Engine controller equipped with knocking detector

Abstract: An engine controller equipped with a device for judging occurrence of knocking of the engine, having a sensor for sampling a vibration based on an internal pressure vibration arisen in a cylinder of the engine and a knocking detecting means for judging the occurrence of the knocking by obtaining at least two frequencies contained in an output from the sensor, obtaining a knocking judgement index from two vibration power factors corresponding to the two frequencies and comparing the knocking judgement index with a threshold value. As being judged from the knocking judgement index, the occurrence of the knocking is accurately detected when the background vibration is great at the time of the high load high speed operation.

Description: Background of the Invention This invention relates to an engine controller equipped with knocking detection means and more particularly to an engine controller which is controlled by judging occurrence of knocking using a knocking judgement index based on vibration power spectra of resonance frequencies. When knocking occurs in a engine, vibration having specific resonance frequency components occurs. Detection of occurrence of knocking is attained by separating vibration resulting the occurrence of knocking from background vibration without the knocking vibration, in which both vibration are contained in engine vibration detected by a vibration sensor. As described in Japanese Patent Laid-open No. 58-45520 (1983) a conventional knocking detector previously selects and separates a single resonance frequency component within the range of 5 to 10 KHz from the engine vibration by use of a bandpass filter and judges the occurrence of knocking by judging whether or not this resonance frequency component is greater than a predetermined level. Since the prior art technique described above judges the existence of occurrence of knocking by use of only the single frequency component contained in the output of the vibration sensor, the deviation of background vibration becomes greater than the vibration due to the occurrence of knocking at the time of a high load high speed operation where the background vibration becomes great. Accordingly, the vibration due to the occurrence of knocking and the background vibration cannot be separated from the output of the vibration sensor and the judgement of the occurrence of knocking cannot be made. In an attempt to overcome the foregoing problem, US-A-4345558 discloses a knock detection apparatus for detecting knocking in an engine which has frequencies in different frequency bands and the apparatus comprises a vibration detector having a plurality of resonance frequencies. In order to judge the occurrence of knocking, the larger one of the frequency components is selected and this larger frequency component is generally selected according to the rotational speed of the engine. However, in practical use, the larger frequency component does not necessarily depend upon the rotational speed of the engine and it is difficult to distinguish the selected frequency component from the background noise. Summary of the Invention A first object of the invention is to provide a knocking detector capable of judging the occurrence of knocking even at the time of a high load high speed operation. It is the second object of the present invention to provide a knocking detector capable of judging the occurrence of weak knocking throughout the full operating conditions of an engine. It is the third object of the present invention to provide a knocking detector capable of judging the occurrence of knocking even at the time of a high load high speed operation. It is the fourth object of the present invention to provide an engine controller capable of improving the engine output and fuel efficiency at the time of the high load high speed operation. It is the fifth object of the present invention to provide an engine controller capable of fully utilizing information contained in a vibration sensor and capable of controlling an ignition timing so as to attain an optimum engine output and optimum fuel efficiency. According to this invention there is provided an engine controller equipped with a device for judging occurrence of knocking of the engine, which has; a sensor for sampling an internal pressure vibration occurring in a cylinder of the engine; a knocking detecting means for judging the occurrence of the knocking by obtaining at least two frequency components contained in an output from the sensor, and a control means for controlling an ignition timing of the engine based on an output from the knocking detecting means and a base ignition timing, wherein the knocking detection means has means for obtaining a knocking judgement index based on the two frequency components and means for comparing the knocking judgement index with a threshold value to provide said output to said control means. Thus, in order to accomplish the first object described above, the present invention has a vibration sensor for detecting engine vibration or a cylinder internal