WO2010035634A1 - 周波数成分分析装置 - Google Patents
周波数成分分析装置 Download PDFInfo
- Publication number
- WO2010035634A1 WO2010035634A1 PCT/JP2009/065696 JP2009065696W WO2010035634A1 WO 2010035634 A1 WO2010035634 A1 WO 2010035634A1 JP 2009065696 W JP2009065696 W JP 2009065696W WO 2010035634 A1 WO2010035634 A1 WO 2010035634A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- frequency component
- intensity
- engine
- value
- parameter
- Prior art date
Links
Images
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R23/00—Arrangements for measuring frequencies; Arrangements for analysing frequency spectra
- G01R23/16—Spectrum analysis; Fourier analysis
-
- 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
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/12—Testing internal-combustion engines by monitoring vibrations
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
-
- 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
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B15/00—Systems controlled by a computer
-
- G—PHYSICS
- G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
- G16Z—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS, NOT OTHERWISE PROVIDED FOR
- G16Z99/00—Subject matter not provided for in other main groups of this subclass
Definitions
- the present invention relates to a frequency component analysis apparatus that performs frequency component analysis on detected values of operating parameters of an internal combustion engine in synchronization with engine rotation.
- Patent Document 1 describes an internal combustion engine using a discrete Fourier transform (hereinafter referred to as “DFT algorithm”) and a fast Fourier transform (hereinafter referred to as “FFT algorithm”) algorithm.
- DFT algorithm discrete Fourier transform
- FFT algorithm fast Fourier transform
- a signal processing apparatus for performing frequency component analysis of an output signal of a mounted knock sensor is shown. Since the FFT algorithm employs a special algorithm to increase the calculation speed, the intensity of the necessary frequency component (specifically, the center frequency component of the knock sensor output signal) may not be obtained. Therefore, in the signal processing apparatus, the intensity is calculated using the DFT algorithm for the center frequency component (the component having the maximum intensity) of the knock sensor output signal, and the intensity is calculated using the FFT algorithm for frequency components other than the center frequency component. Is calculated.
- DFT algorithm discrete Fourier transform
- FFT algorithm fast Fourier transform
- An object of the present invention is to provide a frequency component analyzer capable of increasing the calculation speed in a high state.
- the present invention provides a frequency component analyzer for performing frequency component analysis on a detected value (VKNK) of an operating parameter of an internal combustion engine in synchronization with the rotation of the engine.
- This frequency component analyzer includes sampling means, element strength calculation means, and frequency component strength calculation means.
- the sampling means samples the operation parameter at a predetermined time (TSMP) interval and converts the sample value into a digital value.
- the element strength calculating means corresponds to a plurality of frequency components included in the detection value (VKNK), the strength of the first element (DMFTS), and the second element whose phase is shifted by 90 degrees with respect to the first element.
- Intensity (DMFTC) is calculated for a predetermined number (ND) of sample values.
- the frequency component intensity calculating means calculates the frequency component intensity (STFT) of the plurality of frequencies in synchronization with the rotation of the engine using the first element intensity (DMFTS) and the second element intensity (DMFTC). Further, the frequency component intensity calculating means calculates a part of the integrated value of the first element intensity and the integrated value of the second element intensity when the rotational speed (NE) of the engine is not less than a set threshold value (NETH).
- the frequency component intensity (STFT) is calculated by substituting a part for the previous calculated values (TRMS1, TRMC1).
- the operating parameters of the internal combustion engine are sampled at predetermined time intervals, and the sample values are converted into digital values.
- the intensity of the first element corresponding to a plurality of frequency components and the intensity of the second element whose phase is shifted by 90 degrees with respect to the first element are calculated for a predetermined number of sample values.
- frequency component intensities of a plurality of frequencies are calculated in synchronization with engine rotation.
- the frequency component intensity is calculated by replacing part of the integrated value of the first element intensity and part of the integrated value of the second element intensity with the previous calculated value. . Therefore, when calculating the frequency component intensity, it is not necessary to perform part of the integration calculation of the first and second element intensities again, and the calculation speed can be increased. As a result, sufficient post-processing time using the calculated frequency component intensity can be secured.
- the set threshold value (NETH) is preferably set according to the time (TS) required to obtain the predetermined number (ND) of sample values.
- the engine rotation speed setting threshold is set according to the time required to obtain a predetermined number of sample values. Specifically, when the engine rotational speed increases and the frequency component intensity calculation period becomes shorter than the time required to obtain a predetermined number of sample values, the first and second elements applied to the calculation of the frequency component intensity Since the previous calculated value of the intensity and a part of the current calculated value overlap, it is possible to use the previous calculated value for the overlapping intensity.
- the set threshold value (NE) is preferably set according to the number of processing steps (NS) per unit time required for calculating the frequency component intensity (STFT).
- the setting threshold value of the engine rotation speed is set according to the number of processing steps per unit time required for calculating the frequency component intensity.
- the frequency component intensity calculation period is shorter than the time required to obtain a predetermined number of sample values, the previous calculated values of the first and second elements applied to the calculation of the frequency component intensity and this time Since some of the calculated values overlap, it is possible to use the previous calculated value for the overlapping intensity.
- the number of processing steps increases by performing the process of applying the previous calculated value of the element strength to the calculation of the frequency component strength, which in turn causes a reduction in the computation speed.
- the frequency component intensity calculating means calculates the frequency component intensity (STFT) using a sample value obtained within a predetermined period (TS) centering on the generation timing of a trigger signal (CRK interrupt) synchronized with the rotation of the engine. It is desirable to calculate.
