JPS58167881A - Knocking control process for internal-combustion engine equipped with supercharger - Google Patents

Abstract

PURPOSE:To rapidly prevent knocking by delaying the ignition timing when a knocking is generated, and reducing the super-charged pressure when said delayed angle value is above a prescribed value. CONSTITUTION:It is judged in Step 701 whether the ignition timing correction amount thetak is less than -5 deg.CA or not, in other words whether the delayed angle amount for ignition timing through knocking control is above 5 deg.CA or not. If the delayed angle amount through knocking control is above 5 deg.CA, the standard value Ref is reduced by 0.1l/rev in Step 704, and the upper limit value Lmt is reduced by 0.1l/rev in Step 705. Therefore, the super-charged pressure is reduced, and generation of knocking can be prevented rapidly.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a knocking control method for a supercharged internal combustion engine.

A knocking control system for turbocharged engines that detects the knocking that occurs due to abnormal engine combustion using a vibration detection element or sound detection element called a knock sensor, and controls the ignition timing according to the detection results. If adopted, the following problems will arise.

+11 When knocking occurs, the knocking control system retards the ignition timing to reduce and suppress the occurrence of knocking, but if the ignition timing is delayed, as in the case of 5-cycle exhaust, exhaust gas temperature increases. I end up. Since an increase in exhaust gas temperature is undesirable from the viewpoint of durability of the turbocharger, the ignition timing cannot be significantly delayed. As a result, there are cases where it is not possible to prevent or suppress the occurrence of tsukking.

(2) When the supercharging pressure is high, knocking tends to occur, and as a result, the ignition timing is frequently controlled in a retarded direction.

If the ignition timing is delayed, the combustion condition deteriorates, and if this condition occurs frequently, fuel consumption will increase significantly.

Therefore, the present invention is intended to solve the above-mentioned disadvantages, and an object of the present invention is to prevent a large increase in exhaust gas temperature when performing knock control in a turbocharged engine, and to prevent a large increase in exhaust gas temperature. An object of the present invention is to provide a knocking control method that can improve fuel efficiency to a large extent.

A feature of the present invention that achieves the above object is to obtain a correction amount for retarding the ignition timing based on the output of the mecking detection means, control the ignition timing in accordance with the correction amount, and The reason is that the boost pressure is reduced when the correction amount is greater than a predetermined value.

The present invention will be described in detail below using the drawings.

FIG. 1 schematically shows a turbocharged fuel-injected internal combustion engine as an embodiment of the invention. In the figure, 10 is a cylinder block of a 4-stroke, 6-cylinder internal combustion engine, and 12 is a knock sensor attached to the cylinder block 10. The knock sensor 12 is, for example, a vibration detection element such as a piezoelectric element or an electromagnetic element.

- In the figure, 14 is the turbocharger body, 16Fi
A compressor 18 is provided in the intake passage, and a turbine is provided in the exhaust passage. A wastegate valve 22 for controlling boost pressure is provided in the bypass passage 20 of the turbine 18 . The wastegate valve 22 is actuated by a diaphragm type actuator 24, which is actuated by pressure fed from the intake passage downstream of the complexer 16 through a pressure conduit 26 and controlled by a nine solenoid valve 28 provided in the middle thereof. do. Note that this is a throttle valve sealing conduit for releasing pressure when the solenoid valve 28 is closed.

In FIG. 1, 32 further indicates a distributor, and this distributor 32 is provided with crank angle sensors 34 and 36. The crank angle sensor 34Fi is for cylinder discrimination, and if this engine has 6 cylinders, one pulse is generated every time the distributor shaft rotates once, that is, every two revolutions of the crankshaft (every 720° CA). occurs. The location of its occurrence is, for example, Vi
It is set like the position 1,000 steps before the top dead center of one cylinder. The crank angle sensor 36 generates 24 pulses each time the distributor shaft rotates, ie, every 30 degrees of crank angle.