pressure vibration, and judgement means for determining a tone color index in accordance with knocking from at least two frequency components contained in the output of the vibration sensor, and for judging the existence of knocking from the tone color index. In order to accomplish the second object described above, the present invention preferably has a vibration sensor for detecting engine vibration or a cylinder internal pressure vibration, a crank angle sensor for detecting a crank angle of the engine, sampling means for sampling digital values of the outputs of the vibration sensor ranging from a first crank angle to a second crank angle at predetermined time intervals, a memory for storing the digital values, analysis means for analyzing frequency components contained in the output of the vibration sensor on the basis of the content of the memory, and judgement means for judging the existence of occurrence of knocking in accordance with the frequency component. In order to accomplish the third object described above, the present invention preferably has a vibration sensor whose detection sensitivity is substantially constant at 5 KHz to 20 KHz, and judgement means for judging the existence of occurrence of knocking on the basis of output of the vibration sensor. In order to accomplish the fourth object described above, the present invention preferably has a vibration sensor for detecting engine vibration or a cylinder internal pressure vibration, an A/D convertor for converting the output of the vibration sensor to digital signals, judgement means for receiving the digital signals and separating and discriminating between other vibrations and vibration based on knocking and judging the existence of occurrence of knocking, and ignition timing control means for controlling an ignition timing on the basis of the output of the judgement means. In order to accomplish the fifth object described above, the present invention preferably has a vibration sensor for detecting engine vibration or a cylinder internal pressure vibration, first memory means for storing a program, a first microcomputer for receiving the output of the vibration sensor, judging the existence of occurrence of knocking in accordance with the program of the first memory means and letting second memory means store the result of judgement, an engine condition sensor for detecting an engine condition, third memory means for storing a program, and a second microcomputer for calculating the ignition timing in accordance with the program of the third memory means on the basis of the output of the engine condition sensor and of the memory content of the second memory means. Brief Description of the Drawing Fig. 1 is a diagrammatic view of engine controller of an embodiment of the present invention. Fig. 2 is a block diagram of a control unit 9 in Fig. 1. Figs. 3A and 3B are a characteristic views showing output of a conventional vibration sensor. Fig. 4A a flow-chart which shows calculation of an ignition timing of the present invention. Fig. 4B is flow-chart which shows calculation of a advance angle quantity according to the revolution number of the engine in Fig. 4A. Fig. 4C is a flow-chart which shows calculation of retard angle quantity in Fig. 4A. Fig. 4D is a flow-chart which shows abnormality judgement of the vibration sensor 151. Fig. 5 is a ignition timing map in the present invention. Fig. 6A is a block diagram of a timing circuit 28 in Fig. 1. Fig. 6B is a wave form diagram in Fig. 6A. Fig. 7 is a flow-chart which shows an operation of knocking judgement. Figs. 8A and 8C show the output signals of the vibration sensor 151 in Figure 1. Figs. 8B and 8D show results of frequency analysis of the output signals from the vibration sensor 151. Figs. 9A and 9B show relations between knocking judgement indexes and threshold values in the present invention. Detailed Description of the Preferred Embodiments For the first object, the present invention determines a knocking judgement index from at least two resonance frequency components contained in the output of the vibration sensor and judges the occurrence of knocking from the knocking judgement index. Since the occurrence of knocking can be judged from a combination of at least two resonance frequency components of the vibration sensor, vibration due to the occurrence of knocking and background vibration can be separated and discriminated from each other even during a high load, high speed operation where the background vibration is great, and whether or not knocking occurs can be judged. For the second object, the present invention samples the digital value of the output of the vibration sensor ranging from a first crank angle to a second crank angle at predetermined time intervals, stores the result in the memory, analyzes the frequency components on the basis of the memory content and judges the occurrence of knocking by the frequency components. Accordingly, an arbitrary frequency component contained in the output of the vibration sensor can be obtained and the occurrence of knocking can be judged by use of the frequency component in