- the frequency component intensity is calculated using a digital value sampled within a predetermined period centering on the generation timing of the trigger signal synchronized with the rotation of the engine, the rotation angle of the target engine The frequency component analysis centering on can be performed. As a result, it is less susceptible to engine rotational fluctuations than a technique using a digital value sampled within a predetermined period starting from the time when the trigger signal is generated or within a predetermined period starting from the time when the trigger signal is generated. The effect is obtained.
- FIG. 1 It is a figure which shows the structure of the internal combustion engine and its control apparatus concerning one Embodiment of this invention. It is a figure for demonstrating sampling of a knock sensor output, and frequency component analysis. It is a time chart for demonstrating the procedure and timing relationship which calculate frequency component intensity
- FIG. 1 is an overall configuration diagram of an internal combustion engine (hereinafter referred to as “engine”) and a control device thereof according to an embodiment of the present invention.
- engine an internal combustion engine
- a throttle valve 3 is provided in the middle of an intake pipe 2 of a 4-cylinder engine 1. It is arranged.
- a throttle valve opening sensor 4 for detecting the throttle valve opening TH is connected to the throttle valve 3, and a detection signal of the sensor 4 is supplied to an electronic control unit (hereinafter referred to as “ECU”) 5.
- ECU electronice control unit
- the fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3 and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). At the same time, it is electrically connected to the ECU 5 and the valve opening time of the fuel injection valve 6 is controlled by a signal from the ECU 5.
- Each cylinder of the engine 1 is provided with a spark plug 7, and the spark plug 7 is connected to the ECU 5.
- the ECU 5 supplies an ignition signal to the spark plug 7.
- An intake pressure sensor 8 for detecting the intake pressure PBA and an intake air temperature sensor 9 for detecting the intake air temperature TA are provided on the downstream side of the throttle valve 3.
- a cooling water temperature sensor 10 that detects the engine cooling water temperature TW and a non-resonant knock sensor 11 are mounted on the main body of the engine 1. Detection signals from the sensors 8 to 11 are supplied to the ECU 5.
- the knock sensor 11 for example, a sensor capable of detecting vibration in a frequency band from 5 kHz to 25 kHz is used.
- An intake air flow rate sensor 13 for detecting the intake air flow rate GA is provided on the upstream side of the throttle valve 3 in the intake pipe 2, and the detection signal is supplied to the ECU 5.
- a crank angle position sensor 12 that detects a rotation angle of a crankshaft (not shown) of the engine 1 is connected to the ECU 5, and a signal corresponding to the rotation angle of the crankshaft is supplied to the ECU 5.
- the crank angle position sensor 12 is a cylinder discrimination sensor that outputs a pulse (hereinafter referred to as “CYL pulse”) at a predetermined crank angle position of a specific cylinder of the engine 1, and relates to a top dead center (TDC) at the start of the intake stroke of each cylinder.
- CYL pulse a pulse
- a TDC sensor that outputs a TDC pulse at a crank angle position before a predetermined crank angle (every 180 degrees of crank angle in a four-cylinder engine) and one pulse (hereinafter referred to as “CRK”) with a constant crank angle cycle shorter than the TDC pulse (for example, a cycle of 6 °)
- the CYL pulse, the TDC pulse, and the CRK pulse are supplied to the ECU 5. These pulses are used for various timing controls such as fuel injection timing and ignition timing, and detection of engine speed (engine speed) NE.
- the engine 1 includes a first valve operating characteristic variable mechanism that continuously changes a valve lift amount and an opening angle (valve opening period) of an intake valve (not shown), and a crankshaft rotation angle of a cam that drives the intake valve.
- a variable valve operation characteristic device 20 having a second valve operation characteristic variable mechanism that continuously changes the operation phase with reference to.
- the ECU 5 supplies the lift amount control signal and the operation phase control signal to the valve operation characteristic variable device 20, and controls the operation of the intake valve.
- the configurations of the first and second valve operating characteristic variable mechanisms are shown in, for example, Japanese Patent Application Laid-Open No. 2008-25418 and Japanese Patent Application Laid-Open No. 2000-227013.
- the ECU 5 shapes input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, etc., and a central processing unit (hereinafter referred to as “CPU”).
- CPU central processing unit
- a storage circuit for storing various calculation programs executed by the CPU, calculation results, and the like, an output circuit for supplying a drive signal to the fuel injection valve 6 and the spark plug 7, and the like.
- FIG. 2A shows an output signal waveform of the knock sensor 11
- FIG. 2B is an enlarged view of the waveform of the period TS in FIG.
- the sampling period TSMP is set to 20 microseconds
- frequency component analysis by discrete Fourier transform (DFT) is performed on 50 pieces of data detected continuously.
- DFT discrete Fourier transform
- 2C is the frequency component intensity STFT, and in this embodiment, the frequency corresponding to the frequency (5, 6, 7,..., 24, 25 kHz) for each 1 kHz in the frequency band from 5 kHz to 25 kHz.
- the component intensity STFT is calculated every 6 degrees of crank angle (every time the crankshaft of the engine 1 rotates 6 degrees).
- FIG. 3 is a time chart for explaining the frequency component analysis.
- FIG. 3A shows 50 detection data VKNK (digital values) obtained by sampling the output signal of the knock sensor 11 every 20 microseconds. ) Indicates the address number corresponding to the address of the memory that is sequentially stored, and
- FIG. 4B shows that the sine wave component intensity DMFTS and the cosine wave component intensity DMFTC calculated using the detection data VKNK are detected data VKNK.
