JP5994581B2 - Control device and control method for internal combustion engine - Google Patents

Description

  The present invention relates to a control device and a control method for an internal combustion engine that detects a pre-ignition sign that is one of abnormal combustion of an internal combustion engine and executes predetermined pre-ignition avoidance control in response to the sign detection. .

  In a spark ignition type internal combustion engine, if so-called pre-ignition occurs in which the air-fuel mixture in the combustion chamber ignites before ignition by the spark plug, the durability and performance of the internal combustion engine are significantly lowered, which is not preferable.

  In Patent Document 1, a sign of pre-ignition is detected from an ionic current or the like in the combustion chamber, and at the time of detection of this sign, for example, the temperature in the combustion chamber is decreased by increasing the fuel injection amount or retarding the ignition timing, A technique is disclosed in which the occurrence of pre-ignition is avoided in advance.

JP 2006-46140 A

  Under operating conditions where pre-ignition occurs relatively easily, for example when the intake air temperature or cooling water temperature of the internal combustion engine is high, it is easy to shift from the normal combustion state to the pre-ignition occurrence state immediately, and pre-ignition occurs over time. It is difficult to avoid the occurrence of pre-ignition by detecting the sign beforehand.

  In other words, in the situation where the transition period from the normal combustion state to the occurrence of pre-ignition is very short, it is difficult to detect the sign, and even if the sign can be detected, the fuel injection amount is increased or the ignition timing is retarded. The pre-ignition avoidance due to the above is not in time. Eventually, after the pre-ignition occurs, the subsequent pre-ignition is merely suppressed by the increase in the fuel injection amount or the retard of the ignition timing.

  The control apparatus for an internal combustion engine according to the present invention includes pre-ignition sign detection means for detecting a pre-ignition sign generated in the combustion chamber, and executes pre-ignition avoidance control when the pre-ignition sign is detected.

  Furthermore, it is provided with an immediate pre-ignition generation condition determining means for determining whether or not it is an immediate pre-ignition generation condition that immediately shifts from normal combustion to pre-ignition based on the operating condition of the internal combustion engine. When it is, it is characterized by performing preliminary preignition suppression control for securing the sign detection period.

Further, the control method of an internal combustion engine according to the present invention is a control method of an internal combustion engine that monitors a pre-ignition sign generated in the combustion chamber and executes pre-ignition avoidance control when detecting the pre-ignition sign.
Based on the operating conditions of the internal combustion engine, it is determined whether or not it is an immediate pre-ignition generation condition that immediately shifts from normal combustion to pre-ignition,
When it is an immediate pre-ignition generation condition, preliminary pre-ignition suppression control for securing a pre-ignition sign detection period is executed.

  For example, when the intake air temperature, cooling water temperature, oil temperature, and the like of the internal combustion engine are high, the transition period when shifting from normal combustion to pre-ignition is very short. In the present invention, such a specific situation is determined based on the operating condition of the internal combustion engine, assuming that it is an immediate pre-ignition generation condition. When the operating condition of the internal combustion engine is an immediate pre-ignition generation condition, preliminary pre-ignition suppression control is executed regardless of the sign detection.

  The preliminary pre-ignition suppression control is a control for slowing the transition from normal combustion to pre-ignition in order to secure the pre-ignition sign detection period. One of the increase, retard of the injection timing of the fuel injection into the cylinder, enhancement of the cooling capacity of the internal combustion engine by the cooling device, increase of the rotation speed of the internal combustion engine, suppression of the load of the internal combustion engine via the auxiliary machine, It is executed as a plurality of combinations.

  Many of these measures are effective for avoiding pre-ignition itself, but this preliminary pre-ignition suppression control is not intended to completely avoid pre-ignition and slows down the transition to pre-ignition. Therefore, a relatively weak level is sufficient. For example, taking a decrease in the effective compression ratio of an internal combustion engine as an example, the decrease in the effective compression ratio executed as the preliminary pre-ignition suppression control is small compared to the decrease in the effective compression ratio necessary to avoid pre-ignition. It will be something. Therefore, for example, the decrease in torque accompanying the decrease in effective compression ratio is relatively small.

