JP7418936B2 - Control device - Google Patents

Description

The present invention relates to an internal combustion engine mounted on a vehicle as a power source, and a control device that controls a pump that circulates a refrigerant (cooling water or coolant) for the internal combustion engine.

In a spark-ignition internal combustion engine, the timing of ignition of the air-fuel mixture filled in the cylinder is, in principle, set according to the operating range of the internal combustion engine at that time (engine speed, engine load factor). The base ignition timing is determined by comparing the MBT (Minimum advance for Best Torque) in the relevant operating range with the limit ignition timing advance amount that is normally considered to not cause abnormal combustion such as knocking in the relevant operating range. Determined by In a low to medium load range, no knocking occurs even if the ignition timing is advanced to MBT, so the base ignition timing is set to the MBT timing. On the other hand, in a high load range, there is a risk of knocking if the ignition timing is advanced to the MBT, so the base ignition timing needs to be delayed from the MBT timing.

The knock control system then determines the presence or absence of knocking in the cylinder and adjusts the ignition timing according to the determination result. When knocking is detected, the ignition timing is gradually retarded until knocking no longer occurs, that is, the retardation correction amount added to the base ignition timing is gradually increased. On the other hand, when knocking is not detected, the ignition timing is gradually advanced as long as knocking does not occur, that is, the retardation correction amount added to the base ignition timing is reduced to improve the output and fuel efficiency of the internal combustion engine. (For example, see Patent Document 1 below).

The internal combustion engine of a vehicle, particularly a four-wheeled vehicle, is generally water-cooled (or liquid-cooled), and a cooling water pump sucks in and discharges a refrigerant, and the refrigerant is distributed throughout the internal combustion engine. A refrigerant whose temperature increases by cooling an internal combustion engine undergoes heat exchange in a heat exchanger such as a radiator or a heater core (see, for example, Patent Document 2 below).

JP 2021-113528 Publication JP 2019-131035 Publication

There are two types of cooling water pumps: mechanical ones that are connected to the crankshaft, which is the output shaft of the internal combustion engine, and driven by the supply of driving force, and electric ones that are not connected to the crankshaft and are driven by an electric motor. Things exist. The discharge flow rate by the mechanical pump naturally depends on the engine speed. On the other hand, the discharge flow rate by the electric pump can be adjusted to increase or decrease arbitrarily regardless of the engine speed.

The discharge flow rate of refrigerant by the electric pump is set according to the operating range of the internal combustion engine. In high-load areas where knocking is likely to occur, the refrigerant discharge flow rate is increased to enhance cooling performance. On the other hand, in low load ranges where knocking is less likely to occur, the discharge flow rate of refrigerant is reduced to reduce cooling loss.

However, conventional control controls the refrigerant flow rate without considering whether knocking is actually occurring in the cylinders of the internal combustion engine. For this reason, the flow rate of the refrigerant is insufficient, and knocking occurs repeatedly, forcing the spark ignition timing to be retarded, which may lead to a decrease in the heat engine conversion efficiency of the internal combustion engine. Conversely, even though the risk of knocking occurring is low, the flow rate of the refrigerant may be increased excessively, which may unnecessarily increase cooling loss in the internal combustion engine and power consumption by the electric pump.

The present invention has been made by focusing on the above-mentioned points for the first time, and appropriately controls the discharge flow rate of the pump that circulates the refrigerant of the internal combustion engine, appropriately suppressing the occurrence of knocking in the cylinders, and improving fuel efficiency. The intended purpose is to achieve further improvement.

