EP1888901B1 - Verfahren zur rauschunterdrückung in einem einspritzdieselmotor - Google Patents

Verfahren zur rauschunterdrückung in einem einspritzdieselmotor Download PDF

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Publication number
EP1888901B1
EP1888901B1 EP06778915A EP06778915A EP1888901B1 EP 1888901 B1 EP1888901 B1 EP 1888901B1 EP 06778915 A EP06778915 A EP 06778915A EP 06778915 A EP06778915 A EP 06778915A EP 1888901 B1 EP1888901 B1 EP 1888901B1
Authority
EP
European Patent Office
Prior art keywords
injection
engine
difference
value
noise index
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.)
Not-in-force
Application number
EP06778915A
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English (en)
French (fr)
Other versions
EP1888901A2 (de
Inventor
Jean-Pierre Chemisky
David Gimbres
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP1888901A2 publication Critical patent/EP1888901A2/de
Application granted granted Critical
Publication of EP1888901B1 publication Critical patent/EP1888901B1/de
Not-in-force legal-status Critical Current
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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
    • F02D35/023—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.
  • the level of combustion noise is conditioned by the injection parameters which are generally chosen to meet a compromise between different requirements.
  • injection parameters are 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.
  • 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 compression characteristics and / or the characteristics of the injectors of each chamber of combustion evolve for example because of the fouling of the injectors.
  • the injection parameters are those that were initially selected so that such a motor produces a noise increasingly important as it ages.
  • An example of a method for reducing noise is disclosed in the application US 2003/0127073 .
  • 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 according to claim 1.
  • 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 figure 1 shows in block diagram form the method according to the invention applied to a motor M with four combustion chambers, each combustion chamber being equipped with a corresponding pressure sensor, marked respectively by C1, 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 added 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 treatment applied in FD is represented in block D3P, by a curve GP1 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 GP1 pressure gradient values resulting from an injection. This noise index is then worth the difference between the GP1 pressure gradient when this gradient reaches a local maximum after the injection, and the pressure gradient at the instant of the injection considered.
  • the detection of this local maximum may consist in 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.
  • 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 of the pressures in the various 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.
  • the method according to the invention may advantageously consist in treating the combustion chambers independently of each other.
  • 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.
  • FIGS. 2 to 7 are diagrams of the pressure gradient for different cycles of a transient regime that corresponds to an average diesel range vehicle, starting from a steady state at 70km / h, and which is requested a full load acceleration, brutally.
  • the figure 2 comprises a curve representative of an initial stabilized regime.
  • the Figures 3 to 5 give the pressure gradient curves during the three engine cycles that follow the acceleration request.
  • the figure 6 gives the pressure gradient for the twelfth cycle following the acceleration request, and the figure 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.
  • a pilot injection marked 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 Mpal.
  • 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.
  • the pilot injection that has a marked effect in the diagram of the figure 2 modifies the conditions in the combustion chamber, which tends to reduce the value of Ib.
  • the diagram of the figure 6 shows the twelfth engine cycle after the engine cycle of the figure 2 .
  • the vehicle then accelerated significantly, so that it is a transient 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, similarly to the case of the figure 1 .
  • 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)

Claims (4)

  1. Verfahren zum Verringern des Geräuschs, das von einem Einspritz-Verbrennungsmotor (M) erzeugt wird, das darin besteht, bei jedem Motorzyklus einen Schallindex (1b) ausgehend von verschiedenen Werten zu bestimmen, die während dieses Motorzyklus von einem Signal (GP1, GP2) genommen werden, das von einem Drucksensor (C1-C4) einer Brennkammer des Motors (M) stammt; für den betreffenden Motorzyklus einen Unterschiedswert (Ec) zwischen dem Schallindex (lb) und einem vorbestimmten Bezugswert (Ref) zu bestimmen, und mindestens einen Einspritzparameter für den folgenden Motorzyklus zu ändern, um diesen Unterschied (Ec) zu verringern, wenn dieser Unterschied (Ec) größer ist als ein vorbestimmter Schwellenwert, dadurch gekennzeichnet, dass der Bezugswert aus einer Verbrennungskartografie stammt, die einen Bezugswert für jeden Betriebszustand des Motors gibt, und dass der Schallindex (lb) durch Anwenden einer Ableitverarbeitung (FD) an dem Signal (S1-S4), das von dem Drucksensor erzeugt wird, und durch Bestimmen des Unterschieds zwischen dem Wert des Druckgradienten (GP1, GP2), wenn dieser Druckgradient (GP1, GP2) ein lokales Maximum (Mpal) im Anschluss an eine Einspritzung erreicht, und dem Wert des Druckgradienten bei dieser Einspritzung (lpil, lpal) bestimmt wird.
  2. Verfahren nach Anspruch 1, das darin besteht, einen Schallindex (lb) und einen Unterschied (Ec) für jede Brennkammer (C1-C4) des Motors (M) zu bestimmen und mindestens einen Einspritzparameter jeder Brennkammer (C1-C4), der einen Unterschied (Ec) größer als der vorbestimmte Wert hat, zu ändern.
  3. Verfahren nach Anspruch 1 oder Anspruch 2, an einen Mehrfacheinspritzmotor angewandt, der eine sogenannte Piloteinspritzung und eine sogenannte Haupteinspritzung hat, und bei dem der Schallindex (lb) auf der Grundlage der Piloteinspritzung (lpil) und/oder auf der Grundlage der Haupteinspritzung (lpal) bestimmt wird.
  4. Verfahren nach einem der vorhergehenden Ansprüche, bei dem die geänderten Einspritzparameter die Einspritzvoreilung und/oder die bei jeder Einspritzung eingespritzte Kraftstoffmenge und/oder der Einspritzdruck und/oder das Hinzufügen einer zusätzlichen Einspritzung sind.
EP06778915A 2005-06-07 2006-06-06 Verfahren zur rauschunterdrückung in einem einspritzdieselmotor Not-in-force EP1888901B1 (de)

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 EP1888901A2 (de) 2008-02-20
EP1888901B1 true EP1888901B1 (de) 2011-09-07

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Application Number Title Priority Date Filing Date
EP06778915A Not-in-force EP1888901B1 (de) 2005-06-07 2006-06-06 Verfahren zur rauschunterdrückung in einem einspritzdieselmotor

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EP (1) EP1888901B1 (de)
AT (1) ATE523680T1 (de)
FR (1) FR2886678B1 (de)
WO (1) WO2006131672A2 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
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)

* Cited by examiner, † Cited by third party
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
US7334561B2 (en) * 2003-07-15 2008-02-26 Avl List Gmbh Internal combustion engine

Also Published As

Publication number Publication date
EP1888901A2 (de) 2008-02-20
WO2006131672A3 (fr) 2007-02-01
FR2886678A1 (fr) 2006-12-08
WO2006131672A2 (fr) 2006-12-14
FR2886678B1 (fr) 2007-09-28
ATE523680T1 (de) 2011-09-15

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