JP2015083814A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly suppress knocking at each cylinder of an internal combustion engine.SOLUTION: A control device of an internal combustion engine which senses the presence/absence of knocking at a plurality of cylinders, and performs correction control for suppressing the knocking when the knocking is generated adjusts a correction amount by the correction control on the basis of in-cylinder pressure which is detected in each cylinder. Concretely, by delaying ignition timing with respect to the cylinder which is high in the in-cylinder pressure in an expansion stroke, that is, the cylinder which is high in a risk of the generation of the knocking, and by advancing ignition timing with respect to the cylinder which is low in the in-cylinder pressure in the expansion stroke, that is, the cylinder which is low in the risk of the generation of the knocking, an output and the fuel economy performance of the internal combustion engine are improved while properly suppressing the knocking.

Description

  The present invention relates to a control device that senses the presence or absence of knocking in a cylinder of an internal combustion engine and controls the internal combustion engine so that knocking does not occur.

  There is a known knock control system that detects the occurrence of knocking in a cylinder via a vibration type knock sensor, retards the ignition timing until knocking does not occur, and advances the ignition timing unless knocking occurs ( For example, see the following patent document).

  Usually, one knock sensor is installed in a cylinder block of an internal combustion engine, and vibration generated in each of a plurality of cylinders is detected by this one knock sensor.

  The relative positional relationship between the individual cylinders and the knock sensor, in particular, the distance from each cylinder to the knock sensor is not uniform. The propagation characteristics of the vibration transmitted from each cylinder to the knock sensor are not uniform, and a difference occurs in the intensity of vibration detected by the knock sensor depending on the cylinder. In other words, the detection sensitivity of the knock sensor is different for each cylinder.

  The intake air supplied to each of the plurality of cylinders, that is, fresh air and EGR (Exhaust Gas Recirculation) gas is distributed through an intake manifold that branches toward each cylinder, and is filled in each cylinder. However, there is a difference between the cylinders when this intake air is distributed. That is, the amount of intake air that is filled in each cylinder and its EGR rate (the ratio of EGR gas to the intake air) vary somewhat between the cylinders.

  The intake air amount and the EGR rate affect the risk of occurrence of knocking in the cylinder. For this reason, even if knocking does not occur in a certain cylinder, knocking occurs frequently in other cylinders.

  Nonetheless, at present, the ignition timing is determined uniformly for all cylinders, and the slowdown of knocking in cylinders with a high risk of knocking is delayed, or the ignition timing of cylinders with low risk of knocking is delayed unnecessarily. In some cases, the output and the fuel efficiency were reduced.

JP 2000-073847 A

  An object of the present invention is to appropriately suppress knocking in each cylinder of an internal combustion engine having a plurality of cylinders.

  In the present invention, the presence or absence of knocking in each of the plurality of cylinders is sensed, and correction control is performed to suppress knocking when knocking occurs, based on the in-cylinder pressure detected for each cylinder. The control device for the internal combustion engine is configured to adjust the correction amount by the correction control.

  In particular, when the occurrence of knocking is detected in any cylinder, the in-cylinder pressure of each cylinder is referred to, and the in-cylinder pressure of a cylinder (for example, the in-cylinder pressure of the cylinder in which knocking has occurred, the in-cylinder pressure of each cylinder) Cylinder pressure of other cylinders (for example, the minimum or maximum cylinder pressure of each cylinder, the maximum, the average value of the cylinder pressure of each cylinder, or the center) It is preferable to increase the correction amount by the correction control as the difference from the value is larger.

  In addition, in the present invention, the presence or absence of knocking in each of the plurality of cylinders is detected, and correction control is performed to suppress knocking when knocking occurs. A control device for an internal combustion engine that performs the correction control on a cylinder having an in-cylinder pressure higher than the in-cylinder pressure of the cylinder in which knocking has occurred is configured by referring to the in-cylinder pressure of each cylinder when occurrence is detected.

  ADVANTAGE OF THE INVENTION According to this invention, knocking in each cylinder of an internal combustion engine can be suppressed appropriately.

