WO2007139042A1 - 内燃機関のノッキング判定装置およびノッキング判定方法 - Google Patents
内燃機関のノッキング判定装置およびノッキング判定方法 Download PDFInfo
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- WO2007139042A1 WO2007139042A1 PCT/JP2007/060748 JP2007060748W WO2007139042A1 WO 2007139042 A1 WO2007139042 A1 WO 2007139042A1 JP 2007060748 W JP2007060748 W JP 2007060748W WO 2007139042 A1 WO2007139042 A1 WO 2007139042A1
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- Prior art keywords
- intensity
- knocking
- vibration
- internal combustion
- combustion engine
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
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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
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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- 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
- G01L23/225—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 circuit arrangements therefor
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
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- 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 an internal combustion engine knock determination device and a knock determination method.
- the present invention relates to a knocking determination device and a knocking determination method for an internal combustion engine, and more particularly to a technique for determining the presence or absence of knocking based on a vibration waveform of the internal combustion engine.
- the knock control device for an internal combustion engine described in Japanese Patent Laid-Open No. 2 0 3-2 1 0 3 2 is a knock sensor for detecting knocking of an internal combustion engine, and statistical processing of an output signal detected by the knock sensor
- a statistical processing unit that determines the occurrence of knocking based on a processing result of the statistical processing unit, a first temporary determination unit that determines the occurrence of knocking, and determines the occurrence of knocking based on the waveform shape of the output signal detected by the knock sensor
- a second temporary determination unit A second temporary determination unit; and a final knock determination unit that finally determines the occurrence of knocking based on the results of the knock temporary determination by the first temporary determination unit and the knock temporary determination by the second temporary determination unit.
- the final knock determination unit determines that knocking has finally occurred when both the first temporary determination unit and the second temporary determination unit determine that knocking has occurred.
- the knock control device described in this publication only when it is determined that knocking has occurred in each tentative judgment using the knock tentative judgment by the statistical processing program and the knock tentative judgment by the waveform shape program. Finally, it is determined that knocking has occurred.
- knock determination using only a statistical processing program or waveform shape program can accurately determine the occurrence of knocking even for an output signal in which knocking has been erroneously detected.
- vibration due to seating of an intake valve or an exhaust valve can occur in addition to vibration due to knocking.
- fuel is supplied to the injector (especially a direct injection injector that injects fuel directly into the cylinder) or the injector.
- Vibration can also occur due to the operation of the high-pressure pump to be fed.
- vibration due to these is detected as noise along with vibration due to knocking, a waveform different from that at the time of knocking is detected even though knocking has occurred. Even if knocking does not occur, a similar waveform is detected during knocking.
- knocking is determined based on the waveform shape, as in the knock control device described in Japanese Patent Laid-Open No. 2 003 _ 2 1 0 3 2, knocking occurs even though knocking has occurred. It may be erroneously determined that no knock has occurred, or it may be erroneously determined that knocking has occurred even though knock has not occurred. Disclosure of the invention
- An object of the present invention is to provide a knock determination device for an internal combustion engine that can accurately determine the presence or absence of knocking.
- An knock determination device for an internal combustion engine includes: a crank position sensor that detects a crank angle of the internal combustion engine; a knock sensor that detects a vibration intensity of the internal combustion engine corresponding to the crank angle; A unit.
- the calculation unit is based on the vibration intensity of the internal combustion engine.
- the first and second predetermined intervals for the crank angle have a smaller vibration intensity due to knocking than the first interval. Detects the vibration waveform at the interval, removes the noise part from the second interval waveform that has a strength greater than the predetermined reference intensity, and removes the noise part from the second interval waveform Based on the waveform at the first interval, it is determined whether knocking has occurred.
- the vibration intensity of the internal combustion engine is detected in correspondence with the crank angle. Based on the vibration intensity, the first and second predetermined intervals for the crank angle are detected, and the vibration waveform at the second interval where the vibration intensity caused by knocking is smaller than the first interval is detected. If knocking occurs, these waveforms have a unique shape when knocking. Therefore, for example, the presence or absence of knocking can be determined by comparing this waveform model with the obtained waveform with reference to the waveform model created as the vibration waveform when knocking occurs.
- vibration may occur due to the seating of the intake valve or exhaust valve.
- vibration may be generated by operation of an injector (particularly, a direct injector or injector that directly injects fuel into a cylinder) or a high-pressure pump that supplies fuel to the injector.
- an injector particularly, a direct injector or injector that directly injects fuel into a cylinder
- a high-pressure pump that supplies fuel to the injector.
- the noise portion which is a portion having an intensity greater than a predetermined reference intensity, is removed from the waveform at the second interval.