  When pre-ignition suppression control is being executed in this way, if pre-ignition is likely to occur, pre-ignition avoidance control is executed in response to the detection of the sign. Preignition avoidance control can use, for example, reduction of the effective compression ratio of the internal combustion engine, increase of the fuel injection amount, retard of the injection timing of the fuel injection into the cylinder, etc., for example, preliminary preignition suppression control When the pre-ignition avoidance control that responds to the detection of a sign is also a decrease in the effective compression ratio, the effective compression ratio decreased by the pre-ignition avoidance control is the effective compression ratio decreased by the preliminary pre-ignition suppression control. Even lower compression ratio. By executing the preliminary pre-ignition suppression control, the sign detection period can be secured until the actual pre-ignition occurs, and therefore, the occurrence of the actual pre-ignition is avoided by the pre-ignition avoidance control in response to the sign detection. .

  Further, when the driving condition is not an immediate pre-ignition generation condition, the preliminary pre-ignition suppression control is not executed. Under such conditions, if pre-ignition is likely to occur, pre-ignition avoidance control such as a decrease in the effective compression ratio is executed in response to the detection of the sign. If it is not an immediate pre-ignition occurrence condition, generally there is a time lag in the period from normal combustion to transition to pre-ignition, so it is possible to avoid pre-ignition by predictive detection and pre-ignition avoidance control in response to this. is there.

  According to the present invention, even when the normal combustion suddenly shifts to pre-ignition due to the operating condition of the internal combustion engine, it is possible to reliably detect the sign and avoid the occurrence of pre-ignition. At the same time, it is possible to minimize, for example, the deterioration of torque and the deterioration of the fuel consumption rate, which are tradeoffs for avoiding pre-ignition.

The system block diagram of the internal combustion engine of one Example to which this invention is applied. Explanatory drawing of the cooling device of an internal combustion engine. The flowchart which shows 1st Example using the fall of an effective compression ratio. The flowchart which shows the process of immediate play ignition generation condition determination. The characteristic view which shows the characteristic of the water temperature threshold with respect to a rotational speed. The time chart which showed the behavior at the time of the non-immediate pre-ignition generation condition by 1st Example. The time chart which showed the behavior at the time of the immediate play ignition generation condition by 1st Example. The flowchart which shows 2nd Example using fuel increase. The time chart which showed the behavior by 2nd Example. The time chart which showed the behavior by the modification using the fall of an effective compression ratio, and fuel increase. The flowchart which shows 3rd Example using cooling water temperature fall. The flowchart which shows 4th Example using the engine rotational speed raise. The characteristic view which shows the characteristic of the target rotational speed with respect to cooling water temperature.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows the system configuration of an automotive internal combustion engine 1 to which the present invention is applied. The internal combustion engine 1 is an in-cylinder direct injection type spark ignition internal combustion engine, and includes a fuel injection valve 2 for injecting fuel into the cylinder for each cylinder, and the generated air-fuel mixture. Is equipped with a spark plug 3 for igniting. The spark plug 3 is provided with an ion current sensor 4 for measuring an ion current in the combustion chamber as a pre-ignition sign detection means. The ion current sensor 4 uses the spark plug 3 itself as a detection probe. However, an ion current sensor independent of the spark plug 3 may be used.

  Each cylinder includes an intake valve 5 and an exhaust valve 7. The intake valve 5 includes a variable valve device 6 that can variably control the opening / closing timing (at least the closing timing) of the intake valve 5. The valve 7 includes a variable valve device 8 that can variably control the opening / closing timing of the exhaust valve 7. These variable valve gears 6 and 8 are controlled by the engine controller 10.

  An electronically controlled throttle valve 12 whose opening degree is controlled by a control signal from the engine controller 10 is interposed upstream of the intake passage 11, and an exhaust recirculation passage 14 extending from the exhaust passage 13 to the intake passage 11 is provided. Is provided with an exhaust gas recirculation control valve 15.