The figure which shows schematic structure of the internal combustion engine and control apparatus in one Embodiment of this invention. The figure which illustrates transition of in-cylinder pressure in the expansion stroke of each cylinder of an internal-combustion engine.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment. The internal combustion engine in the present embodiment is a spark ignition type four-stroke engine and includes a plurality of cylinders 1 (for example, four cylinders, one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode. The ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated by burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

Air-fuel ratio sensors 43 and 44 for detecting the air-fuel ratio of the exhaust gas flowing through the exhaust passage are installed upstream and downstream of the catalyst 41 in the exhaust passage 4. Each of the air-fuel ratio sensors 43 and 44 may be an O ₂ sensor having a non-linear output characteristic with respect to the air-fuel ratio of the exhaust gas, or a linear A / F sensor having an output characteristic proportional to the air-fuel ratio of the exhaust gas. There may be. In the present embodiment, an O ₂ sensor that outputs a voltage signal corresponding to the oxygen concentration in the exhaust gas is assumed for each of the upstream and downstream air-fuel ratio sensors 43 and 44 of the catalyst 41. The output characteristics of the O ₂ sensors 43 and 44 show a large and steep slope in the output change rate with respect to the air-fuel ratio in the range near the stoichiometric air-fuel ratio, and gradually approach the lower saturation value in the lean region where the air-fuel ratio is larger than that. In a rich region where the air-fuel ratio is small, a so-called Z characteristic curve is drawn that gradually approaches the high saturation value.

  An external EGR device 2 is attached to the internal combustion engine of the present embodiment. The EGR device 2 realizes a so-called high-pressure loop EGR. An EGR passage 21 that communicates the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3, and the EGR passage 21 The EGR cooler 22 provided and the EGR valve 23 that opens and closes the EGR passage 21 and controls the flow rate of the EGR gas flowing through the EGR passage 21 are used as elements. The inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof. The outlet of the EGR passage 21 is connected to a predetermined location downstream of the throttle valve 32 in the intake passage 3, specifically to a surge tank 33.

  The ECU 0 as the control device for the internal combustion engine of the present embodiment is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal b output from an engine rotation sensor that detects the rotation angle and engine speed of the crankshaft, and depression of an accelerator pedal. The accelerator opening signal c output from a sensor that detects the amount or the opening of the throttle valve 32 as an accelerator opening (so-called required load), the intake air temperature and the intake pressure in the intake passage 3 (particularly, the surge tank 33). Detects the intake air temperature / intake pressure signal d output from the temperature / pressure sensor to be detected, the coolant temperature signal e output from the water temperature sensor to detect the coolant temperature of the internal combustion engine, and the in-cylinder pressure (combustion chamber pressure) of each cylinder 1 In-cylinder pressure signal f output from the pressure sensor for each cylinder 1 to be detected, and knock sensor for detecting the vibration of the cylinder block including each cylinder 1 Vibration signal output from g, cam angle signal h or the like to be output from the cam angle sensor is input in a plurality of cam angle of the intake camshaft or an exhaust camshaft.

  From the output interface, the ignition signal i for the igniter of the spark plug 12, the fuel injection signal j for the injector 11, the opening operation signal k for the throttle valve 32, and the opening operation signal l for the EGR valve 23. Etc. are output.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 acquires various information a, b, c, d, e, f, g, h necessary for operation control of the internal combustion engine via the input interface, and requests the required fuel injection amount, fuel injection timing (once Operating parameters such as fuel injection pressure, ignition timing, required EGR rate, etc. are determined. The ECU 0 applies various control signals i, j, k, and l corresponding to the operation parameters via the output interface.

In the present embodiment, the ECU 0 refers to the vibration signal g acquired via the knock sensor, and determines the presence or absence of knocking in each cylinder 1. In the knock determination, the ECU 0 calculates a knock determination value in advance by statistical processing. Specifically, under a situation where knocking does not occur, the vibration of the cylinder block during the expansion stroke of the cylinder 1 is sampled through the knock sensor to obtain the vibration signal g. Then, an average value, a standard deviation, and a knock determination value are calculated from a time series within a certain period of the sampling value of the vibration signal g. When the average value is X and the standard deviation is σ, the knock determination value J is
J = X + Uσ
As required. The coefficient U in the above equation is set according to the operation region at that time, that is, the engine speed and the required load. The coefficient U may be changed according to the level of the air-fuel ratio.

