EP1888901B1 - Method for noise reduction of an injection diesel engine - Google Patents
Method for noise reduction of an injection diesel engine Download PDFInfo
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- 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
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- Prior art keywords
- injection
- engine
- difference
- value
- noise index
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- 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
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- 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
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- 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
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- 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.
Abstract
Description
La présente invention revendique la priorité de la demande française
L'invention concerne un procédé pour réduire le bruit généré par un moteur thermique à injection tel qu'un moteur diesel de véhicule automobile.The invention relates to a method for reducing the noise generated by an injection engine such as a diesel engine of a motor vehicle.
Dans le domaine des moteurs à injection, tels que les moteurs Diesel, le niveau de bruit de combustion est conditionné par les paramètres d'injection qui sont généralement choisis pour répondre à un compromis entre différents impératifs.In the field of injection engines, such as diesel engines, the level of combustion noise is conditioned by the injection parameters which are generally chosen to meet a compromise between different requirements.
Le choix des paramètres d'injection est fait par exemple à partir de séries de tests réalisés sur banc d'essai, et qui permettent de déterminer pour chaque régime du moteur testé, des paramètres offrant un compromis optimal, par exemple entre niveau de pollution et niveau de bruit de combustion. Ces paramètres d'injection sont par exemple la quantité de carburant injectée, ou bien l'avance de l'injection.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.
Compte tenu des conditions sur banc d'essai, le choix des paramètres d'injection est réalisé principalement à régime et charge stabilisés du moteur de sorte que ces paramètres sont satisfaisants en régime stabilisé, c'est à dire par exemple lorsque le véhicule roule à vitesse constante.Given the conditions on the test bench, 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.
Cependant, ces paramètres ne sont pas entièrement satisfaisants en régime transitoire, par exemple lorsqu'une accélération importante est demandée. Dans ce cas le moteur génère un niveau de bruit de combustion bien plus élevé qu'en régime stabilisé, pour une même vitesse de rotation et une même charge.However, these parameters are not entirely satisfactory under transient conditions, for example when a large acceleration is required. In this case the engine generates a much higher level of combustion noise than in steady state, for the same speed of rotation and the same load.
D'autre part, au cours de la vie du moteur, les caractéristiques de compression et/ou les caractéristiques des injecteurs de chaque chambre de combustion évoluent par exemple du fait de l'encrassement des injecteurs. Mais les paramètres d'injection restent ceux qui ont été choisis initialement de sorte qu'un tel moteur produit un bruit de plus en plus important au fur et à mesure qu'il vieillit. Un exemple de procédé pour réduire le bruit est divulguer dans la demande
Le but de l'invention est de proposer un procédé pour réduire le niveau de bruit de combustion d'un moteur thermique, notamment en régime transitoire.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.
A cet effet, l'invention a pour objet un procédé pour réduire le bruit généré par un moteur thermique à injection selon la revendication 1.For this purpose, the subject of the invention is a method for reducing the noise generated by an injection-engine according to
Selon une autre caractéristique de l'invention, le procédé est appliqué à un moteur à injections multiples incluant une injection dite pilote et un injection dite principale, et dans lequel l'indice de bruit est déterminé sur la base de l'injection pilote et/ou sur la base de l'injection principale.According to another characteristic of the invention, 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.
Selon une autre caractéristique de l'invention, les paramètres d'injection modifiés sont l'avance d'injection, et/ou la quantité de carburant injectée pour chaque injection, et/ou la pression d'injection, et/ou l'ajout d'une injection supplémentaire.
- La
figure 1 est une illustration du procédé selon l'invention sous forme de schéma-bloc ; - La
figure 2 est un premier diagramme de pression à régime stabilisé ; - La
figure 3 est un second diagramme de pression d'un premier cycle transitoire ; - La
figure 4 est un troisième diagramme de pression d'un second cycle transitoire ; - La
figure 5 est un quatrième diagramme de pression d'un troisième cycle transitoire ; - La
figure 6 est un cinquième diagramme de pression d'un douzième cycle transitoire ; - La
figure 7 est un sixième diagramme de pression d'un cinquantième cycle transitoire quasi-stabilisé.
