JP2010270684A - Internal combustion engine knocking control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress setting of abnormal values in a knocking determination threshold J(i) and an ignition timing learning value right after completion of warming up in a knocking control device. <P>SOLUTION: Since ignition timing control by a knocking control process is allowed after when a cooling water temperature is ≥60°C before updating of the knocking determination threshold J(i), it can be started at an early stage during warming up. The updating (S162-S176) of the knocking determination threshold J(i) is allowed after when the cooling water temperature is ≥83°C and an intake air integrated value is ≥2,000 g and after when the number of times of updating the ignition timing learning value is ≥10 times (YES in S160). By this, setting of an abnormal value in the knocking determination threshold J(i) is suppressed. Updating of the ignition timing learning value executed after when the intake air integrated value is ≥2,000g is also already started from a period wherein the knocking determination threshold value is a fixed state, and since an abnormally large value is not set in J(i) even after starting of updating of the knocking determination threshold value J(i), the ignition timing learning value is also not excessively advanced in updating. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention executes knocking control that adjusts the ignition timing based on the result of determining the vibration intensity detected by the knock sensor along with the combustion stroke using the knock determination threshold, and sets the knock determination threshold based on the vibration intensity distribution. The present invention relates to an internal combustion engine knocking control apparatus that executes a knock determination threshold update process for updating.

  There is known a knocking control device that appropriately controls the combustion state by feedback-controlling knocking of an internal combustion engine according to ignition timing. In such a knocking control device, the feedback correction value in the ignition timing feedback control is learned to improve the knocking controllability at the time of restart (for example, refer to Patent Documents 1 and 2).

In particular, Patent Document 1 states that high-accuracy knocking control can be executed by permitting the execution of learning of the feedback correction value in a predetermined water temperature range after the internal combustion engine is warmed up.
In Patent Document 2, in addition to knocking control as in Patent Document 1, processing for updating the knock determination threshold value is executed in accordance with the vibration intensity generation state based on the vibration intensity distribution.

JP-A-63-80045 (page 5-7, FIG. 3 (a) (b)) JP 2007-255195 A (pages 12-14, FIG. 11-12)

  Since knocking affects the performance of the internal combustion engine, it is usually performed early after the internal combustion engine is started. Thus, when knocking control is started early in the warm-up period, the update of the knock determination threshold as shown in Patent Document 2 is also executed at the same time.

  The learning of the feedback correction value for the ignition timing performed in Patent Document 1 needs to be executed in a state where the operation of the internal combustion engine is relatively stabilized, and is usually performed after the internal combustion engine is warmed up. Therefore, the ignition timing learning process is started later than the knocking control.

  However, since the knock determination threshold value update process associated with the knocking control is started early during the warm-up before the complete warm-up state in which the ignition timing learning process is performed in this way, the knock determination threshold value is determined based on the ignition timing learning process. It is updated from the operation state in which knocking is less likely to occur compared to the processing.

  For this reason, the knock determination threshold value calculated based on the vibration intensity distribution is updated to a shifted value as compared with the case where the knock determination threshold value is updated during normal operation after completion of warm-up. Specifically, the knock determination threshold is updated so as to become larger than that during normal operation.

By continuing such updating during warm-up, the knock determination threshold immediately after completion of warm-up becomes a state where it is determined that there is no problem even if the vibration intensity is unacceptably large.
For this reason, even after the warm-up is completed, even if the vibration intensity due to knocking is large, the allowable state continues. As a result, in the ignition timing feedback control, control toward the side where the occurrence of knocking increases, that is, the ignition timing is advanced excessively. Then, such excessive advance control of the ignition timing is reflected in the ignition timing learning, so that the ignition timing learned value is erroneously learned to the excessive advance value.

  Since abnormal values are set for the knock determination threshold value and the ignition timing learned value after starting in this way, after that, it takes time until the knock determination threshold value gradually converges to a normal value, which is not assumed during that time. The operation state of the internal combustion engine at a high frequency of knocking will continue, and the driver may feel uncomfortable.

  The present invention executes a knocking control for adjusting the ignition timing based on a result of determining the vibration intensity with a knock determination threshold, and performs a knock determination threshold updating process for updating the knock determination threshold based on the vibration intensity distribution. An object of the present invention is to suppress an abnormal value from being set as the knock determination threshold immediately after the completion of warm-up. It is another object of the present invention to prevent an abnormal value from being set as an ignition timing learning value by setting an abnormal value as a knock determination threshold.

In the following, means for achieving the above-mentioned purpose, and its operation and effect are described.
The internal combustion engine knocking control apparatus according to claim 1 performs knocking control for adjusting an ignition timing based on a result of determining a vibration intensity detected along with a combustion stroke by a knock sensor provided in the internal combustion engine using a knock determination threshold value. A knock control device that executes a knock determination threshold value update process for updating a knock determination threshold value based on a vibration intensity distribution, and includes a first warm-up state after the start of the internal combustion engine and the first warm-up state. Is set to the second warm-up state in which the warm-up has progressed, the execution of the knocking control is permitted after the first warm-up state, and the execution of the knock determination threshold update process is permitted after the second warm-up state It has the permission means to do.

As described above, the execution of the knocking control is permitted after the first warm-up state prior to the knock determination threshold update process, so that the knocking control can be started early in the warm-up period.
However, since the knock determination threshold value update process is permitted to be executed in the second warm-up state in which the warm-up has progressed more than the first warm-up state, the knock determination is performed during the period from the first warm-up state to the second warm-up state. The threshold update process is not performed, and it is possible to suppress the knock determination threshold from being swung to that extent.

As a result, it is possible to prevent an abnormal value from being set as the knock determination threshold immediately after the completion of warm-up.
Derived from this, even when the ignition timing learning value is updated by feedback control regardless of before and after the start of the knock determination threshold value update process, the knock determination threshold value update process prevents the knock determination threshold value from swinging to a large extent. Therefore, it is possible to suppress the advance of the ignition timing learned value too much, and it is possible to suppress the setting of an abnormal value for the ignition timing learned value.

  The internal combustion engine knocking control apparatus according to claim 2, wherein the knocking control feedbacks an ignition timing based on a result of determining the vibration intensity by the knock determination threshold value. The permission means adjusts the feedback in a warm-up state before allowing the execution of the knock determination threshold value update process after the second warm-up state or in a warm-up state after the second warm-up state. The update of the ignition timing learning value in the control is permitted.