  The knock determination value J may be obtained individually for each cylinder 1 or may be common to all cylinders 1. When the knock determination value J is individually set for each cylinder 1, when the knock determination value J is obtained for a certain cylinder 1, only the sampling value of the vibration signal g detected during the expansion stroke of the cylinder 1 is used. Then, the average value X and the standard deviation σ are calculated and the values X and σ are substituted into the above equation. The ECU 0 stores the obtained coefficient U and knock determination value J in a memory.

  Then, the current sampling value (current vibration intensity) of the vibration signal g output from the knock sensor is compared with the knock determination value J. That is, if the sampling value of the vibration signal g detected through the knock sensor during the expansion stroke of the cylinder 1 exceeds the knock determination value J, it is determined that knocking has occurred in the cylinder 1. Conversely, if the sampling value of the vibration signal g is equal to or smaller than the knock determination value J, it is determined that knocking has not occurred in the cylinder 1.

  Correction control for suppressing knocking is performed on the soot that senses that knocking has occurred in the cylinder 1. The correction control is typically ignition angle retardation correction. If knocking is occurring, the timing of ignition after the next time is retarded until knocking is not detected. If knocking has not occurred, the timing of ignition after the next time is advanced until just before knocking is detected, and an increase in output torque and / or improvement in fuel efficiency is pursued.

  However, the sensitivity with which the knock sensor detects the vibration of the cylinder block caused by combustion or knocking during the expansion stroke differs depending on the cylinder 1 currently in the expansion stroke. One knock sensor is installed in the cylinder block of the internal combustion engine, and all the vibrations generated in each of the plurality of cylinders 1 are detected by this one knock sensor. The relative positional relationship between each cylinder 1 and the knock sensor, in particular, the distance from each cylinder 1 to the knock sensor is not uniform. The propagation characteristics of the vibration transmitted from each cylinder 1 to the knock sensor are not uniform, and a difference occurs in the intensity of vibration detected by the knock sensor by the cylinder 1.

  In addition, the propagation characteristics of vibration transmitted from the cylinder 1 to the knock sensor are affected by aging. Furthermore, the characteristics of the cast cylinder block differ minutely depending on the manufacturing location.

  The detection sensitivity of vibration is different for each cylinder 1, the detection sensitivity has an inherent individual difference, and the detection sensitivity changes with time. Therefore, according to the knock sensor, even if it is possible to determine whether or not knocking has occurred in the cylinder 1 in the expansion stroke, it is possible to accurately know the absolute amount of the strength of knocking that has occurred in the cylinder 1. Is difficult.

  In addition, the risk of occurrence of knocking is not uniform for all cylinders 1 and differs for each cylinder 1. For the cylinder 1 having a high knocking risk and the cylinder 1 causing the knocking of the strength, it is necessary to increase the ignition timing retardation correction amount. On the other hand, for the cylinder 1 with a low risk of knocking and the cylinder 1 that does not cause a strong knock, the ignition timing retard correction amount may be small or the ignition timing need not be retarded.

  Therefore, the ECU 0 of this embodiment refers to the in-cylinder pressure signal f output from the in-cylinder pressure sensor provided in each cylinder 1 when detecting the occurrence of knocking in any of the cylinders 1, and detects it for each cylinder 1. Based on the in-cylinder pressure, the retard correction amount of the ignition timing for each cylinder 1 is adjusted.

  In determining the ignition timing of each cylinder 1, the ECU 0 determines the cylinder pressure in the expansion stroke of the cylinder 1 that senses the occurrence of knocking (for example, the cylinder at a timing after a predetermined crank angle from the compression top dead center or the compression top dead center A comparison is made between the internal pressure or the maximum in-cylinder pressure during the expansion stroke) and the in-cylinder pressure (same as above) in the expansion stroke most recently (immediately before or after the detection of knocking).

