EP3001411B1 - Überlastungsschutz für einen aktor eines systems zur beeinflussung von in einer abgasanlage geführtem schall - Google Patents

Überlastungsschutz für einen aktor eines systems zur beeinflussung von in einer abgasanlage geführtem schall Download PDF

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Publication number
EP3001411B1
EP3001411B1 EP15178023.6A EP15178023A EP3001411B1 EP 3001411 B1 EP3001411 B1 EP 3001411B1 EP 15178023 A EP15178023 A EP 15178023A EP 3001411 B1 EP3001411 B1 EP 3001411B1
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EP
European Patent Office
Prior art keywords
controller
actuator
control signal
exhaust system
output
Prior art date
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Active
Application number
EP15178023.6A
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German (de)
English (en)
French (fr)
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EP3001411A1 (de
Inventor
Ralf Hölsch
Michael Pommerer
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.)
Eberspaecher Exhaust Technology GmbH and Co KG
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Purem GmbH
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/06—Silencing apparatus characterised by method of silencing by using interference effect
    • F01N1/065—Silencing apparatus characterised by method of silencing by using interference effect by using an active noise source, e.g. speakers
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
    • G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
    • G10K11/1781—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions
    • G10K11/17821—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions characterised by the analysis of the input signals only
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
    • G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
    • G10K11/1781—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions
    • G10K11/17821—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions characterised by the analysis of the input signals only
    • G10K11/17825—Error signals
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
    • G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
    • G10K11/1783—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase handling or detecting of non-standard events or conditions, e.g. changing operating modes under specific operating conditions
    • G10K11/17833—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase handling or detecting of non-standard events or conditions, e.g. changing operating modes under specific operating conditions by using a self-diagnostic function or a malfunction prevention function, e.g. detecting abnormal output levels
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
    • G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
    • G10K11/1783—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase handling or detecting of non-standard events or conditions, e.g. changing operating modes under specific operating conditions
    • G10K11/17833—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase handling or detecting of non-standard events or conditions, e.g. changing operating modes under specific operating conditions by using a self-diagnostic function or a malfunction prevention function, e.g. detecting abnormal output levels
    • G10K11/17835—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase handling or detecting of non-standard events or conditions, e.g. changing operating modes under specific operating conditions by using a self-diagnostic function or a malfunction prevention function, e.g. detecting abnormal output levels using detection of abnormal input signals
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
    • G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
    • G10K11/1787—General system configurations
    • G10K11/17879—General system configurations using both a reference signal and an error signal
    • G10K11/17883—General system configurations using both a reference signal and an error signal the reference signal being derived from a machine operating condition, e.g. engine RPM or vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/028—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting humidity or water
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K15/00—Acoustics not otherwise provided for
    • G10K15/02—Synthesis of acoustic waves
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/10—Applications
    • G10K2210/128—Vehicles
    • G10K2210/1282—Automobiles
    • G10K2210/12822—Exhaust pipes or mufflers
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/50—Miscellaneous
    • G10K2210/503—Diagnostics; Stability; Alarms; Failsafe
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/50—Miscellaneous
    • G10K2210/51—Improving tonal quality, e.g. mimicking sports cars