  In addition to the ion current sensor 4 described above, the engine controller 10 includes a crank angle sensor 16 for detecting the engine rotational speed, an air flow meter 17 for detecting the intake air amount, an intake air temperature sensor 18 for detecting the intake air temperature, and a cooling function. Detection signals of sensors such as a water temperature sensor 19 that detects a water temperature, an oil temperature sensor 20 that detects a lubricating oil temperature, and an accelerator opening sensor 21 that detects a depression amount of an accelerator pedal operated by a driver are input. Yes. Based on these detection signals, the engine controller 10 optimally controls the fuel injection amount and injection timing by the fuel injection valve 2, the ignition timing by the spark plug 3, the opening and closing timings of the intake valve 5 and the exhaust valve 7, and the like. .

  In the illustrated example, the output shaft of the internal combustion engine 1 is configured to drive the drive wheels 27 via a torque converter 25 and a belt type continuously variable transmission (CVT) 26. The transmission ratio of the continuously variable transmission 26 is controlled by the CVT controller 28. The CVT controller 28 is connected to the engine controller 10 via CAN communication.

  FIG. 2 shows the configuration of the cooling device for the internal combustion engine 1. The cooling device includes a water jacket 31 provided in a cylinder block and a cylinder head of the internal combustion engine 1, a radiator 32 that performs heat exchange between cooling water and outside air, and a water pump that is always driven by the output of the internal combustion engine 1. 33, a flow rate control valve 34 for controlling the flow rate of the cooling water flowing into the water jacket 31 through the water pump 33, and the cooling water flowing out of the water jacket 31 is supplied to the radiator 32 side or the bypass depending on the temperature. And a thermostat valve 35 for guiding to the passage 36 side. The thermostat valve 35 is a switching valve that operates mechanically according to the coolant temperature. The flow rate control valve 34 is variably controlled by the engine controller 10, whereby the cooling capacity for the internal combustion engine 1 can be adjusted.

  Next, control for avoiding preignition in the above configuration will be described.

  FIG. 3 is a flowchart showing a first embodiment of control. This process is repeatedly executed while the internal combustion engine 1 is in operation. First, in step 1, an immediate pre-ignition occurs in which the normal combustion immediately shifts to the pre-ignition based on the operation conditions of the internal combustion engine 1 at that time. It is determined whether or not the condition is satisfied. Specific processing of Step 1 will be described later.

  If it is determined in step 1 that the condition is not an immediate pre-ignition occurrence condition, the process proceeds to step 4 to determine whether or not a pre-ignition sign (or actual pre-ignition occurrence) has been detected. The ionic current generated in the combustion chamber correlates with the combustion state or combustion pressure in the combustion chamber.For example, the occurrence of pre-ignition can be detected from the generation start time or peak time, and before the actual pre-ignition occurs. , You can grasp the signs.

  If there is no sign of pre-ignition in step 4, the process returns to step 1. Therefore, unless a pre-ignition sign is detected, the processes in steps 1 and 4 are repeated, and the pre-ignition sign is continuously monitored.

  When a pre-ignition sign is detected in step 4, the process proceeds to step 5 where the closing timing (IVC) of the intake valve 5 is retarded relatively large from the bottom dead center as pre-ignition avoidance control. As a result, the effective compression ratio is reduced, and the occurrence of pre-ignition is avoided by lowering the compression end temperature.

  The reduction in the effective compression ratio can also be realized by advancing the closing timing of the intake valve 5 with respect to the bottom dead center (so-called premature closing) by the variable valve device 6, and further, the mechanical compression ratio can be varied. It is also possible to use a variable compression ratio mechanism.

  On the other hand, if it is determined in step 1 that the immediate pre-ignition occurrence condition is satisfied, the effective compression ratio is reduced as preliminary pre-ignition suppression control for securing the sign detection period. Specifically, in step 2, the target intake valve closing timing necessary for securing the sign detection period is calculated based on the water temperature and the intake air temperature at that time. In step 3, the variable valve gear 6 is controlled so that the target intake valve closing timing is reached.

