EP4237672A1 - Procédé d'identification robuste de cliquetis dans un moteur à combustion interne, dispositif de commande et véhicule à moteur - Google Patents

Procédé d'identification robuste de cliquetis dans un moteur à combustion interne, dispositif de commande et véhicule à moteur

Info

Publication number
EP4237672A1
EP4237672A1 EP21786368.7A EP21786368A EP4237672A1 EP 4237672 A1 EP4237672 A1 EP 4237672A1 EP 21786368 A EP21786368 A EP 21786368A EP 4237672 A1 EP4237672 A1 EP 4237672A1
Authority
EP
European Patent Office
Prior art keywords
knocking
internal combustion
combustion engine
signal
factor
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.)
Pending
Application number
EP21786368.7A
Other languages
German (de)
English (en)
Inventor
Rene Weiss
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP4237672A1 publication Critical patent/EP4237672A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
    • G01L23/22—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines
    • G01L23/221—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines for detecting or indicating knocks in internal combustion engines
    • G01L23/222—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines for detecting or indicating knocks in internal combustion engines using piezoelectric devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for automatic knock detection in an internal combustion engine, a correspondingly set up control device and a motor vehicle equipped therewith.
  • knocking can occur under certain conditions due to irregular or uncontrolled combustion with an additional ignition core within a cylinder volume at correspondingly high pressures and temperatures. Such knocking can lead to knocking damage, which can range from damage to a piston to major engine damage, ie failure of the respective internal combustion engine.
  • knock sensors which can detect acoustic signals caused by knocking, for example. If knocking is detected, an ignition angle or ignition point can then be adjusted, for example, in order to avoid further knocking.
  • a method for knock control of an internal combustion engine with at least one cylinder is described, for example, in AT 517 396 B1.
  • An intake valve is assigned to the at least one cylinder, and if knocking occurs in at least one cylinder, the knocking in this cylinder is reduced by actuating the intake valve associated with the cylinder identified as knocking in such a way that the temperature of the charge in this cylinder is lowered.
  • a cylinder-specific and/or a global measure for power compensation of the internal combustion engine is taken.
  • the respective intake valve can be closed earlier in the intake stroke via a variable valve train.
  • the temperature of the cylinder charge can be lowered to avoid knocking by supplying an increased amount of cooled exhaust gas to the relevant cylinder. In particular, this is intended to avoid a loss of efficiency as part of the knock control.
  • DE 11 2015 0 02437 T5 deals with valve fault detection.
  • a method is described in which an engine having a plurality of cylinders is operated in a cylinder deactivation mode.
  • a useful torque to be expected during an operating window is estimated there by means of a torque model.
  • a parameter indicative of actual engine torque during the operating window is measured. It is then determined within an engine cycle whether a valve actuation failure has occurred based on a comparison of the measured parameter to an expected parameter value based on the expected net torque.
  • An accelerometer can also be used as a knock sensor as part of this procedure. Knock may result in a corresponding vibration pattern of the engine and thus a signature in an accelerometer output signal associated with the knock. Thus, engine knock can be detected by searching for knock signatures in a corresponding frequency range.
  • DE 11 2010 004 825 B4 describes an internal combustion engine control device that includes intake pipe temperature transient behavior calculation means for estimating the transient behavior of an intake pipe temperature based on a flow rate of gas flowing into an intake pipe, a flow rate of gas flowing out of the Inlet pipe flows, an inlet pipe pressure and a rate of change of time Includes inlet pipe pressure.
  • the aim is to provide an engine control apparatus capable of accurately estimating the behavior of the intake pipe temperature during a transient period even in a variable valve engine or a turbocharger.
  • transient knocking can be suitably prevented, for example, by calculating the timing at the time during the transient period of the engine based on the estimated transient behavior of the intake pipe. This is intended to avoid the problem that an empirical determination of a correction extent for a suitable prevention of temporary knocking is too complex, since a large number of actuators work in typical internal combustion engines, which can lead to innumerable superimposed acceleration patterns.
  • the object of the present invention is to enable a particularly reliable and robust knock detection of an internal combustion engine.
  • the method according to the invention is used for automatic knock detection in an internal combustion engine with multiple cylinders, variable intake valve lift and at least one knock sensor.
  • the internal combustion engine can be, for example, a drive motor of a motor vehicle.
  • the internal combustion engine is operated with an intake valve closing during, ie before the end of, the intake stroke.
  • the intake valves of the cylinders are therefore already closed before a bottom dead center or reversal point of their respective piston or a respective connecting rod and crankshaft connected thereto. Compression within the cylinders is therefore smaller in this operation than a respective expansion in the subsequent power stroke.