- the state stored in the memory corresponding to is shown.
- the address numbers are the same as those in FIG. 6A, the sine wave component intensity DMFTS and cosine wave component corresponding to 21 frequencies from 5 kHz to 25 kHz corresponding to the sample value of one detection data VKNK.
- the intensity DMFTC is calculated every 1 millisecond and stored in the memory.
- FIG. 3C shows a CRK pulse output from the crank angle position sensor 12.
- the falling time of the CRK pulse is used as a reference for the calculation execution time (hereinafter referred to as “CRK interrupt”).
- the timing at which the CRK interrupt occurs is stored, and the sine wave component intensity DMFTS and cosine wave component intensity DMFTC corresponding to 50 detection data obtained during the sampling period TS centered on the timing are stored.
- the frequency component intensity STFT (j, i) of each frequency (5 to 25 kHz) is calculated using the frequency (FIG. 3 (d)).
- the frequency component intensity STFT (j, i) is a dimensionless quantity indicating the relative intensity.
- 50 detection data obtained in the TS frequency component analysis centered on the target crank angle can be performed.
- it is less susceptible to engine rotation fluctuations than the method using detection data sampled within the sampling period starting from the time when the CRK interrupt occurs or within the sampling period starting from the time when the CRK interrupt occurs. The effect is obtained.
- FIG. 4 is a diagram showing the relationship between the CRK interrupt generation period CRME and the detection data sampling period (displayed as “STFT calculation”) TS applied to the calculation of the frequency component strength STFT.
- FIG. 4A shows an example in which the engine speed NE is 1000 rpm, and the sampling period TS and the interrupt generation period CRME coincide with each other. Therefore, when the engine speed NE exceeds 1000 rpm, the sampling periods TS partially overlap.
- FIG. 4B shows an example in which the engine speed NE is slightly higher than 2000 rpm, and the overlapping portion of the sampling period TS is long.
- the frequency component is obtained by using the previously calculated value as the integrated value of the sine wave component strength DMFTS and the integrated value of the cosine wave component strength DMFTC related to the overlapping portion.
- the calculation time required to calculate the intensity STFT is shortened.
- a solid line L11 illustrated in FIG. 5 is a diagram illustrating a relationship between the number of processing steps NS per unit time and the engine speed NE when the previously calculated value is used in the CPU used in the present embodiment.
- step number saturation rotational speed NESAT hereinafter referred to as “step number saturation rotational speed NESAT”
- the processing step number NS increases, and becomes a constant value NSSAT in the range of NE ⁇ NESAT. Therefore, in the present embodiment, the threshold value NETH is set to the step number saturation revolution number NESAT, and when the engine revolution number NE is equal to or greater than the threshold value NETH, an operation using the previous calculated value is performed.
- the broken line L12 shown in FIG. 5 shows the relationship between the engine speed NE and the processing step number NS when the FFT (Fast Fourier Transform) algorithm is used.
- the processing step number NS increases linearly as the engine speed NE increases, whereas the DFT algorithm is used and the engine speed NE is increased.
- FIG. 6 is a flowchart showing a procedure for calculating the frequency component intensity STFT.
- detection data VKNK is acquired.
- sine wave component intensity DMFTS (j, k) and cosine wave component intensity DMFTC (j, k) are calculated by the following equations (1) and (2).
- the index parameter k is an address number shown in FIG. 3B, and takes a value from “1” to ND (“50” in the present embodiment).
- ⁇ t corresponds to (sampling period ⁇ ND), and is 1 millisecond in this embodiment.
- DMFTS (j, k) VKNK (k) ⁇ sin ⁇ 2 ⁇ ⁇ (j + 5) ⁇ 1000 ⁇ ⁇ t ⁇ k / ND ⁇ (1)
- DMFTC (j, k) VKNK (k) ⁇ cos ⁇ 2 ⁇ ⁇ (j + 5) ⁇ 1000 ⁇ ⁇ t ⁇ k / ND ⁇ (2)
- steps S1 and S2 are executed every sampling period (20 microseconds).
- step S3 it is determined whether or not a CRK interrupt has occurred. If not, the process returns to step S1 to determine whether or not the engine speed NE is greater than or equal to the threshold value NETH at the timing when the CRK interrupt has occurred.
- the frequency component intensity STFT is calculated according to the following first formula (A) that does not use the previous use data, while when NE ⁇ NETH, the following second formula that uses the previous use data (
- the frequency component intensity STFT (j, i) is calculated according to B).
- the index parameter m is a modified address number set so that the address number k when the CRK interrupt occurs is “25” (see FIG. 3D).
- the index parameter mp is a modified address number applied at the time of previous calculation, mx is the previous boundary index, and my is the current boundary index, which are given by the following equations (3) and (4), respectively.
- NV is the number of data that can be used for the current STFT calculation among the data used for the previous STFT calculation, and the data number NV increases as the engine speed NE increases.
- the first term TRMS1 and the third term TRMC1 in the second formula (B) correspond to the previous calculated value of the integrated value, and the second term TRMS2 and the third term TRMC2 correspond to the newly calculated integrated value.
- the frequency component intensity STFT (j, i) is calculated by replacing a part of the integrated value of the sine wave component intensity and a part of the integrated value of the cosine wave component intensity with the previous calculated values (TRMS1, TRMC1), respectively.
- the frequency component intensity STFT is calculated as time series data as a two-dimensional matrix (hereinafter referred to as “spectrum time series map”) as shown in FIG.