which vibration occurs most remarkably in accordance with the operating state of the engine. Therefore, the occurrence of weak knocking can be judged throughout all the operating conditions of the engine. For the third object, the present invention detects substantially uniformly the engine vibration within the range of from 5 KHz to 20 KHz, and judges the occurrence of knocking on the basis of this detection. Since the occurrence of knocking can be judged in frequency range where background vibration is small such as at the time of the high load high speed operation, whether or not knocking occurs can be judged even at the time of the high load high speed operation. For the fourth object, the present invention converts the output of the vibration sensor to the digital signal, separates and discriminates, using this digital signal, between other background vibrations and vibration based on knocking by digital processing so as to judge the existence of occurrence of knocking and controls the ignition timing by this judgement. Since separation and discrimination by digital processing can thus be made, the occurrence of knocking can be judged reliably even at the time of the high load high speed operation. Moreover, since the control of advance or retard angle of the ignition timing can thus be made, the engine output as well as fuel efficiency can be improved. For the fifth object of the present embodiment, the first microcomputer judges the occurrence of knocking on the basis of the digital value of the vibration sensor in accordance with the program of the first memory means, and the second microcomputer calculates the ignition timing on the basis of the occurrence of knocking in accordance with the program of the third memory means. Therefore, the first microcomputer conducts complicated processing in accordance with the program and moreover, on the real time basis, and the information contained in the vibration sensor can be utilized effectively. In this manner, the ignition timing control can be made so as to optimize the engine output and fuel efficiency. The principle of judgement of occurrence of knocking used in the present invention will be explained. The engine vibration contains a large number of vibration components. They are, for example, the vibration components due to friction of the piston, rotation of the crank shaft, operation of the valve, and so forth. Furthermore, these vibration components change in accordance with the type or condition of the engine. When knocking occurs in the engine, vibration inherent to knocking occurs. The judgement of the occurrence of knocking is made by separating the vibration inherent to knocking from the overall vibrations of the engine detected by the vibration sensor. Figs. 8A and 8B show the output of the vibration sensor when knocking does not occur and the results of analysis of frequency components of the vibration sensor, respectively. Figs. 8C and 8D show the output of the vibration sensor when knocking occurs and the results of analysis of the frequency components of the output of the vibration sensor, respectively. As shown in following Table 1, assuming that the degrees of cylinder are n in a radial direction and m in a circumferential direction and resonance vibration mode at that time is ρ nm , then a resonance frequency f nm exists in accordance with them. As shown in Figs. 8B and 8D, when knocking occurs, each resonance frequency component becomes greater than when knocking does not occur. Next, the judgement of occurrence of knocking using the knocking judgement index will be explained with reference to Figs. 9A and 9B. Incidentally, frequency components with resonance frequencies f₁₀ (6.3 KHz) and f₀₁ (13.0 KHz) will be used for the explanation of the principle of operation but at least two, arbitrary, resonance frequency components may be used. The vibration sensor detects a combined vibration of the vibration due to the occurrence of knocking and the vibration containing the background vibration. Accordingly, when knocking does not occur, knocking judgement index I obtained from the vibration sensor outputs becomes I b obtained from only the background vibration, and when the knocking occurs it becomes a combined index of I k obtained from the vibration due to the occurrence of knocking and index I b obtained from the background vibration. The knocking judgement index I stated above is: I = ω₁₀P(f₁₀) + ω₂₀P(f₂₀) + ω₀₁P(f₀₁) + ω₃₀P(f₃₀) + ω₁₁P(f₁₁) (1) In formula (1), ω₁₀, ω₂₀, ω₀₁, ω₃₀ and ₁₁ designate functions depending on number of revolution of the engine and P designates a vibration power spectrum corresponding to each resonance frequency component f₁₀, f₂₀, f₀₁, f₃₀ or f₁₁. As shown in Fig. 9A and 9B, the knocking judgement index I b represented by the resonance frequency component of the background vibration and the index I k represented by the resonance frequency component of the vibration due to the occurrence of knocking have mutually different directions. This is because the characteristics of the frequency component of each vibration are different and their tone color indices