  As shown in FIG. 2, assuming that the in-cylinder pressure in the expansion stroke of each cylinder 1 has changed, assuming that knocking has occurred in the third cylinder (# 3), the in-cylinder pressure of the second cylinder (# 2) is The in-cylinder pressure of the third cylinder (# 3) is higher and the risk of knocking occurring in the second cylinder (# 2) is considered to be significantly higher. In turn, the cylinder pressures in the fourth cylinder (# 4) and the first cylinder (# 1) are lower than the cylinder pressures in the third cylinder (# 3), and the third cylinder (# 3) and the second cylinder (# 2). ), The risk of knocking is considered low.

There are several specific modes of adjusting the ignition timing of each cylinder 1;
<First aspect>
When knocking is detected in any one of the cylinders 1, the ignition timing is delayed (increase the retardation correction amount) for the cylinder 1 in which knocking has occurred and the cylinder 1 having a higher in-cylinder pressure than the cylinder 1, so For the cylinder 1 having a low internal pressure, the ignition timing is advanced (the retardation correction amount is reduced).
In the example of the transition of the in-cylinder pressure shown in FIG. 2, the ignition timing at the next ignition combustion opportunity is further retarded for the third cylinder (# 3) and the second cylinder (# 2). As a result, knocking in the third cylinder (# 3) is reduced, and knocking in the second cylinder (# 2) is prevented. The amount of change between the ignition timing at the previous ignition combustion opportunity of the third cylinder (# 3) and the second cylinder (# 2) and the ignition timing at the next ignition combustion opportunity, that is, the increment of the retard correction amount is Although it may be the same size, the second cylinder (# 2) with higher in-cylinder pressure may be made larger than the third cylinder (# 3), and conversely, the third cylinder ( # 3) may be made larger than the second cylinder (# 2). When the increase in the retardation correction amount of the second cylinder (# 2) is made larger than the increase in the retardation correction amount of the third cylinder (# 3), the target cylinder 2 (# 2) The larger the absolute value of the difference between the in-cylinder pressure and the in-cylinder pressure of the third cylinder (# 3) that causes the knock, the greater the retard correction amount of the ignition timing of the second cylinder (# 2).
In addition, for the fourth cylinder (# 4) and the first cylinder (# 1), the ignition timing at the next ignition combustion opportunity is further advanced. The amount of change between the ignition timing at the previous ignition combustion opportunity of the fourth cylinder (# 4) and the first cylinder (# 1) and the ignition timing at the next ignition combustion opportunity, that is, the decrease in the retard correction amount is Although it may be the same size, that of the first cylinder (# 1) may be larger than that of the fourth cylinder (# 4). In other words, the larger the absolute value of the difference between the in-cylinder pressure of the target cylinder 1 and the in-cylinder pressure of the cylinder 1 that caused the knock, the greater the retard correction amount of the ignition timing of the target cylinder 1 can be reduced. .
As a result of correcting the ignition timing, if the occurrence of knocking is not detected in any cylinder 1, the ignition timing of each cylinder 1 is advanced. At this time, the amount of change between the ignition timing at the previous ignition combustion opportunity of each cylinder 1 and the ignition timing at the next ignition combustion opportunity, that is, the amount of decrease in the retardation correction amount may be the same, The cylinder 1 with a smaller internal pressure may be larger.

<Second aspect>
When knocking is detected in any one of the cylinders 1, the ignition timing is delayed for the cylinder 1 that has knocked and the cylinder 1 having a higher in-cylinder pressure than the cylinder 1, but for the cylinder 1 having a lower in-cylinder pressure than the cylinder 1 Do not change the ignition timing. Since it is assumed that the cylinder 1 having a lower in-cylinder pressure than the cylinder 1 that has actually knocked has not reached knocking, the ignition timing of the cylinder 1 is not delayed as much as possible, and the engine output and fuel consumption performance are reduced. Is the intention to earn.
In the example of the transition of the in-cylinder pressure shown in FIG. 2, for the third cylinder (# 3) and the second cylinder (# 2), the ignition timing at the next ignition combustion opportunity is delayed more, but the fourth cylinder ( For # 4) and the first cylinder (# 1), the ignition timing at the next ignition combustion opportunity is not changed from the previous one. The other points are the same as in the first embodiment.
As a result of correcting the ignition timing, if the occurrence of knocking is not detected in any cylinder 1, the ignition timing of each cylinder 1 is advanced. At this time, the amount of change between the ignition timing at the previous ignition combustion opportunity of each cylinder 1 and the ignition timing at the next ignition combustion opportunity, that is, the amount of decrease in the retardation correction amount may be the same, The cylinder 1 with a smaller internal pressure may be larger.