- The
figure 1 is an illustration of the method according to the invention in block diagram form; - The
figure 2 is a first steady-state pressure diagram; - The
figure 3 is a second pressure diagram of a first transient cycle; - The
figure 4 is a third pressure diagram of a second transient cycle; - The
figure 5 is a fourth pressure diagram of a third transient cycle; - The
figure 6 is a fifth pressure diagram of a twelfth transient cycle; - The
figure 7 is a sixth pressure diagram of a quasi-stabilized 50th transient cycle.
La
Chaque capteur C1-C4 produit un signal S1-S4 représentatif de la pression instantanée de la chambre de combustion à laquelle il est dédié. Les quatre signaux de pression S1 - S4 sont reçus en A, par exemple sur une carte électronique d'acquisition.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.
Dans l'exemple de la
Un traitement de filtrage et de dérivation est ensuite appliqué, au bloc FD, au signal généré par la carte électronique à l'étape A, de manière à lisser ce signal et à obtenir la valeur instantanée du gradient de pression.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.
Le traitement de filtrage est par exemple réalisé par un filtre passe-bas d'ordre supérieur à deux, et ayant une fréquence de coupure qui varie en fonction du régime du moteur. Le traitement de dérivation peut être mis en oeuvre au moyen d'une carte électronique ou analogique.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.
Le signal obtenu après le traitement appliqué en FD est représenté au bloc D3P, par une courbe GP1 représentative de la valeur du gradient de pression en fonction de l'avancement du cycle de combustion, au voisinage du ou des points d'injection.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.
Le bloc repéré par D3P est une étape de détermination d'un indice de bruit Ib durant le dernier cycle moteur, sur la base des valeurs de pression qui ont été prises durant ce cycle. Différents calculs peuvent être envisagés dans cette étape pour déterminer l'indice de bruit.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.
Avantageusement, l'indice de bruit est la différence entre deux valeurs de gradient de pression GP1 résultant d'une injection. Cet indice de bruit vaut alors la différence entre le gradient de pression GP1 lorsque ce gradient atteint un premier maximum local après l'injection, et le gradient de pression à l'instant de l'injection considérée.Advantageously, 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.
La détection de ce maximum local peut consister à détecter une annulation de la dérivée première ou seconde de la courbe GP1.The detection of this local maximum may consist in detecting a cancellation of the first or second derivative of the curve GP1.
Dans le cas d'un moteur à injection multiple, l'injection considérée pour le calcul de l'indice de bruit Ib peut être une injection dite pilote, ou bien une injection dite principale. Mais l'indice de bruit peut aussi être déterminé à partir d'une combinaison des différences de gradients correspondant à plusieurs injections ayant lieu durant un même cycle.In the case of a multiple injection engine, 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.
Dans l'étape suivante, l'indice de bruit Ib déterminé en D3P est comparé avec une valeur de référence Ref pour déterminer un écart Ec par rapport à cette valeur de référence. La valeur de référence utilisée provient avantageusement d'un ensemble de valeurs encore appelé cartographie du moteur qui donne différentes valeurs de références correspondant à différentes conditions de fonctionnement du moteur.In the next step, 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.
Si l'écart entre la valeur courante de l'indice de bruit Ib et la valeur de référence Ref est trop important, les paramètres d'injection sont modifiés au bloc CR, ces modifications étant appliquées au moteur dès le cycle moteur suivant, ce qui est représenté par le bloc PM.If the difference between the current value of the noise index Ib and the reference value Ref is too great, 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.
Dans l'exemple représenté sur cet organigramme, les signaux S1 - S4 issus de chaque capteur sont d'abord réunis au bloc A de manière à constituer un signal unique représentatif de la moyenne des pressions dans les différentes chambres de combustion du moteur à chaque instant du cycle. Si l'écart Ec est trop important, les paramètres d'injection sont modifiés pour toutes les chambres de combustion.In the example shown in this flow chart, 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.
Mais le procédé selon l'invention peut avantageusement consister à traiter les chambres de combustion indépendamment les unes des autres. Dans ce cas, les étapes de traitement consistent à déterminer un indice de bruit Ib et un écart Ec pour chaque chambre de combustion du moteur, et à modifier au moins un paramètre d'injection de chaque chambre de combustion ayant un écart Ec supérieur à la valeur seuil.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.
