JPS59224468A - Knock restraining device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To prevent an engine from knocking irrespective of change in the engine during long cycle in a device for feedback controlling an engine controlling amount according to knocking strength by storing average controlling amount at every running condition to obtain the controlling amount from successive correction value from the stored value. CONSTITUTION:A storing means 3 reads out a controlling amount stored in the corresponding region from the load condition of an engine detected by a load detecting means 1 and the rotational frequency of the engine detected by a rotational frequency detecting means 2 to send said amount to a controlling amount calculating means 4. Said means 4 obtains a knocking restraining and controlling amount from a controlling amount sent from the storing means 3 and a knocking signal detected by a knocking detecting means 5 to control an actuator 6. The content in the storing means 3 is also corrected according to the knocking strength. Thus, the knocking can be effectively prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a knock suppression device that detects knocking in an internal combustion engine and controls at least one operating characteristic of a leakage blade to control engine knocking.

In general, knocking is an institution! This occurs depending on many factors such as ignition timing, air-fuel ratio, intake air temperature, intake air humidity, and the temperature of the combustion chamber 611. Among these factors, ignition timing and air-fuel ratio are easy to compare and can be controlled at low cost, so they can be used as a means of feedback control to suppress knocking. In particular, many knock suppression devices based on the ignition timing side i+111 have been put into practical use. In the conventional non-king suppression device using 11iII 1jtil at the time of ignition, which has been put into practical use, the preset base I:/
From the ignition timing in step 3, adjust the ignition timing by a certain angle each time knocking occurs, and adjust the ignition timing by an angle corresponding to the intensity of knocking
Angular IU, if no knocking occurs, use the above”?:
f'1! +i jp always large? 16 time constant (for example 0.
57sec) r211. , shi, a little bit a "1λA'
The ignition timing is controlled based on the three bases i, f, and 'S, and the ignition timing is controlled based on all f.

By the way, as mentioned above, the occurrence of knocking is influenced by many factors, such as the intake air 171.
711'j4, intake air humidity JW, etc. depends on changes in natural conditions, and their changes),'1HjJI I:J: IB or time-wise, with the unit of season fJi'i, 11-
It's always long. Therefore, changes in the knocking occurrence situation due to these variations also have a long period. In other words, under the same operating conditions, the knocking that occurs during the short term is approximately the same level, and there is no significant difference between the occurrence λ11111)4 and the semi-uniform strength U. Spitting, same >, 1! Il
+, +I; 's 1: suppresses the knocking that occurs in jb'J i! '1l-i'J,
Acupuncture 1! In the period, Q' is the same by 1, so 'i! j
1, the same operation IJs of gate A defined by the fixed U force transfer parameter H, r, j', (+need), the previous control amount is written as 1. i3. l, the control dl fit is controlled as the current ff1jl official 11 amount, and the ignition 1. '
rllil oil level?・Since the 1x enclosure can be narrow,
If the correction control ii1 is performed sequentially using the knock detection signal each time knocking occurs, knocking can be suppressed with extremely good responsiveness and high precision. Further, the long-term change factors described above can be corrected by slowly changing the storage control amount.

The present invention solves the above-mentioned knocking problem. tel
(In feedback control that detects knocking that occurs during running and generates a control signal in response to this detection output to suppress knocking, (A storage area is provided corresponding to each operation mode classified according to the number of rotations during running and load condition, and the average control amount for each operation mode of the engine is stored in the corresponding storage area. When knocking occurs, the above i)
;C+, knocking occurs □t+yVC by sequential knock control based on the average 1li111111T+ and the control amount y'c slightly depending on the strength of the knocking that occurs, suppressing knocking with good responsiveness. The average cjJυ1ill j! 5 is the average control j'll which is already in 1;f:t L when knocking occurs. The value of t'i' is updated and changed in the knock suppression direction (by controlling the above average control amount to be updated and changed in the opposite direction when there is no knocking, the operation of Tawara de, 1 is performed. The time lag of knock suppression control when changing modes is eliminated, and the responsiveness of knock suppression is further improved in all driving modes. By updating the average control amount in 1), the knocking signal in the transient state of the engine causes the above average side (the lil amount to be incorrect). The object of the present invention is to realize knock suppression control in which IEl is 0 in the operating state !/1 after warming up 4'lA.