  Step 4 following Step 3 is the same as described above, and unless a pre-ignition sign is detected in Step 4, the processing of Step 1 to Step 4 is repeated, and the effective compression ratio is reduced as preliminary pre-ignition suppression control. The pre-ignition sign is continuously monitored.

  When a pre-ignition sign is detected in step 4, the process proceeds to step 5 and, as described above, the intake valve closing timing is retarded by a relatively large amount from the bottom dead center to avoid the occurrence of pre-ignition.

  In this embodiment, pre-ignition avoidance control that is executed in response to detection of a pre-ignition sign, pre-pre-ignition suppression control that is continuously performed when an immediate pre-ignition occurrence condition in which pre-ignition is likely to occur suddenly, and Both are executed as the same effective compression ratio reduction, but the effective compression ratio given by the latter preliminary preignition suppression control is higher than the effective compression ratio given by the former preignition avoidance control. . In other words, in pre-ignition avoidance control, the effective compression ratio is relatively low enough to avoid occurrence of pre-ignition, whereas in preliminary pre-ignition suppression control, even if pre-ignition occurs, the transition is slow. Therefore, a relatively high effective compression ratio is set.

  FIG. 4 is a flowchart showing the flow of the process for determining the immediate pre-ignition occurrence condition in Step 1 above. In Step 11, the rotational speed of the internal combustion engine 1 is equal to or lower than a predetermined rotational speed threshold, and the internal combustion engine. It is determined whether or not the two conditions that the charging efficiency (load) of 1 is equal to or greater than a predetermined charging efficiency threshold are satisfied simultaneously. That is, it is determined whether it is a low speed and high load range. Note that the charging efficiency is indicated by, for example, the intake air amount for each cycle of the internal combustion engine 1.

  If “YES” in the step 11, the process proceeds to a step 12, and a water temperature threshold value, an oil temperature threshold value, and an intake air temperature threshold value are obtained based on the rotational speed of the internal combustion engine 1, respectively. FIG. 5 shows the relationship between the rotation speed and the water temperature threshold as an example. As shown in the figure, basically, the higher the rotation speed, the higher the water temperature threshold. This is because the occurrence of pre-ignition greatly depends on the in-cylinder temperature and the time of exposure to the in-cylinder temperature (that is, the engine rotation speed), and the higher the rotation speed, the less pre-ignition occurs. is there. Although not illustrated, the oil temperature threshold value and the intake air temperature threshold value have the same tendency. Each threshold value may be determined in consideration of not only the rotational speed but also the load of the internal combustion engine 1. In this case, pre-ignition is more likely to occur as the load is higher, and thus each threshold value is lower as the load is higher.

  In step 13, the cooling water temperature, the lubricating oil temperature, and the intake air temperature at that time are respectively compared with the water temperature threshold value, the oil temperature threshold value, and the intake air temperature threshold value determined as described above. Then, it is determined whether or not the following three conditions are satisfied: the cooling water temperature is equal to or higher than the water temperature threshold, the lubricating oil temperature is equal to or higher than the oil temperature threshold, and the intake air temperature is equal to or higher than the intake temperature threshold. If YES, the process proceeds to step 14, and it is determined that the immediate play ignition generation condition is satisfied (that is, the determination flag is set to ON).

  As described above, in the embodiment of FIG. 4, an immediate pre-ignition occurs that immediately shifts from normal combustion to pre-ignition from the five elements of engine speed, load (charging efficiency), cooling water temperature, lubricating oil temperature, and intake air temperature. It is determined whether or not the condition is met. In the present invention, the determination of the immediate pre-ignition occurrence condition is not necessarily limited to these five elements, any element may be omitted, and conversely, another other element is added. Then, it may be determined more comprehensively.

  Next, based on the time charts of FIGS. 6 and 7, the operation of the above embodiment will be described.

  FIG. 6 shows the behavior when pre-ignition occurs under the situation where it is determined in step 1 that the condition is not an immediate pre-ignition occurrence condition.