<Third embodiment>
When knocking is detected in any cylinder 1, the ignition timing is delayed for all cylinders 1. At this time, the amount of change between the ignition timing at the previous ignition combustion opportunity and the ignition timing at the next ignition combustion opportunity of each cylinder 1, that is, the increase in the retardation correction amount, is increased as the cylinder 1 with higher in-cylinder pressure. .
In the example of the transition of the in-cylinder pressure shown in FIG. 2, the ignition timing of the second cylinder (# 2) is retarded the most, then the ignition timing of the third cylinder (# 3) is greatly advanced, and the third In addition, the ignition timing of the fourth cylinder (# 4) is retarded. In comparison, the ignition timing of the first cylinder (# 1) is the earliest.
As a result of correcting the ignition timing, if the occurrence of knocking is not detected in any cylinder 1, the ignition timing of each cylinder 1 is advanced. At this time, the amount of change between the ignition timing at the previous ignition combustion opportunity of each cylinder 1 and the ignition timing at the next ignition combustion opportunity, that is, the amount of decrease in the retardation correction amount may be the same, The cylinder 1 with a smaller internal pressure may be larger.

<Fourth aspect>
When knocking is detected in any cylinder 1, the ignition timing is delayed for all cylinders 1. At this time, the amount of change between the ignition timing at the previous ignition combustion opportunity of each cylinder 1 and the ignition timing at the next ignition combustion opportunity, that is, the increment of the retard correction amount is made the same for all cylinders 1. .
As a result of correcting the ignition timing, if the occurrence of knocking is not detected in any cylinder 1, the ignition timing of each cylinder 1 is advanced. At this time, the change amount between the ignition timing at the previous ignition combustion opportunity of each cylinder 1 and the ignition timing at the next ignition combustion opportunity, that is, the decrease in the retardation correction amount is increased as the cylinder 1 having a smaller in-cylinder pressure. . This is because the ignition timing of the cylinder 1 with a relatively low risk of knocking, the fourth cylinder (# 4) and the first cylinder (# 1) is advanced as early as possible in the example of the transition of the in-cylinder pressure shown in FIG. The intention is to keratinize.

<Fifth aspect>
When the knocking is detected in the cylinder 1, the amount of change between the ignition timing at the previous ignition combustion opportunity and the ignition timing at the next ignition combustion opportunity, that is, the decrease in the retard correction amount is the cylinder 1 in which knocking has occurred. The larger the difference between the in-cylinder pressure and the lowest in-cylinder pressure, the larger the value.
In the example of the transition of the in-cylinder pressure shown in FIG. 2, the ignition timing of each cylinder 1 becomes greater as the difference between the in-cylinder pressure of the second cylinder (# 2) and the in-cylinder pressure of the first cylinder (# 1) increases. Retard greatly. Thereby, at least the ignition timings of all the cylinders 1 other than the first cylinder (# 1) having the lowest in-cylinder pressure are delayed (in addition, the ignition timing of the first cylinder (# 1) may be delayed). Needless to say). The ignition timing of the fourth cylinder (# 4), which has a lower in-cylinder pressure than the knocked second cylinder (# 2), is retarded (if necessary, the ignition timing of the first cylinder (# 1) is also retarded). The reason is that the in-cylinder environment of each cylinder 1 is somewhat similar as long as it is the same internal combustion engine, so that even if knocking does not occur at this time, the possibility of knocking is not small, and knocking is reliably prevented. This is because it is considered beneficial to

  According to this embodiment, the ignition timing of the cylinder 1 with a high in-cylinder pressure during the expansion stroke, that is, the cylinder 1 with a high risk of knocking is retarded (the correction control correction amount is increased), and the cylinder during the expansion stroke is increased. For the cylinder 1 with low internal pressure, that is, the cylinder 1 with low risk of knocking, the ignition timing is further advanced (the correction control correction amount is reduced), so that the output and fuel consumption performance of the internal combustion engine is suppressed while suppressing knocking appropriately. Can be improved.