Embodiments of the present invention will be described below with reference to the drawings.

Figure 2151 shows the basic configuration of the example, and from the engine load state detected by the load detection means and the rotation speed; Read out the fljlJ control 1.1- stored in the corresponding 'Nl'i, 1 configuration of the recording means 31-1;
il 1111 )7(,"f7'(?)" Sends to means 4. Control:!If i+'(?'t't"Neil
r]' 19.4 is the control (if
(The knock suppression control amount is calculated from the I amount and the knocking signal detected by the knock detection means 5, and the actuator 6 is controlled. Also, the storage means 3 stores the operating state of the passenger compartment as a predetermined judgment condition plus W'8. In this case, the stored control amount is increased or decreased depending on the presence or absence of a detection signal from the knock detection means 5. However, this update is delayed for a predetermined period after the engine is started, and 7 is a timer for this purpose. Fig. 2 shows the specific +11F configuration of this embodiment.As mentioned above, there are many factors that cause knocking, and it is possible to suppress knocking by controlling any of them, but the actual hf! In the i example, we will explain the case of ignition timing control, which is the most commonly used in practical use.In the figure, 11 is a crank angle sensor that generates a reference crank angle signal that is 9t at rotations of 4i11.%l, %I, and 12 is a Pressure sensor 13 &;] - Pressure sensor 12 which detects the intake pipe pressure of the engine and outputs a pressure signal corresponding to the pressure.
14 is a converter for digitizing the pressure signal outputted from the ε1 according to its level, 14 is an acceleration sensor 9 attached to the engine to detect the vibration acceleration of the engine, 15
is from the detection output of the acceleration center 14 71j surprise 1; 11
Distinguish the knocking components that occur due to the knocking of
Knock detector that outputs knocking distortion according to the knocking intensity, 16 is 1 knock detection):: ÷ 15
Digitize the output signal of 152 fi-//I
) Change 1; Heki, 18 is Chii 3j from the time of Iomotemon start,
This is a timer that measures the 'lH time. 20 is ma.
It is a microcomputer with a main microprocessor (central 7i't r) device 1, t) 21, memory (storage device) 22, and interface (input/output signal processing device i, t) 23: i 'r has been made. 17 is an ignition coil controlled by the microcomputer 20.

Next, the operation of this embodiment in which 'I'+'f lJy' is made as described above will be explained. The crank angle sensor 11 is connected to the rotation of the engine once every 1 ignition period jυ1 at a position of 1 rotation angle of the engine? I: Detects and outputs the angle to the C// rank base, and is manually input to the interface 23 of the microcombuque 20. The pressure sensor 12 detects the intake air 11 pressure between the walls and generates a pressure (,'j!;) at a level corresponding to the monthly pressure. Since it sensitively reacts and changes depending on the load state, the level of the pressure signal obtained by detecting this intake pipe pressure (the load state between stocks can be known).The pressure signal generated from the pressure sensor 12 is A/p conversion domain 1
3 and input to the interface 23. On the other hand, the acceleration sensor iJu12 is attached to the lever and constantly detects engine vibrations.

This detection output is 43y! 4 caused by the creation of a seki/υ
The knocking component due to the vibration generated due to knocking is included in the noise signal caused by the noise.The knocking detector 15 discriminates the knocking component from the detection output of the acceleration sensor 14 and determines the knocking intensity. This knocking signal is digitized by the second A/i) converter 16 and input to the interface 23.

Further, the knock detector 15 is connected to the four
Upon command, the interface 23 resets and initializes for knocking detection.

The memory 22 of the microcomputer 20 includes ROM and RA.
M, and the ROM is a group that enters each predetermined operating mode corresponding to the selected location in predetermined valleys and locations corresponding to the engine rotational speed and load, ()ζ state, i゛Area 1 for storing the ignition advance angle of j, . ! J (hereinafter referred to as an advance angle map), and It A M corresponds to the rotational speed of 13.1 leap and the load condition, and each t'I'i
1 (corresponding to the lcG'% each of the bolts) (for the output of the knock detector 15 in the rotation mode) 1 (according to the output of the knock detector 15 in the rotation mode). ). 1 The microcomputer 20 calculates the knock suppression control IJ: from the sensor information of the crank angle sensor 9I, 1, the pressure sensor 12, and the acceleration sensor 14, outputs one optimal ignition timing, and determines it. When the ignition timing is set, the ignition coil 17 is ignited with the ignition coil 17 closed.