Ainsi, les différences des caractéristiques de compression des différentes chambres de combustion et/ou de fonctionnement de chaque injecteur sont prises en compte pour diminuer le bruit de combustion de l'ensemble du moteur. En particulier, l'écart de comportement d'une chambre de combustion particulièrement bruyante par rapport aux autres durant le transitoire peut être corrigée sans perturber le fonctionnement des autres chambres de combustion.Thus, 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. In particular, 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.
Les
Ces diagrammes de pression sont ceux d'un véhicule pour lequel les paramètres d'injection ne sont pas modifiés durant le régime transitoire, ce qui permet de mettre en évidence les corrections qu'il convient d'appliquer, conformément à l'invention, pour remédier à cette situation.These pressure diagrams are those of a vehicle for which the injection parameters are not modified during the transient regime, which makes it possible to highlight the corrections that should be applied, in accordance with the invention, for remedy this situation.
La
Chaque diagramme comprend deux courbes repérées par GP1 et GP2, qui sont chacune représentative de la pression dans une chambre de combustion correspondante durant un intervalle de temps situé autour des injections. Ces courbes GP1, GP2 qui illustrent le gradient de pression dans le moteur sont plus particulièrement la dérivée de la pression de la chambre de combustion par rapport à l'angle de rotation du moteur.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.
Le cas de figure qui est illustré dans ces diagrammes correspond à un moteur à injections multiples comprenant une injection pilote Ipil suivie d'une injection principale Ipal. L'injection pilote consiste en l'injection d'une faible quantité de carburant réalisée quelques millisecondes avant l'injection principale. Elle a pour effet de faire diminuer le gradient de pression dans la chambre de combustion, notamment pour réduire le bruit de combustion.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.
Dans la
L'indice de bruit, noté Ib correspond ici à la différence entre la valeur du gradient de pression au moment de l'injection principale et au moment où est atteint le maximum Mpal subséquent. L'injection pilote qui a un effet marqué dans le diagramme de la
Comme visible sur la
Les diagrammes des
Le diagramme de la
Le diagramme de la
Comme visible dans les
Plus particulièrement, durant le début du régime transitoire, l'effet de l'injection pilote est quasi inexistant, de sorte que l'auto-inflammation de la combustion suivant l'injection principale est d'autant plus violente, ce qui est à l'origine d'un bruit de combustion plus important que dans les autres cas.More particularly, during the start 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.
Ce défaut peut avantageusement être rectifié en modifiant les paramètres d'injection en fonction de l'écart Ec entre l'indice de bruit Ib et la valeur de référence, conformément à l'invention.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.
Cette modification consiste à agir en temps réel sur les paramètres d'injection, par exemple en augmentant la quantité de carburant introduite lors de l'injection pilote lorsque l'indice de bruit est trop important, c'est-à-dire lorsque son écart Ec est supérieur à une valeur seuil prédéterminée. L'augmentation de la quantité de carburant introduite par l'injection pilote peut être obtenue par augmentation de la durée d'injection.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.
La modification des paramètres d'injection en cas d'indice de bruit trop important peut encore consister à modifier en temps réel la valeur de l'avance ou séparation angulaire entre l'injection pilote et l'injection principale afin de la diminuer. De façon analogue, cette modification des paramètres d'injection peut encore consister à introduire une injection pilote intermédiaire intervenant entre l'injection pilote normale et l'injection principale.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. In a similar way, 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.
Comme indiqué plus haut, selon l'invention, les modifications des paramètres d'injection en boucle fermée sont réalisées en temps réel, ce qui signifie que la valeur de l'indice de bruit Ib durant un cycle moteur est prise en compte pour modifier les paramètres d'injection durant le cycle moteur suivant.As indicated above, according to the invention, 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.
Ce contrôle en boucle fermée a pour effet de ramener l'indicateur de bruit Ib à une valeur nominale de façon sensiblement instantanée, afin d'éviter que le moteur ne génère un bruit important.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.
Avantageusement, la valeur de référence Ref à laquelle est comparé l'indice de bruit Ib à chaque cycle est issue d'une cartographie de combustion donnant une valeur de référence pour chaque condition de fonctionnement du moteur.Advantageously, 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.