  • the internal combustion engine can be operated in the so-called Miller cycle or Miller mode.
  • a sensor signal recorded by the knock sensor in a predefined measurement time window is evaluated with regard to a predefined criterion for detecting knocking.
  • the measurement time window is shorter than a respective period or cycle times internal combustion engine.
  • the measurement time window can cover an angular range between 30° and 60° in relation to a rotational movement of a crankshaft of the internal combustion engine.
  • a plurality of measurement time windows for example a pre-ignition measurement time window and a main measurement time window, can also be specified, ie defined, which can partially overlap or follow one another.
  • the predetermined measurement time window can begin, for example, at approximately 20° crankshaft angle or crankshaft movement after a respective top dead center of the cylinder.
  • the measurement time window of the plurality of cylinders can therefore begin at the same point in time relatively, that is to say in relation to their respective top dead center, but viewed in absolute terms at different points in time.
  • a particularly effective and efficient knocking detection can be implemented since, for example, a data processing effort is limited and outside of the respective measurement time window in which knocking can occur, external or interference signals are automatically disregarded.
  • the sensor signal or a signal based on the sensor signal or an output of the knock sensor must at least reach or exceed a predetermined basic threshold value.
  • a large part of the unavoidable extraneous or disturbing noise and noise which can originate from the operation of the internal combustion engine, possibly from the components surrounding it and/or from other external influences, can already be effectively filtered out.
  • an intake valve closure i.e. a point in time at which an intake valve closes
  • the method according to the invention therefore provides for the basic threshold value for knock detection to be modified by means of a predefined variable interference factor which is dependent on a relative point in time at which an intake valve of at least one of the cylinders closes in relation to a predefined reference point.
  • This reference point can be, for example act at a defined reference point in time or a reference event or its point in time, for example the respective top dead center.
  • the relative point in time at which the intake valve closes can then be given, for example, by a specific crankshaft angle after the specified reference point, it also being possible for a current speed of the internal combustion engine to be taken into account.
  • the reference point can indicate, for example, when a maximum stroke or a zero position has been reached in the respective cylinder, ie generally indicate a position or position of the crankshaft or a respective piston.
  • a corresponding sensor for example a sensor wheel or the like, can be provided for detecting the reference point.
  • the basic threshold value In order to modify the basic threshold value, it can be multiplied by the respective interference factor, for example, with the interference factor being able to be greater than 1 in particular.
  • the resulting modified basic threshold value can therefore in particular be greater than the originally specified basic threshold value.
  • Due to the disruptive factor it can be taken into account here that the closing of an intake valve can generate a signal that can be detected by the knock sensor, for example an acoustic signal or a vibration signal, in at least one part of the internal combustion engine and in the Miller mode of the internal combustion engine the intake valve closing of a cylinder in the Measuring time window for regular knock detection of another cylinder can fall.
  • intake valve closing of one cylinder may interfere with or affect knock detection of another cylinder.
  • the intake valve lift of the internal combustion engine is variable and the intake valve closing can therefore take place at different relative times depending on the activation, the corresponding variability of the disruptive factor can ultimately result in a particularly precise, reliable and robust knock detection.
  • the closing of the intake valve is controlled, its respective point in time is at least essentially known, so it can be used or taken into account without further ado as part of the knock detection, for example by a correspondingly set up control unit.
  • the sensor signal or the signal based on it is only recognized as knocking, ie as a signal caused by uncontrolled combustion in the respective cylinder, if it is at least reaches or exceeds the appropriately modified base threshold.
  • the present invention is based, among other things, on the knowledge that, precisely in the operating mode described, the inlet valve can be closed early enough and the inlet valve can be closed at different relative points in time by means of the variable inlet valve lift, i.e. a corresponding valve train control regular knock detection can be disturbed or influenced to a correspondingly different extent or in different ways.
  • the conventional use of the constant base threshold value could accordingly lead to false detections (English: false positives) of knocking or signals or events or, if the base threshold value is selected too high, to non-detection of real knocking.