  The lower part of the figure shows the intake valve closing timing (IVC). The middle row shows ON / OFF of the determination flag of the immediate play ignition occurrence condition. The upper part shows the ion current detection timing after the ignition timing as one parameter indicating the occurrence or sign of pre-ignition. The earlier this is, the more pre-ignition is considered. In the illustrated example, for easy understanding, the ion current detection timing is simply divided into the normal combustion region, the pre-ignition sign region, and the pre-ignition occurrence region.

  Even if it is not an immediate pre-ignition generation condition, pre-ignition may occur due to an increase in the in-cylinder temperature due to some factor. In such a case, assuming that avoidance control is not performed, a transition is made from the normal combustion region to the preignition occurrence through the preignition predictive region as shown by a line indicated as “no avoidance control” in FIG.

  On the other hand, in the present embodiment, a pre-ignition sign is detected at time t1, and based on this, the intake valve closing timing is retarded after a slight delay (retarded to a level sufficient to avoid pre-ignition). In addition, since the effective compression ratio is reduced, the occurrence of pre-ignition is avoided as shown in the figure. The decrease in the effective compression ratio due to the variable valve gear 6 is generally due to mechanical delay, and the responsiveness is not necessarily high. Therefore, it is possible to cope sufficiently and avoid pre-ignition.

  FIG. 7 shows the behavior at the time of occurrence of pre-ignition under the condition determined in step 1 as the immediate pre-ignition generation condition.

  What is shown as a “comparative example” in the figure shows the behavior in the case where the effective pre-ignition suppression control is not performed although the effective compression ratio is reduced as pre-ignition avoidance control for sign detection. As shown in the drawing, in the case of the immediate pre-ignition generation condition, that is, in the low-speed and high-load region and the intake air temperature is high, the normal combustion is immediately shifted to the pre-ignition when the pre-ignition occurs. Therefore, it is difficult to detect the sign. For example, the occurrence of pre-ignition is detected at a time point t1 'when the pre-ignition actually occurs, and in response thereto, processing such as reduction of the effective compression ratio is executed. Therefore, the occurrence of pre-ignition cannot be avoided in advance.

  On the other hand, in this embodiment, as shown in the lower part of FIG. 7, the intake valve closing timing is retarded as preliminary pre-ignition suppression control at the stage determined as the immediate pre-ignition occurrence condition, and the effective compression ratio is reduced. Yes. Therefore, when pre-ignition is about to occur, normal combustion will shift to pre-ignition generation relatively slowly, and as shown in the figure, the pre-ignition sign region remains relatively long, so the sign detection period is Secured surely. Accordingly, as in the case of FIG. 6 described above, a pre-ignition sign is detected at time t1, and based on this, after a slight delay, the intake valve closing timing is delayed (to a level sufficient to avoid pre-ignition). As shown in the figure, preignition can be avoided beforehand by reducing the effective compression ratio.

  Thus, in the present embodiment, it is possible to reliably avoid the occurrence of pre-ignition based on the sign detection even under a situation where the pre-ignition occurs abruptly. Further, since the decrease in the effective compression ratio as the preliminary preignition suppression control is relatively small, it is possible to minimize the decrease in torque and the deterioration in fuel consumption. There is no deterioration in exhaust emission due to a decrease in the effective compression ratio.

  Next, FIG. 8 is a flowchart showing a second embodiment of control. Step 21 is a determination of an immediate pre-ignition generation condition, which is the same as step 1 in FIG. Step 24 is not particularly different from Step 4 in FIG.

  If it is determined in step 21 that the immediate pre-ignition generation condition is satisfied, the fuel injection amount increase correction is performed as preliminary pre-ignition suppression control for securing the sign detection period. Specifically, in step 22, a target fuel increase (for example, an increase correction coefficient) necessary for securing the sign detection period is calculated based on the water temperature and the intake air temperature at that time. In step 23, the fuel injection valve 2 is driven and controlled so as to realize the target fuel increase.

  By increasing the fuel injection amount in this manner, the inside of the cylinder is cooled by the heat of fuel vaporization, and the occurrence of pre-ignition is suppressed. Therefore, the transition from normal combustion to occurrence of pre-ignition becomes slow, and the sign detection period can be secured.