The microcomputer 20 is still not checking the value of the timer 18, which is counting the 1F elapsed time since the start of the front gate.
) Nod whether the specified time has passed after the beginning of Horokaku: Kameru.

Predetermined time elapsed/M? ,? :, l-arrangement (・-r If the following conditions are ?1′・1 quintillion and the engine is turned 1・V, update process of half-average, surface side f”1′-1T′) Start.

7'6 Case 1 Tsui i', li-tan 1111 The rotational speed fluctuation from the start is 50 rpm or less.

Condition 2 11-Moe change F) h from the start of the update process is 5
%below.

(For example, if the engine is operated with conditions 1 and 2 satisfied over 100 consecutive ignition cycles, and knocking occurs during that time and the knock suppression j: 11 is successively corrected, this successive correction fit If the average control 1 updated by adding to the average control f111 amount is 7, and if the sequential correction amount is 0, that is, if knocking does not occur at all during this period, then the above average opening side 1: fJj: Average 11ifl updated by subtracting 1 unit amount ((iil I
The updated value is stored in the area of the learning map corresponding to the current engine operating state. In this way, the average control of knock suppression 11) is further improved by Σ1? Then, the sequential control of knock suppression is started based on this updated average control Ill ;, i. The average control (・( has been updated, most; II l.

Ignition is executed at the ignition timing.

Next, if the engine operation mode changes and shifts to the 11H operation mode, at this time, due to the above conditions 1 and 0.2, -7
1! In the 5Dπy state of conversion mode, the learning map G′ is: [expansion・:1 average reprinting (−1 amount update is not performed. Therefore, <,4′<f/:I transient j
- Average overprinting (i!'11-!'Q's 1.
This prevents unnecessary information (corresponding to the operating mode at the time) from being recorded or written unexpectedly. Also, during engine operation mode change and ()・
The knock suppression side f;+1+ after the change is the convergence on the learning map corresponding to the de[eye...ku mode] at that point. Q
From 5f'-physical control;! lI j・) is il:I'l
;The average reprint i+ that was extracted and read out! ll-[
-:! Based on -, successive oil level control for knock suppression is started. That is, as in the conventional device 1't: when control is started from the knock suppression control amount before the change in military mode, the control state 7.jj-i K The response of the knock suppression control 111 is significantly improved because the machine enters the J prison immediately.
“-11 cold time is 4:'A', li:!'JiThe room temperature is low and knocking is difficult for 'lb cows.Therefore, during this period, 1tl:1ill?1.
When il': if, i, and Ii are performed, the average control amount is updated to knock 16'l+1"l (,13λ
After a leap warm, the average control amount may be insufficient and knocking may occur.

Therefore, in this embodiment, the operating time from the time the engine is started is measured, and the time-average control amount until the end of warm-up is not updated. Microcomputer 20 for the first time in the warm season
performs idp new processing of the average control amount. This results in
The updating process is always performed when the engine is in a normal operating state, and accurate knock suppression (tilJ) control is possible without taking in information about knocking that occurs in a transient state during warm-up. On the other hand, knocking in a transient state during warm-up can be suppressed only by sequential correction.

A flowchart for executing the above-mentioned control is shown in FIG.