- the vertical direction is the frequency f [kHz]
- the horizontal direction is the crank angle (crank angle after the top dead center at which the combustion stroke starts) CA [deg].
- intensity parameter KMAP is the same parameter as frequency component intensity STFT (j, i) in the present embodiment, and is a value on the spectrum time-series map, so the label KMAP is used.
- the intensity parameter KMAP (0,0) is “34” at the lower left corner
- the intensity parameter KMAP (0,14) is “31” at the lower right edge
- the intensity parameter KMAP (20,0) is “56” at the upper left edge.
- the intensity parameter KMAP (20, 14) corresponds to “30” in the upper right corner.
- the binarized spectrum time series map of FIG. 7B is obtained.
- the binarized intensity parameter NKMAP (j, i) that is an element of the map of FIG. 7B is less than “1” and “50” when the intensity parameter KMAP (j, i) is “50” or more. Sometimes it takes “0”.
- FIG. 7 (b) is a map corresponding to the frequency component intensity obtained when knocking indicated by a broken line in FIG. 22 occurs.
- the binarized spectrum time-series map corresponding to the seating noise of the intake valve shown by the solid line in FIG. 22 (noise caused by vibration generated when the intake valve of the engine 1 reaches the fully closed position) is shown in FIG.
- FIG. 7B the map is clearly different from the map at the time of occurrence of knocking shown in FIG. 7B, so that the seating noise is not erroneously determined to be knocking and accurate knocking determination can be performed.
- a binarized spectrum time series map corresponding to noise (hereinafter simply referred to as “noise map”) is further based on the binarized spectrum time series map when it is determined that knocking has not occurred.
- the influence of noise is removed by subtracting the noise learning value generated by the learning calculation and the noise learning value on the noise map from the corresponding value on the binarized spectrum time series map calculated from the detection data.
- FIG. 9 (a) is a diagram showing an example of a noise map obtained by learning calculation, and noise components appear in a band of 6 to 25 kHz at a timing of a crank angle of 6 degrees.
- FIG. 9B shows a binarized spectrum time series after performing noise removal processing by subtracting the noise component shown in FIG. 9A from the binarized spectrum time series map shown in FIG. 7B. Show the map.
- the present embodiment it is determined whether knocking has occurred or not by comparing the binarized spectrum time series map obtained from the detection data with the master pattern map shown in FIG. .
- the master pattern map corresponds to a typical binary spectrum time series map obtained when knocking occurs.
- the above comparison is specifically performed as follows.
- the integrated intensity value SUMAP is calculated.
- PFIT the relevance ratio PFIT exceeds the determination threshold value SLVL, it is determined that knocking has occurred.
- FIG. 10B shows the product of the binarized intensity parameter NKMAP (j, i) shown in FIG. 9B and the master parameter MMAP (j, i) on the master pattern map shown in FIG. A map of (NKMAP (j, i) ⁇ MMAP (j, i)) is shown.
- the product map of FIG. 10B is exactly the same as the original map shown in FIG. 9B, and the relevance ratio PFIT is “0.863”.
- weighting is performed according to the engine operating state when calculating the intensity integrated value SUMK and the reference integrated value SUMM.
- An example of the weighting map in which the weighting parameter WMAP (j, i) for performing this weighting is set is shown in FIG.
- the weighting map shown in FIG. 11 includes parameter values from a crank angle of 12 degrees to 72 degrees for a component having a frequency of 6 kHz, parameter values from a crank angle of 36 degrees to 66 degrees for a component having a frequency of 10 kHz, and frequencies of 11 kHz, 13 kHz, and 15 kHz.
- weights are set for the parameter values of the crank angle from 12 degrees to 30 degrees.
- the weighting by the weighting map as shown in FIG. 11 is performed in order to compensate for the change of the characteristic with respect to the frequency of the binarized spectrum time series map depending on the engine operating state. By performing weighting according to the engine operating state, it is possible to make an accurate determination regardless of the change in the engine operating state.
- FIG. 12 is a flowchart of the process for performing the knocking determination by the above-described method, and this process is executed by the CPU of the ECU 5 in synchronization with the generation of the TDC pulse.
- step S11 the binarized data map calculation process shown in FIG. 14 is executed, and the above-described binarized spectrum time series map is calculated.
- step S12 the noise removal process shown in FIG. 17 is executed, and the noise component is removed using a noise map as illustrated in FIG. 9A.
- step S13 the relevance ratio calculation process shown in FIG. 18 is executed, and the relevance ratio PFIT is calculated using the binarized spectrum time series map from which the noise component has been removed and the master pattern map.
- step S14 an SLVL map set as shown in FIG. 13, for example, is retrieved according to the engine speed NE and the intake pressure PBA, and a determination threshold SLVL is calculated.
- the determination threshold SLVL is calculated by interpolation calculation.
- step S15 it is determined whether or not the relevance ratio PFIT calculated in step S13 is larger than the determination threshold SLVL. If the answer is affirmative (YES), it is determined that knocking has occurred, and the knocking flag FKNOCK is set. “1” is set (step S16).
- step S15 If it is determined in step S15 that PFIT ⁇ SLVL, it is determined that knocking has not occurred, and the knocking flag FKNOCK is set to “0” (step S17). Next, the noise learning process shown in FIG. 20 is executed, and the noise map (see FIG. 9A) is updated.
- FIG. 14 is a flowchart of the binarized data map calculation process executed in step S11 of FIG.