In the present invention, the ignition timing is retarded depending on the presence or absence of knocking in the cylinder of the internal combustion engine installed in the vehicle, and the larger the ignition timing retardation amount, the more refrigerant is sucked in and discharged from the internal combustion engine. A control device that increases the discharge flow rate of refrigerant by a circulating pump , and when it detects the occurrence of knocking in a cylinder, increases the retardation correction amount so as to gradually retard the ignition timing until knocking no longer occurs. On the other hand, if the occurrence of knocking is not detected, the retardation correction amount is decreased so that the ignition timing is gradually advanced as long as knocking does not occur, and the retardation correction is performed once the occurrence of knocking has subsided. The amount is stored as a learned value in memory in association with the parameter indicating the operating region at that time, and when the same operating region is entered again later, the learning value is associated with the current operating region stored in memory. The learned value of the retardation correction amount is read out, and this is used to determine the ignition timing, and the larger the retardation correction amount of the learned value is, the more the cooling water discharge flow rate by the cooling water pump or its lower limit is increased. Configured the control device .

According to the present invention, it is possible to appropriately control the discharge flow rate of the pump that circulates the refrigerant of the internal combustion engine, to appropriately suppress the occurrence of knocking in the cylinders, and to further improve fuel efficiency.

1 is a diagram showing a schematic configuration of a series-type hybrid vehicle and a control device according to an embodiment of the present invention. FIG. 3 is a diagram showing an outline of an internal combustion engine installed in the hybrid vehicle of the embodiment. The figure which shows the structure of the cooling waterway of the internal combustion engine in the same embodiment. FIG. 3 is a diagram showing learned values of ignition timing for each operating range of the internal combustion engine that are learned and stored by the control device of the embodiment. 6 is a graph showing a base value of the discharge flow rate of the cooling water pump determined by the control device of the embodiment. 5 is a graph showing a correction amount or a lower limit flow rate of the discharge flow rate of the cooling water pump determined by the control device of the embodiment.

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of the main systems of a vehicle in this embodiment. The vehicle of this embodiment is a hybrid vehicle equipped with two types of power sources. From an internal combustion engine 1 , a power generation motor generator 2 that is driven by the internal combustion engine 1 to generate electricity, a power storage device 3 that stores the power generated by the power generation motor generator 2 , and the power generation motor generator 2 and/or the power storage device 3 The vehicle includes a traveling motor generator 4 that receives electric power and drives drive wheels 62 of the vehicle.

This hybrid vehicle is a series hybrid electric vehicle that uses the internal combustion engine 1 only for power generation, and the drive wheels 62 of the vehicle are exclusively supplied with driving force for running from the running motor generator 4. The internal combustion engine 1 and the drive wheels 62 are mechanically separated, and originally no rotational driving force is transmitted between them. Therefore, the internal combustion engine 1 can rotate completely independently of the driving motor generator 4 and the drive wheels 62, and can also stop completely independently. Therefore, while the vehicle is in operation with the ignition switch (power switch or ignition key) turned ON, even if the vehicle is ready to run when the driver depresses the accelerator pedal, the power storage device 3 is not fully charged. In a situation where electric charge is stored and the brake booster 15 stores sufficient negative pressure, the internal combustion engine 1 may not be operated with fuel combustion.

A crankshaft, which is a rotating shaft of the internal combustion engine 1, is mechanically connected to a rotating shaft of a power generation motor generator 2 via a gear mechanism or by directly connecting the shafts. Then, by inputting the rotational driving force output by the internal combustion engine 1 to the power generation motor generator 2, the power generation motor generator 2 generates power. The generated electric power is charged to the power storage device 3 and/or supplied to the motor generator 4 for driving. The power generation motor generator 2 also functions as a motoring electric motor that generates rotational driving force and rotationally drives the crankshaft of the internal combustion engine 1. For example, the power generation motor generator 2 performs cranking in preparation for starting the stopped internal combustion engine 1.

The driving motor generator 4 generates driving force for driving the vehicle, and inputs the driving force to the driving wheels 62 via the reduction gear 61. Further, the driving motor generator 4 generates electricity by being rotated by the driving wheels 62, and recovers the kinetic energy of the vehicle as electrical energy. The electric power generated by this regenerative braking charges the power storage device 3.