  When the update of the ignition timing learning value is permitted in the feedback control as described above, it may be permitted in the warm-up state before permitting the execution of the knock determination threshold update process, or may be permitted in the subsequent warm-up state. good. In any case, since an abnormal value is suppressed from being set as the knock determination threshold in the knock determination threshold update process, it is possible to suppress an abnormal value from being set as the ignition timing learning value.

  The internal combustion engine knocking control apparatus according to claim 3, wherein the permission unit is configured to update the ignition timing learning value by the feedback control after the second warm-up state. Is allowed to execute the knock determination threshold value update process after the predetermined number of times is exceeded.

  As described above, even when the execution of the knock determination threshold value update process is permitted after the second warm-up state, after the number of updates of the ignition timing learned value by the feedback control after the second warm-up state becomes equal to or more than the specified number, The execution of the knock determination threshold update process may be permitted.

  As a result, the ignition timing learning value is updated for a while in a state where the knock determination threshold is not updated, so that a normal value is set as the ignition timing learning value. Driving continues. Then, after a period in which the number of updates of the ignition timing learning value is equal to or greater than the specified number in such a stable internal combustion engine operating state, the update of the knock determination threshold is permitted. Therefore, it is possible to suppress an abnormal value from being set as the knock determination threshold, and it is thereby possible to suppress an abnormal value from being set to the subsequent ignition timing learning value.

  The internal combustion engine knocking control apparatus according to claim 4, wherein the permission unit permits execution of the knocking control after the internal combustion engine temperature becomes equal to or higher than a first temperature. Then, after the internal combustion engine temperature becomes equal to or higher than the second temperature higher than the first temperature, and further after the physical quantity that reflects the amount of heat generated by the combustion of the internal combustion engine becomes equal to or higher than the specified amount, The update is permitted.

  In this manner, after the execution of the knocking control is permitted, the update of the ignition timing learning value by the feedback control may be permitted at the above timing. As a result, the warm-up reliably proceeds or is completed, so that a highly accurate ignition timing learning value can be set by updating in a sufficiently stable operating state.

  The internal combustion engine knocking control apparatus according to claim 5, wherein, in the internal combustion engine knocking control apparatus according to claim 2, the number of times of the knock determination threshold update processing is a predetermined number of times after the second warm-up state. After the above, updating of the ignition timing learned value in the feedback control is permitted.

  As described above, after the execution of the knock determination threshold value update process is permitted after the second warm-up state, the update of the ignition timing learned value by the feedback control may be permitted after the update number becomes equal to or more than the specified number. good.

  As a result, the knock determination threshold value is updated for a while in a state where the ignition timing learned value is not updated, so that an abnormal value is not set as the ignition timing learned value. Then, after the number of updates of the knock determination threshold becomes equal to or greater than the specified number, updating of the ignition timing learned value by feedback control is permitted. That is, after the stable internal combustion engine operation is continued in a state where no abnormal value is set as the ignition timing learned value and the internal combustion engine operation is sufficiently stable, the update of the ignition timing learned value is permitted. Since an appropriate value is already set as the knock determination threshold value when the ignition timing learning value is permitted to be updated, it is possible to suppress an abnormal value from being set as the ignition timing learning value by updating thereafter.

  The internal combustion engine knocking control apparatus according to claim 6, wherein the permission unit permits execution of the knocking control after the internal combustion engine temperature becomes equal to or higher than a first temperature. Then, after the internal combustion engine temperature becomes equal to or higher than the second temperature higher than the first temperature, the knock determination threshold value update process is executed after the physical quantity reflecting the amount of heat generated by the combustion of the internal combustion engine becomes equal to or higher than the specified amount. It is characterized by permission.

  As described above, after the execution of the knocking control is permitted, the execution of the knock determination threshold value updating process may be permitted at the above timing. As a result, the warm-up reliably proceeds or is completed, so that a highly accurate knock determination threshold can be set in a sufficiently stable operation state. In addition, this makes it possible to set a highly accurate ignition timing learning value by updating, and thus it is possible to suppress the setting of abnormal values for both the knock determination threshold value and the ignition timing learning value.

  In the internal combustion engine knocking control device according to claim 7, in the internal combustion engine knocking control device according to claim 4 or 6, the physical quantity reflecting the heat amount is an integrated value of an intake air amount sucked into the internal combustion engine. It is characterized by that.

In this way, the integrated value of the intake air amount can be used as a physical quantity that reflects the amount of heat, and can be easily reflected in the control.
An internal combustion engine knocking control apparatus according to an eighth aspect of the present invention is the internal combustion engine knocking control apparatus according to the fourth, sixth or seventh aspect, wherein the internal combustion engine temperature is a cooling water temperature of the internal combustion engine.

As the internal combustion engine temperature, the coolant temperature of the internal combustion engine can be used, and can be easily reflected in the control.
The internal combustion engine knocking control apparatus according to claim 9, wherein the vibration intensity is a vibration intensity of a knock waveform extracted by vibration waveform analysis. It is characterized by being.

  Thus, by using the vibration intensity of the knock waveform extracted by the vibration waveform analysis, a knock determination threshold value that can more appropriately reflect the knocking state can be set, and the knock determination threshold value by such vibration waveform analysis can be set. Setting an abnormal value can be suppressed.

  The internal combustion engine knocking control device according to claim 10, wherein the second warm-up state is a warm-up completion state, according to any one of claims 1 to 9. To do.

  By setting the second warm-up state to the warm-up completion state in this way, it is possible to more reliably suppress the setting of abnormal values for the knock determination threshold value and the ignition timing learned value.

4 is a flowchart of a knocking control process executed by the internal combustion engine knocking control device in the first embodiment. The flowchart of an ignition timing feedback control process similarly. Similarly, the flowchart of the knock determination threshold value J (i) update process. FIG. 2 is a block diagram of an internal combustion engine control system in the first embodiment. (A)-(c) The graph for demonstrating knock vibration intensity | strength waveform analysis in Embodiment 1. FIG. Explanatory drawing of knock intensity N frequency distribution for setting knock determination level VKD in the first embodiment. 3 is a timing chart showing an example of control in the first embodiment. 10 is a flowchart of ignition timing feedback control processing according to the second embodiment. 10 is a flowchart of a knock determination threshold value J (i) update process according to the second embodiment. 9 is a timing chart showing an example of control in the second embodiment. 10 is a flowchart of ignition timing feedback control processing according to the third embodiment. 10 is a timing chart showing an example of control in the third embodiment. 10 is a flowchart of ignition timing feedback control processing according to the fourth embodiment. The flowchart of the first half of the knock determination threshold value J (i) update process of Embodiment 4. FIG. The flowchart of the second half of the knock determination threshold value J (i) update process of Embodiment 4. 10 is a timing chart showing an example of control in the fourth embodiment.

