved. Further, the fuel efficiency is not deteriorated unlike the ignition retard control. For this reason, suppression of knocking and suppression of deterioration of fuel consumption can be achieved at a high level.

  Further, when the remaining amount of high RON fuel decreases and the increase control of the high RON fuel cannot be executed, the ignition delay control is executed. Thereby, since at least the occurrence of knocking can be suppressed, it is possible to effectively prevent the internal combustion engine 10 from being damaged. Further, in the present embodiment, a warning to the driver is issued at the same time as executing the ignition retard control. As a result, the driver can grasp the situation where the fuel efficiency is deteriorated, and can expect a subsequent retreat action.

  Further, depending on the secular change and the operating state of the internal combustion engine 10, it may be assumed that the knocking is not completely eliminated even if the ignition retard control is executed when the knocking occurs. Therefore, in such a case, the amount of air that is forcibly sucked into the internal combustion engine 10 is reduced. As a result, the output can be forcibly reduced, so that knocking can be completely suppressed. Even when the air amount restriction control described above is performed, a warning is issued to the driver. As a result, the driver can grasp that emergency measures have been taken by knocking, and can expect a subsequent evacuation action.

  As described above, when knocking occurs in the internal combustion engine 10, the control is executed in the order of priority in the order of high RON fuel increase control, ignition retard control, and air amount restriction control, thereby maximizing the deterioration of fuel consumption. It is possible to suppress knocking while suppressing the rotation.

[Specific Processing in Embodiment 1]
Next, with reference to FIG. 3, the specific content of the process performed in this Embodiment is demonstrated. FIG. 3 is a flowchart of a routine that the ECU 50 executes while the internal combustion engine 10 is starting up.

  In the routine shown in FIG. 3, it is first determined whether or not knocking has occurred in the internal combustion engine 10 (step 100). Specifically, the presence or absence of knocking and its strength are determined based on the detection signal of knock sensor 54. As a result, when it is determined that knocking has not occurred, it is determined that it is not necessary to execute the knocking suppression control in this routine, and this routine is immediately terminated.

  On the other hand, when the occurrence of knocking is determined in step 100, it is determined that the knocking suppression control needs to be executed, and the process proceeds to the next step, where the remaining amount level of the high RON fuel is a predetermined L level. It is determined whether or not the level is reached (step 102). The L level means that the remaining amount of high RON fuel is reduced to the extent that use should be suppressed. Here, specifically, the remaining level of the high RON fuel is determined based on the detection signal of the liquid level sensor 52 provided in the high RON fuel tank 42. As a result, when it is determined that the remaining amount level of the high RON fuel is not the L level, it is determined that the remaining amount of the high RON fuel is sufficient, and the process proceeds to the next step to increase the amount of the high RON fuel. Control is performed (step 106). Here, specifically, the ratio of the high RON fuel is increased to the maximum value corresponding to the knock magnitude detected in step 100.

  Next, it is determined again whether knocking has occurred in the internal combustion engine 10 (step 106). Here, specifically, the same processing as in step 100 is executed. As a result, when it is determined that knocking has occurred, it is determined that the control for increasing the amount of high RON fuel cannot suppress knocking, and the ignition timing retardation control is executed in step 114 described later. Is done.

  On the other hand, if it is determined in step 106 that knocking has not occurred, it is determined that there is room for reducing the ratio of high RON fuel, and the routine proceeds to the next step, where the ratio of high RON fuel is increased. It is reduced by one step (step 108).

  Next, it is determined again whether knocking has occurred in the internal combustion engine 10 (step 110). As a result, when it is determined that knocking has not occurred, it is determined that there is room for reducing the ratio of the high RON fuel, and the routine proceeds to step 108 again, and the ratio of the high RON fuel is reduced by one step. Is done.

  On the other hand, if it is determined in step 110 that knocking has occurred, it is determined that the ratio of the high RON fuel has been reduced too much, and the process proceeds to the next step, where the high RON ratio is increased by one step. (Step 112). Thereby, the increase ratio of the high RON fuel is set to the minimum increase ratio that can suppress knocking.