However, if the power storage device 3 has already been charged to its full capacity and it is difficult to charge it further, the electric power regenerated by the driving motor generator 4 may be supplied to the power generating motor generator 2 to generate electricity. The motor generator 2 is operated as an electric motor to rotationally drive the internal combustion engine 1. This allows excess power to be used up while maintaining the vehicle's braking performance. Furthermore, at this time, since the rotation of the internal combustion engine 1 is maintained, a fuel cut in which the fuel supply to the cylinders of the internal combustion engine 1 is temporarily stopped can be executed.

The generator inverter 21 converts AC power generated by the power generation motor generator 2 into DC power. Then, the DC power is input to the power storage device 3 or the drive inverter 41. Furthermore, when operating the power generation motor generator 2 as an electric motor, the generator inverter 21 converts the DC power supplied from the power storage device 3 and/or the drive inverter 41 into AC power, and then converts the power generation motor generator 2 into AC power. Enter.

The drive inverter 41 converts the DC power supplied from the power storage device 3 and/or the generator inverter 21 into AC power, and inputs the AC power to the driving motor generator 4 . Furthermore, the drive inverter 41 converts the AC power generated by the driving motor generator 4 into DC power when performing regenerative braking of the vehicle, and inputs the DC power to the power storage device 3 or the generator inverter 21 . The generator inverter 21 and the drive inverter 41 form part of a PCU (Power Control Unit) 02.

Power storage device 3 is a battery, a capacitor, or the like. The battery is a high voltage secondary battery with high energy density, such as a lithium ion secondary battery or a nickel hydride secondary battery. The power storage device 3 charges and stores electric power generated by each of the power generation motor generator 2 and the traveling motor generator 4. In addition, the power storage device 3 discharges electric power for operating each of the power generation motor generator 2 and the traveling motor generator 4 as electric motors, and supplies necessary electric power to these motor generators 2 and 4.

FIG. 2 shows an outline of the internal combustion engine 1 installed in the hybrid vehicle of this embodiment. This internal combustion engine 1 is of a water-cooled type (liquid-cooled type) like a general internal combustion engine for a vehicle. FIG. 3 shows a circulation path of the refrigerant, that is, the cooling water (coolant) of the internal combustion engine 1. As shown in FIG. The cooling water pump 51 that sucks and discharges cooling water is not a mechanical (non-electric) type that operates by receiving driving force from the crankshaft of the internal combustion engine 1, but an electric pump that is rotationally driven by an electric motor. It is of the ceremony. Therefore, the rotation speed of the cooling water pump 51 is not proportional to the rotation speed of the internal combustion engine 1 and can be controlled arbitrarily.

The cooling water discharged by the cooling water pump 51 first flows into the cylinder block 52 of the internal combustion engine 1 , a part of which goes to an EGR (Exhaust Gas Recirculation) cooler 122 , and the rest goes to the cylinder head 53 of the internal combustion engine 1 . The EGR cooler 122 is a heat exchanger that exchanges heat with the EGR gas flowing back from the exhaust passage 14 of the internal combustion engine 1 to the intake passage 13, and lowers the temperature of the EGR gas.

The flow of cooling water is then branched from the cylinder head 53 to the heater core 54 or the radiator 56. The heater core 54 is a heat exchanger that exchanges heat with the air supplied into the vehicle interior, and warms the air to heat the vehicle interior. The radiator 56 is a radiator that lowers the temperature of the cooling water by natural air cooling or forced air cooling. A thermostat 57 is installed on a cooling water passage that communicates between the cylinder head 53 and the radiator 56 to open and close the passage. The thermostat 57 opens when the temperature of the cooling water reaches a predetermined high temperature or higher, and closes when the temperature is lower than that.

The cooling water that has flowed through the EGR cooler 122, the heater core 54, or the radiator 56 flows down toward the cylinder block 52 of the internal combustion engine 1 after gathering, and is sucked into the cooling water pump 51 again.