- the reference intensity is a value calculated based on a predetermined number of intensities selected in preference to a smaller intensity from the detected intensity. .
- the reference strength is calculated based on a predetermined number of strengths selected with priority on a smaller strength.
- the reference strength can be calculated based on the strength that is considered to be the mechanical vibration of the internal combustion engine itself, which is vibration not caused by knocking or noise. Therefore, a reference strength similar to the mechanical vibration of the internal combustion engine itself can be obtained. By removing such a portion having a strength higher than the reference strength, vibrations that are not mechanical vibrations of the internal combustion engine itself, that is, vibrations caused by noise can be accurately removed.
- the reference intensity prioritizes a smaller intensity than the detected intensity. It is a value calculated as an average value of a predetermined number of intensities selected in the above.
- the reference strength is calculated as an average value of a predetermined number of strengths selected with priority on a smaller strength.
- the reference strength can be calculated as an average value of the strength that is considered to be the mechanical vibration of the internal combustion engine itself, which is vibration not caused by knocking or noise. Therefore, a reference strength approximating the mechanical vibration of the internal combustion engine itself can be obtained. By removing such a portion having a strength greater than the reference strength, vibration that is not mechanical vibration of the internal combustion engine itself, that is, vibration due to noise can be accurately removed.
- the arithmetic unit determines whether there is an intensity greater than a threshold value calculated based on the reference intensity, and if it is determined that there is an intensity greater than the threshold value, It is determined whether knocking has occurred.
- this configuration it is determined whether or not there is an intensity greater than a threshold value calculated based on the reference intensity. If there is an intensity greater than the threshold, it can be said that knocking may have occurred. Therefore, it is determined whether or not knocking has occurred only when it is determined that there is an intensity greater than the threshold value. As a result, it is possible to determine whether or not knocking has occurred in consideration of not only the waveform shape but also the strength. Therefore, even if the vibration is considered to be not vibration due to knocking due to its low strength, it is possible to suppress erroneous determination that knocking has occurred because the waveform shape is similar. As a result, the presence or absence of knocking can be determined with higher accuracy.
- the reference intensity is calculated when determining whether there is an intensity greater than the threshold value.
- the reference intensity is calculated when determining whether there is an intensity greater than the threshold value. As a result, it is possible to determine whether or not knocking has occurred using the reference strength corresponding to the driving state at that time.
- FIG. 1 is a schematic configuration diagram showing an engine controlled by an engine ECU that is a knock determination device according to an embodiment of the present invention.
- FIG. 2 is a diagram showing a frequency band of vibration generated in the engine at the time of knocking.
- FIG. 3 is a control block diagram showing the engine ECU of FIG.
- FIG. 4 is a diagram showing engine vibration waveforms.
- FIG. 5 is a diagram showing a knock waveform model stored in the ROM of the engine ECU.
- Figure 6 compares the vibration waveform of the fourth frequency band D and the knock waveform model (part 1).
- FIG. 7 is a diagram (part 1) showing a composite waveform of the first frequency band A to the third frequency band C used for calculating the knock intensity N.
- FIG. 7 is a diagram (part 1) showing a composite waveform of the first frequency band A to the third frequency band C used for calculating the knock intensity N.
- FIG. 8 is a diagram showing the reference intensity calculated using the integrated value in the vibration waveform of the fourth frequency band D.
- FIG. 9 is a diagram showing a map of the determination value V (K X) stored in the ROM or SRAM of the engine ECU.
- Figure 10 shows the frequency distribution of intensity value LOG (V) (part 1).
- Figure 11 shows the frequency distribution of intensity LOG (V) (part 2).
- Figure 12 shows the frequency distribution of intensity value LOG (V) (part 3).
- Figure 13 shows the frequency distribution of intensity value LOG (V) (part 4).
- Figure 14 shows the intensity values used to create the frequency distribution of the intensity value LOG (V).
- FIG. 15 is a flowchart (No. 1) showing a control structure of a program executed by the engine ECU which is the knocking determination device according to the embodiment of the present invention.
- FIG. 16 is a flowchart (No. 2) showing a control structure of a program executed by the engine ECU which is the knocking determination device according to the embodiment of the present invention.
- FIG. 17 is a flowchart (No. 3) showing the control structure of the program executed by the engine ECU which is the knocking determination device according to the embodiment of the present invention.
- FIG. 18 is a diagram showing a vibration waveform in the fourth frequency band D.
- Figure 19 shows the comparison between the vibration waveform in the fourth frequency band D and the knock waveform model (Part 2).
- Figure 20 shows a comparison between the vibration waveform in the fourth frequency band D and the knock waveform model. (Part 3).
- FIG. 21 is a diagram (part 4) comparing the vibration waveform of the fourth frequency band D with the knock waveform model.
