Abstract: A multi-cylinder internal combustion engine is configured to perform an all-cylinder operation and a partial-cylinder operation. The ignition timing controller executes a process that sets a knock control amount and a knock learning value, a process that determines whether knocking is occurring, a process that updates a value of the knock control amount in accordance with whether knocking is occurring, a process that updates the knock learning value such that the knock learning value gradually approaches a knock control operated amount, a process that operates ignition timing of each cylinder based on the knock control amount and the knock learning value, and a process that limits update of the knock learning value such that a followability of the knock learning value to the knock control operated amount is lower during the partial-cylinder operation than during the all-cylinder operation.

Abstract: A method of operating an internal combustion engine with at least one piston-cylinder unit, and preferably a plurality of the piston-cylinder units, whereby, in a detection mode of the internal combustion engine one or more knock-promoting measures are taken until knocking has occurred in at least one piston-cylinder unit, and the measure(s) is/are intensified until a termination criterion is reached, whereby it is detected in which of the piston-cylinder units knocking has occurred, and whereby, in piston-cylinder units detected as knocking, the ignition time for a normal operating mode of the internal combustion engine is retarded.

Abstract: Methods and systems are provided for improving calibration of a variable compression ratio engine. Cylinder-to-cylinder compression ratio variations are detected and accounted for by comparing cylinder fuel flow and IMEP at each compression ratio setting. Dilution parameters including EGR and VCT schedule are also calibrated to account for the cylinder-to-cylinder compression ratio variations.

Abstract: Methods and systems are provided for improving calibration of a variable compression ratio engine. Cylinder-to-cylinder compression ratio variations are detected and accounted for by comparing cylinder fuel flow and IMEP at each compression ratio setting. Dilution parameters including EGR and VCT schedule are also calibrated to account for the cylinder-to-cylinder compression ratio variations.

Abstract: There is provided a hybrid vehicle comprising a mode selection device configured to select one drive mode among a plurality of drive modes according to a user's operation. The plurality of drive modes include a first drive mode in which the hybrid vehicle is driven with power from a motor with stopping rotation of an engine and a second drive mode in which the hybrid vehicle is driven with rotation of the engine. On satisfaction of filter regeneration conditions that an accumulated amount of particulate matter accumulated on a filter is equal to or greater than a predetermined accumulated amount and that a temperature of the filter is equal to or higher than a predetermined temperature, the hybrid vehicle is driven in the second drive mode even when the first drive mode is selected by the mode selection device.

Abstract: Methods and systems are provided for improving engine spark and torque control. In one example, adaptive spark control of an engine may include a modifier that adjusts the inferred fuel octane estimate and a spark adaptation based on ambient humidity. The method allows the speed-load dependent variation in octane effect of humidity to be reduced.

Abstract: A method for controlling engine knocking, in which a retarded timing is recovered based on a retarded timing amount learned when the engine knocking occurs during driving of a vehicle, includes a first process of retarding an ignition timing based on the previously learned retarded timing amount in a reference engine operating condition entered during driving of the vehicle. A second process recovers the retarded timing when a first condition in which a time duration acquired by accumulating a driving time under the reference engine operating condition is equal to or more than a reference time duration and a second condition in which the engine knocking does not occur while driving under the reference engine operating condition are satisfied.

Abstract: A peak signal extracting device extracts a first peak value, being the maximum value of vibration level of a specified frequency in a predetermined crank angle range, and a crank angle; noise level storage device stores a noise vibration level; noise occurrence timing estimation device estimates a crank angle at which noise vibration peak takes place; and noise removing device calculates a second peak value based on the first peak value when a crank angle at which first peak value takes place and a crank angle at which noise peak value estimated to take place are not in coincidence, and calculates a second peak value based on the first peak value and noise peak value when the crank angles are identical. Even if the knocking vibration peak and noise vibration peak are overlapped, presence or absence of occurrence of knocking is determined precisely and a knocking strength is calculated properly.