[Embodiment 1]
1 to 3 are flowcharts of a knocking control process executed by the internal combustion engine knocking control apparatus to which the above-described invention is applied and a process related thereto. An electronic control unit (hereinafter referred to as ECU) 4 that controls the internal combustion engine 2 shown in the block diagram of FIG. 4 corresponds to the internal combustion engine knocking control device, and the ECU 4 executes the processes of FIGS. .

  The internal combustion engine 2 shown in FIG. 4 is a port injection spark ignition type in-line four-cylinder gasoline engine mounted on a vehicle for driving the vehicle. FIG. 4 shows only one of the # 1 to # 4 cylinders. It may be an internal combustion engine having another number of cylinders such as 6 cylinders or 8 cylinders, or a V-type internal combustion engine.

  Air is supplied to each combustion chamber 6 of the internal combustion engine 2 through an intake passage 8 including a surge tank 8a and a branch pipe 8b, and from the fuel injection valve 10 provided for each cylinder, An air-fuel mixture is formed by injecting fuel into the fuel cell. This air-fuel mixture is supplied into each combustion chamber 6 of the internal combustion engine 2.

The fuel injection valve 10 may be a direct injection type arranged so as to inject fuel directly into each combustion chamber 6 of the internal combustion engine 2.
As a result, the air-fuel mixture formed in the combustion chamber 6 is ignited by the spark of the spark plug 12 at the ignition timing, so that the air-fuel mixture is combusted, and the piston 14 is pushed down and the crankshaft which is the output shaft 16 is rotated. The air-fuel mixture after combustion is discharged as exhaust from the combustion chamber 6 to the exhaust port 18a, and is discharged to the outside through an exhaust passage 18 having an exhaust purification catalyst and a muffler.

  Here, both the intake valve 20 that opens and closes at the intake port 8c and the exhaust valve 22 that opens and closes at the exhaust port 18a are driven at a constant valve operating angle (or maximum valve lift). Note that the intake valve 20 may be provided with a variable valve timing mechanism so that the valve operating angle (or the maximum valve lift amount) is variable.

  The intake air amount distributed from the intake passage 8 to the combustion chamber 6 of each cylinder is adjusted by the ECU 4 by controlling the opening degree of the throttle valve 26 according to the accelerator operation amount ACCP that is the depression amount of the accelerator pedal 24. Is done. When the valve operating angle (or maximum valve lift amount) of the intake valve 20 is variable, that is, when a variable valve mechanism is employed, the valve operating angle (or maximum valve lift) of the intake valve 20 is adopted. The amount of intake air distributed to the combustion chamber 6 of each cylinder is adjusted by adjusting the amount). In this case, the throttle valve 26 is normally controlled to be fully opened and the internal combustion engine 2 is operated.

  As described above, the ECU 4 executes ignition timing control and other processes in addition to the fuel injection amount, injection timing, and intake air amount of the internal combustion engine 2. For these processes, the ECU 4 detects signals from the engine speed sensor 28, the cooling water temperature sensor 30, the throttle opening sensor 32, the intake air amount sensor 34, the accelerator operation amount sensor 36, the cam position sensor 38, the knock sensor 40, and the like. Is entered.

  The engine speed sensor 28 sucks the engine speed NE corresponding to the rotation of the crankshaft 16, the cooling water temperature sensor 30 sucks the cooling water temperature THW as the internal combustion engine temperature, the throttle opening sensor 32 sucks the throttle valve opening TA, and the like. The air amount sensor 34 detects the intake air amount GA, and the accelerator operation amount sensor 36 detects the accelerator operation amount ACCP. Further, the cam position sensor 38 detects the cam angle of the intake cam that drives the intake valve 20, and the knock sensor 40 detects the knock signal corresponding to the vibration generated during the combustion stroke of the internal combustion engine 2 by the cylinder block of the internal combustion engine 2. .

  Based on these signals, stored data, calculation results, etc., the ECU 4 determines the ignition timing by the spark plug 12, the fuel injection amount and injection timing by the valve opening control of the fuel injection valve 10, and the opening of the throttle valve 26 described above. Control such as degree adjustment (adjustment of the valve operating angle or maximum valve lift amount of the intake valve 20 when a variable valve mechanism is employed) is performed.

  Next, the knocking control process of FIG. 1, the ignition timing feedback control process of FIG. 2, and the knock determination threshold value J (i) update process of FIG. 3 executed by the ECU 4 will be described. The process of FIGS. 1 and 3 is a process that is repeatedly executed at a constant crank angle cycle, and the ignition timing feedback control process of FIG. 2 is a process that is executed continuously after the knocking control process. The steps in the flowchart corresponding to the individual processing contents are represented by “S˜”.

  When the knocking control process (FIG. 1) is started, it is first determined whether or not the coolant temperature THW is equal to or higher than 60 ° C. (corresponding to the first temperature as an index of the first warm-up state) ( S102). If the coolant temperature THW is less than 60 ° C. after the start (NO in S102), the process proceeds to the ignition timing feedback control process (S116: FIG. 2).

  In the ignition timing feedback control process (FIG. 2), it is first determined whether or not the coolant temperature THW ≧ 60 ° C. (S130). In this case, since the coolant temperature THW <60 ° C. again (NO in S130), the ignition timing is immediately set (S148). Here, the ignition timing learned value, which will be described later, is not updated, and the ignition timing learned value already stored in the ECU 4 during the previous internal combustion engine operation is used to set the ignition timing corresponding to the current coolant temperature THW. Is done. And ignition control is performed based on this ignition timing. Thereafter, as long as the coolant temperature THW <60 ° C., the above-described processing continues, and during this time, the ignition timing learning value and the knock determination threshold described later are not updated.

  If the coolant temperature THW rises due to continued operation of the internal combustion engine 2 and THW ≧ 60 ° C. (YES in S102), based on the detection results of the engine speed sensor 28 and the cam position sensor 38, It is determined whether any of the cylinders is within a certain crank angle range in the combustion stroke (S104). Here, it is determined whether or not the combustion stroke is within a range of 0 ° to 90 ° CA (° CA represents a crank angle). If any of the cylinders is outside the combustion stroke of 0 ° to 90 ° CA (NO in S104), the process proceeds to the ignition timing feedback control process (S116: FIG. 2). The process at THW ≧ 60 ° C. in the ignition timing feedback control process (FIG. 2) will be described later.

  If any of the cylinders is within 0 ° to 90 ° CA of the combustion stroke (YES in S104), the output (voltage) of knock sensor 40 that detects vibration in the cylinder block is set to a set frequency. The belt detects the vibration intensity every 5 ° CA and integrates the vibration intensity detection data (S106). The plurality of frequency bands are frequency bands including a vibration frequency caused by knocking.

