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WO2019016010A1 - Détection de bruit de combustion dans un moteur à combustion interne - Google Patents

Détection de bruit de combustion dans un moteur à combustion interne Download PDF

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Publication number
WO2019016010A1
WO2019016010A1 PCT/EP2018/068524 EP2018068524W WO2019016010A1 WO 2019016010 A1 WO2019016010 A1 WO 2019016010A1 EP 2018068524 W EP2018068524 W EP 2018068524W WO 2019016010 A1 WO2019016010 A1 WO 2019016010A1
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Prior art keywords
noise
injector
opening
closing
duration
Prior art date
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Ceased
Application number
PCT/EP2018/068524
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English (en)
Inventor
Stephane RANDAZZO
Mathieu DA GRACA
Abdelhamid Bouaita
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BorgWarner Luxembourg Automotive Systems SA
Original Assignee
Delphi Automotive Systems Luxembourg SA
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Publication of WO2019016010A1 publication Critical patent/WO2019016010A1/fr
Anticipated expiration legal-status Critical
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
    • G01L23/22—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
    • G01L23/22—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines
    • G01L23/221—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines for detecting or indicating knocks in internal combustion engines

Definitions

  • the invention relates to combustion noise detection in a multi- cylinder internal combustion engine.
  • the invention more particularly relates to a method for monitoring combustion noise in an internal combustion by means of a knock sensor for the purpose of detecting knock or pre-ignition.
  • Knock and pre-ignition are two well-known undesired combustion modes, which create explosions waves that are over dimensioned for a regular engine piston, ultimately causing an irreversible destruction of the engine parts.
  • a knock sensor is typically a vibration sensor located in the lower engine block.
  • the knock sensor As the knock sensor is directly connected to the engine, it records all kinds of vibrations that are produced in this environment. It is thus important to discriminate irrelevant vibrations and/or background noise from vibrations related to knock detonations.
  • the separation between background noise and knock is commonly realized by setting a knock sensing window and a noise detection threshold.
  • the sensing window is the period (crank angle segment) during which the knock sensor records the vibrations of the engine. Knock detonations only occur around the ignition-combustion phases during an engine cycle. It is thus unnecessary to consider the recordings of the sensor in remote phases of the engine cycle.
  • the detection threshold is predetermined for each sensing window depending on the mean background noise that is recorded for the engine cycle without knock or pre-ignition.
  • the background noise includes all kinds of noises generated by the engine components. Particularly critical for combustion noise monitoring is the operational noise of a fuel injector in a neighbor cylinder, when operated during the knock sensing window. It has indeed been observed that the noise intensity due to injector actuation may be high enough to cross the predetermined knock detection threshold, hence provoking false knock detection. False knock detection usually results in a wrong adjustment of the ignition timing and a poor performance of the engine.
  • An object of the present invention is to provide an improved method of monitoring combustion noise that does not suffer from the above-mentioned drawbacks
  • the present invention relies on the idea of compensating measured noise intensities for injector operational noise, rather than disabling or modifying detection thresholds when an injector event overlaps with the knock detection window.
  • a preliminary step is predict the operational noise that will be generated by the actuation of the fuel injector due to an injector event occurring at a given injection timing.
  • the present invention provides a method for determining noise in a multi-cylinder internal combustion engine, which is designed to identify noise parameters related to the opening phase of the injector and to the closing phase thereof. It may be noted here that intensity, duration and propagation of noise mainly depend on the fuel injection pressure in the fuel injector.
  • noise parameters can then be used to estimate the amount of injector operational noise that falls into the noise sensing window of the knock sensor, and hence perturb the sensor reading.
  • the present invention provides a method for identifying the noise parameters related to opening and closing the injector.
  • a method of monitoring combustion noise in a multi-cylinder internal combustion comprises the steps of:
  • the major benefit of the present method is the possibility of conducting combustion noise analysis with combustion noise values (i.e. the compensated noise intensity) that are unaffected by injector operational noise falling in the sensing window.