Abstract: Methods, program products, hybrid, and non-hybrid vehicles are provided for providing diagnostics for a direct current (DC) converter of the hybrid, and non-hybrid vehicle. The vehicle includes an engine, a rechargeable energy storage system (RESS), the direct current (DC) converter, and a controller. The engine is automatically turned on and off based on driver inputs in accordance with an auto-stop feature. The RESS at least facilitates turning on the engine. The DC converter is coupled to the RESS. The controller is coupled to the DC converter, and is configured to determine a status of the engine, receive a DC converter voltage value from the DC converter, and provide diagnostics for the DC converter based on the engine status, RESS voltage, and the DC converter voltage.

Abstract: An ignition timing controller for an engine includes basic knock-limit ignition timing calculation means that calculates a basic knock-limit ignition timing on the basis of an operating state of the engine; learning-region variation calculation means that learns the knock-limit ignition timing of the engine in two operating regions and thereby calculates a learning-region variation due to octane number and a learning-region variation due to humidity in one of the operating regions; estimated variation calculation means that estimates a variation due to octane number and a variation due to humidity in a present operating state on the basis of the learning-region variation due to octane number and the learning-region variation due to humidity; and knock-limit ignition timing calculation means that calculates the knock-limit ignition timing in the present operating state on the basis of the basic knock-limit ignition timing, the variation due to octane number, and the variation due to humidity.

Abstract: A control method and a control device of an engine are introduced. During the process of the engine controlling, the control unit does the adaptive learning for the actual target value of the feedback of different aims, and following the dynamic spectrogram generation strategy optimizing compares the adaptively learning parameter of the same working status and the same time with the basic spectrogram parameter. If the compared result doesn't meet the condition, then keep the basic spectrogram parameter. And if it meets the condition, then the engine generates the dynamic spectrogram parameter. Based on the dynamic spectrogram combination strategy, the engine combines the basic spectrogram parameter and the dynamic spectrogram parameter generated to the combined spectrogram parameter instead of the basic spectrogram parameter.

Abstract: The apparatus of the present invention corrects a control target value of ignition timing using a multipoint learned value AGdp(n) for compensating for a change amount of the ignition timing caused by time-dependent change of the engine and a basic learned value AG(i) for compensating for a change amount of the ignition timing caused by a factor other than the aforementioned time-dependent change of the engine. In a multipoint learning range n in which the time-dependent change of the engine influences the ignition timing to a great extent, the control target is corrected using the multipoint learned value AGdp(n) and the basic learned value AG(i). In ranges other than the multipoint learning range n, the control target is corrected using only the basic learned value AG(i).

Abstract: A system and method for controlling knock according to vehicle speed is disclosed. A knock control system has at least two settings, a first setting used for a first speed range and a second setting used for a second speed range. In another embodiment, knock may be controlled according to ambient noise measured directly within the motor vehicle.

Abstract: An engine ECU executes a program including the steps of: calculating a knock magnitude N by dividing an integrated value lpkknk obtained by integrating the magnitude of vibration in the knock detection gate by BGL; controlling ignition timing according to a result of comparison between knock magnitude N and a determination value VJ; stopping updating of a standard deviation ? when it is determined that determination value VJ to be compared with knock magnitude N is to be changed; updating a median value VM by increasing an update amount of median value VM; and updating BGL according to median value VM and standard deviation ?.

Abstract: A method of controlling the spark lead of an internal combustion engine having at least one cylinder fitted with a spark plug; the method including the steps of: determining a standard spark lead value; determining an engine knock index in the cylinder; calculating a correction factor as a function of the engine knock index; determining a modified spark lead value by applying the correction factor to the standard spark lead value; and controlling the spark plug using the modified spark lead value. The correction factor is calculated by statistically analyzing a number of engine knock indexes to calculate a cumulative distribution; comparing the cumulative distribution with at least one target value; and modifying the current correction factor value as a function of the comparison between the cumulative distribution and the target value.