Electric signals from the knock sensor 12 and crank angle sensors 34 and 36 are sent to a control circuit 38. Control circuit 3
8 is further fed with a signal representing the intake air flow rate from an air flow sensor 40 provided in the intake passage upstream of the compressor.

On the other hand, the control circuit 38 outputs a rectangular wave drive signal to the solenoid valve 28 . Further, the control circuit 38 outputs an ignition signal to the igniter 42, and the nine spark current formed by the igniter 42 and the ignition coil 44 is distributed to the spark plugs 46 of each cylinder via the distributor 32.

The engine is usually provided with various other sensors that detect operating state parameters, and the control circuit 38 also controls the fuel injection valve 48, etc., but these are not directly related to the present invention. All of these will be omitted in the following description.

FIG. 2 is a block diagram showing an example of the configuration of the control circuit 38 in FIG. 1. The voltage signal from the air flow sensor 40 is passed through a buffer 50 to an analog multiplexer 52.
It is sent to the microcomputer, and is applied to the A/D converter 54 and converted into a binary signal, and then sent to the microcomputer via the human output boat 56! 41 I get sucked into it.

The pulses from the crank angle sensor 34 at every 720° crank angle and the pulses from the crank angle sensor 36 at every 30' crank angle are sent to the microcombi 1 via the buffer 58, 60 and the input/output capotro 2, respectively. sent.

The output signal of Knock Sent12 is a buffer for total impedance exchange and a frequency band (7 to 8 K) for each knocking unit.
The signal is sent to a peak hold circuit 66 and an ItIt circuit 68 through a circuit 64 consisting of a bandpass filter having a passband (Hi) or a passband. Peak hold circuit 66＠e
The output 4! from the knock sensor 12 is output only to W# to which a ``1'' level signal is applied from the microcomputer via the input/output capotro 2 and input/output capotro 2. signal and performs a hold operation at its maximum amplitude. The output of the peak hold circuit 66 is sent to an analog multiplexer 70, selected according to instructions from the microcomputer, and applied to the converter block 2. - It is taken into the TE micro combinator via TORO 2. The rectifier circuit 68 is connected to the knock sensor 12
If the output signal from V is a full-wave V stream, then 7 is half-wave rectified. The rectified signal is sent to the horizontal divider Ppj74 and integrated with respect to time. Therefore, the output of the integrating circuit 74 averages the amplitude of the output signal of the knock sensor 12 and becomes nine.

The output of the integrating circuit 74 is sent to the analog 1 multiplexer 53, selectively applied to the raw converter 7o, converted into a binary signal, and then incorporated into the microcomputer. However, the start of heavy conversion of the raw converter 72 is performed by the raw converter IL11 which is applied from the microcomputer via the input/output converter 2 and the line 76. Further, when the conversion of A/l is completed, the completion of the conversion is detected via the line 78 and the input/output capotro 2 to the microcombustion unit 2.

On the other hand, when the drive enclosure SOK# fire signal is outputted via the microcombi Otori boat 62, this signal is amplified and the igniter 42 performs ignition control.

First, when a 1-bit control # signal is output from the micro combinator to the drive circuit 82 via the Ota capotro 2, this is converted to a drive signal and the solenoid valve 28 is turned on and off. Depending on the duty ratio, the pressure applied to the actuator 24 is controlled, and therefore the boost pressure is controlled.

Micro Combi O-Yu is the aforementioned input/output boat 56kU.
e2, a microprocessor sensor (MPU) 84, a random access memory (RAM) 86, a read-only memory (ROM) 88, a clock generation circuit (not shown), a memory control circuit, and a bus 9o connecting these. b) It executes various processes according to the control program stored in the ROM 88.

Next, the operation of the microcomputer will be explained using a 70-chart.

First, knocking control, which controls the ignition timing in accordance with the output of the knock sensor 12, will be explained using the flowcharts in Figures 3 through 8 and the time chart in Figure 9.