- FIG. 22 shows a comparison of the vibration waveform of the fourth frequency band D and the knock waveform model (No. 5).
- Fig. 23 is a diagram (part 6) that compares the vibration waveform of the fourth frequency band D with the knock waveform model.
- Figure 24 is a diagram (part 7) comparing the vibration waveform of the fourth frequency band D with the knock waveform model.
- FIG. 25 is a diagram (part 2) illustrating a composite waveform of the first frequency band A to the third frequency band C used for calculating the knock magnitude N.
- the knocking determination apparatus is realized by a program executed by an engine ECU (Electronic Control Unit) 2 0 0, for example.
- the engine 100 is an internal combustion engine in which an air-fuel mixture of air sucked from an air cleaner 10 2 and fuel injected from an injector 10 4 is ignited and burned by a spark plug 10 6 in a combustion chamber.
- the ignition timing is retarded or advanced according to the operating state of the engine 100, such as when force knocking occurs so that the output torque reaches the maximum MBT (Minimum advance for Best Torque). It is horned.
- Engine 1 0 0 is controlled by engine E C U 2 0 0.
- the engine ECU 20 0 includes a knock sensor 3 0 0, a water temperature sensor 3 0 2, a crank position sensor 3 0 6 provided opposite to the timing rotor 3 0 4, and a throttle opening sensor 3 0 8, a vehicle speed sensor 3 1 0, an ignition switch 3 1 2 and an air flow meter 3 1 4 are connected.
- Knock sensor 300 is provided in a cylinder block of engine 100.
- Knock sensor 300 is composed of a piezoelectric element.
- Knock sensor 3 0 0 generates a voltage due to vibration of engine 1 0 0.
- the magnitude of the voltage corresponds to the magnitude of the vibration.
- Knock sensor 3 0 0 transmits a signal representing the voltage to engine ECU 2 0 0.
- the water temperature sensor 30 2 detects the temperature of the cooling water in the water jacket of the engine 100 and transmits a signal indicating the detection result to the engine E C U 2 0 0.
- the timing rotor 3 0 4 is provided on the crankshaft 1 1 0 and rotates together with the crankshaft 1 1 0. On the outer periphery of the timing rotor 304, a plurality of protrusions are provided at predetermined intervals.
- the crank position sensor 30 6 is provided to face the protrusion of the timing rotor 30 4. When the timing aperture 3 0 4 rotates, the air gap between the projection of the timing rotor 3 0 4 and the crank position sensor 3 0 6 changes, so that the magnetic flux passing through the coil portion of the crank position sensor 3 0 6 increases and decreases. And an electromotive force is generated in the coil section.
- the crank position sensor 3 0 6 transmits a signal representing the electromotive force to the engine E C U 2 0 0.
- the engine E C U 20 0 detects the crank angle and the number of revolutions of the crankshaft 110 based on the signal transmitted from the crank position sensor 3 06.
- the throttle opening sensor 3 0 8 detects the throttle opening and transmits a signal indicating the detection result to the engine ECU 2 0 0.
- the vehicle speed sensor 3 10 detects the number of rotations of a wheel (not shown) and transmits a signal indicating the detection result to the engine ECU 2 0 0.
- the engine ECU 2 0 0 calculates the vehicle speed from the rotational speed of the wheel.
- the ignition switch is turned on by the driver when starting the engine 1 0 0. Made.
- Air flow meter 314 detects the amount of air taken into engine 100 and transmits a signal representing the detection result to engine ECU 200.
- the engine ECU 200 is operated by electric power supplied from an auxiliary battery 320 as a power source.
- the engine ECU 200 performs arithmetic processing based on the signals transmitted from each sensor and the ignition switch 312, maps and programs stored in ROM (Read Only Memory) 202 and SRAM (Static Random Access Memory) 204 And control the equipment so that the engine 100 is in the desired operating state.
- ROM Read Only Memory
- SRAM Static Random Access Memory
- the engine ECU 200 determines a predetermined knock detection gate (a predetermined second crank angle from a predetermined first crank angle based on a signal and a crank angle transmitted from the knock sensor 300).
- the vibration waveform of the engine 100 (hereinafter referred to as the vibration waveform) is detected during the period up to this point), and whether or not knocking has occurred in the engine 100 is determined based on the detected vibration waveform.
- the knock detection gate in the present embodiment is from top dead center (0 degree) to 90 degrees in the combustion stroke. The knock detection gate is not limited to this.
- the engine 100 When knocking occurs, the engine 100 is vibrated at a frequency near the frequency indicated by the solid line in FIG.