are different as apparent from a human acoustic sense test. When knocking occurs, the second a special tone color, for example a cyclic sound such as "kari kari" is heard. When the vibration due to the occurrence of knocking is added to the background vibration, the knocking judgement index I due to the f₀₁, f₁₀ components contained in the vibration from the vibration sensor enters into the area under a threshold I₀₁ in Fig. 9A, and in the case shown Fig. 9B the index I enters outside of a threshold I₀₂ so as to judge the occurrence of the knocking. Incidentally, all those which use in combination a plurality of resonance frequency components contained in the output of the vibration sensor will be defined as the knocking judgement index stated above. As using the knocking judgement index, the structure of the frequency component being specific to the occurrence of knocking can be taken into consideration in connection with the background vibration so that the occurrence of knocking can be judged even when the background vibration becomes great. A practical system construction of the present invention will be explained using Fig. 1. Air comes in via an import of an air cleaner 1 and is sucked into a cylinder of an engine 7 through a duct 3, a throttle body 5 having a throttle value and an intake pipe 6. A hot-wire air flow meter 2 disposed in the duct 3 detects the suction air quantity and this detection signal is inputted to a control unit 9. On the other hand, a fuel is injected from a fuel tank, not shown, through an injector 16, is mixed with the intake air inside the suction path and is supplied into the cylinder of the engine 7. The air-fuel mixture is compressed in the engine 7, ignited by a spark plug 15 and discharged from an exhaust pipe 8 after explosion. An exhaust sensor 11 is disposed in the exhaust pipe 8 and its detection signal is inputted to the control unit 9. The high voltage that is generated by the spark coil 13 is distributed to each cylinder by a distributor 14 and is supplied to the spark plug 15. A crank angle sensor 12 detects the rotating condition of the engine, and outputs a signal R ef which shows an absolute angle position in each revolution of the engine and signal P os which shows a shifted angle position which is shifted a predetermined angle from the angle R ef . The detection signal is inputted to the control unit 9. A vibration sensor 151 for detecting vibration is fitted to the engine 7 and its detection signal is inputted to the control unit 9. The control unit 9 calculates the fuel supply quantity, the ignition timing etc., on the basis of the signal from each sensor and outputs a control signal to each actuator such as the spark coil. Fig. 2 shows the control 9. The control unit 9 is divided into a control block 34 consisting of CPU 20, A/D converter 21, ROM 22, input I/O 23, RAM 24, dual port RAM (DPRAM) 25, bus 37 and output I/O 26, and a knocking detection block 35 consisting of CPU 29, port 27, timing circuit 28, A/D convertor 30, ROM 31, RAM 32, bus 36 and clock 33. Data exchange between CPUs 20 and 29 is made through the DPRAM 25. The suction air quantity Q a detected by the hot-wire flow meter 2 is converted to a digital value by the A/D converter 21 and is inputted to CPU 20. The signal R ef and the signal P os detected by the crank angle sensor 12 are inputted to CPU 20 through I/O 23. CPU 20 perform processing in accordance with the program stored in ROM 22 and the result of the processing is transmitted as the fuel injection time T i which means a injection quantity and the ignition timing signal ϑ ign from the output I/O 26 to each actuator. The data necessary for the processing are held by RAM 24. On the other hand, when a top dead center signal TDC is generated, a timing circuit 28 divides the frequency of the period signal which is generated by a clock 33, in accordance with the content inputted by CPU 20 to the port 27, and generates a sampling signal. When this sampling signal is generated, the A/D convector 30 converts the output signal of the vibration sensor 151 to a digital value. A conventional vibration sensor resonates near at 13 KHz as shown in Fig. 3A but this invention uses a vibration sensor which resonates at 17 KHz or higher as shown in Fig. 3B in order to obtain the resonance frequency components of at least from 17 to 20 KHz. CPU 27 lets RAM 32 stores the digital value sampled in accordance with the program stored in ROM 31, analyzes the frequency on the basis of the stored data and judges the occurrence of knocking. The result of this judgement is transmitted to CPU 20 through DPRAM 25. The calculation operation of the ignition timing executed in every ignition cycles by CPU 20 will be explained with reference to the flowchart shown in Fig. 4A. The operation of this flowchart is initiated at a predetermined time interval, e.g. every 20 msec. First of all, the number of revolutions N of the engine and the suction air quantity Q are read from predetermined registers inside RAM 24 at step 201. At the next step 202, the suction air quantity per unit number of revolutions, that