EP1888901A2 - Procede de reduction du bruit d'un moteur diesel a injection - Google Patents
Procede de reduction du bruit d'un moteur diesel a injectionInfo
- Publication number
- EP1888901A2 EP1888901A2 EP06778915A EP06778915A EP1888901A2 EP 1888901 A2 EP1888901 A2 EP 1888901A2 EP 06778915 A EP06778915 A EP 06778915A EP 06778915 A EP06778915 A EP 06778915A EP 1888901 A2 EP1888901 A2 EP 1888901A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- injection
- engine
- difference
- noise index
- value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
-
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
Definitions
- the invention relates to a method for reducing the noise generated by an injection engine such as a diesel engine of a motor vehicle.
- an injection engine such as a diesel engine of a motor vehicle.
- the level of combustion noise is conditioned by the injection parameters which are generally chosen to meet a compromise between different requirements.
- the choice of the injection parameters is made for example from series of tests carried out on a test bench, which make it possible to determine for each speed of the tested engine, parameters offering an optimal compromise, for example between pollution level and level of combustion noise.
- These injection parameters are for example the amount of fuel injected, or the advance of the injection.
- the choice of the injection parameters is mainly carried out at stabilized engine speed and load so that these parameters are satisfactory under steady-state conditions, that is to say for example when the vehicle is traveling at constant speed.
- the object of the invention is to propose a method for reducing the level of combustion noise of a heat engine, in particular under transient conditions.
- the subject of the invention is a method for reducing the noise generated by an injection-engine, consisting in: determining a noise index from a pressure signal coming from a sensor, this signal giving a signal instantaneous pressure of a combustion chamber of the engine during an engine cycle;
- the injection parameters are thus controlled in closed loop and in real time, which minimizes the combustion noise including when the engine is in transient state. During the aging of the engine, the injection parameters are also modified according to the actual conditions in which the engine operates.
- At least one injection parameter is modified for the next engine cycle.
- the method consists of determining a noise index and a difference for each combustion chamber of the engine, and modifying at least one injection parameter of each combustion chamber having a difference greater than threshold value.
- the noise index is determined by applying a bypass processing to the signal generated by the pressure sensor, and by determining the difference between the value of the pressure gradient when this gradient of pressure reaches a local maximum subsequent to an injection and the value of the pressure gradient during this injection.
- the method is applied to a multiple injection engine including a so-called pilot injection and a so-called main injection, and in which the noise index is determined on the basis of the pilot injection and / or or on the basis of the main injection.
- the modified injection parameters are the injection advance, and / or the quantity of fuel injected for each injection, and / or the injection pressure, and / or the addition an additional injection.
- Figure 1 is an illustration of the method according to the invention in block diagram form;
- Figure 2 is a first steady-state pressure diagram
- Fig. 3 is a second pressure chart of a first transient cycle
- Fig. 4 is a third pressure chart of a second transient cycle
- Fig. 5 is a fourth pressure chart of a third transient cycle
- Figure 6 is a fifth pressure diagram of a twelfth transient cycle
- Figure 7 is a sixth pressure diagram of a fiftieth quasi-stabilized transient cycle.
- FIG. 1 shows in block diagram form the method according to the invention applied to an engine M with four combustion chambers, each combustion chamber being equipped with a corresponding pressure sensor, marked respectively by Cl, C2, C3 and C4.
- Each C1-C4 sensor produces a signal S1-S4 representative of the instantaneous pressure of the combustion chamber to which it is dedicated.
- the four pressure signals S1-S4 are received at A, for example on an acquisition electronic card.
- the four signals are out of phase and summed or averaged so as to constitute a single signal representative of the instantaneous pressure in a combustion chamber as a function of the angle of the motor shaft.
- a filtering and bypass processing is then applied to the block FD, the signal generated by the electronic card in step A, so as to smooth this signal and to obtain the instantaneous value of the pressure gradient.
- the filtering treatment is for example carried out by a low-pass filter of order greater than two, and having a cutoff frequency which varies according to the engine speed.
- Bypass processing can be implemented by means of an electronic or analog card.
- the signal obtained after the applied FD treatment is represented in the D3P block by a GP1 curve representative of the value of the pressure gradient as a function of the progress of the combustion cycle, in the vicinity of the injection point or points.
- the block marked by D3P is a step of determining a noise index Ib during the last engine cycle, based on the pressure values that were taken during this cycle. Different calculations can be considered in this step to determine the noise index.