  • the knock sensor can include a piezo element, for example, which outputs a voltage, ie a voltage signal, as the sensor signal. This voltage varies with sound waves or vibrations impinging on the knock sensor or piezo element.
  • a piezo element for example, which outputs a voltage, ie a voltage signal, as the sensor signal. This voltage varies with sound waves or vibrations impinging on the knock sensor or piezo element.
  • a plurality of knock sensors can be arranged spatially distributed on the internal combustion engine and their signal can be used in a corresponding manner, ie evaluated.
  • a respective knock sensor can be provided for each cylinder or, for example, for each two adjacent cylinders. The evaluation of the sensor signal described here and thus the knock detection can be carried out in every cycle, ie in every working cycle of the engine or the individual cylinders.
  • the sensor signal is filtered by means of a predetermined bandpass filter for the evaluation.
  • the resulting filtered sensor signal is then integrated over the measurement time window, i.e. its time or duration.
  • a resulting integral value is then compared to the modified base threshold.
  • an individual interference factor is specified for each cylinder and taken into account for the evaluation.
  • different cylinders can have different acoustic properties or vibration properties, for example due to microscopic differences in the area of the intake valves, material differences, manufacturing tolerances, a relative arrangement of the knock sensor and/or the like.
  • Each cylinder can therefore have an individual signal characteristic, which can be taken into account by means of the correspondingly adapted individual interference factor.
  • a standard interference factor can first be specified for all cylinders, which can be individually adapted to each of the cylinders as a function of measured values or sensor signals from the knock sensor. Overall, the knock detection can be further improved in this way.
  • an adaptive mechanism is used to identify a signal as knocking, which is set up over time to detect external signals, i.e. extraneous or disturbing noises, which are not caused by an actual knocking, i.e. not by an uncontrolled Combustion in one of the cylinders, are generated, learns and disregards for the detection of knocking.
  • the mechanism for knock detection can detect external signals, for example based on their time or time intervals between the occurrence of the external signals that do not correlate with the relative time position of the measurement time window or a corresponding change, based on peaks or signal shapes and/or the like.
  • an external signal with a constant frequency can also occur over changed speeds of the internal combustion engine or always at exactly the same time interval from a specific specified reference point, which is not consistent with knocking as the cause.
  • Identified external signals can, for example, be automatically filtered out of the sensor signal before the further evaluation, ie the actual knock detection, is carried out based on a residual signal that then remains.
  • the adaptive mechanism can be implemented, for example, as a trainable algorithm or by a machine learning facility. In this way, the knock detection can be automatically improved, in particular against the background that a corresponding manual programming of the knock detection with all actually or potentially occurring external signals in advance is not practicable.
  • the disruptive factor is reduced in a predetermined manner, in particular gradually or in steps, with increasing adaptation of the mechanism for knock detection.
  • the disruptive factor or its application to the basic threshold value is increasingly masked out over the course of the operating time of the internal combustion engine, during which the mechanism learns to identify external signals.
  • This can be implemented, for example, according to a predetermined ramp function or the like.
  • the adaptive mechanism also learns, ie recognizes, the disturbances or disturbance signals caused by the intake valve closing as external signals. False detection of knocking can then be avoided or reduced by the appropriately trained adaptive mechanism.
  • the modified Base threshold can be reduced to the originally specified base threshold, whereby the risk of non-detection of a knock, for example relatively weakly pronounced, can be reduced.
  • a rate of reduction in the interference factor or its application or influence on the basic threshold value is varied as a function of a speed of the internal combustion engine.
  • the reduction of the disruptive factor can therefore be accelerated or decelerated within a corresponding reduction phase. For example, at a lower speed, in particular with a relatively high load at the same time, the reduction, ie ramping out, of the disruptive factor can be slowed down.
  • the embodiment proposed here is based on the finding that the malfunctions in knock detection caused by the closing of the intake valve can be more serious or relevant in such operating states of the internal combustion engine than at higher speeds and/or lower loads.
  • the interference factor is modified by a predetermined running time factor, which increases with increasing operating time of the internal combustion engine or with an increasing number of work cycles performed or completed by the internal combustion engine and reduces the interference factor accordingly.
  • the disruptive factor is reduced to an ever greater extent with increasing operating time or an increasing number of work cycles carried out or completed by the internal combustion engine.
  • the intake valves hit their valve seat over time, burrs, bumps or mismatches change over time, which means that the intake valves can generally undergo an adaptation or aging process.