  In the routine shown in FIG. 3, when it is determined in step 102 that the remaining amount level of the high RON fuel is at the L level, the remaining amount of the high RON fuel remains so that the increase control of the high RON fuel is performed. If it is determined that the ignition timing has not been set, the routine proceeds to the next step, where the ignition timing retarding control is executed (step 114). Here, specifically, the retard amount corresponding to the knock magnitude detected in step 100 is calculated. Next, a warning is issued to the driver (step 116). Here, specifically, a warning lamp is lit to notify that the ignition timing has been retarded.

  Next, it is determined again whether knocking has occurred in the internal combustion engine 10 (step 118). Here, specifically, the same processing as in step 100 is executed. As a result, if it is determined that knocking has not occurred, this routine is immediately terminated.

  On the other hand, if it is determined at step 118 that knocking has occurred, it is determined that knocking cannot be suppressed by the retard control of the ignition timing, and the routine proceeds to the next step, where the amount of air is reduced. Reduction control is executed (step 120). Here, specifically, the throttle of the internal combustion engine 10 is throttled to reduce the intake air amount. Next, a warning is issued to the driver (step 122). Here, specifically, a warning lamp is lit to notify that the intake air amount has been reduced.

  In the routine shown in FIG. 3, next, the routine proceeds to step 116, where it is determined again whether or not knocking has occurred in the internal combustion engine 10. As a result, if it is determined that knocking has occurred, the air amount is further reduced in step 120. On the other hand, if it is determined in step 116 that knocking has not occurred, this routine is immediately terminated.

  As described above, according to the first embodiment, when knocking occurs, as long as the remaining amount of high RON fuel remains, the control for increasing the amount of high RON fuel is executed in preference to the ignition delay control. . For this reason, fuel consumption deterioration can be suppressed to the maximum while suppressing knocking.

  By the way, according to the above-described first embodiment, the separator 30 is used to separate the raw material fuel into the high RON fuel and the low RON fuel, but the system for separating the raw material fuel is not limited to this. . That is, other known systems may be used as long as the system can separate the high RON fuel from the raw fuel. This point is the same in other embodiments described later.

  Further, according to the first embodiment described above, the remaining level of the high RON fuel is determined based on the detection signal of the liquid level sensor provided in the high RON fuel tank 42. The means for acquiring the remaining amount is not limited to this. That is, the remaining amount in the high RON fuel tank 42 may be determined based on the integrated value of the consumption and generation amount of the high RON fuel. This point is the same in other embodiments described later.

  Further, according to the first embodiment described above, the warning lamp is turned on as a warning when the ignition retard control and the air amount reduction control are executed, but the warning method is not limited to this. That is, as long as the notification to the driver is possible, other known transmission means such as a warning sound may be used. This point is the same in other embodiments described later.

  In the first embodiment described above, the high RON fuel is the “high octane fuel” in the first invention, the low RON fuel is the “low octane fuel” in the first invention, and the separator 30 is the above. The liquid level sensor 52 corresponds to the “remaining amount detection means” in the first aspect of the invention, and the “fuel separation means” in the first aspect of the invention. Further, the ECU 50 executes the processing of steps 104 to 112, thereby realizing the “high octane fuel increasing means” in the first aspect of the invention.

  In the first embodiment described above, the “ignition timing retarding means” according to the second aspect of the present invention is realized by the ECU 50 executing the process of step 114.

  Further, in the first embodiment described above, the “warning means” in the third aspect of the present invention is realized by the ECU 50 executing the processing of step 116.

  Further, in the first embodiment described above, the “air amount reducing means” in the fourth aspect of the present invention is realized by the ECU 50 executing the processing of step 120.

  Further, in the first embodiment described above, the “second warning means” in the fifth aspect of the present invention is realized by the ECU 50 executing the process of step 122 described above.

Embodiment 2. FIG.
[Features of Embodiment 2]
Next, a second embodiment of the present invention will be described with reference to FIG. The system of the present embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 4 to be described later using the hardware configuration shown in FIG.

  In the first embodiment, when knocking occurs and the remaining amount of high RON fuel is sufficient, the control for increasing the amount of high RON fuel is executed with priority over the ignition delay control. . Thereby, deterioration of fuel consumption can be suppressed to the maximum while suppressing knocking.

  Here, the high RON fuel is consumed by the internal combustion engine 10 while being generated by the separator 30. For this reason, if the condition that the amount of high RON fuel produced is greater than the amount of consumption of the high RON fuel is satisfied, even if the remaining amount level of the high RON fuel is L level, the increase in the amount of high RON fuel is increased. Control can be performed.