An ECU (Electronic Control Unit) 0, which is a control device that controls the internal combustion engine 1, the power generation motor generator 2, the power storage device 3, the inverters 21 and 41, the driving motor generator 4, etc., includes a processor, memory, input interface, and output interface. It is a microcomputer system with The ECU0 includes a plurality of ECUs, namely, an EFI (Electronic Fuel Injection) ECU01 that controls the internal combustion engine 1, an MG (Motor Generator) ECU02 that controls the motor generators 2 and 4 and inverters 21 and 41, and a BMS that controls the power storage device 3. (Battery Management System) ECU 03, etc., and HV (Hybrid Vehicle) ECU 00, which is a higher-level controller that oversees their control, are connected to each other so that they can communicate via a telecommunication line such as CAN (Controller Area Network). That's what happens.

For the ECU 0, a vehicle speed signal a is output from a vehicle speed sensor that detects the actual vehicle speed, and a crank angle signal b is output from a crank angle sensor that detects the rotation angle and engine speed of the crankshaft of the internal combustion engine 1. , an accelerator opening signal output from a sensor that detects the amount of depression of the accelerator pedal by the driver as the accelerator opening (in other words, the driving force that the driver requests for the vehicle (the traveling motor generator 4)) c, an intake temperature/intake pressure signal d output from a temperature/pressure sensor that detects the intake air temperature and intake pressure in the intake passage 13 (in particular, the surge tank 133 or the intake manifold 134) connected to the cylinder 11 of the internal combustion engine 1; A cooling water temperature signal e is output from a water temperature sensor that detects the temperature of the cooling water of the internal combustion engine 1, and an output from a vibration type knock sensor that detects the magnitude of vibration of the cylinder block containing the cylinder 11 of the internal combustion engine 1. vibration signal f, a battery SOC (State Of Charge) signal g output from a sensor (particularly a battery current and/or battery voltage sensor) that detects the amount of charge stored in the power storage device 3, and a constant pressure of the brake booster 15. A negative pressure signal h, etc. output from a negative pressure sensor that detects negative pressure stored in the chamber is input.

The ECU 0 also detects the amount of depression of the accelerator pedal operated by the driver, the current speed of the vehicle, the amount of charge stored in the power storage device 3, and the amount of charge of the power generation motor generator 2, which are sensed through various sensors. The magnitude of the rotational driving force output by the driving motor generator 4, the rotational driving force output by the internal combustion engine 1, and the electric power generated by the power generation motor generator 2 is controlled to increase or decrease depending on the generated power and the like.

In principle, if the power storage device 3 currently stores sufficient charge and the output required for the driving motor generator 4 is small, the fuel supply to the internal combustion engine 1 is cut off and the internal combustion engine 1 is operated. do not. On the other hand, if the amount of charge stored in the power storage device 3 is less than the lower limit value, or if the output required from the driving motor generator 4 is large, the internal combustion engine 1 is started and fuel is supplied to the cylinders 11. The internal combustion engine 1 drives the generator motor generator 2 with the rotational driving force output from the internal combustion engine 1 to generate electricity to charge the power storage device 3 or supply it to the driving motor generator 4. Increase the power to

The output required by the driver of the vehicle is determined by the amount of depression of the accelerator pedal operated by the driver and the vehicle speed. The driving force to be applied to the drive wheels 62 increases as the accelerator opening degree increases. The required output increases as the driving force to be applied to the drive wheels 62 increases, and as the vehicle speed increases, the required output increases. In a low output region I in which the driving force to be applied to the drive wheels 62 is relatively small and the vehicle speed is relatively low, the ECU 0 stops the operation of the internal combustion engine 1 without supplying fuel, and starts the power generation motor generator 2 to generate electricity. Do not operate it as a machine. In the low output region, the driving motor generator 4 receives power supply only from the power storage device 3 and outputs driving force for driving the vehicle. The low output region typically occurs when the accelerator opening is 0 or less than a predetermined value, or when the vehicle is decelerating.