  • the interfering influence of the closing of the intake valve on the knock detection can decrease.
  • a reliable and robust knock detection can thus be maintained over time by the modification of the interference factor specified here based on the runtime or operating time, although a corresponding characteristic of the internal combustion engine can change in the process.
  • a hysteresis factor in particular a variable one, is specified for the evaluation, which takes into account that an interference signal caused by the closing of the inlet valve in each case of one of the cylinders, which influences the sensor signal recorded by the knock sensor, covers an interference period that can be shifted relative to the measuring time window for knock detection, i.e. can be shifted in time relative to it.
  • the hysteresis factor defines for which part of the measuring time window the interference factor is to be used or to what extent. In other words, the closing of the intake valve does not, or not always, produce a sharply defined individual peak, but can be characterized, i.e.
  • the signal form generated as a result can migrate completely or partially into or out of the measurement time window. This can also be determined or influenced by the relative point in time at which the intake valve closes, ie a corresponding spread. This can be taken into account by the hysteresis factor, thereby making the knock detection even more precise, reliable and robust.
  • a further aspect of the present invention is a control unit for an internal combustion engine, in particular a motor vehicle, for automatically detecting, ie recognizing, knocking of the internal combustion engine or in at least one cylinder of the internal combustion engine.
  • the control unit has an input interface for acquiring a sensor signal from a knock sensor, a data memory and a processor device connected thereto for processing the sensor signal, and an output interface for outputting a detection signal that indicates detection of knocking.
  • the control device is set up to carry out, in particular automatically, at least one variant or embodiment of the method according to the invention.
  • a corresponding program code or a corresponding computer program that represents the method steps, sequences or measures of the corresponding method, ie encoded or implemented, can be stored on the data memory.
  • a further aspect of the present invention is a motor vehicle which has an internal combustion engine with multiple cylinders, variable intake valve lift, at least one knock sensor and a control unit according to the invention.
  • the motor vehicle according to the invention can therefore be set up to carry out or use the method according to the invention.
  • the motor vehicle according to the invention can be the motor vehicle mentioned in connection with the other aspects of the invention.
  • the parts or components mentioned in connection with the various aspects of the present invention i.e. the method according to the invention, the control unit according to the invention and the motor vehicle according to the invention, can each be the same or the same parts or components or refer to the same or the same parts or obtain components.
  • the drawing shows a schematic representation of a motor vehicle with knock detection.
  • Fig. 1 shows a schematic representation of a motor vehicle 10 with an internal combustion engine 12, which can in particular be an Otto engine, which closes the intake valve before the end of the intake stroke in each working cycle, i.e. in particular in the Miller cycle or in the Miller -Operation, is operated or is operable.
  • the internal combustion engine 12 includes a plurality of cylinders 14, for example four or six, of which two are indicated here by way of example. Specifically, these are a first cylinder 16 with a first piston 18 and a second cylinder 20 with a second piston 22.
  • the pistons 18, 22 are connected here to a crankshaft 24, indicated schematically.
  • the first is an example Piston 18 here close to an ignition position, while the second piston 22 is on the way to its bottom dead center.
  • the cylinders 14 each have an input valve 26 with a controlled variable valve train 28 .
  • the variable valve trains 28 are connected to a control device 30 for control purposes.
  • the control unit 30 has a data memory 32 and a processor 34 connected thereto for executing an operating or control program stored on the data memory 32, indicated schematically here.
  • the processor 34 may be and/or include a microchip, a microprocessor, a microcontroller, a hardware circuit and/or the like, for example.
  • Control unit 30 also has an input interface 36 via which a knock sensor 38 of internal combustion engine 12 is connected. The control unit 30 can therefore use the input interface 36 to record a sensor signal received or provided by the knock sensor 38 for processing by means of the processor 34 and the data memory 32 .
  • Control unit 30 is set up here for knocking detection based on the detected sensor signal from knock sensor 38 . If knocking is detected, control unit 30 can control intake valves 26 or their variable valve drives 28 via an output interface 40, for example, in order to avoid or reduce further knocking.
  • This structure-borne noise due to intake valve 26 seating in its valve seat and/or due to mechanical relaxation of variable valve drive 28 when inlet valve 26 closes can lead to a corresponding interference signal in the sensor signal of knock sensor 38, since structure-borne noise or a noise generated by intake valve 26 originating acoustic signal can reach the knock sensor 38, for example by appropriate propagation or transport in a housing or component of the internal combustion engine 12, on which the Knock sensor 38 is arranged.