FIG. 3 shows an interrupt processing routine executed every 30 degrees of crank angle. This interrupt processing routine is executed when a pulse is applied to the crank angle sensor 36 every 30" of crank angle, and calculates the rotational speed N.
It detects the positions of DC, 60°C, BTDC190°CA%BTDC, and performs the arithmetic processing required at each position.

When an interrupt occurs, first, in step 101, the engine rotational speed N· is calculated. This is calculated from the difference between the values of the 7 rerun counter at the time of the previous interrupt and the time of the current interrupt. In the next step 102, it is checked whether the flag FG set to 1 in step 201 of FIG. 4 is '11.

If it is determined to be 1C, that is, the flag FC is # of FG=O.
h, the program proceeds to step 103 and 30”C
Increment by the number of A interrupts ωYt1. That is, the process ω←ω+1 is performed.

On the other hand, if it is determined as @YI8'' in step 102,
That is, if FG=1, in step 104 PG←O and the flag FC are reset, and in the next step 105 30''
The C1 discount number ω is cleared to 10”.

In this manner, in steps 102 to 105, the number of 30@CA interruptions ω is calculated from the reference position for every 720” CA from the crank angle sensor 36 as the starting point.

In step 1018, the decimal part of the value V4 obtained by dividing the 30° CA IIIJ sinking number ω by the constant 14'' is set as the indicated value n' of the crank horny position.Here, if the indicated value n' is n'=00 When n' = 0.25, the crank angle positions are 90' CA and BTDC, and when n' = 0.5 F, 8 G' CA and BTDC, respectively.

In step 107, it is determined whether the above-mentioned instruction -n' is 10". If n'=00, that is, the current 30" is determined.
If the °CA11III penetration matches the TDC of the compression stroke, the process proceeds to step 108, where a process is performed to confirm that the knock gate is closed. This is only controlled by switching the knock gate on and off alternately in the A/D conversion completion interrupt processing routine shown in Figure 17, and the knock gate off period and off period are reversed. This is normalized because there is a risk that it may become erroneous. Note that the knock gate is a gate means that is opened round to detect a knocking signal from the output of the knock sensor 12. In this embodiment, the hold operation period of the peak hold circuit 66 is the period when the knock gate is on and other periods. is the knock gate-off period.

In the next step 109, the channel A of the integrating circuit 74 is
/D Instructs to start conversion. As a result, the A/D converter 72 converts the background component of the output of the integrating circuit 74 and therefore the output of the knock sensor 12 into an A/D converter.
Start the conversion.

Next, in step 110, the closing time t1 of the knock gate is calculated, and the value to be closed at this time t1 is set in the conveyor register A for starting the time coincidence interrupt 9 interrupt. The MPU 84 contains this conveyor register A and a conveyor register B which will be described later and is used for activation.

Even if the determination in step 107 is "No'", the MPU 84 executes step 110 and then executes the process in step 111. In step 11, it is determined whether the indicated value n' is "0.25" or not.

When a'=0.25, that is, the current 30' CA
If the interrupt supports 90°CA-BTDC,
The program proceeds to step 112 and executes the ignition timing calculation process described in FIG.

After the determination in step 111 is "No", or after the refresh in step 1120, the program proceeds to step 113 and determines whether the instruction value n' is "o, s". If n'==05, that is, if the current 30' CA interrupt corresponds to 60° CA-BTDC, the process proceeds to step 114.

xf7'l14''t' sets the off time of the IGNA 1:ITA 42, that is, the time at which the ignition is to be performed, calculated in the 8th step, to the conveyor register B for starting the time coincidence interrupt.

If "No" is determined in step 113 or after execution of step 114, the program returns to the main processing routine.

The time set in the conveyor register A, that is, the knock gate closing time tl calculated in step 110 of FIG.
When the time A arrives, the MPU 84 executes the coincidence interrupt process at time A shown in FIG. kll, step 301
, the A/D of the channel of the peak hold circuit 66
Instructs to start conversion. As a result, the A/D converter 72 detects the force of the peak hold circuit 66 and therefore the knocking component of the output of the knock sensor 12.
Start the conversion.