P, % B28 indicates each step of the flowchart. The control calculation is executed, for example, once per ignition cycle JυJK, when a crank reference angle pulse is input. First, a crank reference angle pulse is manually generated at B2, and the period from the crank reference angle pulse of +jiJ times is determined at P and converted to the number of rotations. A pressure signal is input at B4, and the load condition of the gate is calculated at B5. In B6, p, , p, total '5'/, 1i
jI turn 7・, '/ , i> , 1: U f! J load a
'i::j K: Corresponding t le setting ith angle t'
J (=Search qtH from the angle map and store it in the A register. &, J: Same as Po (>i':, &ζ rotation 7 +
Average reprint j of knock suppression corresponding to I and load condition:
Search II-= from the learning map and set jfCi, j'j in the B register. Input a knock signal at B8, and use I) to send a signal to reset knock 8:÷15 to detect the next occurrence of knocking.
゛Do 1T. 13. . Now, calculate the amount of control correction corresponding to the intensity of knocking Gj input in B8, and
The previous sequential correction stored in the register;; Addition to 1/
Q L +'■ and store it in the C register. Then Pu
Input the timer value in step B12, and check in step B12 whether or not more than JO minutes have elapsed since the engine was started. The timer value changes to 3 every 10 minutes.
B2 when not working. to set the value of the D register to 0,
B2 described below without updating average reprint f11104-
．． Jump to processing. ■) The register is a register for counting the number of ignitions used to determine the update timing of average control-kt.
・）ru. When the timer value exceeds 10 minutes and engine warm-up is finished at 7"C, the rotation speed fluctuation is 5 Orpm or less (condition 1) and the load fluctuation is 5% or less (condition 2) at PI3 and PI4. ).If condition 1 or condition 2 is not satisfied, set the value of the D register to 0 in P23, and
In step 4, the meaningless sequential correction amount C before the operation mode change is set to 0 and the process jumps to step B3. If both conditions 1 and 2 are satisfied, PI5 adds 1 to the value of the D register and stores it in the LD register again. Next, the PI6 checks whether the value of the D register is 100 or not. That is, conditions 1 and 2
Check to see if 100 ignition cycles have passed with the above conditions satisfied. In the case of D special 100, the renewal period has not yet been reached, so B
Skip to step 28. □If D = 100, PIT
It is checked whether the sequential correction amount stored in the C register is O or not. In the case of c-0, in P20, 1 is subtracted from the value of the B register which temporarily stores the average open side 1 amount searched in B7, and the result is stored in the B register. In the case of c-so, the value of the C register is set to the value of the B register by Pill.
(Add , store the result in the B register, and set the value of the C register that stores 41:, to 0 in I)1.
Register entry 1, set the value to 1 corresponding to the current operation IJs 7+'1'' of the learning map as the new average control amount.
)'r location. In P22, is the next 1 possible Gaku 7? Matup Saraj! Let the inner world of the D register be zero as a fist for i. At P2°, P, is detected from the lead angle map.
5. ~ I) 9Q of 22, follow J'I] The 1-enhanced rabies is updated and the ignition advance is updated from ζ average control ・ill H+', ) and sequentially ill rooster E (r4:) stored in the C register. After determining the angle and outputting the ignition advance angle 1't'c to the output register at P2?, the next control is performed at P28).

There are 4.3 entries in the program. The position corresponding to the ignition advance angle outputted to the output register is 1.'4 pL 4+, - 11:j point at which the rotation angle of the bar has reached Ignition coil (7) Ji'ff('117.i:
Lir, was il, ship l;)r); ignition was made on month 53].

Here, when conditions 1 and 2 of C1-11 are satisfied (the points are fixed, knocking occurs after 100 ignition cycles). , program steps PI8L, D [As shown in the average reprint Ta1
l i□1 decreases by 1 unit J (1-.

f71E continues to be in the same condition (my official is driving
t, 1. The horizontal direction of 11b a11)・) continues to decrease the power ball every 100 ignition cycles JIII, finally 1l-11'I, and 2. I: Ru. In other words, the preset ignition advance angle (
Ignition will occur at a more advanced angle than the value stored in the advance angle map). As mentioned above, in the conventional knock suppression device, knocking is suppressed by controlling the retard angle 41 from the set ignition advance angle, that is, by one-way control. It is possible to control the ignition advance angle in both advance and retard directions.

Therefore, as data for the advance angle map that stores the above-mentioned ignition advance angle, the ignition advance angle determined as the optimum value at the time of Isohin design is written 1, [3], and the average open side 1 amount is By storing zero as an initial value in all areas of the memory map, the initial knock suppression control is set to 1.
Knocking caused by individual variations of 4; Knock suppression!1ilj4fll
There is no need to make settings in anticipation of 1i1H, and initial controllability is also greatly improved.

Note that there are many factors that cause knocking, but among them, the ignition timing side j1 (1 or fuel side 91 shown in the example)
11 is preferably blanked by 11j71i11. This is because ignition timing control Jf1's ``r'-4:'-'+
Many devices related to ratio control have been put into practical use and are easy to realize at low cost. This is because it can be expressed. As an example of this air-fuel ratio control,
Knocking amount of injection from 171 injection device 4<-”f
V-compatible Guko base III! The same L% performance can be achieved by increasing the amount in accordance with the control signal.