On the other hand, in medium and high output ranges where the driving force to be applied to the drive wheels 62 is greater than a certain level or the vehicle speed is higher than a certain level, the ECU 0 supplies fuel to the internal combustion engine 1 to operate it, and operates the motor generator 2 for power generation. Operate as a generator. In a medium power range where the required output is not significantly large, the traveling motor generator 4 receives power supply mainly from the power generating motor generator 2 and outputs driving force for driving the vehicle. At this time, a small amount of power is supplied from the power storage device 3, or no power is supplied at all. In a high output region where the required output is significantly large, the running motor generator 4 receives electric power from both the power generating motor generator 2 and the power storage device 3, and outputs driving force for driving the vehicle.

The internal combustion engine 1 is started while the internal combustion engine 1 is not being operated by supplying fuel to the cylinders 11 of the internal combustion engine 1 and the driving motor generator 4 is driving the drive wheels 62 to drive the vehicle. In order to perform power generation by the power generation motor generator 2, the power generation motor generator 2 is first operated as an electric motor, thereby performing cranking for starting the internal combustion engine 1. Then, when the crankshaft of the internal combustion engine 1 has rotated more than a predetermined number of times or by more than a predetermined angle, and cylinder discrimination for learning the current stroke or piston position of each cylinder 11 of the internal combustion engine 1 has been completed, each cylinder of the internal combustion engine 1 Fuel is injected at an appropriate timing in accordance with the stroke of a cylinder 11, and firing for igniting and burning the fuel is started at an appropriate timing. The rotation angle and rotation speed of the crankshaft of the internal combustion engine 1, that is, the engine rotation speed, can be detected via a resolver attached to the power generation motor generator 2 (in the MG ECU 02), and a crank angle sensor attached to the internal combustion engine 1. (at EFI ECU01).

The internal combustion engine 1 is now in a state where it can independently rotate and output the rotational driving force necessary for power generation. In other words, even if the output of the power generation motor generator 2 is reduced, the engine speed still tends to increase. When the power generation motor generator 2 is operated as an electric motor, the output of the power generation motor generator 2 is reduced to 0, cranking is completed, and the power generation motor generator 2 is driven to rotate by the internal combustion engine 1. Furthermore, the power generation motor generator 2 is operated as a generator, and the generated power is increased from zero.

Thereafter, the amount of intake air and fuel injection supplied to the cylinder 1 of the internal combustion engine 1, and the power generated by the power generation motor generator 2 are adjusted to increase or decrease so that the engine speed follows the target speed that is raised in stages. The final target rotation speed is the rotation speed at which the internal combustion engine 1 can be operated at optimal or near-optimal efficiency and is most advantageous for the fuel consumption rate, or the internal combustion engine 1 can operate at maximum torque or maximum output, or at a torque or output close to this. Set the rotation speed so that it can be achieved.

The EFI ECU01, which forms part of the ECU0, acquires various information b, d, e, and f necessary for operational control of the internal combustion engine 1 via an input interface, learns the engine rotation speed, and inhales the information into the cylinder 11. Estimate the amount of air. Then, the required fuel injection amount commensurate with the intake air amount (necessary to realize the target air-fuel ratio), fuel injection timing (including the number of fuel injections for one combustion), fuel injection pressure, and ignition timing (one time The operating parameters of the internal combustion engine 1, such as the number of ignitions for combustion), the required EGR rate (or EGR gas amount), etc., are determined. The EFI ECU01 outputs various control signals i, j, k, l corresponding to operating parameters to the igniter of the spark plug 112, the injector 111, the throttle valve 132, the EGR valve 123, etc. via the output interface.

In determining the timing of ignition of the air-fuel mixture in the cylinder 11 of the internal combustion engine 1, the EFI ECU 01 determines the current operating range of the internal combustion engine 1 [engine speed, engine load rate (or engine torque, The base ignition timing is set according to the intake pressure, the amount of air taken into the cylinder 11, or the amount of fuel injection), and the base ignition timing is retarded according to the presence or absence of abnormal combustion, that is, knocking, in the cylinder 11. Add quantity.