- the noise index is the difference between two GPl pressure gradient values resulting from an injection. This noise index is then worth the difference between the pressure gradient GP1 when this gradient reaches a first local maximum after the injection, and the pressure gradient at the instant of the injection considered.
- the detection of this local maximum may consist of detecting a cancellation of the first or second derivative of the curve GP1.
- the injection considered for the calculation of the noise index Ib may be a so-called pilot injection, or a so-called main injection. But the noise index can also be determined from a combination of gradient differences corresponding to several injections occurring during the same cycle.
- the noise index Ib determined in D3P is compared with a reference value Ref to determine a difference Ec with respect to this reference value.
- the reference value used advantageously comes from a set of values also called engine mapping which gives different reference values corresponding to different operating conditions of the engine.
- the injection parameters are modified at the block CR, these modifications being applied to the engine as soon as the next engine cycle, which is represented by the PM block.
- the signals S1-S4 from each sensor are first joined to the block A so as to constitute a single signal representative of the average pressure in the different combustion chambers of the engine at each instant of the cycle. If the gap Ec is too large, the injection parameters are modified for all the combustion chambers. But the method according to the invention may advantageously consist in treating the combustion chambers independently of each other. In this case, the processing steps consist in determining a noise index Ib and a gap Ec for each combustion chamber of the engine, and modifying at least one injection parameter of each combustion chamber having a difference Ec greater than the threshold value.
- the differences in the compression characteristics of the different combustion and / or operating chambers of each injector are taken into account in order to reduce the combustion noise of the entire engine.
- the behavioral deviation of a particularly noisy combustion chamber relative to the others during the transient can be corrected without disturbing the operation of the other combustion chambers.
- Figures 2 to 7 are diagrams of the pressure gradient for different cycles of a transient regime that corresponds to a mid-range vehicle
- Diesel starting from a steady state at 70km / h, and to which a full load acceleration is required, brutally.
- FIG. 2 includes a representative curve of an initial stabilized regime.
- Figures 3 to 5 show the pressure gradient curves during the three engine cycles that follow the acceleration request.
- FIG. 6 gives the pressure gradient for the twelfth cycle following the acceleration request
- FIG. 7 gives the pressure gradient during the fiftieth cycle following the sudden acceleration, this fiftieth cycle. corresponding substantially to a new stabilized engine speed.
- Each diagram comprises two curves marked GP1 and GP2, which are each representative of the pressure in a corresponding combustion chamber during a time interval around the injections.
- These curves GP1, GP2 which illustrate the pressure gradient in the engine are more particularly the derivative of the pressure of the combustion chamber relative to the rotation angle of the engine.
- the case illustrated in these diagrams corresponds to a multiple injection engine comprising an Ipil pilot injection followed by a Ipal main injection.
- the pilot injection consists of the injection of a small quantity of fuel carried out a few milliseconds before the main injection. It has the effect of reducing the pressure gradient in the combustion chamber, in particular to reduce the combustion noise.
- FIG. 2 which shows a steady-state gradient diagram
- a pilot injection identified by Ipil causes a pre-combustion which first substantially increases the pressure gradient to a first local maximum. Following the attainment of this local maximum, the pressure gradient decreases significantly until the main injection identified by Ipal is triggered, which causes the combustion of the fuel accompanied by a significant increase in the pressure gradient. up to a second local maximum spotted by
- the noise index, noted Ib corresponds here to the difference between the value of the pressure gradient at the time of the main injection and the moment when the maximum Mpal maximum is reached. Pilot injection that has a marked effect in the diagram of Figure 2 modifies the conditions in the combustion chamber, which tends to reduce the value of Ib.
- FIGS. 4 and 5 show analogously the pressure gradient curves of the following two cycles, in which the effect of the pilot injection is always very low, which leads to values of noise index Ib d 'more important.
- FIG. 6 shows the twelfth engine cycle after the engine cycle of FIG. 2.
- the vehicle then accelerated significantly, so that it is a transient regime less marked than for the first three cycles.
- the effect of the pilot injection is again noticeable, which again leads to a reduced noise index value Ib, similar to the case of FIG.
- FIG. 7 corresponds to the fiftieth cycle following the request for full load acceleration, corresponds to a situation in which the vehicle is approaching a new stabilized regime. It follows that the effect of the pilot injection is again fully perceptible, so that this pilot injection significantly reduces the value of the noise index Ib, as in the case of Figure 2.