Abstract: In a first operating mode, as a function of the determined torque request value at least one first final control element is actuated influencing an air path of an engine. Representative of an actual basic torque value, a specific engine characteristic value is determined as a function of which, a filter parameter value is determined such that a torque setpoint value is brought closer to the actual basic torque value. The filter parameter value is saved assigned to the specific characteristic value. In a second operating mode, the filter parameter value is determined as a function of the specific characteristic value and the setpoint torque value is predefined by filtering the driver-requested torque value as a function of the determined parameter value. As a function of the predefined setpoint torque value, at least one second final control element is actuated which influences the drive system torque outside the air path.

Abstract: The present invention is related to a method of controlling a device having a calibration process. The calibration process has a partial calibration routine and a calibration routine. A detector within the control system is capable of receiving one or more input signals and determining whether a partial calibration or calibration should occur. The first step in the process involves starting the control method where the detector receives input signals or generates it own data within the detector. The detector also determines whether a partial calibration routine or a calibration routine will take place based upon the value of the input signals received. A partial calibration routine will be performed if the input signals to the detector do not favor a calibration.

Abstract: A 90° integrated value calculating unit of an engine ECU calculates a 90° integrated value obtained by integrating a magnitude. A calculating unit calculates a knock magnitude by dividing 90° integrated value by a BGL. A value obtained by subtracting a standard deviation ? from a median value of 90° integrated value is determined as the BGL. An ignition timing control unit controls the ignition timing depending on whether knock magnitude is equal to or larger than a determination value. A median value calculating unit calculates median value of 90° integrated value. A standard deviation calculating unit calculates standard deviation of 90° integrated value. A first stop unit stops updating of median value and standard deviation when 90° integrated value is smaller than a first threshold value or is equal to or larger than a second threshold value.

Abstract: An engine ECU runs a program that detects the speed of an engine, a depression amount of an accelerator (ACC) and a vehicle speed, and determines that the vehicle being started from an idle state, if the ACC is more than an ACC threshold value or if the a time differential value (DACC) of the depression amount of the accelerator is more than a DACC threshold value. In addition, the program also detects an intake air temperature (TA), and if the TA is more than a TA threshold value, calculates an air flow guard from a map, which is defined to largely limit the amount of intake air as a KCS learning value is large to a retard side or as the TA is high.

Abstract: A method of controlling the spark lead of an internal combustion engine having at least one cylinder fitted with a spark plug; the method including the steps of: determining a standard spark lead value; determining an engine knock index in the cylinder; calculating a correction factor as a function of the engine knock index; determining a modified spark lead value by applying the correction factor to the standard spark lead value; and controlling the spark plug using the modified spark lead value. The correction factor is calculated by statistically analyzing a number of engine knock indexes to calculate a cumulative distribution; comparing the cumulative distribution with at least one target value; and modifying the current correction factor value as a function of the comparison between the cumulative distribution and the target value.

Abstract: A real-time, dynamic method for creating a body of cycle-and-cylinder-specific noise-reduction baseline data useable in conjunction with analyzing the engine-knock behavior of a subject internal combustion engine involving operating the engine in an operating mode wherein engine knock may occur, and while doing so, and during each cycle of each cylinder, gathering cycle-and-cylinder-specific, knock-free, engine-operating, baseline noise data which is intended and dedicated for noise-reduction use solely with respect to analyzing any knock data found to exist in the same operating cycle.

Abstract: In an ignition timing control apparatus for an engine, a KCS learning value learned when the engine is in a given operating state is used in an ignition timing control executed when the engine is in the other operating state. An estimated knocking occurrence ignition timing is set based on a most retarded ignition timing using the KCS learning value. A final ignition timing is set by changing a KCS feedback correction value based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing. When a point indicating the engine operating state moves into a region where it is difficult to set the estimated knocking occurrence ignition timing, the KCS feedback correction value is changed to retard the final ignition timing, and the final ignition timing is set using the KCS learning value and the changed KCS feedback correction value.