  If a pre-ignition sign is detected in step 24, the process proceeds to step 25, and pre-ignition avoidance control is executed. In this embodiment, the preignition avoidance control is also performed by increasing the fuel injection amount. Specifically, the fuel injection amount is increased to a level that can avoid the occurrence of pre-ignition.

  In this embodiment, pre-ignition avoidance control that is executed in response to detection of a pre-ignition sign, pre-pre-ignition suppression control that is continuously performed when an immediate pre-ignition occurrence condition in which pre-ignition is likely to occur suddenly, and Both are executed as an increase correction of the same fuel injection amount. However, as in the above-described embodiment, the preignition avoidance control provides a relatively large amount of fuel increase at a level sufficient to avoid the occurrence of preignition. On the other hand, in the pre-ignition suppression control, even if pre-ignition occurs, it is sufficient that the transition is slow, so that a relatively small amount of fuel is increased.

  FIG. 9 shows the behavior in the case of the second embodiment. In particular, in the same manner as in FIG. 7 described above, when the pre-ignition occurs under the condition determined in step 21 as the immediate pre-ignition generation condition. Shows the behavior.

  When preliminary pre-ignition suppression control is not performed, as shown in the figure as a comparative example, normal combustion suddenly shifts to pre-ignition, but in this embodiment, immediate pre-ignition occurs as shown in the lower part of the figure. When the condition is determined, a relatively small amount of fuel increase is executed as the preliminary preignition suppression control. Therefore, when pre-ignition occurs, the transition from normal combustion to the occurrence of pre-ignition becomes slow.

  In the illustrated example, a pre-ignition sign is detected at time t1, and in response thereto, the fuel is further increased (to a level at which pre-ignition can be avoided). In addition, since there is no mechanical delay, the fuel increase is executed with a relatively high response as shown in the figure.

  Therefore, similarly to the first embodiment described above, it is possible to reliably avoid the occurrence of pre-ignition based on the sign detection even in a situation where the pre-ignition occurs abruptly. Further, since the fuel increase amount as the preliminary preignition suppression control is relatively small, the deterioration of the fuel consumption can be minimized.

  Note that it is also possible to realize preliminary preignition suppression control and preignition avoidance control by retarding the fuel injection timing into the cylinder instead of (or in addition to) the fuel increase. When the fuel injection timing is retarded to approach the compression top dead center, the in-cylinder temperature lowering effect due to fuel vaporization heat is obtained at a later time, and the compression end temperature decreases. As a result, it is possible to secure the sign detection period and avoid pre-ignition. In addition, when injecting several times per cycle, you may make it retard only the injection timing of the last injection.

  In this case, in step 22, the target fuel injection timing (in other words, the retard amount) necessary to secure the sign detection period is calculated based on the water temperature and intake air temperature at that time, and in step 23, The fuel injection valve 2 is driven and controlled so as to achieve the target fuel injection timing. When a pre-ignition sign is detected, in step 25, the fuel injection timing is further retarded to a level at which pre-ignition can be avoided.

  By the way, in both the first embodiment and the second embodiment, the preliminary preignition suppression control and the preignition avoidance control are realized by the same type of control (that is, reduction in effective compression ratio and increase in fuel). However, the present invention is not limited to such a method, and the preliminary preignition suppression control and the preignition avoidance control can be performed using different types of control. FIG. 10 shows such a modification. Here, as the pre-pre-ignition suppression control in the immediate pre-ignition occurrence condition, the effective compression ratio is lowered (the retard of the intake valve closing timing) as in the first embodiment. ) And an increase correction of the fuel injection amount is executed as in the second embodiment as preignition avoidance control responding to the sign detection. In addition, the line shown as "1st Example" in a figure is a characteristic in the case of preignition avoidance control by the fall of an effective compression ratio like 1st Example.

  In addition, when the fuel injection amount increase correction is used as the preignition avoidance control, the response is higher than the decrease in the effective compression ratio as described above, so it is possible to avoid the preignition even if the predictive period is relatively short. is there. Therefore, the decrease in the effective compression ratio as the preliminary preignition suppression control may be smaller than that in the first embodiment.