  Therefore, in the second embodiment, when the condition for increasing the remaining amount of high RON fuel (hereinafter referred to as “the remaining amount increasing condition”) is satisfied, the remaining level of high RON fuel is set to the L level. Even so, the increase control of the high RON fuel is executed. As a result, when knocking occurs, it is possible to expand the region in which the control for increasing the amount of high RON fuel is executed, so that the suppression of knocking and the deterioration of fuel consumption can be realized in a wider range.

[Specific Processing in Second Embodiment]
Next, with reference to FIG. 4, the specific content of the process performed in this Embodiment is demonstrated. FIG. 4 is a flowchart of a routine that the ECU 50 executes while the internal combustion engine 10 is starting up.

  In the routine shown in FIG. 4, it is first determined whether or not knocking has occurred in the internal combustion engine 10 (step 200). Here, specifically, the same processing as in step 100 is executed. As a result, when it is determined that knocking has not occurred, it is determined that it is not necessary to execute the knocking suppression control in this routine, and this routine is immediately terminated.

  On the other hand, if it is determined in step 200 that knocking has occurred, it is determined that knocking suppression control needs to be executed, and the routine proceeds to the next step, where the remaining level of high RON fuel is a predetermined L level. It is determined whether or not the level is reached (step 202). Here, specifically, the same processing as in step 102 is executed. As a result, when it is determined that the remaining amount level of the high RON fuel is not the L level, it is determined that the remaining amount of the high RON fuel is sufficient, and the process proceeds to the next step to increase the amount of the high RON fuel. Control is executed (step 204). Here, specifically, the same processing as in steps 104 to 112 is executed.

On the other hand, if it is determined in step 202 that the remaining level of high RON fuel is at the L level, it is determined that the remaining amount of high RON fuel is small, and the process proceeds to the next step. It is determined whether or not the time average value dP _hiave of the RON fuel generation amount is larger than the time average value dQ _{hiave of} the high RON fuel consumption amount (step 206). Here, specifically, dP _hiave is calculated based on the opening degree of the flow control valve 18 and the temperature of the raw material fuel introduced into the separator 30. _{DQ hiave} is calculated based on the injection time of the injector 44. As a result, when establishment of dP _hiave > dQ _hiave is recognized, it is determined that the condition for increasing the remaining amount of high RON fuel is established, and the _{routine proceeds} to step 204, where the increase control of high RON fuel is controlled. Executed.

On the other hand, _when the establishment of dP _hiave > dQ _hiave is not recognized in step 206, it is determined that the condition for increasing the remaining amount of high RON fuel is not established, and the _{routine proceeds} to the next step, where the ignition timing Delay angle control is executed (step 208). Here, specifically, the same processing as in step 114 is executed.

  As described above, according to the second embodiment, when knocking occurs, it is determined whether the condition for increasing the remaining amount of high RON fuel is satisfied. When the remaining amount increase condition is satisfied, the control for increasing the amount of high RON fuel is executed with priority over the ignition retard control. As a result, even when the remaining amount of the high RON fuel is small, the increase control of the high RON fuel can be performed, so that the range in which both the suppression of knocking and the deterioration of fuel consumption can be effectively expanded. Can do.

By the way, according to the second embodiment described above, the condition for increasing the remaining amount of high RON fuel is established based on the time average value dP _hiave of the production amount of high RON fuel and the time average value dQ _hiave of consumption amount. It is decided to determine whether or not. However, the value used for determining the condition for increasing the remaining amount of high RON fuel is not limited to the time average value of the generation amount and consumption amount. That is, if it can be determined whether or not the remaining amount of the high RON fuel increases, the determination may be made based on another remaining amount correlation value.

  Further, according to the second embodiment described above, when the condition for increasing the remaining amount of high RON fuel is not satisfied, the ignition timing is retarded to suppress knocking. Control is not limited to this. That is, if knocking is not resolved even after ignition retard control is performed, control for reducing the intake air amount may be performed as in the first embodiment. Further, when the ignition timing control and the air amount reduction control are executed, a warning may be issued as in the first embodiment.