  • the present method is applicable to detection of both knock and pre-ignition.
  • the sensing window may thus either be a knock detection window or a pre-ignition sensing window, where the duration of the sensing period (in degrees of Crank Angle -CA) and the positioning of the sensing period are adapted accordingly.
  • the noise recorded by the knock sensor is preferably filtered to take into account combustion specific noises. Accordingly, steps b1 ) to d1 ) of the method are preferably carried out for one or more frequency ranges. Therefore, the injector noise mapping is advantageously further dependent on a frequency filter.
  • the compensated noise intensity is a compounded intensity computed as a weighted sum of the individual filter-specific compensated intensities.
  • the injector noise mapping comprises:
  • calibrated delay map of the opening delay and the closing delay depending for a plurality of fuel injection pressure and preferably for one or more filter frequencies.
  • calibrated maps are typically learned by conducting calibration tests on a test bench for a given engine design. They are advantageously determined by the method disclosed below in relation to the second aspect. The calibrated duration and noise maps can thus be loaded in the engine at installation.
  • bench calibration is preferred for expedience, it is also possible to devise a learning procedure when the engine is running in a user vehicle, in order to learn the values and populate the maps.
  • the set of parameters further includes an intensity of noise.
  • the method preferably also uses an opening noise mapping and closing noise mapping dependent on fuel injection pressure, and preferably on frequency.
  • an amount of closing noise and an amount of opening noise falling within said sensing window are first determined based on the injection timing at the second cylinder and on the set of noise parameters, i.e. opening noise duration, an opening delay, a closing noise duration and a closing delay. Then the estimate of closing noise and estimate of opening noise are looked up from the opening noise mapping and closing noise mapping, for the relevant fuel pressure and filter.
  • mappings are preferably calibrated on the test bench.
  • a concept of "amount of opening noise” is used, which represents the proportion of opening noise falling in the sensing window (also later referred to as opening/closing part in window).
  • a method of determining noise in a multi-cylinder internal combustion engine wherein a knock sensor is used to determine combustion noise such as knock or pre-ignition.
  • the method comprises the steps of:
  • a merit of this method is that it allows separating the respective contributions of injector closing and opening from the recorded knock sensor signal.
  • the noise data set is processed to identify a duration of closing noise, a delay of closing noise, a duration of opening noise and a delay of opening noise.
  • the intensities of closing noise and opening noise can also readily be determined from such data set.
  • the sweeping step b2) is preferably repeated for a plurality of fuel injector pressures. Accordingly, a noise delay map and a noise duration map depending on fuel pressure can be built.
  • Raw sensor measurements are preferably filtered according to predetermined frequency ranges to retain noise occurring at relevant frequencies, i.e. known to correspond to combustion noise.
  • the processing step c2) may include:
  • identifying a first increase ramp in the data set from a stable level to a first plateau the duration of the first increase corresponding to the duration of the closing noise, and the distance between the end of said first increase ramp and the start of said sensing window representing the closing noise delay
  • identifying a later, second increase ramp in the data set from a stable level to a second plateau the duration of the second increase corresponding to the duration of the opening noise, and the distance between the end of the second increase ramp and the start of the sensing window representing the opening noise delay.
  • normal combustion designates combustion conditions leading to combustion of the air/fuel mixture and providing torque, without occurrence of knock or pre-ignition.
  • the whole engine is operated in normal combustion mode for the purpose of determining the noise parameters in accordance with the present method.
  • Fig.1 is a combined graph representing (a) injector current as well as
  • Fig.2 is a graph representing knock intensity vs. CA, as obtained by an injector timing sweeping procedure, as used in the present method;
  • Fig.3 is a combined graph representing (a) the knock sensor feedback
  • Fig.4 is a combined graph representing the (a) the knock sensor feedback, (b) injector opening and closing noise and (cl the knock sensor acquisition status vs. CA, plotted for the injector opening time;
  • Fig.5 is a flow chart representing one embodiment of an algorithm adapted for determining amounts of closing noise in the sensing window
  • Fig.6 is a flow chart representing an embodiment of algorithm for compensating the knock sensor feedback.