  Next, it is determined whether or not the current crank angle is 90 ° CA of the combustion stroke in any of the cylinders (S108). If it has not yet reached 90 ° CA (NO in S108), the routine proceeds to ignition timing feedback control processing (S116: FIG. 2).

  Thereafter, as long as the state is less than 90 ° CA in the range of 0 ° to 90 ° CA, the process of step S106 described above is repeated, and here, the vibration intensity in the current combustion stroke is repeated every 5 ° CA. The detection data is integrated.

  When the temperature reaches 90 ° CA (YES in S108), vibration intensity data with the crank angle as the horizontal axis is obtained, for example, as shown in FIG. Note that FIG. 5A shows a value obtained by summing up all the vibration intensities in a plurality of frequency bands at each crank angle as the vibration intensity.

  If the combustion stroke reaches 90 ° CA in any cylinder (YES in S108), then knock magnitude N is calculated (S110). Here, the knock intensity N is calculated by summing up the integrated values shown in FIG. 5A from 0 ° CA to 90 ° CA. The maximum value among the 5 ° CA vibration intensity integrated values may be set as the knock intensity N. Alternatively, a value obtained by dividing the maximum integrated value by a value representing the vibration intensity of the internal combustion engine 2 in a state where knocking has not occurred may be set as the knock intensity N. Knock strength N may be expressed by other methods.

  Next, a correlation coefficient K with the knock vibration intensity waveform model by vibration waveform analysis is calculated (S112). The knock vibration intensity waveform model is as shown in FIG. 5B and is created in advance as a vibration waveform model when knocking occurs in the internal combustion engine 2.

  This knock vibration intensity waveform model corresponds to vibrations after the peak value of vibration intensity generated by knocking, and is a dimensionless number from 0 to 1. Therefore, the integrated value shown in FIG. 5A is also normalized by being converted into a dimensionless number by dividing the peak and subsequent values by the peak value. As a result, as shown in FIG. 5C, it can be compared with the knock vibration intensity waveform model, and the correlation coefficient K can be calculated.

  For example, the absolute value of the deviation between the normalized vibration intensity waveform and the knock vibration intensity waveform model every 5 ° CA is ΔS (I) (I is a natural number), and the vibration intensity in the knock vibration intensity waveform model is expressed by the crank angle. When the integrated value (the area of the knock vibration intensity waveform model) is S, the correlation coefficient K is calculated by the equation K = (S−ΣΔS (I)) / S. Here, ΣΔS (I) is the sum of ΔS (I) from 0 ° CA to 90 ° CA.

  The correlation coefficient K obtained in this way is calculated as a larger value as the shape of the vibration intensity waveform is closer to the shape of the knock vibration intensity waveform model. When the vibration intensity waveform includes a vibration waveform due to a factor other than knocking, the correlation coefficient K is small.

When knock magnitude N and correlation coefficient K are calculated in this way, the routine proceeds to ignition timing feedback control processing (S116: FIG. 2).
The ignition timing feedback control process (FIG. 2) will be described.

First, it is determined whether THW ≧ 60 ° C. (S130). If THW <60 ° C. (NO in S130), the routine proceeds to ignition timing setting (S148) as described above.
If THW ≧ 60 ° C. (YES in S130), knock determination is executed based on the obtained knock magnitude N and correlation coefficient K (S132).

In this knock determination, it is determined that knocking is present when both of the following two conditions are satisfied, and it is determined that knocking is not present when either or both are not satisfied.
Condition 1: Knock strength N ≧ knock determination threshold value J (i)
Condition 2: correlation coefficient K ≧ correlation determination value K1
As described later, knock determination threshold value J (i) in condition 1 is updated by correction for each region of the operating state of the internal combustion engine in each cylinder in accordance with knock intensity N and its occurrence frequency under specific conditions. This is a determination value for determining whether knocking has occurred or not. Here, (i) represents a region, which is a region divided by the load of the internal combustion engine 2 and the engine speed NE. The load is the amount of air taken into the combustion chamber 6 per revolution of the internal combustion engine 2, and is a value obtained from the intake air amount GA and the engine speed NE.

The correlation determination value K1 in the condition 2 is a correlation determination reference value set in advance corresponding to the model of the internal combustion engine 2.
If either or both of the conditions 1 and 2 are not satisfied ("No knocking" is determined in S132), an advance processing is performed on the feedback correction value for feedback control of the ignition timing (S134). Here, if the feedback correction value is represented by an advance value, the feedback correction value is increased.

  If both of the above conditions 1 and 2 are satisfied ("Knocking is determined" in S132), the feedback correction value for correcting the ignition timing is retarded (S136). If the feedback correction value is represented by an advance value, the feedback correction value is decreased. In some cases, a negative value may be set.

  When the feedback correction value is calculated in step S134 or step S136, whether or not the cooling water temperature THW is equal to or higher than 83 ° C. (corresponding to the second temperature, which is one of the indicators of the second warm-up state). It is determined (S138).

When the coolant temperature THW is less than 83 ° C. (NO in S138), the routine proceeds to ignition timing setting (S148) as described above.
If the cooling water temperature THW ≧ 83 ° C. (YES in S138), the intake air amount GA detected by the intake air amount sensor 34 is then integrated (S140). That is, after the cooling water temperature THW reaches 83 ° C. or higher, the total amount of air used for combustion in the internal combustion engine 2 is obtained as the intake air amount integrated value (g). This integrated intake air amount value is calculated as a physical quantity that reflects the amount of heat generated by the combustion of the internal combustion engine 2 in order to determine whether or not the engine has been completely warmed up.

  Next, it is determined whether or not the intake air amount integrated value is 2000 g or more (S142). Initially, since the intake air amount integrated value <2000 g (NO in S142), the routine proceeds to ignition timing setting (S148) as described above.

If the intake air amount integrated value ≧ 2000 g (YES in S142), the ignition timing learning value is updated (S144).
As described above, at the coolant temperature THW ≧ 60 ° C., the advance processing (S134) and the retard processing (S136) of the feedback correction value are performed. However, if the cooling water temperature THW <83 ° C., or even if the cooling water temperature THW ≧ 83 ° C., if the intake air amount integrated value <2000 g, the ignition timing learning value corresponding to the change in the feedback correction value is determined as not complete warm-up. No updates have been made. That is, the ignition timing learning value is used in the ignition timing setting process (S148) in a fixed state from the start of the internal combustion engine 2 to before the intake air amount integrated value ≧ 2000 g.