According to Akira Niunigi'ii'v of 1 or more, the knocking that occurs in the engine compartment is output to ) 7, and the control 11 signal is generated in response to the detection output to suppress the knocking. Feedback: 1ill jjll thread , Tsuki 1; Provide a storage area corresponding to the rotation speed and load condition of 3.1, 4j, 1
．． The average overprint 4ii111t of knock suppression for each driving mode of IL is stored in the corresponding memory (recorded in the ill area).When driving, the corresponding average overprint 1dil is read out from the time area and this average is stored. Reprint (jll (
The knocking generation element is controlled by li, and the
Sequential correction for slight knocking that occurs during l: ・: above average control +! In addition to il jN, t, knock suppression: ti:I l'l''11 is performed, and knocking is suppressed with good responsiveness.
When knocking occurs and the above sequential correction is performed, the above sequential correction amount is added to the above average control amount at a predetermined cycle, and the knocking occurrence is By reducing the control amount by a predetermined number of stitches, storing it in the corresponding storage area, and updating the average open side one stitch, it is possible to respond appropriately to long-term changes in the factors that cause knocking, and to improve the engine performance. Even when the driving mode changes, the influence of the meaningless knock suppression control amount before and during the change is removed, the time lag of knock suppression is eliminated, and the responsiveness of knock suppression is significantly improved. Furthermore, by measuring the elapsed time since the engine was started and prohibiting updating of the average control amount for knock suppression for a predetermined period of time until the engine warms up, it is possible to prevent knocking in the transient operating state of the 4F This prevents updating of the average control amount in the wrong direction, and provides an excellent effect in that the engine can always perform appropriate knock suppression over all operating modes.

[Brief explanation of the drawing]

pI'510] is the 11 tree-like diagram of the present invention 4J, Figure 2 is the IL-like 'I+'7 composition of Kokomyo lj bow +:1 (, Figure 3 is the IL-like 'I+'7 composition of 1 jill of the device of the present invention
(This is a flowchart showing ξ11 operations. 1... fL load 1a output means, 2... rotation speed detection means,
30. . Record/jiff means, 4...control! 71 (i'1' (means, 51., knock detection means, 6...actuator, 7...timer. - (spontaneous) f'N1i'l
'l°j'〈'Self 1 punch 1 ・ICf'l's front small 1 bla 9 ([Sho 58-99
680:)), Oil level ^-4;, S8 5, Detailed description of the invention column and drawings of the specification subject to amendment. [Ignition timing at knock limit] is corrected. (2) Update "Start update processing" to 1 in lines 18-19 of page 9. ” he corrected. (3) rB2nJ on page 13, line 16 of the same page is rP2a-1
I am corrected. (4) 1-PI3 and Pz on page 14, line 19
Correct oJ to [PI3 or P20J. (5) On page 15, lines 16 and 17, "as shown on page 18 onwards" is corrected to "as shown on r'P2n". (6) "The engine is in all operating modes" on page 18, line 17 of the same page is corrected to "all operating modes of the engine." (7) Correct Figure 3 of the drawings in the attached sheet. 7 Corrected drawing of attached document list Figure 3 1, +lff
1 or more

Claims (1)

[Claims] Knock detection means for detecting engine knocking, load detection means for detecting a negative i'r:i state of the engine, rotation speed detection means for detecting the engine rotation speed, engine load and rotation speed At each predetermined address corresponding to the address, store the six values computed based on /, ij, and the output of the knock detector for each operating mode of the engine corresponding to each address; 11 corresponding to the outputs of the load detection means and rotation speed detection means listed in L.
The memory means from which the value is read out is t,
f, 'l: Correcting at least one operating characteristic (11-) of (y:&I''A) by the extracted memory value and the output of the above-mentioned knock detector piece, and ( Means for controlling knocking during running, corresponds to the operating mode at the time when knocking occurs.
j value is updated to (l+'i) in the direction of the knocking suppression force at a predetermined period, and when knocking is not likely to occur, the update control means is updated to a value in the opposite direction. Knock suppression device 1f for an internal combustion engine, characterized in that updating of the memory value is prohibited for a predetermined period of time after the engine is started.
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