is, Q/N, is calculated. Further, a fuel injection time T i is determined from this Q/N and a basic ignition timing ϑ base is determined from a basic ignition timing map stored in ROM 22 for fuel supply such as shown in Fig. 5. At step 203, whether or not knocking occurs is judged in accordance with the content of a later appearing knock flag in Fig. 7. If knocking occurs at this time, subtraction is made between a ignition timing ϑ adv and a predetermined retard angle quantity ϑ ret at step 213. Incidentally, this subtraction retards the ignition timing. A counter A is initialized at step 214 and then flow proceeds to step 208, in which the counter A is in RAM 24 and is set a recovering pace by comparing the ignition timing retarded when the knocking occurs with a predetermined number of times, for example 50 in Fig. 4A step 205. By the way, in step 213 in order to prevent an occurrence of a violent knocking at high speed of the engine, the retard angle quantity is varied according to the revolution of the engine as shown in a flowchart of Fig. 4C. In other words, if knocking does not occur at step 203, whether or not the number of revolutions N of the engine is greater than a predetermined number of revolutions N₂ is judged at step 231. If the former is smaller than the latter N₂, retard angle quantity Δϑ ret1 is set to be the retard angle quantity Δϑ ret1 is set to be the retard angle quantity Δϑ ret : If N is greater than the predetermined number of revolutions N₂, Δϑ ret2 which is greater than Δϑ ret1 is set to be Δϑ ret at step 233 so as to set a proper retard angle quantity. Now, in Fig. 4A, if knocking occurs at step 203, the count data A is counted up by one at step 204. This count data A is set in order to judge whether or not the ignition timing ϑ adv retarded by the occurrence of the knocking is reached to a time when the advance angle quantity Δϑ adv is recovered. Next, whether or not the count data A is equal to a predetermined value 50 is judged at step 205. Since this flowchart in Fig. 4A is actuated every 20 msec, one second has passed after the initialization of the count data A when the count data A becomes equal to 50, and recovery is made every one second If the counter data A is not equal to 50 at step 205, the flowchart proceeds to step 206. The predetermined advance angle quantity Δϑ adv is added to the retard angle value ϑadv at this step 206, and this addition recovers the ignition timing. Furthermore as shown in the flowchart of Fig. 4B, the advance angle quantity Δϑ adv may be made variable on the basis of the number of revolutions in order to suppress the occurrence of the violent knocking caused by a radical change in the advance angle. In other words, if A = 50 at step 205, whether or not the number of revolutions of the engine is greater than the predetermined number of revolutions N₁ is judged at step 221. If the former is greater than the latter N₁, Δϑ adv1 is used as Δϑ adv at step 222. If the former is smaller than the latter N₁, advance angle quantity Δϑ adv2 which is smaller than Δϑ adv2 which is smaller than Δϑ adv1 is used as the advance angle quantity Δϑ adv at step 223 so as to change the advance angle gradually. The ignition timing ϑ ign is then calculated on the basis of the basic ignition timing ϑ base and the advance angle value ϑ adv stated as above at step 208. The maximum advance angle value ϑ res is determined in accordance with the suction air quantity Q/N per number of revolutions N of the engine and per unit number of revolutions at step 209. This maximum advance angle value ϑ res is read out from the maximum advance angle value map stored in ROM 31. Then, whether or not the ignition timing ϑ ign exceeds the maximum advance angle value ϑ res is judged at step 210. If it does not, the flowchart proceeds to step 211. If it does, the maximum advance angle value ϑ res is used as the ignition timing ϑ ign because the advance angle is too great, at step 211. Here, Fig. 4D shows that before executing step 202, abnormality judgement of the vibration sensor is performed on the basis of the output of the vibration sensor after the number of revolutions N and the suction air quantity Q are inputted so as to improve the reliability of the vibration sensor. After the number of revolutions N and the suction air quantity Q are inputted at step 20, whether or not the number of revolutions N of the engine is greater than a predetermined number of revolutions N₃ is judged at step 231. If the former is smaller than the latter, the flow proceeds to step 202 because the output of the vibration sensor is not so great that abnormality detection can be made. If the number of revolutions of the engine is found greater than the predetermined number of revolution N₃ at step 231, whether or not the vibration sensor output is greater than a predetermined level K is judged at step 232. If it is, the vibration sensor is judged as being normal and the flow proceeds to step 202. If the output of the vibration sensor is smaller than a predetermined level, the vibration sensor is judged as being abnormal, and the ignition timing for the