Upon receiving notification of the completion of A/D conversion from the A/D converter 72, the MPU 84 executes the interrupt process shown in FIG.

First, in step 501, it is determined whether the knock gate is currently on. If “No”, k[”, and if peak hold operation is not in progress, step 502
Proceed to the A/D conversion value at that time and set it as the background Il.
b. Next, in step 503, a knock gate 'frW4 is formed. Opening the knock gate means inverting the signal applied to the peak hold circuit 66 via the input/output capotro 2 and the line 68 to 11", and as described above, the signal period of the "1" level. Medium peak hold operation is performed.

On the other hand, if "YE8" is determined in step 501, that is, if the peak hold operation is in progress, then in step 504, the A/D conversion value at that time is set as the knocking value a.

Next, in step 505, the above signal is inverted to 10'' to close the knock gate.

When the time set in conveyor register B arrives, M
PU84 Fi, IN 6 Executes interrupt processing at time Bo-i indicated by mK. First, in step 401, it is determined whether the interrupt is related to the igniter on time. If the answer is NO'', that is, the interrupt is related to the off time of the igniter 42 calculated in step 114 of FIG. 3, the process proceeds to step 402, where the ignition signal is reversed from on to off.

As mentioned earlier, this signal is sent to the drive circuit 80 via the human output boat 62, and when it is reversed from on to off, at that point the ignition coil (not shown) is no longer energized. It is designed to generate an ignition spark from the plug.

On the other hand, if the determination in step 401 is 'YES',
That is, if the interrupt is related to the on time of the igniter 42 calculated by the processing routine shown in FIG. 8, the process proceeds to step 403 and the ignition signal is inverted from off to on. This starts energizing the ignition coil.

FIG. 9 shows a time chart of operations related to the processing routines described above in FIGS. 3 to 7. The same figure ((translation) is
This is a 720° CA pulse from the crank angle sensor 16, and by this, the "-" entry process in FIG. 4 is executed. (30° CA from BI Fi crank angle sensor 18
This pulse causes the cutting processing shown in FIG. 3 to be executed. FIG. 11(C) shows the indicated value W of the crank angle hidden position. As mentioned above, this indicated value n'
Therefore, by determining the crank angle compensation of TDC, 90° BTDC, and 60° BTDC, interrupt processing for each gear can be executed.

The figure shows the on and off periods of the knock gate, that is, the periods in which the peak hold operation is performed and the periods in which it is not performed. Further, in the same figure (the trout indicates the ignition signal. As mentioned above, when the ignition signal is on, the primary current flows through the ignition coil.

FIG. 8 shows in detail step 112 in the interrupt processing routine of FIG.
This is a routine executed in 1TDC.

To briefly describe the contents of this processing routine, it is detected from the knocking value a and the background value whether or not knocking has actually occurred, and the ignition timing correction amount θ common to all cylinders is detected.
Adjust K accordingly, and then calculate the final ignition advance. This processing routine also calculates the igniter on time and sets the value of the conveyor register BK.

The above processing will be explained with reference to FIG.

First, in step 601, it is determined in the A/D conversion completion interrupt processing routine of FIG. 7 whether the knocking value a obtained by multiplying the background value bK by a predetermined constant K is greater than or equal to -b. If @YES''', that is, a≧-b, it is determined that knocking has occurred and the process proceeds to step 602; if @NO'', it is determined that knocking has not occurred and the process proceeds to step 804.

In step 602, the ignition timing correction amount common to all cylinders is decreased by 11° CA'', and if knocking occurs, the ignition timing of the gold cylinder is delayed by a predetermined value.In the next step 603, Knocking non-detection count m, which indicates how many times knocking was not detected in a row
Reset to t@o'″.