Claims (4)
- Method for reducing the noise generated by an injection heat engine (M), consisting in determining at each engine cycle a noise index (Ib)from different values taken during this engine cycle by a signal (GP1, GP2) issued from a pressure sensor (C1-C4) of a combustion chamber of the engine (M); determining a difference value (Ec), for the engine cycle concerned, between the noise index (Ib) and a predetermined reference value (Ref); and modifying at least one injection parameter for the following engine cycle, so as to reduce this difference (Ec) if this difference (Ec) is greater than a predetermined threshold value, characterized in that the reference value is issued from a combustion cartography giving a reference value for each operating condition of the engine and in that the noise index (Ib) is determined by application of a derivation processing (FD) to the signal (S1-S4) generated by the pressure sensor, and by determining the difference between the value of the pressure gradient (GP1, GP2) when this pressure gradient (GP1, GP2) reaches a local maximum (Mpal) subsequent to an injection and the value of the pressure gradient at the time of this injection (Ipil, Ipal).
- Method according to claim 1, consisting in determining a noise index (Ib) and a difference (Ec) for each combustion chamber (C1-C4) of the engine (M), and in modifying at least one injection parameter of each combustion chamber (C1-C4) having a difference (Ec) greater than the predetermined threshold value.
- Method according to claim 1 or claim 2, applied to a multiple injection engine including an injection designated as pilot and an injection designated as principal, and in which the noise index (Ib) is determined on the basis of the pilot injection (Ipil) and/or on the basis of the principal injection (Ipal).
- Method according to one of the preceding claims, in which 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 of a supplementary injection.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0505769A FR2886678B1 (en) | 2005-06-07 | 2005-06-07 | METHOD FOR REDUCING THE NOISE OF AN INJECTION DIESEL ENGINE |
PCT/FR2006/050523 WO2006131672A2 (en) | 2005-06-07 | 2006-06-06 | Method for noise reduction of an injection diesel engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1888901A2 EP1888901A2 (en) | 2008-02-20 |
EP1888901B1 true EP1888901B1 (en) | 2011-09-07 |
Family
ID=34955489
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06778915A Not-in-force EP1888901B1 (en) | 2005-06-07 | 2006-06-06 | Method for noise reduction of an injection diesel engine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1888901B1 (en) |
AT (1) | ATE523680T1 (en) |
FR (1) | FR2886678B1 (en) |
WO (1) | WO2006131672A2 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2934369B1 (en) * | 2008-07-22 | 2010-09-17 | Renault Sas | SYSTEM AND METHOD FOR DETERMINING THE COMBUSTION NOISE OF AN ENGINE WITH ADAPTIVE WEIGHTING FILTERING |
ITUA20162046A1 (en) * | 2016-03-25 | 2017-09-25 | Magneti Marelli Spa | METHOD OF CHECKING THE COMBUSTION NOISE GENERATED BY AN INTERNAL COMBUSTION ENGINE WITH SPONTANEOUS IGNITION |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3562422B2 (en) * | 2000-02-25 | 2004-09-08 | トヨタ自動車株式会社 | Fuel injection control device |
JP3959960B2 (en) * | 2000-12-19 | 2007-08-15 | 日産自動車株式会社 | Engine fuel injection control device |
DE10159017A1 (en) * | 2001-12-01 | 2003-06-18 | Bosch Gmbh Robert | Method and device for controlling an internal combustion engine |
FR2857410B1 (en) * | 2003-07-08 | 2005-10-14 | Peugeot Citroen Automobiles Sa | SYSTEM FOR MONITORING COMBUSTION NOISE OF A DIESEL ENGINE OF A MOTOR VEHICLE |
WO2005005813A2 (en) * | 2003-07-15 | 2005-01-20 | Avl List Gmbh | Internal combustion engine |
-
2005
- 2005-06-07 FR FR0505769A patent/FR2886678B1/en not_active Expired - Fee Related
-
2006
- 2006-06-06 AT AT06778915T patent/ATE523680T1/en not_active IP Right Cessation
- 2006-06-06 WO PCT/FR2006/050523 patent/WO2006131672A2/en not_active Application Discontinuation
- 2006-06-06 EP EP06778915A patent/EP1888901B1/en not_active Not-in-force
Also Published As
Publication number | Publication date |
---|---|
ATE523680T1 (en) | 2011-09-15 |
WO2006131672A2 (en) | 2006-12-14 |
FR2886678A1 (en) | 2006-12-08 |
EP1888901A2 (en) | 2008-02-20 |
WO2006131672A3 (en) | 2007-02-01 |
FR2886678B1 (en) | 2007-09-28 |
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