Definitions

  • the invention relates to protection of an actuator of a system for influencing sound conducted in an exhaust system of a vehicle operated by an internal combustion engine against mechanical overload.
  • Exhaust systems for internal combustion engines are conventionally made up of passive components through which exhaust gas flows in all operating situations and together form the exhaust system.
  • these components can be, for example, a turbocharger, a catalytic converter or a silencer.
  • exhaust gas systems have started to be supplemented with systems for actively influencing exhaust gas noise that is conducted in the exhaust system and is attributable to the operation of an internal combustion engine.
  • Systems of this type impart a characteristic noise development to the exhaust gas noise generated by the internal combustion engine, which is conducted in the exhaust system and is intended to match the image of a respective manufacturer and appeal to customers.
  • artificially generated sound waves inside the exhaust system are superimposed on the sound waves conducted in the exhaust system, which can be traced back to the operation of the internal combustion engine (exhaust noise).
  • An exhaust system with a system for actively influencing guided in the exhaust system sound from the prior art is below with reference to Figures 1 and 2 described:
  • An exhaust system 4 with a system 7 for actively influencing sound conducted in the exhaust system 4 has a sound generator 3 in the form of a soundproof housing, which contains a loudspeaker 2 and is connected to the exhaust system 4 in the area of a tailpipe 1 via a sound line.
  • the tailpipe 1 has an orifice 8 which emits exhaust gas conducted in the exhaust system 4 and airborne noise conducted in the exhaust system 4 to the outside.
  • An error microphone 5 is provided on the tailpipe 1 . The error microphone 5 measures sound inside the tailpipe 1.
  • This measurement using the error microphone 5 takes place in a section downstream of an area in which the sound line opens into the exhaust system 4 and the fluid connection between the exhaust system 4 and the sound generator 3 is thus provided.
  • the term "downstream” refers to the flow direction of the exhaust gas in the tailpipe 1 of the exhaust system 4 .
  • the flow direction of the exhaust gas is in figure 2 marked by arrows.
  • Additional components of the exhaust system 4, such as a catalytic converter and a silencer, can be provided (not shown) between the area of the fluid connection between the exhaust system 4 and sound generator 3 and the internal combustion engine 6.
  • the loudspeaker 2 and the error microphone 5 are each electrically connected to a controller 9 .
  • the controller 9 is also connected to an engine controller 6' of an internal combustion engine 6 via a CAN bus.
  • the internal combustion engine 6 also has an intake system 6". Using the sound measured by the error microphone 5 and operating parameters of the internal combustion engine 6 received via the CAN bus, the controller 9 calculates a control signal for the loudspeaker 2 which, when superimposed with the signal inside the Tail pipe 1 of the exhaust system 4 generates a desired total noise guided by the sound and outputs it to the loudspeaker 2.
  • the controller can For example, use a Filtered-x Least Mean Squares (FxLMS) algorithm and attempt to control an error signal measured by the error microphone to zero (in the case of sound cancellation) or a predetermined threshold (in the case of sound manipulation) by outputting sound through the loudspeaker .
  • FxLMS Filtered-x Least Mean Squares
  • the actuators used to generate the sound in the sound generator are sensitive to mechanical overload. Due to the high sound pressure levels to be provided by the actuators, the actuators are already exposed to a high mechanical load during normal operation. This is intensified by the fact that the exhaust gas routed through the exhaust system also presses on the actuators. Normally, the exhaust gas routed in the exhaust system is discharged via the mouth of the tailpipe, so that the pressure acting on the actuators due to the exhaust gas routed in the exhaust system is not too high.
  • the actuators can be permanently damaged and thus destroyed.
  • the actuators used to generate the sound in the sound generator are sensitive to thermal overload, but this is not the subject of the present application.
  • the object of the present invention is to provide a system for actively influencing sound carried in exhaust systems, in which the risk of mechanical damage to an actuator of the system used to generate the sound as a result of excessive exhaust gas pressure in the exhaust system can be avoided.
  • Embodiments of a system for actively influencing sound conducted in an exhaust system have a controller, at least one sound generator and at least one actuator.
  • the sound generator is designed to be brought into fluid communication with the exhaust system.
  • the at least one actuator is arranged in the at least one sound generator and is connected to the controller to receive control signals.
  • One or more than one actuator can be arranged in each sound generator.
  • the at least one actuator is designed to generate sound in the sound generator as a function of a control signal received from the controller.
  • the controller is designed to generate a control signal and to output it to the at least one actuator.
  • the control signal is suitable for at least partially or completely canceling out the sound conducted inside the exhaust system when the at least one actuator is operated with the control signal.
  • the system also has an error microphone, which is connected to the controller and can be arranged at a point in the exhaust system that is located in the area of the fluid connection between the sound generator and the exhaust system with respect to the exhaust gas flow.