Abstract: A control apparatus and method, and an engine control unit for an internal combustion engine are provided for restraining a torque step and sudden fluctuations in rotation when an air/fuel mixture combustion mode is switched among a plurality of combustion modes, and for improving the fuel economy. A control apparatus of an internal combustion engine operated with a combustion mode switched between a stratified combustion mode and a uniform combustion mode comprises an ECU. The ECU calculates an ignition manipulated variable to cancel out a change in the engine rotational speed associated with the switching of the combustion mode when a first-time injection ratio changes during idle rotational speed control, and calculates an intake manipulated variable to cancel a change in the engine rotational speed caused by the ignition manipulated variable when the first-time injection ratio changes.

Abstract: An engine control system to adaptively adjust the spark timing values in spark timing tables to achieve a mean best torque. The engine control system utilizes a spark timing module that contains spark timing values as a function of one or more operating conditions of an engine. An ignition module can command spark timing based on the timing values in the spark timing module. The ignition module can adjust the spark timing during engine operation within a predetermined operating window. The spark timing values in the spark timing module can be changed based on changes in engine operation as a result of the adjustment to the spark timing. The adjusting of the spark timing and the replacing of the spark timing values in the spark timing module can allow the spark timing in the spark timing module to be optimized.

Abstract: A spark advance controller capable of controlling spark advance in an internal combustion engine with high accuracy without requiring a larger number of data maps and performing laborious optimization tests using an actual engine. In the spark advance controller, map data for controlling the spark advance is computed by a numerical simulator simulating an internal combustion engine, and the map data for spark advance control is approximated with a regression model. The spark advance is computed by using the regression model depending on the detected operating conditions.

Abstract: A knocking control device for a watercraft engine includes a knocking learning value renewing section for changing a knocking learning value toward a low octane number ignition timing map when the knock sensor detects a knocking condition. The device changes the knocking learning value toward a high octane number ignition timing map when the knock sensor does not detect a knocking condition. An ignition timing determining section retards or advances an ignition timing based upon the knocking learning value given from the knocking learning value renewing section. The knocking learning value renewing section is constructed not to change the knocking learning value toward the high octane number ignition timing map, when an engine speed is in the vicinity of a full throttle condition.

Abstract: A method for determining the ignition angle is provided, in which modifications of manipulated variables which have an influence on the knock limit, and therefore on the optimum ignition angle as well, are dynamically taken into account. To this end, a base ignition angle is first determined, based on the instantaneous engine speed and load. As part of a downstream knock control, a first ignition angle adjustment in the retard direction is determined when knocking has been detected. As part of a knock limit control, a second ignition angle adjustment is also determined when at least one manipulated variable influencing the knock limit changes, with the type of the second ignition angle adjustment, i.e., advancing or retarding, depending on the manipulated variable and its modification.

Abstract: A control apparatus for an internal combustion engine includes a variable compression ratio mechanism capable of varying a compression ratio of the engine, a compression ratio setting section that sets a compression ratio to be attained by the variable compression ratio mechanism in accordance with an operating condition of the engine, a knock detecting section that detects a knock occurrence state, an ignition timing learning correcting section that determines a learning correction value of an ignition timing in accordance with the knock occurrence sate, and a compression ratio correcting section that corrects the compression ratio set by the compression ratio setting section in accordance with the learning correction value of the ignition timing. A control method is also provided.

Abstract: This feature of the present invention comprises a closed loop which uses estimated MBT timing criteria and ignition diagnostics (knock, partial-burn, and misfire) to control engine ignition. When the engine is not knock limited, it operates at its MBT timing. When the engine is knock limited, the engine runs at its inaudible knock limit. When the engine is misfire/partial-burn limited, the engine is maintained at its misfire/partial-burn limit. Three different embodiments of the closed loop MBT timing control architecture are disclosed: a cylinder-by-cylinder control, an average control and a mixed control.

Abstract: Based on results of a knock control for adjusting ignition timing in accordance with the occurrence of knocking, an electronic control unit computes deposit required ignition timing akgrg, which is ignition timing determined by taking adhesion of deposits in an internal combustion engine into consideration. Based on the deposit required ignition timing akgrg, the electronic control unit reduces a vvt allowable variable range of a target VVT advancement amount, which is a control target value of a variable valve timing mechanism. The electronic control unit corrects a required ignition timing based on the actual VVT advancement amount vt, which is chanted according to the reduction of the allowable variable range of the target VVT advancement amount. As a result, problems resulting from the adhesion of deposits are effectively avoided.