- the shape of the pressure gradient curve is very different from what it then becomes, while the fuel demand remains substantially the same. More particularly, during the beginning of the transient regime, the effect of the pilot injection is almost non-existent, so that the autoignition of the combustion following the main injection is all the more violent, which is particularly important. origin of a higher combustion noise than in other cases.
- This defect can advantageously be rectified by modifying the injection parameters as a function of the difference Ec between the noise index Ib and the reference value, in accordance with the invention.
- This modification consists in acting in real time on the injection parameters, for example by increasing the quantity of fuel introduced during the pilot injection when the noise index is too great, that is to say when its difference Ec is greater than a predetermined threshold value.
- the increase of the quantity of fuel introduced by the pilot injection can be obtained by increasing the duration of injection.
- the modification of the injection parameters in case of excessive noise index may still consist in modifying in real time the value of the angular advance or separation between the pilot injection and the main injection in order to reduce it.
- this modification of the injection parameters can still consist in introducing an intermediate pilot injection intervening between the normal pilot injection and the main injection.
- the modifications of the closed loop injection parameters are carried out in real time, which means that the value of the noise index Ib during a motor cycle is taken into account to modify the injection parameters during the next engine cycle.
- This closed-loop control has the effect of reducing the noise indicator Ib to a nominal value in a substantially instantaneous manner, in order to prevent the motor from generating a large noise.
- the reference value Ref to which the noise index Ib is compared with each cycle is derived from a combustion map giving a reference value for each operating condition of the engine.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0505769A FR2886678B1 (fr) | 2005-06-07 | 2005-06-07 | Procede de reduction du bruit d'un moteur diesel a injection |
PCT/FR2006/050523 WO2006131672A2 (fr) | 2005-06-07 | 2006-06-06 | Procede de reduction du bruit d'un moteur diesel a injection |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1888901A2 true EP1888901A2 (fr) | 2008-02-20 |
EP1888901B1 EP1888901B1 (fr) | 2011-09-07 |
Family
ID=34955489
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06778915A Not-in-force EP1888901B1 (fr) | 2005-06-07 | 2006-06-06 | Procede de reduction du bruit d'un moteur diesel a injection |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1888901B1 (fr) |
AT (1) | ATE523680T1 (fr) |
FR (1) | FR2886678B1 (fr) |
WO (1) | WO2006131672A2 (fr) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2934369B1 (fr) * | 2008-07-22 | 2010-09-17 | Renault Sas | Systeme et procede de determination du bruit de combustion d'un moteur avec filtrage de ponderation adaptatif |
ITUA20162046A1 (it) * | 2016-03-25 | 2017-09-25 | Magneti Marelli Spa | Metodo per controllare il rumore di combustione generato da un motore a combustione interna ad accensione spontanea |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3562422B2 (ja) * | 2000-02-25 | 2004-09-08 | トヨタ自動車株式会社 | 燃料噴射制御装置 |
JP3959960B2 (ja) * | 2000-12-19 | 2007-08-15 | 日産自動車株式会社 | エンジンの燃料噴射制御装置 |
DE10159017A1 (de) * | 2001-12-01 | 2003-06-18 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
FR2857410B1 (fr) * | 2003-07-08 | 2005-10-14 | Peugeot Citroen Automobiles Sa | Systeme de controle du bruit de combustion d'un moteur diesel de vehicule automobile |
DE112004001281B4 (de) * | 2003-07-15 | 2013-03-21 | Avl List Gmbh | Brennkraftmaschine |
-
2005
- 2005-06-07 FR FR0505769A patent/FR2886678B1/fr not_active Expired - Fee Related
-
2006
- 2006-06-06 AT AT06778915T patent/ATE523680T1/de not_active IP Right Cessation
- 2006-06-06 WO PCT/FR2006/050523 patent/WO2006131672A2/fr not_active Application Discontinuation
- 2006-06-06 EP EP06778915A patent/EP1888901B1/fr not_active Not-in-force
Non-Patent Citations (1)
Title |
---|
See references of WO2006131672A3 * |
Also Published As
Publication number | Publication date |
---|---|
WO2006131672A2 (fr) | 2006-12-14 |
ATE523680T1 (de) | 2011-09-15 |
FR2886678A1 (fr) | 2006-12-08 |
WO2006131672A3 (fr) | 2007-02-01 |
EP1888901B1 (fr) | 2011-09-07 |
FR2886678B1 (fr) | 2007-09-28 |
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