  In the second embodiment described above, the high RON fuel is the “high octane fuel” in the first invention, the low RON fuel is the “low octane fuel” in the first invention, and the separator 30 is the above. The liquid level sensor 52 corresponds to the “remaining amount detection means” in the first aspect of the invention, and the “fuel separation means” in the first aspect of the invention. Further, the ECU 50 executes the processing of step 204, thereby realizing the “high octane number fuel increasing means” in the first invention.

  In the second embodiment described above, the “second high octane number fuel increasing means” in the sixth aspect of the present invention is realized by the ECU 50 executing the process of step 204.

In the first embodiment described above, the time average value dP _hiave of the production amount of the high RON fuel is the “production amount correlation value” in the seventh invention, and the time average value dQ _hiave of the consumption amount of the high RON fuel is _used. Corresponds to the “consumption correlation value” in the seventh aspect of the invention. Further, the “determination means” according to the seventh aspect of the present invention is implemented by the ECU 50 executing the processing of step 206 described above.

Embodiment 3 FIG.
[Features of Embodiment 3]
Next, a third embodiment of the present invention will be described with reference to FIG. The system of the present embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 5 to be described later using the hardware configuration shown in FIG.

  In the first embodiment, when knocking occurs and the remaining amount of high RON fuel is sufficient, the control for increasing the amount of high RON fuel is executed with priority over the ignition delay control. . Thereby, deterioration of fuel consumption can be suppressed to the maximum while suppressing knocking. Further, in the above-described first embodiment, when knocking is not eliminated even after the ignition retard control is executed, the intake air amount reduction control is further executed. Thereby, generation | occurrence | production of knocking can be suppressed reliably.

  Here, depending on the driving situation of the driver, there may be a case where priority is given to suppressing the deterioration of fuel consumption. However, as described above in the first embodiment, if the retard control of the ignition timing is executed when knocking occurs, the fuel consumption deteriorates.

  Therefore, in the third embodiment, when knocking occurs and the remaining amount of high RON fuel is insufficient, the intake air amount reduction control is executed without executing the retard control of the ignition timing. To do. When the intake air amount is reduced, knocking can be suppressed while suppressing deterioration in fuel consumption. For this reason, even in a situation where the increase control of the high RON fuel cannot be executed, it is possible to achieve both suppression of knocking and suppression of deterioration of fuel consumption.

  However, the output decreases when the amount of air is reduced. For this reason, the control in the third embodiment is effective when the driver wants to prioritize fuel consumption over output, for example, when the driver has selected a mode or the like that prioritizes fuel consumption over output.

[Specific Processing in Second Embodiment]
Next, with reference to FIG. 5, the specific content of the process performed in this Embodiment is demonstrated. FIG. 5 is a flowchart of a routine that the ECU 50 executes while the internal combustion engine 10 is starting up.

  In the routine shown in FIG. 5, it is first determined whether or not knocking has occurred in the internal combustion engine 10 (step 300). Here, specifically, the same processing as in step 100 is executed. As a result, when it is determined that knocking has not occurred, it is determined that it is not necessary to execute the knocking suppression control in this routine, and this routine is immediately terminated.

  On the other hand, when the occurrence of knocking is determined in step 300, it is determined that knocking suppression control needs to be executed, and the process proceeds to the next step, where the remaining level of high RON fuel is a predetermined L It is determined whether or not the level is reached (step 302). Here, specifically, the same processing as in step 102 is executed. As a result, when it is determined that the remaining amount level of the high RON fuel is not the L level, it is determined that the remaining amount of the high RON fuel is sufficient, and the process proceeds to the next step to increase the amount of the high RON fuel. Control is executed (step 304). Here, specifically, the same processing as in steps 104 to 112 is executed.

  On the other hand, if it is determined in step 302 that the remaining amount level of the high RON fuel is at the L level, it is determined that the remaining amount of the high RON fuel is small and the increase control cannot be executed. Then, the process proceeds to the next step, and intake air amount reduction control is executed (step 306). Next, a warning is issued to the driver (step 308). Here, specifically, the same processing as in steps 120 and 122 is executed.

  As described above, according to the third embodiment, when the knocking occurs and the remaining amount control of the high RON fuel cannot be executed, the intake air amount reduction control is executed. Thereby, even when the increase control of the high RON fuel cannot be executed, it is possible to achieve both suppression of knocking and suppression of deterioration of fuel consumption.