Abstract: The ignition timing control system for an internal combustion engine includes an ignition device and a control unit. The control unit is programmed to execute steps including: determining if a predetermined condition for ignition timing retardation control; calculating a basic ignition timing value based on a knocking learning value, an engine speed, an intake air pressure, and an intake air temperature, if it is determined that the predetermined condition exists; calculating an ignition timing retardation value based on engine speed and intake air pressure; calculating an ignition timing retardation coefficient based on engine coolant temperature; calculating a final ignition timing value based on the basic ignition timing value, the ignition timing retardation value, and the ignition retardation coefficient; and controlling ignition timing according to the final ignition timing value.

Abstract: A processor having an embedded median filter routine, a method of median filtering using a vehicle's CPU, and a misfire detection system for an internal combustion engine with crankshaft acceleration detection means for determining crankshaft acceleration values. In general, the processor is configured to receive new acceleration values and includes a data structure with a data array containing a predetermined number of data fields storing acceleration values in magnitude order. The embedded median filtering routine is configured to identify an oldest in time acceleration value, identify a deletion position in the data array for the oldest in time acceleration value, identify an insertion position in the data array, move selected acceleration values in the data array to vacate the insertion position, insert the new acceleration value in the insertion position, and determine the median value of the acceleration values in the data array.

Abstract: An ignition timing control apparatus for an internal combustion engine having a plurality of cylinders, wherein operation of the engine is switchable between a partial-cylinder operation, which operates some of the cylinders, and an all-cylinder operation, which operates all of the cylinders. Basic ignition timing is calculated according to an operating condition of the engine. Knocking is determined based on an output of the knock sensor. A correction amount of the ignition timing is calculated according to a result of the knocking determination to suppress knocking, and the basic ignition timing is corrected with the calculated correction amount. Learning values of the correction amount are calculated corresponding, respectively, to partial-cylinder operation and all-cylinder operation, and one of the calculated learning values is used according to the operating condition of the engine.

Abstract: A knocking control apparatus for a variable cylinder internal combustion engine avoids erroneous determination of knocking during a fault in a cylinder pausing mechanism to appropriately control knocking associated with the ignition timing, thereby preventing engine stall and reducing a deterioration in a catalyst. The variable cylinder internal combustion engine can be switched between a full cylinder operation mode in which all of a plurality of cylinders are operated, and a partial cylinder operation mode in which part of the plurality of cylinders is paused by a cylinder pausing mechanism.

Abstract: An ignition timing control apparatus for an internal combustion engine having a plurality of cylinders, wherein operation of the engine is switchable between a partial-cylinder operation, which operates some of the cylinders, and an all-cylinder operation, which operates all of the cylinders. Basic ignition timing is calculated according to an operating condition of the engine. Knocking is determined based on an output of the knock sensor. A correction amount of the ignition timing is calculated according to a result of the knocking determination to suppress knocking, and the basic ignition timing is corrected with the calculated correction amount. Learning values of the correction amount are calculated corresponding, respectively, to partial-cylinder operation and all-cylinder operation, and one of the calculated learning values is used according to the operating condition of the engine.

Abstract: Proposed is a method for adjusting an adaptive characteristics map of an adaptive engine-knock control system and a method for adaptively controlling engine knock, the adaptive characteristics map being defined by at least one operating parameter, the adaptive characteristics map for each operating-parameter range being made up of a precontrol component that characterizes the ambient conditions, and a residual component that results from the engine-knock control, the value of the adaptive characteristics map for each operating-parameter range being given by the sum of the precontrol component corresponding to the specific operating-parameter range, and the residual component corresponding to the specific operating-parameter range.