When it is determined that no knocking has occurred and the process proceeds to step 604, it is determined whether the knocking non-detection count is less than or equal to @Zoo''. If it is determined that m≦100, m is set to 1 in step 605. After incrementing by 1, proceed to step 60g.Meanwhile, m is @100
If knocking is not detected for more than 100 consecutive times, step @(NI
The common ignition timing correction amount for all cylinders is @1°CA'.
ignition timing of all cylinders is advanced by a predetermined value.

Next, in step 607, Peng is cleared to @O'' and the process proceeds to step 608.

In step 608, the basic advance angle #1 obtained in step 803 of FIG. 11 in the main processing routine and the ignition timing correction amount # calculated as described above! The final ignition advance angle - is calculated from -=#m+#t.

In the next step moe+:, from the ignition advance angle - obtained in step 608 and the rotational speed IJjN・ at that time, the igniter 42 off time, in other words, the time when the ignition signal turns off, that is, the time when ignition is performed, is determined. Then, from the igniter off time, the igniter on time, that is, the time to start energizing the ignition coil, is found, and the calculated value is set in the conveyor register B for starting the time coincidence interrupt.

Upon completion of the process in step 609, the program proceeds to step 113 in FIG.

In the knocking control explained above using FIGS. 3 to 9, when it is determined from the detection output of the knock sensor 12 that knocking has occurred, the ignition timing is controlled by an interrupt routine that is executed immediately before the ignition of each cylinder. Correction amount #1Cvr1@CA
The ignition timing is controlled so that the ignition timing is adjusted accordingly,
On the other hand, when it is determined that no knocking has occurred using the above interrupt routine 100 times in a row, the ignition timing correction amount 0K is increased by 1° CA and the ignition timing is controlled to advance by that amount. .

In the above embodiment, knocking control is performed using a correction amount θ common to all cylinders, but the presence or absence of knocking is detected for each cylinder, and the ignition timing is corrected for each cylinder according to the detection result. It is also possible to determine the amount and perform ignition timing control for each cylinder.

Next, regarding the boost pressure control performed according to the intake passage pressure downstream of the compressor and the above-mentioned ignition timing correction amount, the first
This will be explained using the flowcharts in FIGS. i0 to 13. 1□' FIG. 10 is a routine for changing the reference value for supercharging pressure control in accordance with the ignition timing correction amount minus the ignition timing correction amount, and represents a feature of the present invention.

The processing routine shown in FIG. 10 is a part of the main processing routine and is executed during the main processing routine.

First, in step 701, it is determined whether the ignition timing correction amount #mouse obtained in the interrupt processing routine of FIG. Determine whether it exists or not. @NO'', that is, if the retard amount is smaller than 56CA, the process advances to step 702, and the reference value (target value) of the intake air amount Q/N per engine revolution used during boost pressure control is determined. R@
Input the initial value Rmfo into f. In the next step 703, the upper limit value Lm of Q/N used as a supercharging pressure guard river.
Input the initial value Lmto into t.

On the other hand, if it is determined in step 701 as "@YES", that is, if the retardation amount due to knocking control is 56CA or more, the process proceeds to step 704, and the reference value R@f is set to (11t
Decrease by /r・ma. Further, in the next step 705, the upper limit value Lmt is decreased by 0.1t/r.

By decreasing R@f and Lmt, the supercharging pressure is reduced as described in connection with FIGS. 11 to 13.

When the processing in step 703 or 705 is completed, other steps of the main processing routine are executed.

Like FIG. 11 and FIG. 10, this is a part of the main processing routine and is executed during the main processing routine.

First, in step 801, the intake air flow rate data Q sent from the air flow sensor 40 via the raw converter 54 and stored in the RAM 86, and the intake air flow rate data Q calculated by the interrupt processing routine shown in FIG. 3 and stored in the RAM 86. Enter the engine speed quality data N. into the MR. Next, in step 802, the amount of intake air Q/N· for one rotation is calculated. The next step 803 is to obtain the basic advance angle # from the Q/N. and No. using the basic advance angle map.

A basic advance angle map for ゞQ゜ and N@ is stored in advance in the ROM 88, and in step 803, 01 is obtained using the interpolator Migo.