- the frequency of vibration generated due to knocking is not constant and has a predetermined bandwidth. Therefore, in the present embodiment, as shown in FIG. 2, vibrations included in the first frequency band A, the second frequency band B, and the third frequency band C are detected. In addition, vibrations included in the fourth frequency band D in a wide area including the first frequency band A to the third frequency band C are detected.
- CA in Fig. 2 represents the crank angle. Note that the frequency band of vibration caused by knocking is not limited to three.
- Engine ECU200 consists of an AZD (analog-to-digital) converter 400, a bandpass filter (1) 410, a bandpass filter (2) 420, a bandpass filter (3) 430, and a bandpass filter ( 4) Includes 440 and accumulator 450.
- AZD analog-to-digital
- the A / D conversion unit 400 converts the analog signal transmitted from the knock sensor 300 into a digital signal.
- Bandpass filter (1) 410 is a knock sensor 30 Only the signal of the first frequency band A among the signals transmitted from 0 is allowed to pass. In other words, only the vibration in the first frequency band A is extracted from the vibration detected by the knock sensor 3 100 by the bandpass filter (1) 4 10.
- the bandpass filter (2) 4 2 0 allows only the signal in the second frequency band B among the signals transmitted from the knock sensor 3 0 0 to pass therethrough. In other words, only the vibration in the second frequency band B is extracted from the vibration detected by the knock sensor 300 by the bandpass filter (2) 4 20.
- the bandpass filter (3) 4 30 passes only the signal in the third frequency band C out of the signals transmitted from the knock sensor 300. That is, only the vibration in the third frequency band C is extracted from the vibration detected by the knock sensor 30 0 by the bandpass filter (3) 4 30.
- the bandpass filter (4) 4 40 allows only the signal in the fourth frequency band D out of the signals transmitted from the knock sensor 300. That is, only the vibration in the fourth frequency band D is extracted from the vibration detected by the knock sensor 300 by the bandpass filter (4) 4 40.
- the integration unit 45 0 integrates the signals selected by the band pass filter (1) 4 10 to band pass filter (4) 4 40, that is, the intensity of vibration by 5 degrees in terms of crank angle.
- the integrated value is referred to as an integrated value.
- the integrated value is calculated for each frequency band. By calculating this integrated value, the vibration waveform in each frequency band is detected.
- the calculated integrated values of the first frequency band A to the third frequency band C are added corresponding to the crank angle. That is, vibration waveforms in the first frequency band A to the third frequency band C are synthesized.
- the vibration waveform of the engine 100 is detected.
- the combined waveform of the first frequency band A to the third frequency band C and the vibration waveform of the fourth frequency band D are used as the vibration waveform of the engine 100.
- the vibration waveform (integrated value) in the fourth frequency band D is used without being synthesized.
- the vibration waveform in the fourth frequency band D is compared with the knock waveform model stored in the ROM 2 0 2 of the engine ECU 2 0 0 0 as shown in FIG. It is.
- the knock waveform model "" is created in advance as a model of the vibration waveform when knocking occurs in the engine 100.
- the vibration intensity is expressed as a dimensionless number from 0 to 1, and the vibration intensity does not uniquely correspond to the crank angle. That is, in the knock waveform model of this embodiment, it is determined that the vibration intensity decreases as the crank angle increases after the peak value of the vibration intensity. The crank angle at which the vibration intensity reaches the peak value Is not stipulated.
- the knock waveform model in this embodiment corresponds to vibrations after the peak value of the vibration intensity generated by knocking.
- a knock waveform model corresponding to the vibration after the rise of vibration caused by knocking may be stored.
- the knock waveform model ⁇ / is created and stored in advance based on the vibration waveform of the engine 100 detected when the knocking is forcibly generated by experiments or the like.
- the knock waveform model is the engine 10 0 (when the output value of the knock sensor 3 0 0 of the engine is the median of the tolerance of the output value of the knock sensor 3 0 0 of the dimension 1 It is created using That is, the knock waveform model is a vibration waveform when knocking is forcibly generated in the characteristic central engine. Note that the method of creating the knock waveform model is not limited to this, and may be created by simulation.
- normalized waveform and the knock waveform model are compared as shown in Fig. 6.
- normalization is, for example, expressing the intensity of vibration as a dimensionless number from 0 to 1 by dividing each integrated value by the maximum integrated value in the detected vibration waveform. Note that the normalization method is not limited to this.
- the engine ECU 200 calculates a correlation coefficient K that is a value relating to a deviation between the normalized vibration waveform and the knock waveform model.
- the normalized vibration waveform and knock waveform model are matched with the timing when the vibration intensity becomes maximum in the normalized vibration waveform and the timing when the vibration intensity becomes maximum in the knock waveform model.
- the absolute value (deviation amount) of the deviation is calculated for each crank angle (every 5 degrees) Then, the correlation coefficient K is calculated.