- step S21 both the crank angle index i and the frequency index j are initialized to “0”.
- step S22 it is determined whether or not the frequency index j is larger than a value obtained by subtracting “1” from the frequency data number JN (21 in the present embodiment). Initially, the answer is negative (NO), so the process proceeds to step S23 to determine whether or not the crank angle index i is larger than the value obtained by subtracting “1” from the crank angle data number IN (15 in this embodiment). To do.
- step S23 since the answer to step S23 is also negative (NO), the intensity parameter KMAP (j, i) is set to the frequency component intensity STFT (j, i) stored in the memory (step S25).
- step S26 The binarization process shown in FIG. 15 is executed (step S26).
- step S27 the crank angle index i is incremented by "1".
- step S31 of FIG. 15 the BLVL map shown in FIG. 16 is searched according to the engine speed NE and the intake pressure PBA, and the binarization threshold BLVL is calculated.
- the BLVL map is set so that the binarization threshold BLVL increases as the engine speed NE increases, and the binarization threshold BLVL increases as the intake pressure PBA increases.
- the set value indicated by the line L1 is applied in the range from the first predetermined intake pressure PBA1 (for example, 53 kPa (400 mmHg)) to the second predetermined intake pressure PBA2 (for example, 80 kPa (600 mmHg)).
- Lines L2 and L3 correspond to a third predetermined intake pressure PBA3 (for example, 93 kPa (700 mmHg)) and a fourth predetermined intake pressure PBA4 (for example, 107 kPa (800 mmHg)), respectively.
- PBA3 for example, 93 kPa (700 mmHg)
- PBA4 for example, 107 kPa (800 mmHg)
- step S32 it is determined whether or not the strength parameter KMAP (j, i) is greater than the binarization threshold BLVL. If the answer is affirmative (YES), the binarization strength parameter NKMAP (j, i) Is set to "1" (step S33). On the other hand, if KMAP (j, i) ⁇ BLVL in step S32, the binarization strength parameter NKMAP (j, i) is set to “0” (step S34).
- step S24 to S27 are repeatedly executed.
- the process proceeds to step S28, where the crank angle index i To “0”, the frequency index j is incremented by “1”, and the process returns to step S22.
- steps S23 to S28 are repeatedly executed, and when the frequency index j exceeds (JN-1), this process ends.
- the intensity STFT (j, i) is set, the intensity parameter KMAP (j, i) is binarized, and the binarized intensity parameter NKMAP (j, i) is calculated. That is, the binarized spectrum time series map shown in FIG. 7B is generated.
- FIG. 17 is a flowchart of the noise removal process executed in step S12 of FIG.
- step S41 both the crank angle index i and the frequency index j are initialized to “0”.
- step S42 it is determined whether or not the frequency index j is larger than a value obtained by subtracting “1” from the frequency data number JN. Since this answer is negative (NO) at first, the process proceeds to step S43, and it is determined whether or not the crank angle index i is larger than a value obtained by subtracting “1” from the crank angle data number IN.
- NKMAP (j, i) NKMAP (j, i) ⁇ NNMAP (j, i) (6)
- step S45 it is determined whether or not the corrected binarization intensity parameter JKMAP (j, i) is a negative value. If the answer is negative (NO), the process immediately proceeds to step S47.
- step S47 the crank angle index i is incremented by “1”, and the process returns to step S43. While the answer to step S43 is negative (NO), steps S44 to S47 are repeatedly executed. When the crank angle index i exceeds (IN-1), the process proceeds to step S48, and the crank angle index i is set to “0”. At the same time, the frequency index j is incremented by "1”, and the process returns to step S42. While the answer to step S42 is negative (NO), steps S43 to S48 are repeatedly executed, and when the frequency index j exceeds (JN-1), this process ends.
- FIG. 18 is a flowchart of the precision calculation processing executed in step S13 of FIG.
- a master pattern map is selected according to the engine speed NE and the intake pressure PBA.
- a weighting map is selected according to the engine speed NE and the intake pressure PBA. The weighting map is provided in order to compensate for the change of the characteristic with respect to the frequency of the binarized spectrum time series map depending on the engine operating state.
- the engine speed NE or the intake pressure PBA engine load
- the temperature in the combustion chamber changes, and the binarized spectrum time series map changes. Therefore, by selecting the master pattern map and the weighting map according to the engine speed NE and the intake pressure PBA, it is possible to make an accurate determination regardless of changes in the engine operating state.
- nine master pattern maps and nine weighting maps are set in advance corresponding to nine engine operating regions defined by the engine speed NE and the intake pressure PBA.
- step S51 one of the nine master pattern maps is selected
- step S52 one of the nine weighting maps is selected.
- the low rotation region is, for example, a region where the engine speed NE is 2000 rpm or less
- the middle rotation region is a region from 2000 rpm to 4000 rpm
- the high rotation region is a region exceeding 4000 rpm.
- the low load area is, for example, an area where the intake pressure PBA is 67 kPa (500 mmHg) or less, the medium load area is an area from 67 kPa to 93 kPa (700 mmHg), and the high load area is an area exceeding 93 kPa.
- step S53 the crank angle index i and the frequency index j are both initialized to “0”, and the intensity integrated value SUMK and the reference integrated value SUMM are initialized to “0”.
- the intensity integrated value SUMK and the reference integrated value SUMM are updated in step S57, which will be described later, and are applied to the calculation of the relevance ratio PFIT in step S60.