  • Point located in the area of the fluid connection between the sound generator and the exhaust system means that the point at which the fluid connection takes place and the sound is at least partially extinguished is no more than ten times upstream from the error microphone with respect to the direction of flow of the exhaust gas and in particular by no more than five times and further in particular by no more than twice the maximum diameter of the exhaust system at the Position at which the sound is measured by the error microphone is spaced along the flow direction of the exhaust gas.
  • the error microphone is designed to measure sound in the exhaust system and to output a corresponding measured value to the controller.
  • the controller is then further designed to interrupt generation of the control signal and/or to interrupt an output of the control signal to the at least one actuator and/or to reduce a level of the control signal output to the at least one actuator by at least 30% or at least 60% , if an average value formed over a period of at least 0.2 seconds over the measured values output by the error microphone is at least 5% or at least 10% above a predetermined sound threshold value.
  • An increase in exhaust gas pressure changes the signal output from the error microphone in such a way that the mean value of the readings over a period of at least 0.2 seconds is increased compared to the mean value of the readings over a period of at least 0.2 seconds at normal pressure.
  • the control signal to be generated and output to the at least one actuator as a function of the exhaust gas pressure. In this way, mechanical overloading of the actuator when the exhaust gas pressure is too high can be avoided, for example, by dispensing with additional mechanical loading by applying the control signal or by reducing a level of the control signal.
  • the system also has a temperature sensor, which is connected to the controller and can be arranged in the exhaust system.
  • the temperature sensor is designed to measure the temperature of the exhaust gas routed in the exhaust system and to output a corresponding measured value to the controller.
  • the controller is then further designed to interrupt generation of the control signal and/or interrupt output of the control signal to the at least one actuator and/or increase the level of the control signal output to the at least one actuator (20) by at least 30% or at least 60% % to reduce if the of the The temperature of the exhaust gas routed in the exhaust system measured by the temperature sensor rises or falls by more than 10° C per second or by more than 20° C per second.
  • the temperature in the exhaust system rises suddenly if the exhaust gas is prevented from escaping or is only changed. In this way, a changed exhaust gas pressure can be inferred solely by using the temperature sensor, which is often present anyway, and thus without additional components.
  • This allows the control signal to be generated and output to the at least one actuator as a function of the exhaust gas pressure. In this way, mechanical overloading of the actuator when the exhaust gas pressure is too high can be avoided, for example, by dispensing with additional mechanical loading by applying the control signal or by reducing a level of the control signal.
  • the temperature in the exhaust line drops suddenly when (e.g. when crossing a river bed) water flows into the exhaust system.
  • a mechanical load on the actuator can be reduced by dispensing with an additional mechanical load on the actuator by applying the control signal in the event of a sudden drop in temperature in the exhaust system, or by reducing the level of the control signal.
  • the system also has an impedance measuring bridge, which is connected to the controller and an actuator.
  • the impedance measuring bridge is designed to determine the electrical impedance of the at least one actuator and to output a corresponding measured value to the controller.
  • the impedance measuring bridge can also be integrated into the controller, ie the impedance measuring bridge and the controller can be different elements or a single integrated element.
  • the controller is then further designed to interrupt generation of the control signal and/or to interrupt an output of the control signal to the at least one actuator and/or to reduce a level of the control signal output to the at least one actuator by at least 30% or at least 60% , if the impedance of the actuator determined by the impedance measuring bridge deviates from a specified impedance threshold value by more than 5% or by more than 10%.
  • Impedance can be electrical impedance of the actuator or the acoustic impedance of the actuator. The electrical impedance can be measured directly by a separate impedance measuring bridge or an impedance measuring bridge integrated into the controller.
  • the acoustic impedance can be determined by the controller, for example, by comparing the control signals output to the at least one actuator with signals measured by an error microphone.
  • the impedance threshold of the impedance can be determined empirically. In this case, different impedance threshold values can be determined for different operating states of an internal combustion engine charging the exhaust system with exhaust gas.
  • the impedance of an actuator depends on the radiation conditions of the actuator. Radiation conditions change when the exhaust system is clogged. A change in impedance can be determined by the controller or a separate or integrated impedance measuring bridge. In this way, it can be determined without additional components that the exhaust system is completely or partially clogged, which indicates an increased exhaust gas pressure. This allows the control signal to be generated and output to the at least one actuator as a function of the exhaust gas pressure. In this way, mechanical overloading of the actuator when the exhaust gas pressure is too high can be avoided, for example, by dispensing with additional mechanical loading by applying the control signal or by reducing a level of the control signal.