Abstract: A control device for a vehicle engine includes a memory unit for storing engine configuration parameters, a processing unit for sending control signals to the engine in accordance with the configuration parameters, and an input/output unit connectible to an external computer to modify the configuration parameters. The control device includes a first portion and a second portion of the memory unit, with each portion being alternately used in an active state for storing a current version of the configuration parameters or in an inactive state for the writing of a new version of the configuration parameters. The processing unit accesses the portion which is in the active state for reading, and the input/output unit accesses the portion which is in the inactive state for writing. An interconnection unit selectively switches one of the portions to the active state and the other of the portions to the inactive state.

Abstract: This feature of the present invention comprises a closed loop which uses estimated MBT timing criteria and ignition diagnostics (knock, partial-burn, and misfire) to control engine ignition. When the engine is not knock limited, it operates at its MBT timing. When the engine is knock limited, the engine runs at its inaudible knock limit. When the engine is misfire/partial-burn limited, the engine is maintained at its misfire/partial-burn limit. Three different embodiments of the closed loop MBT timing control architecture are disclosed: a cylinder-by-cylinder control, an average control and a mixed control.

Abstract: Based on an ionic current intensity determined by ionic current intensity learning means for determining the ionic current intensity based on an output from an ionic current detection circuit, at least one of a comparison reference value of a comparison reference value setting means and a control parameter correction amount of control parameter correction request amount setting means is corrected, so that, even in a case where fuel is mixed with additives, and a case where a non-standard spark plug is mounted, the ionic current amount fluctuation is accurately determined even if the amplitude of a knock signal varies due to ionic current intensity fluctuation, and correction of the comparison reference value corresponding to the ionic current intensity, or correction of the control parameter, is performed, to thereby prevent erroneous control based on erroneous knock detection, and securely achieve an excellent knock detection status and knock control status.

Abstract: The decision period in which an output of a knock sensor is extracted is set by a setting unit in response to an output of a crank angle sensor. The set decision period is stored in a storing unit and is changed by a changing unit 14 to contain the output of the knocking in response to an output of a processing circuit. In addition, the processing circuit corrects the decision period stored in the storing unit to reduce a difference between the changed decision period and the decision period stored in the storing unit. According to this, since the decision period can be corrected to contain the sensed output of the knocking in response to the variation of the knocking occurring timing, the knocking sensing precision can be improved.

Abstract: A knock control apparatus for engine has a knock sensor for detecting vibrations of the engine. The knock control apparatus determines an occurrence of knock by using at least one of a statistical process, a waveform process and a FFT process. The knock control apparatus desirably uses at least two of the above-described process for improving the accuracy of knock determination. The knock control apparatus learns a corrective value during a stable condition of the engine. The learned value is used for determining an ignition timing when the engine is in a transitional condition. Therefore, it is possible to detect a knock accurately, and reduce a knock when the engine is in the transitional condition.

Abstract: Based on an ionic current intensity determined by ionic current intensity learning means for determining the ionic current intensity based on an output from an ionic current detection circuit, at least one of a comparison reference value of a comparison reference value setting means and a control parameter correction amount of control parameter correction request amount setting means is corrected, so that, even in a case where fuel is mixed with additives, and a case where a non-standard spark plug is mounted, the ionic current amount fluctuation is accurately determined even if the amplitude of a knock signal varies due to ionic current intensity fluctuation, and correction of the comparison reference value corresponding to the ionic current intensity, or correction of the control parameter, is performed, to thereby prevent erroneous control based on erroneous knock detection, and securely achieve an excellent knock detection status and knock control status.

Abstract: A fuel injection method for an internal combustion engine, an injection being implemented either in homogeneous normal operation or in inhomogeneous stratified operation. In doing so, a characteristic value for knock is detected in at least one cylinder of the internal combustion engine in inhomogeneous stratified operation. At least the one cylinder is switched over from inhomogeneous stratified operation to homogeneous normal operation if the detected characteristic value of the one cylinder meets a predetermined first criterion.