  • a knock sensor is mounted on the engine block in order to detect vibrations on the engine.
  • the knock sensor generates an output signal that is representative of engine block vibrations and that is used in the ECU or other module to detect the presence of knock, but also of pre- ignition.
  • Conventional combustion strategies seek to avoid these two phenomena since they may lead to irreversible physical damages to the engine.
  • the output signal of the noise sensor is typically filtered out (by pass band filters) to retain only one or several frequency ranges that are known to correspond to combustion related noises, and specifically to the sources of noise of interest, i.e. knock or pre-ignition.
  • Knock detection during a combustion cycle can be perturbed by the occurrence of an injector event in another cylinder of the engine block, i.e. a neighboring fuel injector has been actuated and generates noise due to the mechanical impact of the needle against abutment surfaces at opening and closing.
  • This injector operational noise is often generated at frequencies corresponding to the combustion frequencies of the knock sensor, and may cause a false detection of knock if the injector event overlaps with the knock sensor sensing period in the observed combustion cycle.
  • the perturbation of knock detection due to injector operational noise is illustrated on Fig.1 .
  • the bottom graph c) corresponds to the acquisition status of a knock sensor, defining a sensing window extending over a predetermined crank angle segment.
  • the position (start/end) of the sensing window is defined in order to monitor knock in a first cylinder of the engine, typically depending on combustion timing.
  • the knock sensor will record noise between a sensing period ranging from 10 to 60° of CA (crank angle).
  • combustion in the first cylinder is a normal combustion, i.e. there is no knock nor pre-ignition.
  • the top graph a) represents an injector command signal by way of the current flowing through a fuel injector associated with another fuel cylinder in the engine
  • graph b) represents the output signal (voltage) of the knock sensor over the shown period, i.e. between -60 to 100° CA.
  • the knock sensor detection voltage is affected by the actuation of the fuel injector.
  • injector opening and injector closing respectively corresponding to rise and fall of the injector current.
  • injector opening and injector closing respectively corresponding to rise and fall of the injector current.
  • the combined graph of Fig.1 clearly illustrates how, in such case where the injector of another cylinder is actuated at a time that overlaps with a sensing window of a monitored cylinder, knock detection will be affected by injector operational noise.
  • knock detection consists in comparing the measured noise intensity to a predetermined threshold value that is typically set as a multiple of the background noise recorded by the knock sensor.
  • a predetermined threshold value typically set as a multiple of the background noise recorded by the knock sensor.
  • first cylinder is the cylinder under monitoring by means of the knock sensor, to record combustion noise occurring during a given combustion cycle.
  • second cylinder is another cylinder of the engine, where an injector event is performed during the same combustion cycle.
  • injector event is the fact of actuating an injector at a predetermined timing by applying a drive current in accordance with an injector drive pulseof known length, in order to cause lifting of the needle during a certain time period, causing opening and closing of the injector.
  • the intensity or amplitude of noise that is conventionally used in the ECU or knock module is computed by integrating the measured sensor signal over the sensing window. Such values of noise intensity are conventionally computed for each frequency filter.
  • the compensation measured combustion noise is compensated for injector noise overlapping the sensing window by subtracting estimates of injector opening and closing noise from the measured combustion noise.
  • the aim of the calibration procedure is to determine the impact, on the measured knock sensor signal, of operational noise of the fuel injector installed on the second cylinder, whereas combustion is being monitored on the first cylinder.
  • the calibration procedure is typically done on a test bench.
  • operational noise from the injector on the second cylinder will be generated at injector opening and at closing, due to mechanical impact.
  • the present method is based on the following relationship, which acknowledges the fact that the noise recorded by the knock sensor comprises a noise due to injector actuation that can be split in two parts:
  • Noise_intensity Background_part + I n j_cl os i n g_pa rt + lnj_opening_part
  • - Background_part is the intensity when an alternate injection event is far from the sensing period
  • - inj_closing_part is the intensity increase due to injector closing noise
  • - inj opening part is the intensity increase due to injector opening noise
  • Fig. 2 shows the evolution of noise intensity at the first cylinder depending on the timing of injection at the second cylinder.