- step S54 it is determined whether or not the frequency index j is larger than the value obtained by subtracting “1” from the frequency data number JN. Since this answer is negative (NO) at first, the process proceeds to step S55, where it is determined whether or not the crank angle index i is larger than the value obtained by subtracting “1” from the crank angle data number IN.
- step S55 the answer to step S55 is also negative (NO), so the process proceeds to step S56, and the weighting master parameter MMW and the weighting product parameter KMW are calculated by the following equations (7) and (8).
- WMAP (j, i) in the following formula is a weighting parameter set in the weighting map.
- the weighted product parameter KMW is obtained by weighting the product of the master parameter MMAP (j, i) and the corrected binarized intensity parameter JKMAP (j, i) by the weighting parameter WMAP (j, i).
- MMW MMAP (j, i) ⁇ WMAP (j, i) (7)
- KMW MMAP (j, i) ⁇ JKMAP (j, i) ⁇ WMAP (j, i) (8)
- step S57 the weighted master parameter MMW and the weighted product parameter KMW are integrated by the following formulas (9) and (10) to calculate the reference integrated value SUMM and the intensity integrated value SUMK.
- SUMM SUMM + MMW (9)
- SUMK SUMK + KMW (10)
- step S58 the crank angle index i is incremented by “1”, and the process returns to step S55. While the answer to step S55 is negative (NO), steps S56 to S58 are repeatedly executed.
- step S59 the crank angle index i is set to “0”.
- the frequency index j is incremented by “1”, and the process returns to step S54. While the answer to step S54 is negative (NO), steps S55 to S59 are repeatedly executed.
- the frequency index j exceeds (JN-1)
- the process proceeds to step S60, and the precision PFIT is expressed by the following equation (11). Is calculated.
- PFIT SUMK / SUMM (11)
- FIG. 20 is a flowchart of the noise learning process executed in step S18 of FIG.
- step S71 the crank angle index i, the frequency index j, the addition learning parameter LK, and the subtraction learning parameter LM are all initialized to “0”.
- step S72 it is determined whether or not the frequency index j is larger than a value obtained by subtracting “1” from the frequency data number JN. Since this answer is negative (NO) at first, the process proceeds to step S73, where it is determined whether or not the crank angle index i is larger than a value obtained by subtracting "1" from the crank angle data number IN.
- step S73 the answer to step S73 is also negative (NO), so the process proceeds to step S74 to determine whether or not the binarized intensity parameter NKMAP (j, i) is equal to the binarized noise parameter NNMAP (j, i). To do. If the answer is affirmative (YES), the process immediately proceeds to step S80.
- step S74 If the answer to step S74 is negative (NO) and the binarization intensity parameter NKMAP (j, i) is different from the binarization noise parameter NNMAP (j, i), the binarization intensity parameter NKMAP (j, i It is determined whether i) is larger than the binarized noise parameter NNMAP (j, i) (step S75). If the answer is affirmative (YES), the addition learning parameter LK is set to “1”, and the subtraction learning parameter LM is set to “0” (step S76). On the other hand, when NKMAP (j, i) ⁇ NNMAP (j, i), the addition learning parameter LK is set to “0” and the subtraction learning parameter LM is set to “1” (step S77).
- step S78 the addition learning parameter LK and the subtraction learning parameter LM are corrected by the following equations (12) and (13).
- DSNOISE in the equations (12) and (13) is a noise learning coefficient set to 0.1, for example.
- LK DSNOISE ⁇ LK (12)
- LM DSNOISE ⁇ LM (13)
- step S79 the addition learning parameter LK and the subtraction learning parameter LM are applied to the following equation (14) to update the noise parameter NMAP (j, i).
- step S80 the crank angle index i is incremented by “1”, and the process returns to step S73. While the answer to step S73 is negative (NO), steps S74 to S80 are repeatedly executed.
- step S81 the crank angle index i is set to “0”.
- step S81 the crank angle index i is set to “0”.
- step S72 the answer to step S72 is negative (NO)
- steps S73 to S81 are repeatedly executed.
- the frequency index j exceeds (JN-1)
- the process proceeds to step S82, and the noise map update process shown in FIG. Execute.
- step S91 of FIG. 21 both the crank angle index i and the frequency index j are initialized to “0”.
- step S92 it is determined whether or not the frequency index j is larger than a value obtained by subtracting “1” from the frequency data number JN. Since the answer to step S93 is negative (NO) at first, the process proceeds to step S93, where it is determined whether or not the crank angle index i is larger than a value obtained by subtracting “1” from the crank angle data number IN.
- step S94 determines whether or not the noise parameter NMAP (j, i) is larger than a noise binarization threshold NLVL (for example, 0.8). If this answer is affirmative (YES), the binarized noise parameter NNMAP (j, i) is set to “1” (step S95). On the other hand, if NMAP (j, i) ⁇ NLVL, the binarized noise parameter NNMAP (j, i) is set to “0” (step S96).
- NLVL noise binarization threshold
- step S97 the crank angle index i is incremented by “1”, and the process returns to step S93. While the answer to step S93 is negative (NO), steps S94 to S97 are repeatedly executed. When the crank angle index i exceeds (IN-1), the process proceeds to step S98, and the crank angle index i is set to “0”. At the same time, the frequency index j is incremented by "1”, and the process returns to step S92. While the answer to step S92 is negative (NO), steps S93 to S98 are repeatedly executed, and when the frequency index j exceeds (JN-1), this process ends.
- the binarization noise parameter NNMAP (j, i) is set to “1”, while the noise parameter NMAP When (j, i) is equal to or less than the noise binarization threshold NLVL, the binarization noise parameter NNMAP (j, i) is set to “0”.