  Next, FIG. 11 is a flowchart showing a third embodiment of control. Step 31 is a determination of an immediate pre-ignition generation condition, which is the same as step 1 in FIG. Step 34 is not particularly different from Step 4 in FIG.

  When it is determined in step 31 that the immediate pre-ignition occurrence condition is satisfied, cooling of the internal combustion engine 1 is enhanced as preliminary pre-ignition suppression control for securing the sign detection period. Specifically, in step 32, the target coolant temperature required to secure the sign detection period is calculated. In step 33, the opening degree of the flow rate control valve 34 (see FIG. 2) in the cooling device is controlled so as to realize the target cooling water temperature. That is, the circulation amount of the cooling water is increased and more active cooling is performed.

  Thus, by reducing the temperature of the internal combustion engine 1, the occurrence of pre-ignition is suppressed. Therefore, the transition from normal combustion to occurrence of pre-ignition becomes slow, and the sign detection period can be secured.

  If a pre-ignition sign is detected in step 34, the process proceeds to step 35, and pre-ignition avoidance control is executed. In this embodiment, as the preignition avoidance control, the effective compression ratio is reduced (retarding of the intake valve closing timing). As described above, other means such as fuel increase can be applied.

  FIG. 12 is a flowchart showing a fourth embodiment of control. Step 41 is a determination of an immediate pre-ignition occurrence condition, which is the same as step 1 in FIG. Step 44 is not particularly different from Step 4 in FIG.

  If it is determined in step 41 that the immediate pre-ignition generation condition is satisfied, the rotational speed of the internal combustion engine 1 is increased as preliminary pre-ignition suppression control for securing the sign detection period. Specifically, in step 42, a target engine speed necessary for securing the sign detection period is calculated based on the engine temperature condition. In step 43, the gear ratio of the continuously variable transmission 26 (see FIG. 1) is controlled so as to realize the target engine speed.

  As described above, the occurrence of pre-ignition greatly depends on the in-cylinder temperature and the time exposed to the in-cylinder temperature (that is, the engine rotation speed), and the higher the rotation speed, the less likely the pre-ignition occurs. Therefore, by increasing the engine rotational speed by changing the gear ratio, the transition from normal combustion to pre-ignition generation becomes slow, and the sign detection period can be secured.

  As shown in FIG. 13, the target engine speed is set based on the engine temperature (for example, cooling water temperature), and the higher the engine temperature, the higher the engine speed.

  If a pre-ignition sign is detected in step 44, the process proceeds to step 45, and pre-ignition avoidance control is executed. In this embodiment, as the preignition avoidance control, the effective compression ratio is reduced (retarding of the intake valve closing timing). As described above, other means such as fuel increase can be applied.

  The increase in the engine speed may be performed in combination with a reduction in the load of an auxiliary machine (alternator, air conditioner compressor, etc.) driven by the internal combustion engine 1. For example, an alternator capable of variably controlling the power generation torque or a variable displacement compressor is used, and the rotational speed of the internal combustion engine 1 can be increased by temporarily reducing the drive torque.

  Further, the reduction in the load on the auxiliary machine can be used alone as the preliminary pre-ignition suppression control without being combined with the change in the gear ratio. That is, if the load on the auxiliary machine is reduced without changing the running conditions of the vehicle, the necessary torque of the internal combustion engine 1 is reduced, so that the pre-ignition becomes slow. Note that the torque reduction of the internal combustion engine 1 at this time may be performed not only by reducing the throttle opening but also by retarding the intake valve closing timing, retarding the ignition timing, or the like.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 2 ... Fuel injection valve 4 ... Ion current sensor 6 ... Variable valve apparatus 10 ... Engine controller 18 ... Intake temperature sensor 19 ... Water temperature sensor 20 ... Oil temperature sensor 26 ... Continuously variable transmission 34 ... Flow control valve

Claims (14)