The base ignition timing is determined by comparing the MBT in each operating range with the limit ignition timing advance amount that is normally considered to prevent problematic knocking in the same operating range. In a low load to medium load operating range, no knocking will occur even if the ignition timing is advanced to MBT, so the base ignition timing may be set to MBT. On the other hand, in a relatively high-load operating range, there is a risk of knocking if the ignition timing is advanced to the MBT, so the base ignition timing needs to be set later than the MBT.

The memory of the EFI ECU 01 stores in advance map data that defines the relationship between parameters [engine speed, engine load factor, etc.] indicating the operating range of the internal combustion engine and the base ignition timing. The EFI ECU01 searches the map using the current driving range as a key, and learns the base ignition timing to be set.

The EFI ECU01 implements a so-called knock control system that determines whether knocking has occurred in each cylinder 11 by referring to the vibration signal f output by the knock sensor, and adjusts the ignition timing according to the determination result. The EFI ECU 01 compares the current sampling value of the vibration signal f indicating the intensity of vibration of the cylinder 11 or cylinder block of the internal combustion engine 1 with the knock judgment value, and if the former exceeds the latter, knocking occurs in the cylinder 11 concerned. It is determined that this has occurred. On the other hand, if the sampled value of the vibration signal f is less than or equal to the knock determination value, it is determined that knocking is not occurring in the cylinder 11 concerned.

When the occurrence of knocking in the cylinder 11 is detected, the ignition timing is gradually retarded until knocking no longer occurs. In other words, the retardation correction amount added to the base ignition timing is gradually increased. On the other hand, if the occurrence of knocking is not detected, the ignition timing is gradually advanced as long as knocking does not occur, that is, the retardation correction amount added to the base ignition timing is reduced, and the internal combustion engine is improved. Aiming to improve output and fuel efficiency. This determination of the presence or absence of knocking and the retard/advance correction of the ignition timing can be performed individually for each cylinder 11.

The EFI ECU 01 stores the ignition timing at the stage when the occurrence of knocking has stopped as a learned value in the memory in association with the parameters (engine rotation speed, engine load factor, etc.) indicating the relevant operating range. That is, as schematically shown in FIG. 4, the learned value r _xy is stored for each division xy of the operating range defined by the range x of the engine speed and the range y of the engine load factor. Here, the value stored and held as a learned value is a retardation correction amount to be added to the base ignition timing in the relevant driving range. Then, when the system changes to the same operating range again later, the learned value stored in the memory and associated with the current operating range is read out, and is used to determine the ignition timing.

In this embodiment, the EFI ECU 01 supplies a control signal o to an electric motor that rotationally drives a cooling water pump 51 in order to distribute an appropriate amount of cooling water to various parts of the internal combustion engine 1, so that the cooling water is supplied by the pump 51. Controls the increase/decrease of the discharge flow rate. In determining the discharge flow rate of the pump 51, the EFI ECU 01 determines the current operating range of the internal combustion engine 1 [engine rotation speed, engine load factor (or engine torque, intake pressure in the surge tank 133, intake pressure in the cylinder 11)] A base flow rate is set according to the air amount or fuel injection amount), and a correction amount depending on the current cooling water temperature and a correction amount depending on whether knocking occurs in the cylinder 11 is added to the base flow rate.

As shown in FIG. 5, the base flow rate increases as the current engine speed increases, and increases as the current engine load factor and the like increases. The memory of the EFI ECU01 stores in advance map data that defines the relationship between parameters [engine speed, engine load factor, etc.] that indicate the operating range of the internal combustion engine and the base flow rate. The EFI ECU01 searches the map using the current operating range as a key and learns the base flow rate to be set.

Furthermore, the EFI ECU01 may correct the base flow rate according to the current coolant temperature of the internal combustion engine 1 that is actually measured with reference to the output signal e of the coolant temperature sensor. For example, when the cooling water temperature is higher than a certain value, the flow rate of the cooling water discharged by the cooling water pump 51 is corrected to increase compared to when the cooling water temperature is lower than the relevant value. This is a measure to be taken when the temperature of the cooling water of the internal combustion engine 1 becomes extremely high, and is intended to prevent the internal combustion engine 1 from overheating and further from seizing.