  • the horizontal axis is graduated in degrees of crank angle.
  • the vertical axis indicates the noise intensity recorded by means of a knock sensor for a fixed sensing period, as indicated below the axis. All of the measurement points in this graph represent a noise intensity that has been measured by the knock sensor within the indicated sensing window. But the peculiarity of this graph is that each intensity value is positioned along the horizontal axis at the moment that corresponds to the end of injection (i.e. downward edge of injector drive pulse) for the second cylinder injector.
  • point A in Fig.2 represents the noise intensity recorded during the sensing period for an injector event that ended at -20° before fire top dead center (TDC-f).
  • Point B represents the noise intensity recorded during the sensing window for an injection ending at -10°.
  • Point C is the recorded intensity for an injector event ending at about -5°.
  • the intensities represented by points D and E the injector event ended at about 30 and 55°, respectively.
  • such graph is obtained by operating the first cylinder in a normal combustion mode, i.e. without knock. Injector events on the second cylinder are performed with a constant pulse width (duration of injection), but the injection timing is swept according to a test period that encompasses the sensing period.
  • the noise intensity progressively increases and decreases. It may be noted that the intensity of the noise is expressed by choice in an arbitrary unit, here as a percentage. The data points have been fitted with lines, although this is not required.
  • the measured noise intensity is plotted over the CA timing corresponding to the end of injection (EOI).
  • the measured noise intensity is plotted over the CA timing corresponding to the start of injection (SOI).
  • the first curve, designated 2 represents the noise contribution of the close of injection
  • the second curve, designated 4 represents the noise contribution of the opening of injection.
  • Duration EOI_2 -
  • Delay Win_start - EOI_2, where win_start is the start of the sensing period.
  • the injector opening noise starts impacting the window at point SOM (injector drive pulse starting at -5° CA), where intensity is thus 0%, and is fully recorded by the knock sensor at point SOI_2 (corresponding to drive pulse starting at +5°CA, where intensity is 100%.
  • Duration SOI 2-
  • the sweeping of injector events over the test window is carried out for a plurality of fuel supply pressures (rail pressure), preferable at least five. On can thus build a mapping of noise duration and noise delay for injector opening and closing.
  • the sweeping is carried out for constant combustion conditions, without knock.
  • the sweeping of the second injector is carried out at fixed engine speed, fixed load (constant drive pulse), fixed CA50 (fixed phasing) and fixed sensing window position.
  • the noise due to injector event may be fully inside the sensing period or only partly.
  • Figure 5 is drawn-up for a given filter (box10) of a selected frequency range used for combustion noise monitoring, as explained above.
  • map 12 When operating at a given fuel pressure (noted rail pressure in the Fig.), map 12 outputs values of injector opening delay and closing delay, whereas map 14 outputs values of injector opening duration and closing duration.
  • the values of delay and duration are typically stored in time unit in the maps (ms) and are converted in units of °CA based on engine speed (RPM).
  • Maps 12 and 14 contain calibrated values of duration and delay that have been obtained based on the sweeping procedure disclosed above, although other calibrations methods could be used.
  • the start and end of injection are known from the corresponding drive pulse that is available in the ECU.
  • the start, resp. end, of opening noise is computed by adding the corresponding delay to the timing of start of injection, resp. timing of end of injection.
  • the relevant end of noise timings are computed by adding the opening/closing noise duration to the previously computed start/end of noise.
  • the same knock sensor can be used for detecting pre-ignition and knock, however the noise monitoring is carried out with a different sensing window. But the present approach can be used to determine the impact of injector operational noise in both windows.
  • Fig.5 "window 1 " is indicated for parameters relating to one of the sensing periods, e.g. pre-ignition, and "window 2" is thus used for parameters relating to the knock sensing window.