  • Such a spurious signal can have a significant negative impact on knock detection, so such spurious signals should be eliminated or filtered out as far as possible for accurate, reliable and robust knock detection. In the present case, this is achieved by the correspondingly configured control unit 30 by automatically processing the sensor signal from the knock sensor 38 .
  • a reference variable can be specified for this purpose, which outputs a respective point in time at which the intake valve closes the intake valves 26 based on the profile of a camshaft of the internal combustion engine 12 and a current spread, which defines a basic position of the camshaft. This can be done, for example, by a current angular position of the crankshaft 24 relative to a respective top dead center.
  • a cylinder-specific interference factor can be added to a predefined basic threshold value, i.e. a knock threshold for knock detection in a predefined measurement time window, for example in a main and in a pre-ignition measurement time window.
  • a corresponding characteristics map of a relative cylinder filling and a speed of the internal combustion engine 12 can be specified, for example stored in the data memory 32 .
  • the pre-ignition measurement time window can begin, for example, at about top dead center at a crank angle of 0° and extend, for example, over a crankshaft movement of 20°. Following this or overlapping, the main measurement time window can extend, for example, up to a crank angle of 60° to 70°.
  • a hysteresis value can be used to take account of a particular point in time at which the intake valve closes or a migration of the interference signal caused by the intake valve closing relative to the measurement time window.
  • the hysteresis value can be interpreted as a characteristic value for an angular position of the crankshaft 24, which defines or takes into account where the interference signal extends or how this occurs or moves relative to the measuring time window. In this way it can be taken into account that the intake valve closing is never completely constant, but ultimately only the range defined by the predetermined measurement time window should be taken into account for the knock detection.
  • the initially applied cylinder-specific interference factor can be reduced as a function of time, i.e. it can be ramped out again from the signal processing, especially if for the Knock detection an adaptive or learning mechanism is used. Over the course of time, such a mechanism can learn and filter out background noise that is not caused by actual knocking or background noise that is effectively unavoidable in the operation of internal combustion engine 12 or can ignore it for the actual knocking detection.
  • a ramping out that is to say a stepwise or gradual reduction, can take place, for example, over a few 100 working cycles of the internal combustion engine 12 .
  • the ramping out of the disruptive factor can be varied as a function of a current rotational speed of internal combustion engine 12, that is to say slowed down or accelerated. For this purpose, for example, a corresponding characteristic curve can be specified via the speed, in particular stored in the data memory 32 .
  • the disruption factor can also be modified, for example multiplied, by means of a predetermined running time factor, which takes into account aging, ie a change over time, and increasingly reduces the disruption factor with increasing operating time or aging of internal combustion engine 12 .
  • a predetermined running time factor which takes into account aging, ie a change over time, and increasingly reduces the disruption factor with increasing operating time or aging of internal combustion engine 12 .
  • the running time factor could therefore be reset, for example, when the internal combustion engine 12 or the intake valves 26 for the motor vehicle 10 are replaced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé d'identification automatique de cliquetis dans un moteur à combustion interne comprenant une pluralité de cylindres, une course de soupape d'admission variable et un capteur de cliquetis. L'invention concerne aussi un dispositif de commande correspondant et un véhicule à moteur équipé de celui-ci. Dans le procédé, le moteur à combustion interne fonctionne avec une fermeture de la soupape d'admission lorsqu'il est encore dans la course d'admission. Dans une trame temporelle de mesure prédéfinie, un signal du capteur de cliquetis est reçu et évalué par rapport à un critère de détection de cliquetis. Une valeur seuil de base prédéfinie pour l'identification du cliquetis est modifiée au moyen d'un facteur d'interférence variable prédéfini, qui dépend d'un instant relatif auquel une soupape d'admission d'au moins un des cylindres se ferme par rapport à un point de référence prédéfini. Un signal basé sur le signal de capteur n'est identifié comme cliquetis que s'il atteint au moins la valeur seuil de base modifiée.
EP21786368.7A 2020-10-28 2021-09-29 Procédé d'identification robuste de cliquetis dans un moteur à combustion interne, dispositif de commande et véhicule à moteur Pending EP4237672A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020128281.8A DE102020128281A1 (de) 2020-10-28 2020-10-28 Verfahren zur robusten Klopferkennung in einer Verbrennungskraftmaschine, Steuergerät und Kraftfahrzeug
PCT/EP2021/076719 WO2022089866A1 (fr) 2020-10-28 2021-09-29 Procédé d'identification robuste de cliquetis dans un moteur à combustion interne, dispositif de commande et véhicule à moteur