Thus, the EFI ECU 01 advances/retards the ignition timing and increases/decreases the flow rate of cooling water discharged by the cooling water pump 51 depending on whether knocking occurs in the cylinder 11 of the internal combustion engine 1. Basically, assuming that the base flow rate (or the base flow rate plus the flow rate corrected by the actual measured value of the current cooling water temperature) is the same, the larger the ignition timing retard correction amount, the more The higher the frequency or risk of knocking occurring in the cylinder 11, the greater the flow rate of cooling water discharged by the cooling water pump 51. For example, the EFI ECU 01 reads from the memory the learned value r _xy of the ignition timing retard correction amount corresponding to the current operating range of the internal combustion engine 1 [engine speed, engine load factor, etc.], and determines that the learned value r _xy is The larger the value, the more the discharge flow rate of the cooling water is corrected.

As shown in FIG. 6, the larger the ignition timing retardation correction amount _r The smaller the quantity r _xy , the smaller it becomes. The memory of the EFI ECU01 stores in advance map data that defines the relationship between the retardation correction amount r _xy and the lower limit value or increase correction amount of the cooling water flow rate. The EFI ECU01 searches the map using the current retardation correction amount r _xy as a key, and learns the lower limit value or increase correction amount of the cooling water flow rate to be set.

In this embodiment, the ignition timing is retarded depending on whether or not knocking occurs in the cylinder 11 of the internal combustion engine 1 mounted on the vehicle, and at the same time, the refrigerant (cooling water or coolant) of the internal combustion engine 1 is sucked in and discharged. A control device 0 (EFI ECU01) is configured to increase or decrease the discharge flow rate of refrigerant by the circulating pump 51.

According to this embodiment, when the occurrence frequency or risk of knocking in the cylinder 11 is high, the electric cooling water pump 51 is controlled to circulate a larger amount of refrigerant to enhance the cooling performance of the cylinder 11. The temperature of the bore wall can be lowered to reduce the frequency or risk of knocking. As a result, the knock control system adjusts the spark ignition timing in the cylinder 11 to be more advanced, so it is expected that the engine torque output by the internal combustion engine 1 will increase and the thermomechanical conversion efficiency of the internal combustion engine 1 will be improved.

Furthermore, when the ignition timing retardation correction amount by the knock control system is small, the discharge flow rate of the electric cooling water pump 51 can be reduced, which will reduce power consumption and, in turn, contribute to a reduction in fuel consumption for power generation. .

Note that the present invention is not limited to the embodiments detailed above. For example, the present invention is not limited to series-type hybrid vehicles.

In addition, the specific configuration of each part, processing procedure, etc. can be variously modified without departing from the spirit of the present invention.

01...Control device (EFI ECU)
1... Internal combustion engine 11... Cylinder 112... Spark plug 51... Cooling water pump a... Vehicle speed signal b... Crank angle signal f... Accelerator opening signal g... Knock sensor output signal i... Ignition signal o... Cooling water pump control signal

Claims (1)

The ignition timing is retarded depending on the presence or absence of knocking in the cylinders of the internal combustion engine installed in the vehicle, and the larger the ignition timing retardation amount, the more the pump that sucks in, discharges, and circulates the refrigerant of the internal combustion engine. A control device that increases the discharge flow rate of refrigerant ,
If the occurrence of knocking in a cylinder is detected, the retardation correction amount is increased to gradually retard the ignition timing until knocking no longer occurs, while if no knocking is detected, knocking does not occur. Unless otherwise, the retardation correction amount is decreased so as to gradually advance the ignition timing, and the retardation correction amount at the stage when the occurrence of knocking has subsided is used as a learning value, and is associated with the parameter indicating the operating range at that time. Store it in memory,
Later, when transitioning to the same operating region again, the learned value of the retard correction amount associated with the current operating region stored in the memory is read out, and this is used to determine the ignition timing, and, A control device that increases the discharge flow rate of cooling water by the cooling water pump or its lower limit as the retardation correction amount of the learned value increases .

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