  • the system also has a bus system which is connected to the controller and can be connected to an engine controller of an internal combustion engine.
  • the bus system is designed to receive a speed value and/or a torque value of the internal combustion engine output by the engine controller and to output it to the controller.
  • the controller is then further designed to interrupt generation of the control signal and/or to interrupt an output of the control signal to the at least one actuator and/or to reduce a level of the control signal output to the at least one actuator by at least 30% or at least 60% , if the speed and torque of the internal combustion engine received by the controller via the bus system
  • Exceeding a specified exhaust gas back pressure threshold value by the exhaust gas back pressure currently present in the exhaust system can be detected by more than 10% or more than 30%.
  • a mass flow can be derived from the speed and the torque, for which a specific exhaust back pressure can be stored in the controller for a respective exhaust system.
  • the bus system can be an interface for a bus system.
  • the engine parameters of an internal combustion engine and in particular the speed and the torque change in a characteristic way when the exhaust gas back pressure changes.
  • This change can be detected by the controller.
  • a mathematical model of the exhaust system and the internal combustion engine can be used for this. This mathematical model can be determined empirically. In this way, a changed exhaust gas pressure can be deduced without additional components.
  • the system also has a water meter, which can be connected to the controller and attached in the area of a tailpipe of the exhaust system.
  • the water meter is designed to detect immersion of the tailpipe in water and to output a corresponding signal to the controller.
  • Such water meters are also referred to as flood detectors and, in the simplest case, consist of two exposed contacts between which an electrical resistance is measured.
  • the controller is then further designed to interrupt generation of the control signal and/or to interrupt an output of the control signal to the at least one actuator and/or to reduce a level of the control signal output to the at least one actuator by at least 30% or at least 60% when the signal from the water meter indicates that the tailpipe of the exhaust system is immersed in water.
  • the immersion of a tailpipe of an exhaust system in water is an operating condition that occurs, for example, when a vehicle is driving through water or when watercraft are slipping with the help of a vehicle, which leads to a significantly increasing exhaust back pressure in the exhaust system of the vehicle.
  • This operating state can be reliably detected using the water meter.
  • a mechanical overload of the actuator can be avoided, for example, by dispensing with an additional mechanical load by applying the control signal or by reducing a level of the control signal.
  • the controller is designed to reduce the level of the control signal output to the at least one actuator by changing the amplitude and/or frequency. This can be done without any problems using the controller, since the controller has to determine the control signal suitable for a particular operating state for the at least one actuator anyway.
  • the noise emitted at the tailpipe changes significantly. This helps alert a user to the increased exhaust back pressure and therefore the possible clogged exhaust system.
  • control signal output by the controller to the at least one actuator is often composed of several sinusoidal oscillations by the controller, it is additionally or alternatively also possible to change the level of the control signal output to the at least one actuator by changing the phases of the individual sinusoidal oscillations from which the control signal is formed to reduce. This can be done without any problems using the controller, since the controller has to determine the control signal suitable for a particular operating state for the at least one actuator anyway.
  • the water meter and/or the temperature sensor are not connected directly to the controller, but rather indirectly via a bus system, which connects the controller to an engine controller of an internal combustion engine.
  • a bus system which connects the controller to an engine controller of an internal combustion engine.
  • the actuator is a voice coil loudspeaker.
  • the sound generator is a two-shell housing made of sheet metal.
  • the voice coil loudspeaker is carried by a sound funnel which is arranged in a sound generator in the form of a two-shell housing made of sheet metal.
  • Embodiments of a motor vehicle include an internal combustion engine with an engine controller, an intake system and an exhaust system in fluid communication with the internal combustion engine and a system as described above.
  • the at least one sound generator of the system is in fluid connection with the exhaust system.
  • the control of the system is connected to the engine control of the internal combustion engine of the motor vehicle, for example via a bus system.
  • an internal combustion engine 60 is connected to an intake system 60", via which fresh air is drawn in and mixed with fuel, and an exhaust system 40, via which exhaust gas produced in the internal combustion engine 60 is discharged.
  • Both the intake system 60" and the exhaust system 40 are connected shown only schematically.