case of abnormality of the vibration sensor is determined at step 234. At this step 234, the ignition timing ϑ irr for abnormality in accordance with the suction air quantity per number of revolutions N and per unit revolution is searched from the map stored in ROM 22. Incidentally, the ignition timing ϑ irr for abnormality thus searched is a value which is sufficiently retarded from the value stored in the map of the basic ignition timing, and is a value which does not generate knocking. At step 235, ϑ irr is used as the basic ignition timing ϑ base and the flow is completed without calculating the ignition timing otherwise required by the detection of knocking. After setting the ignition timing ϑ ign as stated above, at step 212 in Fig. 4A, a delay time t d , the number of sampling points n s and a frequency division ratio t s are outputted to the port 27 in accordance with the engine condition. The main comparison resonance frequency f is set to DPRAM 25 in accordance with the engine condition at step 213 and the flowchart in Fig. 4A is then completed. Incidentally, the sampling period of the digital values of the output of the vibration sensor is determined by the frequency division ratio t s and the number of sampling points is determined by the number of sampling points n s . Table 2 illustrates those frequency components which is set in DPRAM 25 and is selected when the number of sampling points is 16 and the sampling period is 25 µsec, 26.4 µsec and 25.9 µsec, respectively. Table 2 is referred in order to get a frequency corresponding to the main resonance frequency in Table 1. When the frequency f₁₁(= 18.1 KHz) in Table 1 is selected, the frequency 18.098 in sampling time 25.9 µsec and wave number 15 of Table 2 is selected as it is the most approximate value. Therefore, when the output of the vibration sensor is detected in the wave number 15 and the sampling timing 18.098 KHz, an accurate frequency analysis in main resonance frequency is performed so as to judge the occurrence of knocking correctly. sampling timing 25 µsec 26.4 µsec 25.9 µsec wave number 1 1.25 [KHz] 1.184 [KHz] 1.207 [KHz] 2 2.50 2.367 2.413 3 3.75 3.551 3.620 4 5.00 4.735 4.826 5 6.25 5.919 6.033 6 7.50 7.102 7.239 7 8.75 8.286 8.446 8 10.00 9.470 9.653 9 11.25 10.653 10.859 10 12.50 11.837 12.066 11 13.75 *13.021 13.272 12 15.00 *14.205 14.479 13 10.25 15.388 15.685 14 17.50 16.572 16.892 15 18.75 17.756 *18.098 16 20.00 18.939 19.305 As described above, resolution of the frequency analysis is determined by the sampling period and the number of sampling points. The values t d and n s that are set at step 212 are determined and set so that the resonance frequency components necessary for the judgement of the existence of occurrence of knocking in accordance with the operating condition of the engine can be obtained. Fig. 6 shows the timing circuit 28 and its operation diagram. The timing circuit 28 consists of a delay counter 41, a sample rate count 42, a sample counter 44 and an AND gate 43 equipped with an inverter at its input terminal. The TDC signal is inputted to the set terminal of the delay counter 41 and to the set terminal of the sample counter 44. The output of the clock 33 is inputted to the enable terminal of the delay counter 41 and to the inverter carrying terminal of the AND gate 43. The output of the AND gate 43 is inputted to the enable terminal of the sample rate counter 42. The zero output of the sample rate counter 42 is inputted to the enable terminal of the sample counter 44. It is also inputted to the set terminal of the sample rate counter 42 itself and is further outputted as the sampling signal. The zero output of the sampling counter 44 is inputted to the AND gate 43. When the delay time t d , the number of sampling n s and the frequency division ratio t s is outputted from CPU 20 to the port 27, t d , t s and n s are set to the delay counter, to the sample rate counter and to the sample counter, respectively, as the initial values of the down counter 4. When the signal is inputted to the set terminal, the zero terminal of each counter becomes 1 and whenever a signal is inputted to the enable terminal, each counter counts down. When the count reaches zero, the output of the zero terminal becomes zero. When the TDC signal is inputted to the set terminal of the delay counter 41, the zero output becomes 1 and whenever the signal of the clock 33 is inputted to the enable terminal, each counter counts down sequentially. The TDC signal is the one that is outputted when the angle of the crank shaft reaches an angle corresponding to the top dead center. It is produced by hardwares or softwares inside CPU 20 from the R ef signal and P os signal outputted from the crank angle sensor. When the down-count value of the delay counter reaches zero, the zero output of the delay counter becomes zero and 1 is inputted to the AND gate 43. Incidentally, since the sample counter 44 has already received the TDC signal under this state and the zero output has become 1, the output signal of the clock 33 is, as it is, inputted to the enable terminal of the sample rate counter 