As described above, this basic advance angle #1 is used when calculating the ignition advance angle 0 in the processing routine shown in FIG.

In the next step 804, it is determined whether Q/N. is less than or equal to the reference value R@f determined in the processing routine of FIG. In the case of “Y]C8”, that is, in the case of (乍・≦Ref), it is assumed that the intake passage internal pressure downstream of the compressor, in other words, the boost pressure is within the reference value, and steps 805 to 8 are performed.
08 is performed to shorten the energization time T of the solenoid valve 28 for controlling the waste gate valve 22. That is, first, in step 805, the fully open flag of the tWIi valve 28 is reset to O''.In the next step 806, the solenoid valve energization time T is reset.
Step 80
7,808, the energization time T is controlled so as not to become less than @O''.

On the other hand, if the determination in step 804 is @No'', that is, if it is determined that the boost pressure exceeds the reference value, the process proceeds to step 809, and if Q/N exceeds the upper limit value or Determine whether or not. If “YES”, that is, Q/
N.)Lmt, the supercharging pressure is extremely high and exceeds the upper limit, and the process proceeds to step 810, where the full open flag of the solenoid valve 28 is set to 1''.
8 remains open, the wastegate valve 22 is rapidly opened, and the boost pressure is quickly reduced.

If it is determined in step 809 that Q/)J@ is less than or equal to the upper limit @Lmt, the process proceeds to step 811;
The electromagnetic valve energization time T is increased by 0.1 ms@e.

In the next steps 812 and 813, the energization time T is 4 m.
It is controlled so that it does not exceed m.C.

On the other hand, MPU84 i;i, 4 fill@! A control signal for driving the electromagnetic valve 28 is created by the time interrupt processing routine shown in FIG. 12 and the time coincidence interrupt processing routine shown in FIG. 13 regarding the conveyor register C, which are executed every time.

When an interrupt of 4mm@e occurs, step 10 is first performed.
1, it is determined whether or not the solenoid valve fully open flag is ``1''. If the fully open flag is 11'', the process immediately proceeds to step 903, where the drive circuit is activated to start energizing the solenoid valve 28. The control signal sent to 82 is inverted to 11''. This starts the solenoid valve !8, which feeds the pressure in the intake passage downstream of the compressor to the actuator 24 via the pressure conduit 26.

If the solenoid valve full open flag is “O”, step 90
2 processing is performed. In step 902, the current time of the free-run timer is set to the time after the energization time T (! After performing the processing, the process returns to the main processing routine.

When the time set in conveyor register C arrives, the first
The Ii1 interval interrupt process in FIG. 3 is executed, and in step 1oot, the control signal to the drive circuit 82 is inverted to ``O''. This ends the energization of the solenoid valve 28, and the solenoid valve 28 closes. As a result, the pressure applied to the actuator 24 in the intake passage downstream of the compressor is interrupted.

In this way, when the solenoid valve fully open flag is @oI', it has a duty ratio corresponding to the energization time T, and 4 ms@
The solenoid valve 28 is opened and closed by a control signal having a period of c. Therefore, as T increases, solenoid valve 2
8 will remain open for a long time, the pressure applied to the actuator 24 will increase, and the opening degree of the wastegate valve 22 will increase. On the contrary, if the blade becomes smaller, the opening of the waste gate valve 22 becomes smaller. the result,
The boost pressure is controlled so that Q/N· approaches the reference value R@fK.

As described in the processing routine in Figure 1O, when the amount of ignition timing retardation due to knocking control is 5OCA or more, the reference value Rd is controlled to be small, so in this case, the boost pressure is If it is reduced by that amount, it becomes K. As is well known, the lower the supercharging pressure, the less occurrence of knocking, and therefore the occurrence of knocking can be reduced or suppressed without further retarding the ignition timing.

FIG. 14 shows a turbocharged fuel injection type internal combustion engine as another embodiment of the present invention.