- ⁇ A S (I) is the sum of A S (I).
- the correlation coefficient K is calculated as a larger value as the shape of the vibration waveform is closer to the shape of the knock waveform model. Therefore, if the vibration waveform includes a vibration waveform due to factors other than knocking, the correlation coefficient K is calculated to be small. Note that the method for calculating the correlation coefficient K is not limited to this.
- the correlation coefficient K is calculated by comparing the vibration waveform of the fourth frequency band D in the wide band with the knock waveform model in comparison with the first frequency band A to the third frequency band C in the narrow band. This is because the accuracy of the shape is high.
- the combined waveform of the first frequency band A to the third frequency band C is used to calculate the knock intensity N.
- the reference strength is the sum of 90 degrees of crank angle (accumulated), and the knock region (for example, the crank angle) defined from the crank angle CA (P) at which the integrated value reaches its peak Knock strength N is calculated using the portion larger than the reference strength (total value of the difference between the integrated value and the reference strength) in the 40-degree corner area.
- the reference intensity is calculated using the integrated value of the fourth frequency band D. As shown in Fig. 8, the reference intensity is selected from the integrated values obtained as the integrated values in the fourth frequency band D, with priority given to the smaller integrated value (M is the number of integrated values obtained). It is a natural number smaller than that, for example, “3”) and is calculated as the average of the integrated values. Note that the method for calculating the reference intensity is not limited to this, and the Mth smallest integrated value may be used as the reference intensity.
- the engine ECU 200 compares the calculated knock magnitude N with the judgment value V (KX) stored in the SR AM 204 to determine whether or not the engine 100 has knocked by one ignition. Judge every cycle.
- the determination value V (KX) is stored as a map for each region divided by the operating state using the engine speed NE and the intake air amount KL as parameters.
- low rotation NE ⁇ NE (1)
- medium rotation NE (1)
- high rotation NE (2) ⁇ NE
- low load KL ⁇ KL (1)
- Medium load KL (1) ⁇ KL ⁇ KL (2)
- High load KL (2) ⁇ KL
- 9 areas are provided for each cylinder. The number of areas is not limited to this.
- the region may be divided using parameters other than the engine speed NE and the intake air amount KL.
- a value determined in advance through experiments or the like is used as the determination value V (KX) stored in the ROM 202 (the initial value of the determination value V (KX) at the time of shipment).
- the determination value V (KX) stored in the ROM 202 (the initial value of the determination value V (KX) at the time of shipment).
- the detected intensity can change. In this case, it is necessary to correct the determination value V (KX) and determine whether knocking has occurred using the determination value V (KX) according to the actually detected intensity.
- knock determination level V (KD) is calculated.
- Intensity value LOG (V) is calculated for each region with engine speed NE and intake air amount KL as parameters.
- the strength V used to calculate the strength value LOG (V) is the peak value of the strength between the predetermined crank angles (the peak value of the integrated value every 5 degrees).
- the median value V (50) is calculated to accumulate 50% of the frequency of the intensity value L0 G (V) from the minimum value.
- the standard deviation ⁇ at the intensity value LOG (V) below the median value V (50) is calculated.
- the median and standard deviation approximated with the median and standard deviation calculated based on multiple (eg, 200 cycles) intensity values LOG (V)
- the value V (50) and the standard deviation are calculated for each ignition cycle using the following calculation method.
- the predetermined value C (1) was added to the median value V (50) calculated last time. The value is calculated as the current median value V (50). Conversely, if the intensity value LOG (V) detected this time is smaller than the median value V (50) calculated last time, a predetermined value C (2) ( For example, the value obtained by subtracting C (2) is the same value as C (1)) is calculated as the median value V (50).
- the detected intensity value LOG (V) is smaller than the previously calculated median value V (50) and less than the previously calculated median value V (50) minus the previously calculated standard deviation ⁇ . If it is larger, a value obtained by subtracting a value obtained by doubling the predetermined value C (3) from the previously calculated standard deviation ⁇ is calculated as the current standard deviation ⁇ . Conversely, if the detected intensity value LOG (V) force S is greater than the previously calculated median value V (50) or the previously calculated median value V (50), the previously calculated standard deviation ⁇ If the value is smaller than the value obtained by subtracting, the value obtained by adding the predetermined value C (4) (for example, (4) is the same value as C (3)) to the previously calculated standard deviation ⁇ is Calculated as the standard deviation ⁇ .
- the method of calculating median value V (50) and standard deviation ⁇ is not limited to this.
- the median value V (50) and the initial value of the standard deviation may be preset values or “0”.
- the method for calculating knock determination level V (KD) is not limited to this.
- the ratio (frequency) of the intensity value LOG (V) greater than the knock determination level V (KD) is determined as the frequency at which knocking occurred, and counted as the knock occupancy KC.