  In the above-described third embodiment, the high RON fuel is the “high octane fuel” in the first invention, the low RON fuel is the “low octane fuel” in the first invention, and the separator 30 is the above. The liquid level sensor 52 corresponds to the “remaining amount detection means” in the first aspect of the invention, and the “fuel separation means” in the first aspect of the invention. Further, the “high octane number fuel increasing means” according to the first aspect of the present invention is realized by the ECU 50 executing the process of step 304 described above.

  In the third embodiment described above, the “second air amount reducing means” according to the eighth aspect of the present invention is implemented by the ECU 50 executing the process of step 306.

  Further, in the above-described third embodiment, the “third warning means” in the eighth aspect of the present invention is realized by the ECU 50 executing the processing of step 308.

It is a figure for demonstrating the structure of the control apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. It is a figure for demonstrating the relationship between the driving | running conditions of the internal combustion engine 10, and a request | requirement octane number. It is a flowchart of the routine performed in Embodiment 1 of the present invention. It is a flowchart of the routine performed in Embodiment 2 of this invention. It is a flowchart of the routine performed in Embodiment 3 of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Fuel tank 14 Raw material fuel piping 16 Fuel pump 18 Flow control valve 20 Heat exchanger 22 Heat pipe 24 Exhaust passage 30 Separator 301 Aroma separation membrane 302,303 Section 32 Low RON fuel piping 34 Low RON fuel tank 36 Injector 38 High RON fuel piping 40 Eductor 42 High RON fuel tank 44 Injector 50 ECU (Electronic Control Unit)
52 Liquid Level Sensor 54 Knock Sensor

Claims (9)

A fuel separation means for separating the supplied raw fuel into a high octane fuel having a higher content of high octane components than the raw fuel and a low octane fuel having a lower content of high octane components than the raw fuel;
Fuel supply means for controlling the ratio of the high-octane fuel and the low-octane fuel supplied to the internal combustion engine according to the operating state of the internal combustion engine;
A knocking suppression means for suppressing knocking when the occurrence of knocking is detected,
The knocking suppression means is
A remaining amount detecting means for detecting the remaining amount of high octane fuel,
High octane fuel increasing means for increasing the proportion of the high octane fuel supplied to the internal combustion engine when the remaining amount of high octane fuel is greater than a predetermined reference value;
An internal combustion engine control device comprising: The knocking suppression means is
2. The control device for an internal combustion engine according to claim 1, further comprising ignition timing retarding means for retarding the ignition timing of the internal combustion engine when the remaining amount of the high octane fuel is smaller than a predetermined reference value. .   3. The control apparatus for an internal combustion engine according to claim 2, further comprising warning means for issuing a warning when the ignition timing retarding means is executed.   The said knocking suppression means further includes an air amount reducing means for reducing the amount of air sucked into the internal combustion engine when knocking cannot be suppressed even when the ignition retarding means is executed. Or the control device for an internal combustion engine according to 3.   5. The control apparatus for an internal combustion engine according to claim 4, further comprising second warning means for issuing a warning when the air amount restriction means is executed. The knocking suppression means is
Determination means for determining whether a condition for increasing the remaining amount of high octane fuel (hereinafter referred to as a remaining amount increasing condition) is satisfied;
Second high-octane fuel increasing means for increasing the proportion of the high-octane fuel supplied to the internal combustion engine when the remaining amount increase condition is satisfied;
The control apparatus for an internal combustion engine according to claim 1, further comprising:   When the value having a correlation with the production amount of the high octane fuel (hereinafter referred to as the production amount correlation value) is larger than the value having a correlation with the consumption amount (hereinafter referred to as the consumption amount correlation value), the determination means 7. The control apparatus for an internal combustion engine according to claim 6, wherein it is determined that the increase condition is satisfied. The knocking suppression means is
2. The internal combustion engine according to claim 1, further comprising a second air amount reducing means for reducing the amount of air sucked into the internal combustion engine when the remaining amount of the high octane fuel is smaller than a predetermined reference value. Engine control device.   9. The control device for an internal combustion engine according to claim 8, further comprising third warning means for issuing a warning when the second air amount restriction means is executed.

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