Publications (1)

Publication Number Publication Date
EP4237672A1 true EP4237672A1 (fr) 2023-09-06

Family

ID=78078197

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21786368.7A Pending EP4237672A1 (fr) 2020-10-28 2021-09-29 Procédé d'identification robuste de cliquetis dans un moteur à combustion interne, dispositif de commande et véhicule à moteur

Country Status (5)

Country Link
US (1) US20230323826A1 (fr)
EP (1) EP4237672A1 (fr)
CN (1) CN115997072A (fr)
DE (1) DE102020128281A1 (fr)
WO (1) WO2022089866A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023126072B3 (de) 2023-09-26 2024-07-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Klopferkennung, Klopferkennungssystem für eine Verbrennungskraftmaschine, Verbrennungskraftmaschine und Kraftfahrzeug

Family Cites Families (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000130246A (ja) * 1998-10-27 2000-05-09 Daihatsu Motor Co Ltd 内燃機関のノック検出方法
US7254475B1 (en) 2006-02-07 2007-08-07 Infineon Technologies Ag Detection systems and methods
JP4490455B2 (ja) * 2006-10-06 2010-06-23 トヨタ自動車株式会社 内燃機関のノッキング判定装置、ノッキング判定方法、その方法を実現するプログラムおよびそのプログラムを記録した記録媒体
DE102008042475B4 (de) 2008-09-30 2019-10-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Feststellen eines Klopfereignisses während eines Umschaltvorgangs zwischen Betriebsarten eines Verbrennungsmotors
DE102010012332A1 (de) 2009-04-01 2010-10-14 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Erkennung klopfender Verbrennungen einer Verbrennungskraftmaschine
JP5334791B2 (ja) * 2009-10-19 2013-11-06 三菱電機株式会社 内燃機関の制御装置
JP5133332B2 (ja) 2009-12-15 2013-01-30 日立オートモティブシステムズ株式会社 内燃機関の制御装置
DE102010064186B4 (de) * 2010-03-25 2023-03-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Behandlung von unkontrollierten Verbrennungen in einem Verbrennungsmotor eines Kraftfahrzeuges
US8607544B2 (en) * 2011-05-12 2013-12-17 Ford Global Technologies, Llc Methods and systems for variable displacement engine control
US8631646B2 (en) * 2011-05-12 2014-01-21 Ford Global Technologies, Llc Methods and systems for variable displacement engine control
US8919097B2 (en) * 2011-05-12 2014-12-30 Ford Global Technologies, Llc Methods and systems for variable displacement engine control
US9151216B2 (en) * 2011-05-12 2015-10-06 Ford Global Technologies, Llc Methods and systems for variable displacement engine control
US8666637B2 (en) * 2011-08-03 2014-03-04 Ford Global Technologies, Llc Method and system for pre-ignition control
US8347852B2 (en) * 2011-08-03 2013-01-08 Ford Global Technologies, Llc Method and system for pre-ignition control
JP5814101B2 (ja) * 2011-12-12 2015-11-17 三菱電機株式会社 内燃機関の制御装置
JP6055608B2 (ja) * 2012-04-26 2016-12-27 日立オートモティブシステムズ株式会社 エンジン制御装置
JP6136341B2 (ja) * 2013-02-19 2017-05-31 トヨタ自動車株式会社 内燃機関の異常燃焼検出装置
US10947946B2 (en) * 2013-05-22 2021-03-16 Ford Global Technologies, Llc Enhanced VDE knock control
US10196999B2 (en) * 2013-12-05 2019-02-05 Ford Global Technologies, Llc Method and system for pre-ignition control
KR20170008759A (ko) 2014-05-23 2017-01-24 툴라 테크놀로지, 인크. 밸브 결함 검출
AT517396B1 (de) 2015-06-15 2018-02-15 Ge Jenbacher Gmbh & Co Og Verfahren zur Klopfregelung
US10107217B2 (en) * 2016-06-09 2018-10-23 Ford Global Technologies, Llc System and method for determining engine knock
US10316774B2 (en) * 2016-06-09 2019-06-11 Ford Global Technologies, Llc System for method for controlling engine knock of a variable displacement engine
DE102016117155B4 (de) 2016-09-13 2018-06-14 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren und Vorrichtung zur Klopferkennung beim Betrieb einer Brennkraftmaschine
JP6381726B1 (ja) 2017-04-14 2018-08-29 三菱電機株式会社 内燃機関の異常燃焼検出装置
US10753290B2 (en) * 2018-09-27 2020-08-25 Ford Global Technologies, Llc Method and system for determining engine knock background noise levels
US10774770B2 (en) 2018-10-25 2020-09-15 Ford Global Technologies, Llc Method and system for engine knock detection