Abstract: The ignition timing control system for an internal combustion engine includes an ignition device and a control unit. The control unit is programmed to execute steps including: determining if a predetermined condition for ignition timing retardation control; calculating a basic ignition timing value based on a knocking learning value, an engine speed, an intake air pressure, and an intake air temperature, if it is determined that the predetermined condition exists; calculating an ignition timing retardation value based on engine speed and intake air pressure; calculating an ignition timing retardation coefficient based on engine coolant temperature; calculating a final ignition timing value based on the basic ignition timing value, the ignition timing retardation value, and the ignition retardation coefficient; and controlling ignition timing according to the final ignition timing value.

Abstract: A method for knock control of an internal combustion engine, in which values are provided by an adaptive characteristics map for retarding an ignition angle is proposed, the values of the adaptive characteristics map being assigned to at least one operating parameter. Upon occurrence of a dynamic in the at least one operating parameter, a characteristics map value (wkra) is read from the adaptive characteristics map as a function of the instantaneous value of the at least one operating parameter. In this context, a previous value for the ignition angle adjustment (wkr(old)) is only replaced by the characteristics map value (wkra) when the amount of the difference between the previous value for the ignition angle adjustment (wkr(old)) and the characteristics map value (wkra) is less than a predefinable ignition angle difference (KRDWAA) (|wkr(old)−wkra|<KRDWAA).

Abstract: The decision period in which an output of a knock sensor is extracted is set by a setting unit in response to an output of a crank angle sensor. The set decision period is stored in a storing unit and is changed by a changing unit 14 to contain the output of the knocking in response to an output of a processing circuit. In addition, the processing circuit corrects the decision period stored in the storing unit to reduce a difference between the changed decision period and the decision period stored in the storing unit. According to this, since the decision period can be corrected to contain the sensed output of the knocking in response to the variation of the knocking occurring timing, the knocking sensing precision can be improved.

Abstract: A knock control apparatus for engine has a knock sensor for detecting vibrations of the engine. The knock control apparatus determines an occurrence of knock by using at least one of a statistical process, a waveform process and a FFT process. The knock control apparatus desirably uses at least two of the above-described process for improving the accuracy of knock determination. The knock control apparatus learns a corrective value during a stable condition of the engine. The learned value is used for determining an ignition timing when the engine is in a transitional condition. Therefore, it is possible to detect a knock accurately, and reduce a knock when the engine is in the transitional condition.

Abstract: A method for ignition control is described in which the load gradient is determined. The load gradient is compared with a first specifiable dynamic threshold and the ignition control variable is additively retarded by application of an adaptable dynamic derivative action if the load gradient exceeds the first dynamic threshold. If the load gradient exceeds a second specifiable dynamic threshold and no knock occurs, then the output dynamic derivative action is reduced so that the ignition is advanced again.

Abstract: A method for knock control of an internal combustion engine, in which values are provided by an adaptive characteristics map for retarding an ignition angle is proposed, the values of the adaptive characteristics map being assigned to at least one operating parameter. Upon occurrence of a dynamic in the at least one operating parameter, a characteristics map value (wkra) is read from the adaptive characteristics map as a function of the instantaneous value of the at least one operating parameter. In this context, a previous value for the ignition angle adjustment (wkr(old)) is only replaced by the characteristics map value (wkra) when the amount of the difference between the previous value for the ignition angle adjustment (wkr(old)) and the characteristics map value (wkra) is less than a predefinable ignition angle difference (KRDWAA) (|wkr(old)−wkra|<KRDWAA).

Abstract: A method for determining the ignition angle for an internal combustion engine with adaptive knocking control, in which the occurrence of knocking is reduced by a controlled adjustment of the ignition angle in the retarded direction. The current values for the adjustment in the retarded direction are stored in a characteristic diagram in an operating parameter-dependent fashion. An average adjustment in the retarded direction is determined from these characteristic diagram values, and both a correction ignition angle and a control range limitation for the knocking control are determined therefrom. The fuel quality and ambient influences are automatically sensed with reference to a learned RON level and are also used to reduce the amount of energy expended to control engine knocking.