42. The sample rate counter 42 counts down whenever the clock signal is generated and outputs the sampling signal whenever the count value reaches zero. It inputs the signal to the set terminal of its own and uses again t d as the count value. The zero output is inputted to the enable terminal of the sampling counter 44. When down-count is made and the counter value of the sample counter 44 becomes zero, the zero output becomes zero and the clock signal cannot pass through the AND gate so that the sampling signal is not outputted and more. Next, the new and useful operation of processing for judging the occurrence of knocking by CPU 29 of the present invention will be explained with reference to the flowchart of Fig. 7. The operation of this flowchart is actuated every time in continuous firing cycle of the engine, and the flowchart is started after ending the analog to digital conversion which is started on TDC signal and is repeated a predetermined times n s . That is to say, the operation of this flowchart is activated as an interrupt signal is outputted to CPU 29 when a predetermined number of digital values of the output of the vibration sensor 15 are held in memory inside RAM 32, that is, when the output of the zero terminal of the sample counter 44 falls from 1 to zero. At first, in step 300 of Fig. 7, the output data from the vibration sensor 151 is analyzed it's frequency using FFT (Fast Fourier Transformation) method. The analyzed data is memorized as sampling data stored in RAM 32. In order to analyze resonance frequency component contained in the output from the vibration sensor, FFT method is used. If needed, WFT (Walch to Fourier Transformation) method may the used. In step 301, the main resonance frequency f is selected which is used when the knocking judgement index I is calculated with the formula (1) . This selection method is performed by selecting the greatest n (n ≦ 5) of the five power spectra P(f₀₁), P(f₂₀) , P(f₀₁) , P(f₃₀) and P(f₁₁) respectively corresponding to the five resonance frequencies f₀₁, f₂₀, f₀₁, f₃₀ and f₁₁. Then, in step 302, the knocking judgement index I is calculated from the selected power spectra in the basis of the formula (1). When the power spectra P(f₁₀) and P(f₀₁) are selected, the knocking judgement index I is calculated shown as Fig. 9A and 9B. At this time, in stead of using P, a standardized value may be used, for example, P(f₁₀)/ P (f₁₀) in stead of P(f₁₀) is used. P is an average value of the power spectrum P and is calculated from following formula: P = A · P + (1 - A) · P (2) Here in formula (1), A is a contributing factor. The value P is revised only when there is not the occurrence of the knocking. Initial value of P is read out from ROM 31. In step 303, the revolutional number N and the air quantity Q are read out from RAM 32. And in step 304, the threshold value I₀₁ or I₀₂ is selected by referring a table equipped in the ROM 31 according to above stated N and Q. If the main resonance frequency is greater than the threshold value I₀₁ or I₀₂, the knocking is judged as occurring at step 305 and the knocking flag is set to "1". If the main resonance frequency is smaller than the threshold value I₀₁ or I₀₂, the knocking is judged as not occurring and the knocking flag is set to "0", and is written in DPRAM 25. The flowchart shown in Fig. 7 is executed before starting of the flowchart shown in Fig. 4A. That is to say, the flowchart shown in Fig. 4A is a program for determining the ignition timing before starting of a explosion stroke concerning a certain cylinder of the engine, and the flowchart in Fig. 4A is usually executed in a compression or suction stroke of the engine, but in the flowchart in Fig. 7 it is executed just after the explosion stroke. Since the invention can judge the existence of occurrence of knocking from the tone color index, the judgement of the existence of occurrence of knocking can be made even at the time of the high load high speed operation where the background vibration is great. Since preferably the invention can use an arbitrary frequency component contained in the vibration sensor, the judgement of the existence of occurrence of knocking can be made by use of a suitable resonance frequency component in accordance with the operating condition of the engine. Therefore, whether or not weak knocking occurs can be judged throughout all the operating conditions of the engine. Since preferably the invention can judge the existence of occurrence of knocking by use of the resonance frequency component in which the background vibration becomes small at the time of the high load high speed operation, whether or not knocking occurs can be judged even at the time of the high load high speed operation. Since preferably the invention can judge the existence of occurrence of knocking at the time of the high load high speed operation, the engine output and fuel efficiency can be improved. Since preferably the invention can utilize effectively the information contained in the output of the vibration sensor, the optimum control of the engine output and fuel efficiency can be made.