- the noise map is updated according to the binarized intensity parameter NKMAP (j, i) when it is determined that knocking has not occurred. For example, as shown in the seating noise of the intake valve Noise that occurs regularly is reflected in the noise map. As a result, it is possible to make a highly accurate determination without the influence of noise.
- the precision PFIT may be calculated using the binarized intensity parameter NKMAP as it is without performing the noise removal process (FIG. 12, step S12).
- noise removal processing is not performed, there is a high possibility of being affected by noise.
- knocking determination can be performed separately from noise.
- the frequency component analysis of the output signal of the knock sensor 11 is performed at an interval of 6 degrees of the crank angle, and the spectrum which is the time series data of the frequency component intensity of 5 kHz to 25 kHz obtained as a result.
- a time series map is generated. That is, the elements of the spectrum time series map are stored in the memory as intensity parameters KMAP (j, i) that are two-dimensional array data. Then, by binarizing the intensity parameter KMAP (j, i), the binarized intensity parameter NKMAP (j, i) is calculated, and knocking is performed based on the binarized intensity parameter NKMAP (j, i). It is determined whether it has occurred.
- the binarization intensity parameter NKMAP (j, i) reflects the change in frequency component distribution accompanying the engine rotation
- the binarization intensity parameter NKMAP (j, i) and the specific change pattern when knocking occurs The occurrence of knocking can be accurately determined by comparing the master parameter MMAP (j, i) on the master pattern map corresponding to.
- the intensity parameter KMAP (j, i) obtained as a result of frequency component analysis the amount of data is reduced and the change pattern of the time-series data is simplified. Speed can be increased.
- the relevance ratio PFIT is used as a parameter indicating this similarity (correlation), and it is determined that knocking has occurred when the relevance ratio PFIT exceeds the determination threshold value SLVL.
- the similarity (correlation) between the binarized strength parameter NKMAP (j, i) (JKMAP (j, i)) and the master parameter MMAP (j, i) is a relatively simple calculation. Therefore, it is possible to accurately evaluate and make an accurate determination.
- time series data NNMAP (j, i) of the noise component is calculated, and the binarized intensity parameter NKMAP (j, i) is time series data of the noise component.
- the noise parameter NNMAP (j, i) is corrected by the noise parameter NNMAP (j, i)
- knocking determination is performed based on the corrected binarized intensity parameter JKMAP (j, i). Therefore, it is possible to perform more accurate determination by removing noise components that appear regularly such as the seating noise described above.
- the binarization strength parameter NKMAP (j, i) (JNKMAP (j, i)) and the master parameter MMAP (j, i) are multiplied by a weighting parameter WMAP (j, i) set according to the frequency. Then, the precision PFIT is calculated. Since the frequency component that increases when knocking occurs is known in advance, the determination accuracy can be improved by giving a large weight to a parameter corresponding to a frequency in the vicinity of the frequency.
- the ECU 5 constitutes sampling means, element strength calculation means, and frequency component strength calculation means.
- the present invention is not limited to the above-described embodiment, and various modifications are possible.
- the sampling period of the knock sensor output and the crank angle interval for performing frequency component analysis are not limited to those described above (20 microseconds, 6 degrees), and can be changed within a range in which the object of the present invention is achieved.
- the binarized spectrum time series map (configured by a matrix of 21 rows ⁇ 15 columns in the above-described embodiment) can be similarly changed.
- the device for performing the frequency analysis of the detection value by the knock sensor is shown.
- the present invention is not limited to this, and the frequency component analysis of the engine operation parameter detection value is synchronized with the engine rotation (CRK interruption). It can be applied to For example, the present invention can also be applied to frequency component analysis of the instantaneous rotational speed of the engine 1 obtained as the CRK pulse (interrupt) generation period CRME output from the CRK sensor or the inverse thereof.
- the threshold value NETH of the engine speed NE is set to the step number saturation speed NESAT where the number of calculation steps per unit time is saturated.
- the sampling period TS of the data used for calculating the frequency component intensity is used.
- the rotation speed NETS that is shorter than the CRK interrupt generation cycle CRME, or a rotation speed slightly higher than the rotation speed NETS (for example, about 100 rpm higher) may be set as the threshold value NETH.
- the rotational speed NETS is 1000 rpm.
- the relevance ratio PFIT is calculated by multiplying the binarization strength parameter NKMAP (j, i) and the master parameter MMAP (j, i) by the weighting parameter WMAP (j, i). The calculation may be performed without multiplying the parameter WMAP (j, i), that is, without weighting.
- the determination threshold SLVL, the binarization threshold BLVL, the master pattern map, and the weighting map are calculated or selected according to the engine speed NE and the intake pressure PBA. It may be fixed to a value or one map.