  • the intake system 60" can have filters.
  • the exhaust system 40 can also have active or passive silencers and catalytic converters as well as filters.
  • the flow direction of the fresh air or the exhaust gas is in the figure 3 represented by arrows.
  • the mode of operation of the internal combustion engine 60 is regulated and monitored by an engine controller 60'. Even if the motor controller 60' in figure 3 is arranged directly on the internal combustion engine 60, this is not absolutely necessary. Rather, for thermal reasons, it can be useful to arrange the engine controller 60 ′ at a distance from the internal combustion engine 60 .
  • a sound generator 30 is connected to the exhaust system 40 in the area of an end pipe 10 of the exhaust system 40, on which end pipe 10 an exhaust gas outlet 80 is formed.
  • the sound generator 30 is connected to the exhaust system 40 via a Y-piece and a short piece of pipe in order to achieve a certain thermal decoupling of the sound generator 30 from the exhaust gas routed in the exhaust system 40 . Since the exhaust gas is in the area of the sound generator 30 and the piece of pipe connecting the sound generator 30 to the exhaust system 40, the temperature of the exhaust gas in this area is significantly lower than in other areas of the exhaust system 40 exhaust gas released into the atmosphere.
  • the sound generator is a largely watertight and airtight two-shell housing made of sheet metal, in which an actuator in the form of a voice coil loudspeaker 20 is arranged.
  • the designation "largely watertight and airtight" does not rule out the presence of a pressure equalization valve which, like a throttle, allows the internal pressure of the sound generator to be slowly equalized to an ambient pressure.
  • the moving coil loudspeaker 20 is connected via a control line to a controller of the system 70 embodied in the form of a microprocessor 90 .
  • an error microphone 50 is also arranged, which is connected to the exhaust system 40 via a hose line.
  • the error microphone 50 measures sound in the tailpipe 10 and outputs a corresponding measured value to the microprocessor 90 .
  • a temperature sensor 51 is also connected to the exhaust system, which measures the temperature of the exhaust gas conducted in the exhaust system 40 and outputs a corresponding measured value to the microprocessor 90 via a control line.
  • a water meter 54 is also arranged in the area of the exhaust gas outlet 80 of the end pipe 10, which is also connected to the microprocessor 90 via a control line.
  • the water meter 54 detects that the end pipe 80 is immersed in water and outputs a corresponding signal to the microprocessor 90 .
  • an impedance measuring bridge 52 is integrated into the microprocessor 90 and determines an electrical impedance of the voice coil loudspeaker 20 . It is emphasized that the impedance measuring bridge 52 can alternatively also be in the form of a component separate from the microprocessor 90 .
  • the microprocessor 90 has a power supply in the figure 3 is referred to as VBatt, and the microprocessor 90 is connected to the engine controller 60' via a CAN bus 53 and is thus able to exchange data with the engine controller 60' via the CAN bus 53.
  • the microprocessor 90 receives a current speed value and an associated torque value from the engine controller 60' for a respective operating state of the internal combustion engine 60.
  • a CAN bus 54 is described above for the data exchange between the microprocessor 90 and the engine controller 60', the invention is not limited to a specific type of bus. Rather, any type of data bus that allows the data exchange described can be used.
  • microprocessor 90 and the motor controller 60' are separate elements, the invention is not so limited. Alternatively, it is possible to integrate the microprocessor 90 into the motor controller 60'; then a bus system between the microprocessor 90 and the motor controller 60' can also be dispensed with.
  • the microprocessor 90 Depending on a speed value and torque value for the internal combustion engine 60 received via the CAN bus 53 from the engine controller 60', the microprocessor 90 generates a control signal using a filtered-x least mean squares (FxLMS) algorithm and outputs this to the voice coil loudspeaker 20.
  • the control signal is suitable for partially extinguishing the sound conducted inside the exhaust system 40 in the area of the tailpipe 10, in that the voice coil loudspeaker 20 generates sound as a function of the control signal.
  • the sound generated by the voice coil loudspeaker 20 is coupled via the fluid connection between the sound generator 30 into the tailpipe 10 of the exhaust system 40 and is superimposed there on the sound generated by the internal combustion engine 60, which passes through the exhaust system 40 together with the exhaust gas.
  • the microprocessor 90 is also able to determine a current electrical impedance of the voice coil loudspeaker 20 via the integrated impedance measuring bridge 52 . If the microprocessor 90 determines that the measured electrical impedance deviates from an impedance threshold value, which depends on the moving coil loudspeaker 20 used, by more than 5%, the microprocessor 90 automatically stops outputting the control signal to the moving coil loudspeaker 20 and thus deactivates it the moving coil speaker 20.
  • microprocessor 90 is able to use the speed and torque values of internal combustion engine 60 received via CAN bus 53 and a mathematical model of internal combustion engine 60 and exhaust system 40 to determine a respective exhaust gas back pressure. If the exhaust gas back pressure calculated in this way deviates by more than 10% from a normal, predetermined exhaust gas back pressure threshold value that is empirically determined for the respective speed of the internal combustion engine 60, the microprocessor 90 is also able to output the control signal to the Stop voice coil speaker 20.