In a control device for an internal combustion engine, having a pre-ignition sign detection means for detecting a pre-ignition sign generated in the combustion chamber, and executing pre-ignition avoidance control when detecting the pre-ignition sign,
Based on the operating conditions of the internal combustion engine, it is provided with an immediate pre-ignition generation condition determining means for determining whether or not it is an immediate pre-ignition generation condition that immediately shifts from normal combustion to pre-ignition. A control device for an internal combustion engine, which performs preliminary preignition suppression control for securing a sign detection period. Having an effective compression ratio variable mechanism for changing the effective compression ratio of the internal combustion engine;
2. The control device for an internal combustion engine according to claim 1, wherein the preliminary preignition suppression control includes a control for reducing the effective compression ratio of the internal combustion engine by the effective compression ratio variable mechanism. The effective compression ratio variable mechanism is a variable valve mechanism that can change the closing timing of the intake valve,
3. The preliminary pre-ignition suppression control according to claim 2, wherein the intake valve closing timing is moved away from the bottom dead center toward the advance side or the retard side from the normal time in order to reduce the effective compression ratio. Control device for internal combustion engine.   2. The control device for an internal combustion engine according to claim 1, wherein the preliminary preignition suppression control includes control for increasing the fuel injection amount of the internal combustion engine. A fuel injection device for injecting fuel into the cylinder;
2. The control device for an internal combustion engine according to claim 1, wherein the preliminary preignition suppression control includes a control for retarding a fuel injection timing of the fuel injection device.   2. The control device for an internal combustion engine according to claim 1, wherein the preliminary preignition suppression control includes control for increasing the cooling capacity of the internal combustion engine as compared with the normal time. An internal combustion engine for a vehicle equipped with an automatic transmission,
2. The control of the internal combustion engine according to claim 1, wherein the preliminary pre-ignition suppression control includes a control for increasing a gear ratio of the automatic transmission so as to increase a rotational speed of the internal combustion engine as compared with a normal time. apparatus. Equipped with an auxiliary machine that can variably control the auxiliary machine load,
2. The control device for an internal combustion engine according to claim 1, wherein the preliminary preignition suppression control includes control for reducing the load on the auxiliary machine from a normal time. Having an effective compression ratio variable mechanism for changing the effective compression ratio of the internal combustion engine;
9. The control apparatus for an internal combustion engine according to claim 1, wherein the pre-ignition avoidance control includes a reduction correction of an effective compression ratio in response to detection of a pre-ignition sign.   9. The control device for an internal combustion engine according to claim 1, wherein the pre-ignition avoidance control includes an increase correction of a fuel injection amount in response to detection of a pre-ignition sign. A fuel injection device for injecting fuel into the cylinder;
9. The control apparatus for an internal combustion engine according to claim 1, wherein the pre-ignition avoidance control is a retard of fuel injection timing in response to detection of a pre-ignition sign.   The immediate pre-ignition occurrence condition determining means is configured such that the rotational speed of the internal combustion engine is equal to or lower than a predetermined rotational speed threshold, the charging efficiency of the internal combustion engine is equal to or higher than a predetermined charging efficiency threshold, and the intake air temperature of the internal combustion engine is equal to or higher than a predetermined intake temperature threshold. When the five conditions that the engine coolant temperature is equal to or higher than a predetermined water temperature threshold and the lubricating oil temperature of the internal combustion engine is equal to or higher than a predetermined oil temperature threshold are determined to be immediate pre-ignition generation conditions, The control device for an internal combustion engine according to any one of claims 1 to 11.   The control of the internal combustion engine according to claim 12, wherein at least one of the intake air temperature threshold value, the water temperature threshold value, and the oil temperature threshold value is variably set based on the rotational speed or charging efficiency of the internal combustion engine. apparatus. In a control method for an internal combustion engine that monitors a pre-ignition sign generated in a combustion chamber and executes pre-ignition avoidance control when detecting the pre-ignition sign,
Based on the operating conditions of the internal combustion engine, it is determined whether or not it is an immediate pre-ignition generation condition that immediately shifts from normal combustion to pre-ignition,
A control method for an internal combustion engine, characterized in that preliminary pre-ignition suppression control for ensuring a pre-ignition sign detection period is executed when an immediate pre-ignition occurrence condition is satisfied.

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