- determination value V (KX) is set to a predetermined compensation value so that the ignition timing is retarded more frequently. It is corrected by a positive amount. If knock occupancy KC is smaller than threshold value KC (0), judgment value V (KX) is corrected by a predetermined correction amount so that the ignition timing is advanced more frequently. .
- V (MAX) As the frequency of knocking increases, the maximum value V (MAX) further increases as shown in Fig. 13. At this time, the median V (50) and standard deviation ⁇ in the frequency distribution increase with the maximum value V (MAX). Therefore, knock determination level V (KD) increases.
- An intensity value LOG (V) smaller than knock determination level V (KD) is not determined as an intensity value LOG (V) in the cycle in which knocking occurred, and therefore, when knock determination level V (KD) increases, knocking level Even if has occurred, the frequency of determining that knocking has not occurred increases.
- FIG. 14 is a diagram in which the calculated intensity value LOG (V) is plotted for each correlation coefficient K in the cycle in which the intensity value LOG (V) was obtained.
- the median V (50) and the standard deviation ⁇ are excessive. It becomes a stable value.
- the knock determination level V ( ⁇ D) can be suppressed from becoming excessive. Therefore, even if knocking has occurred, it is possible to suppress an increase in the frequency at which it is determined that knocking has not occurred.
- the method of extracting the intensity value LOG (V) used to calculate the median value V (50) and the standard deviation ⁇ is not limited to this.
- the intensity value LOG (V) calculated in the ignition cycle in which the correlation coefficient K is greater than the threshold K (1). May be extracted.
- step S the engine ECU 200 detects the engine speed NE based on the signal transmitted from the crank position sensor 306 and uses the signal transmitted from the air flow meter 314 as a signal. Based on this, the intake air volume KL is detected.
- engine ECU 200 detects the intensity of vibration of engine 100 based on the signal transmitted from knock sensor 300.
- the intensity of vibration is represented by the output voltage value of knock sensor 300.
- the intensity of vibration may be expressed by a value corresponding to the output voltage value of knock sensor 300. Intensity detection is performed from the top dead center to 90 degrees (90 degrees crank angle) in the combustion stroke.
- engine ECU 200 outputs the output voltage value of knock sensor 300.
- engine ECU 200 calculates the reference intensity as an average value of M integrated values selected in preference to a smaller integrated value from the integrated value of fourth frequency band D.
- engine ECU 200 determines that the accumulated value of fourth frequency band D is at the crank angle from top dead center to CA (A) (CA (A) is 90 degrees, for example 45 degrees). It is determined whether or not there is an integrated value larger than the product of the reference intensity and the coefficient Y (Y is a positive value, for example “2”).
- engine ECU 200 tentatively determines that knocking has occurred. In S 112, engine ECU 200 determines that knocking has not occurred.
- engine ECU 2'00 normalizes the vibration waveform of fourth frequency band D.
- normalization means that the intensity of vibration is expressed as a dimensionless number from 0 to 1 by dividing each integrated value by the peak value of the integrated value in the vibration waveform.
- engine ECU 200 calculates an absolute value ⁇ S (I) of the deviation for each crank angle between the normalized vibration waveform of fourth frequency band D and the knock waveform model.
- engine ECU 200 determines whether there is ⁇ S (I) greater than threshold value ⁇ S (0). If there is A S (I) greater than threshold A S (0) (YES in S 202), the process proceeds to S 300. If not (NO in S202), the process proceeds to S312.
- engine ECU 200 is greater than threshold ⁇ S (0).
- engine ECU 200 determines that the strength matches the strength of the knock waveform model at a crank angle where AS (I) is larger than threshold value S (0) (AS (I) force S Correct the normalized vibration waveform so that it becomes smaller until it becomes “0”.
- engine ECU 200 gives priority to a crank angle with a larger AS (I) among AS (I) than a threshold value ⁇ S (0), and Q (3) (Q (3) ⁇ Q (1)) Normalization at the crank angle at each location so that the strength matches the strength of the knock waveform model (AS (I) force S decreases to 0) Correct the vibration waveform.
- engine ECU 200 stores the corrected crank angle and its correction amount (product of A S (I) and the peak value of the integrated value) ⁇ in SRAM 204.
- engine ECU 200 compares the corrected vibration waveform with the knock waveform model, and calculates correlation coefficient K, which is a value related to the deviation between the corrected vibration waveform and the knock waveform model.
- engine ECU 200 compares the normalized vibration waveform (uncorrected vibration waveform) with the knock waveform model, and calculates a value related to the deviation between the normalized vibration waveform and the knock waveform model.
- the correlation coefficient K is calculated.