  • This output of the control signal to the voice coil speaker 20 is also automatically stopped by the microprocessor 90 when the signal output by the water meter 54 indicates that the exhaust port 80 of the tail pipe 10 is immersed in water.
  • the error microphone 50 is used on the one hand to record the sound event resulting from the superimposition of the noise generated by the voice coil loudspeaker 20 with the exhaust gas noise carried in the exhaust system 40 and to output it to the microprocessor 90 .
  • the microprocessor 90 uses this noise, reported back from the error microphone 50, in creating the control signal for the moving coil loudspeaker 20.
  • the microprocessor 90 determines a respective acoustic impedance of the moving coil loudspeaker 20, since the error microphone 50 also detects which noise the moving coil loudspeaker 20 generates as a result of a respective control signal. This is possible because the noise generated by the engine 60 is empirically known for a given speed and torque and exhaust system. If the microprocessor 90 recognizes that the acoustic impedance determined in this way deviates from a predetermined impedance threshold value by more than 5%, then an output of the control signal to the voice coil loudspeaker 20 is also stopped.
  • the predetermined impedance threshold can also be determined empirically.
  • the microprocessor 90 is able to suppress the output of the control signal to the voice coil loudspeaker 20 if the temperature sensor 51 indicates an increase or decrease in the measured temperature of the exhaust gas in the exhaust system 40 by more than 20° C. per second.
  • the microprocessor 90 is designed to interrupt the output of the control signal into the voice coil loudspeaker 20 if an average value formed over a period of 0.3 seconds over the measured values received from the error microphone 50 is more than 5% above an empirically determined sound threshold is.
  • the microprocessor 90 only interrupts the output of the control signal to the voice coil loudspeaker 20 in the embodiment described above, it is of course alternatively possible to already interrupt the generation of the control signal.
  • the level of the control signal can be reduced by 30% or more for this purpose. This can be done, for example, in that the amplitudes be downgraded.
  • the output of the control signal to the moving coil loudspeaker 20 is only interrupted when several of the above-mentioned influencing variables indicate an interruption in the output of the control signal, it can be avoided that the output of the control signal to the moving coil loudspeaker 20 is unnecessarily interrupted, although the exhaust gas back pressure is actually not that high in the exhaust system 40 is present.
  • the water meter 54 is connected directly to the microprocessor 90 via a control line, this is not absolutely necessary.
  • the water meter 54 can also be connected to both the engine controller 60 ′ and the microprocessor 90 via the CAN bus 53 . The same applies to the temperature sensor 51.
  • the present invention is not restricted to this.
  • the sound conducted in the exhaust system can also be completely extinguished or manipulated in such a way that a predetermined desired noise, which can be dependent on a particular speed and/or a particular torque of the internal combustion engine 60 , is emitted via the exhaust gas opening 80 of the tailpipe 10 .
  • the passenger car has an internal combustion engine 60 in which the figure 3 Motor controller 30 shown is integrated.
  • the combustion engine is available with the in figure 3 Intake system 60" and exhaust system 40 shown in fluid communication.
  • the sound generator 30 of the system 70 from figure 3 is in fluid communication with the exhaust system 40 .
  • the microprocessor 90 of the system 70 is connected to the engine controller 60' of the internal combustion engine. In this way, it is possible to partially or completely cancel the noise emitted from the passenger car, which is attributable to the engine 60 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Multimedia (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Soundproofing, Sound Blocking, And Sound Damping (AREA)
EP15178023.6A 2014-09-25 2015-07-23 Überlastungsschutz für einen aktor eines systems zur beeinflussung von in einer abgasanlage geführtem schall Active EP3001411B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014113940.2A DE102014113940A1 (de) 2014-09-25 2014-09-25 Überlastungsschutz für einen Aktor eines Systems zur Beeinflussung von in einer Abgasanlage geführtem Schall

Publications (2)

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EP3001411A1 EP3001411A1 (de) 2016-03-30
EP3001411B1 true EP3001411B1 (de) 2022-04-06

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EP15178023.6A Active EP3001411B1 (de) 2014-09-25 2015-07-23 Überlastungsschutz für einen aktor eines systems zur beeinflussung von in einer abgasanlage geführtem schall

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US (1) US10215067B2 (zh)
EP (1) EP3001411B1 (zh)
CN (1) CN105464752B (zh)
DE (1) DE102014113940A1 (zh)

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US11401847B2 (en) * 2019-09-09 2022-08-02 Ford Global Technologies, Llc Methods and systems for an exhaust tuning valve
US11671747B2 (en) * 2021-02-19 2023-06-06 Toyota Motor Engineering & Manutacturing North America, Inc. Tunable loudspeaker absorber

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Also Published As

Publication number Publication date
EP3001411A1 (de) 2016-03-30
US20160090885A1 (en) 2016-03-31
US10215067B2 (en) 2019-02-26
DE102014113940A1 (de) 2016-03-31
CN105464752A (zh) 2016-04-06
CN105464752B (zh) 2019-06-18

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