  When the coolant temperature THW ≧ 83 ° C. and the intake air amount integrated value ≧ 2000 g, the ignition timing learning value corresponding to the change in the feedback correction value is updated as complete warm-up.

  Next, the number of updates of the ignition timing learning value is counted (S146). That is, the update number counter is incremented. The update number counter is cleared when the internal combustion engine 2 is started.

  Thereafter, an ignition timing setting process (S148) using the ignition timing learning value updated based on the feedback correction value calculated in steps S134 and S136 is performed.

The knock determination threshold value J (i) update process (FIG. 3) will be described.
First, it is determined whether or not the ignition timing learned value update count is greater than or equal to the specified count, and here, whether or not the specified count is greater than or equal to 10 (S160). The ignition timing learning value update count is the value counted by the update count counter in step S146 of the ignition timing feedback control process (FIG. 2) as described above.

If the ignition timing learned value update count is less than 10 (NO in S160), the process is temporarily exited.
When steps S144 and S146 of the ignition timing feedback control process (FIG. 2) are repeated and the ignition timing learning value update count ≧ 10 (YES in S160), the calculation is performed in the knocking control process (FIG. 1) described above. It is determined whether or not the knocking strength N is equal to or higher than the knock determination level VKD (S162).

Here, the knock determination level VKD is calculated based on the frequency distribution of the knock intensity N created from the history of the knock intensity N as shown in FIG.
In FIG. 6, the vertical axis represents the frequency and the horizontal axis represents the logarithmic value of the knock intensity N. Actually, the median value VM and the standard deviation σ of such a frequency distribution are repeatedly calculated approximately as Equations 1 and 2 every time the knock magnitude N is calculated.

[Formula 1] VM <-VM + (N-VM) / x
[Formula 2] σ ← σ + (N−σ) / y
Here, in the expressions 1 and 2, VM and σ on the right side of “←” are previous values, and VM and σ on the left side are current values. x and y are positive values for weighted average weighting, and a process in which a certain amount of delay occurs with respect to the change in the knock intensity N, so-called “smoothing process” is performed.

Equations 1 and 2 are separately executed by the ECU 4 for each ignition cycle, and the median value VM and the standard deviation σ are repeatedly calculated according to the value of the knock magnitude N.
Here, for example, knock determination level VKD is set to a value of VM + 3 · σ. The knock determination level VKD may be set to a value other than this (for example, “VM + 5 · σ”, etc.) according to the design of knocking control and the occurrence of knocking.

  When N ≧ VKD is satisfied with respect to knock determination level VKD set in this way (YES in S162), knock count value KC is incremented (S164). Then, the process proceeds to step S166.

If N <VKD (NO in S162), the process immediately proceeds to determination in step S166.
In step S166, it is determined whether or not the knock determination threshold J (i) can be updated. For example, after 200 knocks have elapsed since the previous knock determination threshold J (i) was updated, it is determined that the state is updatable.

If it is not in an updatable state (NO in S166), this process is exited as it is.
If it is in an updatable state (YES in S166), it is next determined whether or not knock count value KC is equal to or greater than a predetermined value KCX (S168). Here, the predetermined value KCX is a value for determining a boundary between whether the knock determination threshold value J (i) is updated by an increase or updated by a decrease, and is a value set according to the design of the knocking control.

If KC ≧ KCX (YES in S168), an update process is executed to decrease knock determination threshold J (i) by a predetermined value JA as shown in Expression 3 (S170).
[Formula 3] JX ← J (i) −JA
As a result, by increasing the knock determination frequency for knocking at step S132 of the ignition timing feedback control process (FIG. 2), the number of ignition timing retarding processes at step S136 is increased and the suppression of knocking is strengthened. Become.

If KC <KCX (NO in S168), update processing for increasing the knock determination threshold J (i) by a predetermined value JB as shown in Expression 4 is executed (S172).
[Formula 4] JX ← J (i) + JB
As a result, by reducing the knock determination frequency for knocking at step S132 of the ignition timing feedback control process (FIG. 2), the number of ignition timing advance processes at step S134 is increased and the knocking suppression is weakened. Become.

The predetermined values JA and JB described above are values set according to the design of knocking control.
When the process of step S170 or step S172 is completed, a guard process is performed on the knock determination threshold value JX calculated by the expression 3 or the expression 4, and is set as a new knock determination threshold value J (i) (S174). ). Here, the guard process is performed so that an abnormal value far from the knock determination threshold value J (i) of another cylinder is not set to the knock determination threshold value J (i) of the current cylinder. Here, the guard is performed so that the average of two values excluding the minimum and maximum values within the knock determination threshold value J (i) in the four cylinders falls within a predetermined range. Therefore, when the knock determination threshold value JX is within the predetermined range, the knock determination threshold value JX is set as it is as the knock determination threshold value J (i) of the current cylinder. If the knock determination threshold value JX is smaller than the predetermined range, the lower limit value of the predetermined range is set to the knock determination threshold value J (i) of the current cylinder. If the knock determination threshold value JX is larger than the predetermined range, the upper limit value of the predetermined range is set to the current value. The cylinder knock determination threshold J (i) is set.

When the guard process (S174) ends, the knock count value KC is cleared (S176), and the process is temporarily exited.
Thereafter, the processing described above is performed for each control cycle, so that the knock determination threshold value J (i) in each cylinder is updated according to the occurrence of knocking. That is, learning of the knock determination threshold value J (i) in each cylinder is performed.

An example of control according to this embodiment is shown in the timing chart of FIG.
After the internal combustion engine 2 is started, the cooling water temperature THW becomes 60 ° C. at timing t0, and ignition timing adjustment by knocking control is started. Then, the cooling water temperature THW becomes 83 ° C. at the timing t1, and the intake air amount integrated value integrated from the timing t1 becomes 2000 g at the timing t2. The update of the ignition timing learning value is started from this timing t2.

When the ignition timing learning value is updated 10 times or more at timing t3, the update of the knock determination threshold value J (i) is started.
In the present embodiment, the update of the knock determination threshold value J (i) is not started until the update of the ignition timing learning value is started ten times or more after the ignition timing learning value update is started. Therefore, as shown by the solid line, the knock determination threshold value J (i) There is almost no change from the value stored in the ECU 4 during the previous operation of the internal combustion engine. For this reason, the ignition timing learning value hardly changes.

  As a comparative example, assuming that the update start of the knock determination threshold value J (i) is the same timing t0 as the start of the knocking control, as shown by the broken line, the knock determination threshold value J (i) temporarily has an abnormally large value due to the update. Set to As a result, the ignition timing learning value is temporarily set to an abnormally large value. After that, it takes a long time to return to a normal state.