The difference between the engine shown in FIG. 14 and the engine shown in FIG. 1 is where the operating pressure source for the wastegate valve actuator is taken from. That is, in the embodiment shown in FIG. 14, the operating pressure of the actuator 24 is taken in from the exhaust passage upstream of the turbine 18 via a pressure conduit 26' and a solenoid valve 28' provided in the middle thereof. In this embodiment, a conduit 30' for releasing the operating pressure of the actuator 24 communicates with the intake passage downstream of the compressor.

The reason we used the back pressure upstream of the turbine as the operating pressure source instead of the boost pressure downstream of the compressor was because the back pressure is much higher than the boost pressure, which allows a greater degree of freedom when controlling the actuator. This makes it possible to improve the controllability of the wastegate valve.

Other configurations and effects of the embodiment shown in FIG. 14 are as follows.
It is exactly the same as the case shown in the figure.

As explained in detail above, according to the present invention, when the amount of correction in the retard direction of the ignition timing by knocking control is equal to or greater than the predetermined value (9-return value), the boost pressure is reduced, so the ignition timing is adjusted. #1 The occurrence of knocking can be reduced and suppressed without any delay. As a result, it is possible to prevent a significant increase in exhaust gas warming and to prevent the turbocharger and exhaust system components from deteriorating due to heat. Furthermore, since the ignition timing does not have to be significantly delayed, fuel efficiency can be significantly improved.

[Brief explanation of the drawing]

FIG. 1 is a diagram schematically showing an example of an internal combustion engine to which the present invention is applied, FIG. 2 is a block diagram of the control circuit of FIG. 1, and FIGS. 3 to 8 are diagrams of the 1i1'lj control circuit. Flowcharts of each processing routine; FIG. 9 is a time chart supplementary KWIi to explain the operation of the above processing routine; FIGS. 11 to 13 are flowcharts of each processing routine of the control circuit; FIG. 14 is a flowchart of the present invention. FIG. 2 is a diagram schematically showing another example of an internal combustion engine to which the invention is applied. 10... Cylinder block, 12... Knock sensor, 14... Turbocharger □, 16... Compressor, 18... Turbine, 20... Bypass A path, 22... Waste gate valve, 24...Diaphragm actuator, 28.26'...Pressure conduit,
28, 28'...Solenoid valve, 30.30'...Conduit, 32...Distributor, -ta, 34.36...Crank angle sensor, 38...Control circuit, 40...Air flow Sensor, 42... Igniter, 44... Ignition coil, 46... Spark plug, 54, 72... A/D
Converter, 64...Buffer and filter circuit, 66
... Peak hold circuit, 68 ... Rectifier circuit, 74
...Integrator circuit, 84...MPU, 86...RAM
. 55-ROM. Patent Applicant: Toyota Automobile Industry Co., Ltd. Figure) to Is9 Figure Procedure Amendment 4I (Voluntary) April A, 1980 Haruki Shimada, Director-General of the Agencies 2, Name of Invention: Knocking Control Method for Internal Combustion Engines with a Supercharger 3 Relationship of patent applicant name (320))! Ta Jidosha Kogyo Co., Ltd. Kinsha 4, Agent address: 105-105 Toranomon-chome, Minato-ton, Tokyo (1
) "Detailed Description of the Invention J-(2) Drawings (Figures 1, 9, 12, 14) 6, Answer to Amendment (1) Specification, page 15 Correct "Figure 11 J" in line 17 to "Figure 9." (2) The drawings (Figures 1, 9, 12, and 14) shall be revised as separate sheets. 7. Attachment 1 catalog drawing of category 1 (Figure 11, Figure 9, Figure 12 and Figure 14) Figure 9

Claims (1)

[Claims] 1 A correction amount for retarding the ignition timing is determined based on the output of the knocking detection means, and the ignition timing is controlled according to the correction amount.On the other hand, if the correction amount is equal to or greater than a predetermined value, A knocking control method for an internal combustion engine with a supercharger, characterized in that the knocking control method is performed to reduce supercharging pressure.