Also Published As

Publication number Publication date
WO2022089866A1 (fr) 2022-05-05
CN115997072A (zh) 2023-04-21
DE102020128281A1 (de) 2022-04-28
US20230323826A1 (en) 2023-10-12

Similar Documents

Publication Publication Date Title
DE102008004442B3 (de) Verfahren und System zur Filterung eines gestörten Zylinderdrucksignals einer Zylinders einer Brennkraftmaschine
EP2593650B1 (fr) Procédé de commande d'un moteur à combustion interne
DE102010027214B4 (de) Verfahren und Steuergerät zum Steuern einer Brennkraftmaschine
DE102011087303B4 (de) Innenverbrennungsmotorsteuerung
DE102010064186A1 (de) Verfahren und Vorrichtung zur Behandlung von unkontrollierten Verbrennungen in einem Verbrennungsmotor eines Kraftfahrzeuges
DE102013204785A1 (de) Klopfsteuervorrichtung für Innenverbrennungsmotor
DE112015004816T5 (de) Ansaugdiagnose für Zündaussetzmotor
DE102006062038A1 (de) Fehlererfassungsvorrichtung für ein System zur Steuerung/Regelung variabler Ventil-Steuerzeiten und -Hübe einer Brennkraftmaschine
DE102010027215B4 (de) Verfahren und Steuergerät zum Steuern einer Brennkraftmaschine
DE102008042556A1 (de) Verfahren und Steuergerät zum Betreiben eines Einspritzventils
DE102009018081A1 (de) Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102011083511A1 (de) Klopfregelungsvorrichtung für einen Motor
DE102007060049A1 (de) Verfahren zur Bestimmung des Einspritzverlaufs eines Injektors
DE112015002437T5 (de) Ventilfehlerdetektion
DE102012112627A1 (de) Abnormalitätsdiagnosevorrichtung für ein Verbrennungsmotorsteuersystem
EP2639433B1 (fr) Procédé destiné à empêcher le préallumage d'un mélange air-carburant dans une chambre de cylindre d'un moteur à combustion interne
DE10316672A1 (de) Adaptive Regelung der Zylinderventil-Zeitsteuerung in einer Brennkraftmaschine
EP0465614B1 (fr) Procede pour la detection du temps moteur dans le cas d'un moteur a quatre temps
DE102013216199A1 (de) Verfahren und Vorrichtung zur Klopferkennung einer Brennkraftmaschine
EP1963651A1 (fr) Procédé de commande d'un moteur à combustion interne
DE102012021985B4 (de) Verfahren und Vorrichtung zur Überwachung einer Verbrennungskraftmaschine
WO2022089866A1 (fr) Procédé d'identification robuste de cliquetis dans un moteur à combustion interne, dispositif de commande et véhicule à moteur
DE102014203687B3 (de) Verfahren zum Erfassen des Schließzeitpunkts von Gaswechselventilen über eine Auswertung eines Knocking-Sensorsignals
DE102010004091A1 (de) Verfahren zum Betrieb einer Verbrennungskraftmaschine
WO2010060445A1 (fr) Procédé de détection des ratés de combustion dans un moteur à combustion interne, appareil de commande d'un moteur à combustion interne et moteur à combustion interne

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20230502

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)