  • the algorithm represented at figure 5 thus allows determining parameters referred to as "opening noise part in window” and “closing noise part in window” that represent the proportion of injector opening noise and injector closing noise that affects the sensing window and will correspondingly increase the measured noise intensity. They can be expressed in any unit; here the arbitrary unit is %.
  • the amount/percentage of closing and opening noise is computed for each sensing window and each filter (as shown in
  • Wx - lnj_Noise
  • Opening noise (Wx, Fi) is the injector opening noise in the Window x for frequency filter I;
  • injector raw intensities may thus be compensated based on the following formula:
  • - lraw(Wx, Fi) is the measured/raw noise intensity (e.g. as determined by the ECU based on sensor signal, by integration over window x) for window x and frequency filter i;
  • Opening noise (Wx, Fi) is the estimated injector opening noise in the Window x for frequency filter i.
  • compensated individual knock intensities may be compounded in order to provide a single value of noise intensity per sensing window to the knock control module or ECU.
  • - ki is a weighting factor used to compound intensities from each filter
  • the present method provides a value of noise intensity l cp d that is compensated for injector operational noise occurring when an injector event overlaps with the knock sensing window or pre-ignition sensing window.
  • Reference sign 22 designates an opening noise map containing values of opening noise intensity vs. percentage in window, this for several fuel pressures and each frequency filter.
  • Maps 22 and 24 are obtained during the above described calibration process. Referring back to Fig.3, the fist ramp of the injector closing noise has been graduated in terms of % in window. In Fig.4, the ramp of the injector opening noise has also been graduated in terms of % in window. Hence, the parameters "opening noise part in window” and “closing noise part in window” corresponds to an amount of noise affecting the sensing window, but are only expressed in a relative unit, because the intensity of injector noise is dependent on the fuel pressure. Based on the amounts of noise, estimates of injector noise intensities are looked-up in maps 22 and 24, which depend on fuel pressure.
  • the compensated intensity is then calculated in box 26 based on the measured intensities (Raw), for each sensing window, using equation 3.
  • the obtained intensity l cp d can then be advantageously used instead of the raw noise intensity in conventional knock or pre-ignition detection algorithms. For example, the obtained intensity l cp d is compared to a threshold which, when exceeded, indicates the presence of knock.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un procédé de surveillance du bruit de combustion dans une combustion interne à plusieurs cylindres, comprenant les étapes consistant à : a1) surveiller un bruit de combustion au niveau d'un premier cylindre dudit moteur au moyen d'un capteur de cliquetis sur une fenêtre de détection pour déterminer une intensité de bruit de combustion mesurée ; b1) à partir d'un mappage de bruit d'injecteur dépendant de la pression d'injection de carburant, rechercher un ensemble de paramètres de bruit comprenant une durée de bruit d'ouverture, un retard d'ouverture, une durée de bruit de fermeture et un retard de fermeture correspondant à un événement d'injecteur se produisant sur un second cylindre ; c1) calculer, sur la base du calage de l'injection au niveau du second cylindre et dudit ensemble de paramètres de bruit, une estimation du bruit d'ouverture et une estimation du bruit de fermeture tombant à l'intérieur de ladite fenêtre de détection ; d1) calculer une intensité de bruit compensée par soustraction desdites estimations d'ouverture et de bruit de fermeture à partir de ladite intensité de bruit de combustion mesurée ; e1) utiliser ladite intensité de bruit compensée pour déterminer la présence de cliquetis ou de pré-allumage dans ledit premier cylindre. La présente invention concerne également un procédé d'étalonnage de la durée et du retard d'un bruit d'injecteur.
PCT/EP2018/068524 2017-07-20 2018-07-09 Détection de bruit de combustion dans un moteur à combustion interne Ceased WO2019016010A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1711691.4A GB2564694B (en) 2017-07-20 2017-07-20 Combustion noise detection in an internal combustion engine
GB1711691.4 2017-07-20

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DE102023213303B3 (de) * 2023-12-22 2025-05-08 Schaeffler Technologies AG & Co. KG Verfahren zur Auswertung eines Klopfsensorsignals

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