  In the above-described configuration, the ECU 4 corresponds to the permission means in relation to the claims. Step S102 of the knocking control process (FIG. 1) executed by the ECU 4, steps S130, S138, S140, S142, S146 of the ignition timing feedback control process (FIG. 2), and the knock determination threshold J (i) update process (FIG. 3). Step S160 corresponds to processing as permission means.

According to the first embodiment described above, the following effects can be obtained.
(1) The ignition timing control (S104 to S112, S132, S134, S136, S148) accompanying the knocking occurrence state performed by the knocking control process (FIG. 1) and the ignition timing feedback control process (FIG. 2) Prior to the determination threshold value update process (S162 to S176), it is permitted after the first warm-up state (here, THW ≧ 60 ° C.). Therefore, the knocking control by adjusting the ignition timing can be started early during the warm-up.

  However, the substantial knock determination threshold value update processing (S162 to S176) is performed in the second warm-up state (THW ≧ 83 ° C. and the intake air amount integrated value ≧ 2000 g) in which the warm-up progresses more than the first warm-up state. Execution is permitted after the warm-up completion state (actually after the ignition timing learning value update count ≧ 10 times).

  Therefore, the substantial knock determination threshold value updating process (S162 to S176) is not performed during the period from the first warm-up state to the second warm-up state, and the knock determination threshold value J (i) is increased accordingly. Swaying can be suppressed. Since it is not actually updated, the knock determination threshold value J (i) is fixed and does not fluctuate at all, and an abnormal value is suppressed from being set to the knock determination threshold value J (i).

  For this reason, even if the ignition timing learning value is updated (S144) by feedback control as in the present embodiment before the start of the substantial knock determination threshold update processing (S162 to S176), the knock determination threshold is large. Therefore, the ignition timing learning value is suppressed from being excessively advanced by updating.

Accordingly, it is possible to suppress an abnormal value from being set for the ignition timing learning value.
Therefore, as shown by the comparative example (broken line) in FIG. 7, the internal combustion engine operation at an unexpectedly high occurrence frequency of knocking is continued until the knock determination threshold value J (i) and the ignition timing learned value gradually converge to normal values. Since it does not continue, the driver will not feel discomfort.

  (2) As described above, even when the execution of the substantial knock determination threshold value updating process (S162 to S176) is permitted after the second warm-up state, the number of updates of the ignition timing learning value by the ignition timing feedback control is the specified number of times ( In this case, the execution is permitted after 10 times or more (YES in S160).

  As a result, while the knock determination threshold value J (i) has not been updated, the ignition timing learned value is updated for a while, so that a normal value is set as the ignition timing learned value. The engine operating state continues. Then, after such a stable internal combustion engine operating state has elapsed, updating of knock determination threshold J (i) is permitted (YES in S160).

Therefore, the knock determination threshold value J (i) can also be prevented from being set to an abnormal value, and this can suppress the setting of an abnormal value to the subsequent ignition timing learning value.
(3) As described above, the second warm-up state includes not only the state of the coolant temperature THW ≧ 83 ° C. (S138) but also the state of the integrated intake air amount ≧ 2000 g (S142). This means that the update of the ignition timing learning value by the feedback control is permitted after the physical quantity reflecting the amount of heat generated by the combustion of the internal combustion engine 2 becomes equal to or greater than the specified amount.

  Under these conditions, the ignition timing learning value update (S144) by feedback control is permitted (YES in S142). From this, it can be renewed in a sufficiently stable operating state in which warm-up has progressed or completed reliably, and a highly accurate ignition timing learning value can be obtained.

(4) Since the integrated value of the intake air amount GA is used as a physical quantity that reflects the amount of heat generated by the combustion of the internal combustion engine 2, it can be easily reflected in the processing of the ECU 4.
Furthermore, since the coolant temperature THW of the internal combustion engine 2 is used as the internal combustion engine temperature, it can be easily reflected in the processing of the ECU 4.

[Embodiment 2]
In the present embodiment, the ignition timing feedback control process is executed as shown in the flowchart of FIG. 8, and the knock determination threshold J (i) update process is executed as shown in the flowchart of FIG. Unlike FIG. 1, other configurations (FIGS. 1, 4 to 6) are the same as those of the first embodiment.

  Steps S230 to S244 and S248 of the ignition timing feedback control process (FIG. 8) are the same processes as steps S130 to S144 and S148 of the ignition timing feedback control process shown in FIG. The difference is that it is not executed.

  The knock determination threshold value J (i) update process (FIG. 9) is different in that the first step S260 determines whether or not the intake air amount integrated value is 3000 g or more, and the other steps S262 to S276 are the same as those in FIG. This is the same processing as steps S162 to S176 of the knock determination threshold J (i) update processing shown in FIG.

  Therefore, in the present embodiment, as shown in the timing chart of FIG. 10, the knock determination threshold value updating process (S262 to S276) is substantially later than the knocking control start time (t10) as in the first embodiment. Start (t13). Here, in particular, the substantial knock determination threshold value updating process (S262 to S276) is performed after the ignition timing learning value update (S244) is executed (from t12), and 1000 g is added to the intake air amount integrated value. It is executed after waiting for a period (t12 to t13) until it is executed. Therefore, the knock determination threshold value J (i) and the ignition timing learning value show stable transitions as shown by the solid line.

  In the above-described configuration, the relationship with the claims is that step S102 of the knocking control process (FIG. 1) executed by the ECU 4; steps S230, S238, S240, S242 of the ignition timing feedback control process (FIG. 8); Step S260 of the J (i) update process (FIG. 9) corresponds to a process as a permission unit.

According to the second embodiment described above, the following effects can be obtained.
(1) Substantially the knock determination threshold value updating process (S262 to S276) is started (t13) sufficiently later than the knocking control start time (t10). That is, after the first warm-up state (here, THW ≧ 60 ° C.) to the second warm-up state (here, THW ≧ 83 ° C. and warm-up completion state where the intake air amount integrated value ≧ 2000 g) (actually further intake air amount Subsequent to the integrated value ≧ 3000 g), a substantial knock determination threshold value update process (S262 to S276) is performed.

For this reason, as described in the first embodiment (1), it is suppressed that both the ignition timing learning value and the knock determination threshold value J (i) are set to abnormal values by updating.
From this, as shown by a comparative example (broken line) in FIG. 10, the internal combustion engine at an unexpectedly high occurrence frequency of knocking until the knock determination threshold value J (i) and the ignition timing learned value gradually converge to normal values. Since the engine operation does not continue, the driver does not feel uncomfortable.