- engine ECU 200 determines whether or not it has been provisionally determined that knocking has occurred. If it is temporarily determined that knocking has occurred (YES at S400), the process proceeds to S500. Otherwise (NO at S400), the process ends.
- Knock strength N is calculated using a composite waveform of first frequency band A to third frequency band C. Knock strength N is 90 ° crank angle as shown in the diagonal line in Fig. 7. (For knock detection gate) Total (integrated) value, part ⁇ larger than the reference strength in the knock region determined from the crank angle CA (P) at which the integrated value peaks, and vibration waveform correction amount ⁇ Using,
- engine ECU 200 determines whether knock magnitude N is larger than determination value V (KX) or not. If knock magnitude N is greater than straight decision V (KX) (YES in S502), the process proceeds to S504. Otherwise (NO at S 5002), the process proceeds to S508.
- engine ECU 200 determines that knocking has occurred in engine 100. In S 506, engine ECU 200 retards the ignition timing.
- engine ECU 200 determines that knocking has not occurred in engine 100. In S 510, engine ECU 200 advances the ignition timing.
- engine speed NE is detected based on the signal transmitted from crank position sensor 306, and intake air amount KL is detected based on the signal transmitted from air flow meter 3 14. (S.100). Further, based on the signal transmitted from knock sensor 300, the vibration intensity of engine 100 is detected (S102).
- an integrated value every 5 degrees is calculated for each vibration in the first frequency band A to the fourth frequency band D (S104). Further, the calculated integrated values of the first frequency band A to the third frequency band C are added corresponding to the crank angle to synthesize a vibration waveform.
- the reference intensity is calculated as the average of the integrated values (S106).
- the crank angle from top dead center to CA (A) is greater than the product of the reference strength and the coefficient Y. If there is a value (YES in S108), it can be said that knocking may have occurred. Therefore, it is temporarily determined that knocking has occurred (S 1 10).
- the vibration waveform in the fourth frequency band D is normalized (S 114) whether it is provisionally determined that knocking has occurred or not.
- the vibration intensity in the vibration waveform is expressed as a dimensionless number between 0 and 1. This makes it possible to compare the detected vibration waveform with the knock waveform model regardless of the vibration intensity. Therefore, it is not necessary to store a large number of knock waveform models corresponding to the intensity of vibration, and the creation of the knock waveform model can be facilitated. Match the timing at which the vibration intensity is maximized in the normalized vibration waveform with the timing at which the vibration intensity is maximized in the knock waveform model (see Fig. 6), and in this state, the normalized vibration waveform and knock The absolute value AS (I) of the deviation from the waveform model for each crank angle is calculated (S200).
- the vibration waveform close to the knock waveform model when the vibration waveform close to the knock waveform model is obtained, there is no AS (I) larger than the threshold straight AS (0) (NO in S 202)
- the obtained vibration waveform includes vibration caused by noise other than knocking (intake valve 1 16, exhaust valve 1 1 8, injector 104 (particularly a direct injector that injects fuel directly into the cylinder), pump 120 (particularly direct (Vibration due to the operation of a high-pressure pump that supplies fuel to the injector) is not included.
- K (S- ⁇ ⁇ S (I)) / based on the sum of the calculated AS (I) ⁇ AS (I) and the value S obtained by integrating the vibration intensity with the crank angle in the knock waveform model
- the correlation coefficient K is calculated from S (S 312).
- the degree of coincidence between the detected vibration waveform and the knock waveform model is digitized. Can be judged objectively.
- the vibration waveform with the knock waveform model it is possible to analyze whether or not it is a vibration at the time of knocking from the vibration behavior such as the vibration attenuation tendency.
- vibration due to noise such as intake valve 116, exhaust valve 118, injector 104, pump 120, etc. is strong, but has a characteristic that it is damped faster than vibration due to knocking. It has been. In other words, the generation period of vibration due to noise is shorter than that due to knocking.
- the obtained vibration waveform includes vibration due to noise. It is highly probable that
- the obtained vibration waveform may contain vibration due to noise, but it may not.
- Fig. 23 As shown in Fig. 1, among the crank angles where AS (I) is larger than the threshold value ⁇ S (0), priority is given to the crank angle with larger ⁇ S (I).
- the vibration waveform is corrected so that the intensity matches the intensity of the knock waveform model (S 306). As a result, it is possible to prevent the vibration waveform from being corrected more than necessary. Therefore, it is possible to suppress erroneous determination that knocking has occurred although knocking has not occurred.
- the corrected crank angle and its correction amount ⁇ are stored in the SRAM 204 (S 308).
- the corrected vibration waveform is compared with the knock waveform model, and the phase relation number K is calculated (S 3 10).