  In particular, when the occurrence of knocking in any cylinder is sensed, the cylinder pressure of each cylinder 1 is referred to, and the cylinder pressure of a cylinder 1 (for example, the cylinder pressure of cylinder 1 causing knocking, the cylinder pressure of each cylinder 1) And the cylinder internal pressure of the cylinder 1 serving as a reference other than this (for example, the cylinder internal pressure of each cylinder 1 is the minimum, maximum, cylinder of each cylinder 1) A mode in which the correction amount by the correction control is increased as the difference from the average value or the median value of the internal pressure is larger. In this case, the retard / advance correction amount of the ignition timing of each cylinder 1 of the internal combustion engine is set to the in-cylinder pressure (the compression top dead center or the timing after passing a predetermined crank angle from the compression top dead center). The in-cylinder pressure or the maximum in-cylinder pressure during the expansion stroke) is adjusted based on the relative magnitude relationship and the magnitude of the difference. If this is the case, it is not necessary to prepare map data for control for determining the ignition timing of each cylinder 1 in advance, and man-hours for creating such a map (map for each cylinder 1, It is possible to reduce the cost by eliminating the trouble of creating a map for each model. Furthermore, it is possible to cope with the secular change of each cylinder 1 of the internal combustion engine.

  The present invention is not limited to the embodiment described in detail above. For example, the means for detecting the occurrence of knocking in each cylinder 1 is not limited to the vibration type knock sensor. It is also possible to employ a method of referring to a signal waveform of an ionic current flowing through the electrode of the spark plug 12 during combustion of the air-fuel mixture or a method of referring to the in-cylinder pressure of the cylinder 1.

  The means for detecting the in-cylinder pressure of each cylinder 1 is not limited to the pressure sensor. The cylinder temperature (combustion chamber temperature) of each cylinder 1 is measured to indirectly obtain the cylinder pressure of each cylinder 1, or the signal waveform of the ionic current flowing through the electrode of the spark plug 12 when the air-fuel mixture is burned It is also possible to adopt a method of estimating the cylinder pressure of the cylinder 1 with reference to FIG.

  In addition, the correction control for suppressing knocking in the cylinder 1 is not limited to the retard correction of the ignition timing. Instead of, or together with, retarding the ignition timing, the fuel injection amount may be corrected to increase, and the temperature in the combustion chamber of the cylinder 1 may be lowered using the heat of vaporization of the fuel. In this case, the cylinder 1 having a higher in-cylinder pressure during the expansion stroke increases the fuel injection amount.

  Further, in an internal combustion engine that can individually adjust the intake valve timing for each cylinder 1 (such as one in which the intake valve of each cylinder 1 is an electromagnetic solenoid valve that can be opened and closed by the ECU 0), the opening timing of the intake valve is set. By correcting the retard, the intake air amount and the fuel injection amount charged in the cylinder 1 can be reduced, and knocking can be suppressed. In this case, in this case, the advance correction amount of the intake valve timing becomes larger as the cylinder 1 has a higher in-cylinder pressure during the expansion stroke.

  Other specific configurations of each part can be variously modified without departing from the spirit of the present invention.

  The present invention can be applied to control of an internal combustion engine mounted on a vehicle or the like.

0 ... Control unit (ECU)
1 ... Cylinder f ... In-cylinder pressure signal g ... Vibration signal

Claims (3)

Detecting the presence or absence of knocking in each of a plurality of cylinders, and performing correction control to suppress knocking when knocking occurs;
A control apparatus for an internal combustion engine that adjusts a correction amount by the correction control based on an in-cylinder pressure detected for each cylinder. When the occurrence of knocking is detected in any of the cylinders, the in-cylinder pressure of each cylinder is referred to. The control device for an internal combustion engine according to claim 1, wherein the amount is increased. Detecting the presence or absence of knocking in each of a plurality of cylinders, and performing correction control to suppress knocking when knocking occurs;
When the occurrence of knocking is detected in any cylinder, the in-cylinder pressure of each cylinder is referred to, and the correction control is performed for a cylinder having an in-cylinder pressure higher than the in-cylinder pressure of the cylinder in which knocking has occurred. Control device.

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