  (2) Instead of the ignition timing learning value update count, the update of the knock determination threshold value J (i) is started after the further increase in the intake air amount integrated value occurs. For this reason, the ignition timing learning value is updated for a while in a state where the knock determination threshold value J (i) is not updated. Therefore, a stable value is set as the ignition timing learning value, and after such a stable internal combustion engine operation state continues, update of knock determination threshold J (i) is permitted (YES in S260). For this reason, the knock determination threshold value J (i) can also be suppressed from setting an abnormal value, and further, it can be suppressed from setting an abnormal value as the ignition timing learning value.

Therefore, the same effect as in the first embodiment is produced.
[Embodiment 3]
The present embodiment differs from the second embodiment in that the ignition timing feedback control process is executed as shown in the flowchart of FIG. 11, and other configurations (FIGS. 1, 4 to 6 and 9) It is the same as Form 2.

  Steps S330 to S340, S344, and S348 of the ignition timing feedback control process (FIG. 11) are the same processes as steps S230 to S240, S244, and S248 of the ignition timing feedback control process shown in FIG.

The difference is that step S342 determines whether or not the intake air amount integrated value is 3000 g or more, as in step S260 of the knock determination threshold J (i) update process (FIG. 9).
Therefore, in the present embodiment, as shown in the timing chart of FIG. 12, the ignition timing learning value update (S344) and the substantial knock determination threshold value update process (FIG. 9: S262 to S276) When the engine reaches 3000 g, the engine is started at the same time after a sufficiently stable internal combustion engine operation state is reached after warming up (from t23).

  In the configuration described above, the relationship with the claims is that step S102 of the knocking control process (FIG. 1) executed by the ECU 4, steps S330, S338, S340, S342 of the ignition timing feedback control process (FIG. 11), and the knock determination threshold value. Step S260 of the J (i) update process (FIG. 9) corresponds to a process as a permission unit.

According to the third embodiment described above, the following effects can be obtained.
(1) The knock determination threshold value update process (S262 to S276) is not started until the knocking control is started (t20) until it is sufficiently warmed up, and the knock determination threshold value J (i) is fixed. Yes. This is the same as in the second embodiment.

  Therefore, after that (t23 ~), even if the ignition timing learned value update is started simultaneously with the start of the substantial knock determination threshold value update process (S262 to S276), the ignition timing learned value is excessively advanced by the update. To be suppressed. Further, the knock determination threshold value J (i) is also suppressed from being excessively increased by updating in response to the advance angle suppression.

  For this reason, as shown by a comparative example (broken line) in FIG. 12, the internal combustion engine operation at an unexpectedly high knocking occurrence frequency until the knock determination threshold value J (i) and the ignition timing learned value gradually converge to normal values. Will not continue, so the driver will not feel uncomfortable.

  (2) Since 3000 g is used as the prescribed amount for determining the intake air amount integrated value, warm-up can be more reliably performed or updated in a sufficiently stable operating state, and a highly accurate ignition timing A learning value and a knock determination threshold value J (i) can be obtained.

Further, the same effect as (4) of the first embodiment is produced.
[Embodiment 4]
In the present embodiment, the ignition timing feedback control process is executed as shown in the flowchart of FIG. 13, and the knock determination threshold J (i) update process is executed as shown in the flowcharts of FIGS. Unlike the first embodiment, other configurations (FIGS. 1, 4 to 6) are the same as those of the first embodiment.

  Steps S430 to S436, S444, and S448 of the ignition timing feedback control process (FIG. 13) are the same processes as steps S130 to S136, S144, and S148 of the ignition timing feedback control process shown in FIG. The points in steps S138, S140, and S146 in FIG. 2 do not exist, and the determination in step S442 determines whether or not the knock determination threshold value J (i) is updated five times or more. Different from 2.

  The knock determination threshold J (i) update process (FIGS. 14 and 15) is a process in which steps S456, S458, and S478 are added, and step S460 is a process for determining whether or not the intake air amount integrated value is 2000 g or more. Differently, the other steps S462 to S476 are the same as steps S162 to S176 of the knock determination threshold J (i) update process shown in FIG.

  With the above-described configuration, in the ignition timing feedback control process (FIG. 13), the ignition timing learned value update (S444) is performed after the knock determination threshold value J (i) has been updated five times or more (YES in S442). It will be.

  In the knock determination threshold value J (i) update process (FIGS. 14 and 15), when the coolant temperature THW of the internal combustion engine 2 is 83 ° C. or higher (YES in S456), integration of the intake air amount GA (S458) is started. After the intake air amount integration reaches 2000 g or more (YES in S460), a substantial knock determination threshold value update process (S462 to S476) is started. Then, the number of updates of the knock determination threshold J (i) by the substantial knock determination threshold update processing (S462 to S476) is counted (S478).

  Therefore, in the present embodiment, as shown in the timing chart of FIG. 16, the knock determination threshold value updating process (S462 to S476) is substantially later than the knocking control start time (t30) as in the first embodiment. Start (t32). The ignition timing learning value update (S444) further includes a period (t32 to t32) from when the substantial knock determination threshold value update process (S462 to S476) is executed and the knock determination threshold value J (i) is updated five times. t33), which is started after waiting.

  In the configuration described above, the relationship with the claims is as follows: step S102 of the knocking control process (FIG. 1) executed by the ECU 4, steps S430 and S442 of the ignition timing feedback control process (FIG. 13), and the knock determination threshold J (i). Steps S456, S458, S460, and S478 of the update process (FIGS. 14 and 15) correspond to processing as permission means.

According to the fourth embodiment described above, the following effects can be obtained.
(1) As described above, the knock determination threshold value update process (S462 to S476) is started sufficiently late (t32) than the knocking control start time (t30). During this period (t30 to t32), the knock determination threshold value J (i) is not updated and is fixed, so that an abnormal value is not set. After that (from t32), even if the update of the knock determination threshold value J (i) is started, since the warm-up has already sufficiently progressed or has been completed, the update to the knock determination threshold value J (i) Setting an abnormal value is suppressed.

  Then, the ignition timing learning value update (S444) is performed in the second warm-up state in which the warm-up progresses more than in the first warm-up state (here, the warm-up completion state in which THW ≧ 83 ° C. and the intake air amount integrated value ≧ 2000 g). Further, execution is permitted in a state where knock determination threshold value J (i) update count ≧ 5 times (YES in S442).