- the correlation coefficient K is calculated by comparing the obtained vibration waveform with the knock waveform model without correcting the vibration waveform (S 312). As a result, it is possible to suppress erroneous determination that knocking has occurred even though knocking has not occurred.
- knock intensity N is not calculated, and the process ends. That is, the calculated correlation coefficient K is used only to create the frequency distribution described above (see Figure 14). This can prevent unnecessary processing from being performed.
- knock strength N is calculated.
- the integrated value in the composite waveform of first frequency band A to third frequency band C is used.
- a noise part (A) and a noise part (B) corresponding to vibration due to noise can be mixed.
- the knock intensity N is calculated without using the part where the integrated value is greater than the reference intensity.
- the noise portion (A) in FIG. 25 outside the knock region can be removed. Therefore, in a region where the intensity of vibration caused by knocking is small, a large integrated value is calculated, so that it is possible to remove the integrated value that is considered to be due to noise.
- the knock strength ⁇ is calculated by subtracting the correction amount ⁇ from the portion where the integrated value is larger than the reference strength in the knock region.
- the noise part ( ⁇ ) in FIG. 25 in the knock region can be removed. For this reason, in the region where the intensity of vibration caused by knocking is large, the integrated value considered to be due to noise can be removed from the waveform shape.
- the portion where the integrated value is larger than the reference strength is excluded outside the knock region, and the knock strength N is calculated.
- the knock strength N is calculated in a region where the intensity of vibration caused by knocking is small, a large integrated value is calculated, and thus an integrated value that is considered to be due to noise can be removed.
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Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/162,489 US7942040B2 (en) | 2006-05-29 | 2007-05-21 | Knocking determination device and method for internal combustion engine |
DE112007001077T DE112007001077B4 (de) | 2006-05-29 | 2007-05-21 | Klopfbestimmungsvorrichtung und -verfahren für eine Verbrennungskraftmaschine |
Applications Claiming Priority (2)
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JP2006-148523 | 2006-05-29 | ||
JP2006148523A JP4447576B2 (ja) | 2006-05-29 | 2006-05-29 | 内燃機関のノッキング判定装置 |
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WO2007139042A1 true WO2007139042A1 (ja) | 2007-12-06 |
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PCT/JP2007/060748 WO2007139042A1 (ja) | 2006-05-29 | 2007-05-21 | 内燃機関のノッキング判定装置およびノッキング判定方法 |
Country Status (4)
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US (1) | US7942040B2 (ja) |
JP (1) | JP4447576B2 (ja) |
DE (1) | DE112007001077B4 (ja) |
WO (1) | WO2007139042A1 (ja) |
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JP4597167B2 (ja) * | 2006-06-28 | 2010-12-15 | トヨタ自動車株式会社 | 内燃機関のノッキング判定装置 |
JP4180090B2 (ja) * | 2006-06-28 | 2008-11-12 | トヨタ自動車株式会社 | 内燃機関のノッキング判定装置 |
US7594423B2 (en) * | 2007-11-07 | 2009-09-29 | Freescale Semiconductor, Inc. | Knock signal detection in automotive systems |
JP5641960B2 (ja) * | 2011-02-01 | 2014-12-17 | 三菱電機株式会社 | 内燃機関の制御装置 |
JP5039224B1 (ja) * | 2011-05-17 | 2012-10-03 | 三菱電機株式会社 | 内燃機関の制御装置 |
FR3035448B1 (fr) * | 2015-04-22 | 2018-11-02 | Continental Automotive France | Procede de determination de longueurs reelles de petits intervalles d'une cible dentee d'un vilebrequin |
JP6897552B2 (ja) * | 2017-12-26 | 2021-06-30 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
US11255288B2 (en) * | 2018-05-23 | 2022-02-22 | Ford Global Technologies, Llc | Method and system for determining engine knock background noise levels |
JP7452089B2 (ja) * | 2020-02-26 | 2024-03-19 | 株式会社デンソー | ノック判定装置及びノック制御装置 |
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2006
- 2006-05-29 JP JP2006148523A patent/JP4447576B2/ja active Active
-
2007
- 2007-05-21 DE DE112007001077T patent/DE112007001077B4/de not_active Expired - Fee Related
- 2007-05-21 US US12/162,489 patent/US7942040B2/en active Active
- 2007-05-21 WO PCT/JP2007/060748 patent/WO2007139042A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
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DE112007001077T8 (de) | 2009-07-23 |
US20090038384A1 (en) | 2009-02-12 |
JP2007315359A (ja) | 2007-12-06 |
US7942040B2 (en) | 2011-05-17 |
DE112007001077B4 (de) | 2011-03-10 |
JP4447576B2 (ja) | 2010-04-07 |
DE112007001077T5 (de) | 2009-02-19 |
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