Claims: An engine controller equipped with a device for judging occurrence of knocking of the engine, which has; a sensor (151) for sampling an internal pressure vibration occurring in a cylinder of the engine; a knocking detecting means (35) for judging the occurrence of the knocking by obtaining at least two frequency components contained in an output from the sensor (151), and a control means (9) for controlling an ignition timing of the engine based on an output from the knocking detecting means and a base ignition timing, characterized in that the knocking detecting means (35) has means for obtaining a knocking judgement index based on the two frequency components and means for comparing the knocking judgement index with a threshold value to provide said output to said control means. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 1, wherein the knocking detecting means (35) obtains the knocking judgement index from at least two vibration power factors corresponding to the frequencies. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 1 or 2, wherein the sensor (151) varies a sampling interval for sampling the vibration. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in any preceding claim, wherein the sensor (151) has a constant sensitivity in a frequency range from 5 to 20 KHz. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in any preceding claim, wherein the control means (9) retards the ignition timing by a predetermined angle when the knocking detecting means judges the occurrence of the knocking. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 1, wherein the knocking detecting means (35) has a first computer for memorizing a program for judging the occurrence of the knocking and executes the program, and the control means has a second computer (34) for calculating the ignition timing of the engine based on the output from the knocking detecting means and the base ignition timing. An engine controller equipped with a device for judging occurrence of knocking of the engine defined in any preceding claim, wherein the sensor (151) outputs a signal when the vibration is sampled a predetermined number of times, the knocking detecting means (35) judges the occurrence of the knocking based on the signal from the sensor (151) and the control means (9) controls the ignition timing of the engine based on the output from the knocking detecting means in a predetermined cycle. An engine controller according to Claim 1 characterised in that the knocking detecting means (35) comprises means for converting the vibration sampled by the sensor into digital signals and obtaining at least two frequency components based on digital frequency analysis of the digital signals. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 8, wherein the sensor (151) varies a sampling interval for sampling the vibration. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 8 or 9, wherein the knocking detecting means (35) converts the sampled vibration into the digital signals by utilizing one of a Fast Fourier Transformation method and Walch to Fourier Transformation method. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claims 8, 9 or 10, wherein the sensor has a constant sensitivity in a frequency range from 5 to 20 KHz. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 8 or 11, wherein the control means (9) retards the ignition timing a predetermined angle when the knocking detecting means judges the occurrence of the knocking. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 8, wherein the knocking detecting means (35) has a first computer for memorizing a program for judging the occurrence of the knocking and executes the program, and the control means has a second computer (34) for calculating the ignition timing of the engine based on the output from the knocking detecting means and the base ignition timing. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 8, wherein the sensor (151) outputs a signal when the vibration is sampled at predetermined times, the knocking detecting means (35) judges the occurrence of the knocking based on the signal from the sensor and the control means (9) controls the ignition timing of the engine based on the output from the knocking detecting means in a predetermined cycle. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 8, wherein the knocking detecting means has an analog to digital converter (30) for converting the vibration sampled by the sensor into the digital signals and a CPU (29) for obtaining the two frequency components from the digital signals by Fourier Transformation method, for obtaining the knocking judgement index based on the two frequency components, and comparing the knocking judgement index with the threshold value. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 15, wherein the CPU (29) obtains the knocking judgement index based on ratios of the two frequency components to average value containing the two frequency components detected in former knocking. An engine controller equipped with a device for judging occurrence of knocking of the engine as defined in claim 16, wherein the CPU (29) obtains the knocking judgement index based on the ratios which are larger than a predetermined value.

Inventors: KANEYASU MASAYOSHI, KITANO KOUJI, KURIHARA NOBUO, KANEYASU, MASAYOSHI, KITANO, KOUJI, KURIHARA, NOBUO
Applicants: HITACHI LTD, HITACHI, LTD.
Application year: 1990
Main classification: F02P5
IPC codes: G01L23, F02P5