  Therefore, the ignition timing learning value update (S444) is not performed during the period from the first warm-up state to the knock determination threshold value J (i) after the second warm-up state until the number of updates ≧ 5. In the meantime, the ignition timing learned value is not affected by the knock determination threshold value J (i), especially after the start of updating the knock determination threshold value J (i) (from t32). Furthermore, this can also prevent abnormal fluctuations in the knock determination threshold value J (i).

Accordingly, it is possible to suppress an abnormal value from being set in the knock determination threshold value J (i) and the ignition timing learning value immediately after the completion of warm-up.
Then, as shown in FIG. 16 by a comparative example (broken line), the internal combustion engine is operated at a high knocking occurrence frequency that is not assumed until the knock determination threshold value J (i) gradually converges to a normal value after starting. It will not continue. For this reason, the driver does not feel uncomfortable.

  (2) As described above, the second warm-up state includes not only the state of the cooling water temperature THW ≧ 83 ° C. but also the state of the intake air amount integrated value ≧ 2000 g. This means that the update of the knock determination threshold value J (i) is permitted after the physical quantity reflecting the amount of heat generated by the combustion of the internal combustion engine 2 becomes equal to or greater than the specified amount.

  Since the substantial knock determination threshold value updating process (S462 to S476) is permitted under such conditions, a highly accurate knock determination threshold value can be obtained in a stable operation state in which the internal combustion engine operation is reliably warmed up. J (i) is obtained.

(3) Further, the effect described in (4) of the first embodiment is produced.
[Other embodiments]
In the knock determination (S132, S232, S332, S432) of each of the above embodiments, the correlation coefficient K is determined as well as the knock intensity N according to the conditions 1 and 2, but the knock is performed without using the correlation coefficient K. You may determine only by the intensity | strength N. FIG.

  In each of the above embodiments, the port injection spark ignition type internal combustion engine is used. However, the present invention can also be applied to a cylinder injection spark ignition type internal combustion engine. Although the intake air amount adjustment is performed by the throttle valve, the present invention can also be applied to an internal combustion engine that adjusts the intake air amount by adjusting the valve operating angle of the intake valve or the maximum valve lift amount.

  The substantial knock determination threshold value update process is not limited to the processes described in steps S162 to S176, steps S262 to S276, and steps S462 to S476. The knock determination threshold J (i) may be updated by other methods.

In each of the above embodiments, the cooling water temperature of the internal combustion engine is used as the internal combustion engine temperature, but the oil temperature of the engine oil may be used in addition to this.
In each of the above embodiments, the integrated value of the intake air amount is used as a physical quantity that reflects the amount of heat generated by the combustion of the internal combustion engine, but the integrated value of the fuel amount injected from the fuel injection valve may be used. In addition to this, the physical quantity reflecting the amount of heat generated by the combustion of the internal combustion engine may be an integrated value of the engine speed NE or a continuous operation time of the internal combustion engine.

  DESCRIPTION OF SYMBOLS 2 ... Internal combustion engine, 4 ... ECU, 6 ... Combustion chamber, 8 ... Intake passage, 8a ... Surge tank, 8b ... Branch pipe, 8c ... Intake port, 10 ... Fuel injection valve, 12 ... Spark plug, 14 ... Piston, 16 ... crankshaft, 18 ... exhaust passage, 18a ... exhaust port, 20 ... intake valve, 22 ... exhaust valve, 24 ... accelerator pedal, 26 ... throttle valve, 28 ... engine speed sensor, 30 ... cooling water temperature sensor, 32 ... throttle Opening sensor 34... Intake air amount sensor 36. Accelerator operation amount sensor 38. Cam position sensor 40. Knock sensor

Claims (10)

Executes knocking control for adjusting the ignition timing based on the result of the determination of the vibration intensity detected during the combustion stroke by the knock sensor provided in the internal combustion engine using the knock determination threshold, and the knock determination threshold based on the vibration intensity distribution A knocking control device for executing a knock determination threshold value update process for updating
A first warm-up state after the start of the internal combustion engine and a second warm-up state in which the warm-up has progressed further than the first warm-up state are set, and the execution of the knocking control after the first warm-up state is permitted. An internal combustion engine knocking control device comprising permission means for permitting execution of the knock determination threshold value update processing after the second warm-up state. The internal combustion engine knocking control device according to claim 1, wherein the knocking control is performed by feedback control of an ignition timing based on a result of determining the vibration intensity with the knock determination threshold value,
The permission means permits the update of the ignition timing learning value in the feedback control in the warm-up state before or after the second warm-up state before allowing the execution of the knock determination threshold value update process or after the warm-up state. An internal combustion engine knocking control device. 3. The internal combustion engine knock control device according to claim 2, wherein, after the second warm-up state, the permission unit includes the knock determination threshold value after the number of updates of the ignition timing learning value by the feedback control becomes equal to or greater than a predetermined number. An internal combustion engine knocking control device that permits execution of an update process. 4. The internal combustion engine knocking control device according to claim 3, wherein the permission means permits execution of the knocking control after the internal combustion engine temperature becomes equal to or higher than a first temperature, and the internal combustion engine temperature is higher than the first temperature. An internal combustion engine knocking control that permits updating of the ignition timing learning value in the feedback control after a physical quantity that reflects the amount of heat generated by combustion of the internal combustion engine becomes equal to or greater than a specified quantity after the temperature becomes 2 or more. apparatus. 3. The internal combustion engine knocking control device according to claim 2, wherein after the second warm-up state, the permission means performs ignition timing learning in the feedback control after the number of times of the knock determination threshold value update processing is equal to or greater than a specified number. An internal combustion engine knocking control device that permits updating of a value. 6. The internal combustion engine knocking control device according to claim 5, wherein the permitting unit permits execution of the knocking control after the internal combustion engine temperature becomes equal to or higher than a first temperature, and the internal combustion engine temperature is higher than the first temperature. An internal combustion engine knocking control apparatus that permits the execution of the knock determination threshold value update process after a physical quantity that reflects the amount of heat generated by combustion of the internal combustion engine becomes equal to or greater than a prescribed quantity after the temperature becomes two or more. The internal combustion engine knocking control apparatus according to claim 4 or 6, wherein the physical quantity reflecting the heat quantity is an integrated value of an intake air quantity sucked into the internal combustion engine. The internal combustion engine knocking control apparatus according to claim 4, 6 or 7, wherein the internal combustion engine temperature is a cooling water temperature of the internal combustion engine. The internal combustion engine knocking control apparatus according to any one of claims 1 to 8, wherein the vibration intensity is a vibration intensity of a knock waveform extracted by vibration waveform analysis. The internal combustion engine knocking control device according to any one of claims 1 to 9, wherein the second warm-up state is a warm-up completion state.

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