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Data Mining & Analysis (AREA)
- Databases & Information Systems (AREA)
- Software Systems (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
図1は、本発明の一実施形態にかかる内燃機関(以下「エンジン」という)及びその制御装置の全体構成図であり、例えば4気筒のエンジン1の吸気管2の途中にはスロットル弁3が配されている。スロットル弁3にはスロットル弁開度THを検出するスロットル弁開度センサ4が連結されており、センサ4の検出信号は、電子制御ユニット(以下「ECU」という)5に供給される。
ECU5には、エンジン1のクランク軸(図示せず)の回転角度を検出するクランク角度位置センサ12が接続されており、クランク軸の回転角度に応じた信号がECU5に供給される。クランク角度位置センサ12は、エンジン1の特定の気筒の所定クランク角度位置でパルス(以下「CYLパルス」という)を出力する気筒判別センサ、各気筒の吸入行程開始時の上死点(TDC)に関し所定クランク角度前のクランク角度位置で(4気筒エンジンではクランク角180度毎に)TDCパルスを出力するTDCセンサ及びTDCパルスより短い一定クランク角周期(例えば6度周期)で1パルス(以下「CRKパルス」という)を発生するCRKセンサから成り、CYLパルス、TDCパルス及びCRKパルスがECU5に供給される。これらのパルスは、燃料噴射時期、点火時期等の各種タイミング制御、エンジン回転数(エンジン回転速度)NEの検出に使用される。
DMFTS(j,k)=VKNK(k)×
sin{2π×(j+5)×1000×Δt×k/ND} (1)
DMFTC(j,k)=VKNK(k)×
cos{2π×(j+5)×1000×Δt×k/ND} (2)
my=NV+1 (4)
ここでNVは前回のSTFT算出に使用したデータのうち、今回のSTFT算出に使用できるデータの数であり、データ数NVはエンジン回転数NEが高くなるほど増加する。
上述したように周波数成分強度STFTは、時系列データとして図7(a)に示すように2次元マトリクス(以下「スペクトル時系列マップ」という)として算出される。スペクトル時系列マップは縦方向が周波数f[kHz]であり、横方向がクランク角度(燃焼行程が開始する上死点後のクランク角度)CA[deg]である。ここで、縦方向及び横方向のインデクスとしてそれぞれ周波数インデクスj(j=0~20)及びクランク角インデクスi(i=0~14)を用い、スペクトル時系列マップの要素を強度パラメータKMAP(j,i)と表示する(強度パラメータKMAPは、本実施形態では周波数成分強度STFT(j,i)と同じパラメータであり、スペクトル時系列マップ上の値であることからKMAPというラベルを使用する)。例えば強度パラメータKMAP(0,0)は、左下端の「34」、強度パラメータKMAP(0,14)は右下端の「31」、強度パラメータKMAP(20,0)は左上端の「56」、強度パラメータKMAP(20,14)は右上端の「30」に相当する。
ステップS21では、クランク角インデクスi及び周波数インデクスjをいずれも「0」に初期化する。ステップS22では、周波数インデクスjが周波数データ数JN(本実施形態では21)から「1」を減算した値より大きいか否かを判別する。最初はこの答は否定(NO)であるので、ステップS23に進み、クランク角インデクスiがクランク角データ数IN(本実施形態では15)から「1」を減算した値より大きいか否かを判別する。
ステップS41では、クランク角インデクスi及び周波数インデクスjをともに「0」に初期化する。ステップS42では、周波数インデクスjが周波数データ数JNから「1」を減算した値より大きいか否かを判別する。最初はこの答は否定(NO)であるので、ステップS43に進み、クランク角インデクスiがクランク角データ数INから「1」を減算した値より大きいか否かを判別する。
JKMAP(j,i)=NKMAP(j,i)-NNMAP(j,i) (6)
ステップS51では、エンジン回転数NE及び吸気圧PBAに応じてマスタパターンマップを選択し、ステップS52では、エンジン回転数NE及び吸気圧PBAに応じて重み付けマップを選択する。重み付けマップは、エンジン運転状態に依存して二値化スペクトル時系列マップの周波数に対する特性が変化することを補償するために設けられている。エンジン回転数NEまたは吸気圧PBA(エンジン負荷)が変化すると、燃焼室内の温度が変化し、二値化スペクトル時系列マップが変化する。したがって、エンジン回転数NE及び吸気圧PBAに応じてマスタパターンマップ及び重み付けマップを選択することにより、エンジン運転状態の変化に拘わらず正確な判定を行うことが可能となる。
MMW=MMAP(j,i)×WMAP(j,i) (7)
KMW=MMAP(j,i)×JKMAP(j,i)×WMAP(j,i) (8)
SUMM=SUMM+MMW (9)
SUMK=SUMK+KMW (10)
PFIT=SUMK/SUMM (11)
LK=DSNOISE×LK (12)
LM=DSNOISE×LM (13)
NMAP(j,i)=NMAP(j,i)+LK-LM (14)
5 電子制御ユニット(サンプリング手段、要素強度算出手段、周波数成分強度算出手段)
11 ノックセンサ
Claims (8)
- 内燃機関の運転パラメータの検出値についての周波数成分分析を、前記機関の回転に同期して行う周波数成分分析装置であって、
前記運転パラメータを所定時間間隔でサンプリングし、サンプル値をデジタル値に変換するサンプリング手段と、
前記検出値に含まれる複数の周波数成分に対応する、第1要素の強度及び前記第1要素に対して位相が90度ずれた第2要素の強度を、所定数のサンプル値について算出する要素強度算出手段と、
前記第1要素強度及び前記第2要素強度を用いて前記複数周波数の周波数成分強度を前記機関の回転に同期して算出する周波数成分強度算出手段とを備え、
前記周波数成分強度算出手段は、前記機関の回転速度が設定閾値以上であるときは、前記第1要素強度の積算値の一部及び前記第2要素強度の積算値の一部をそれぞれ前回算出値に置き換えて前記周波数成分強度の算出を行う周波数成分分析装置。 - 前記設定閾値は、前記所定数のサンプル値を得るのに要する時間に応じて設定される請求項1の周波数成分分析装置。
- 前記設定閾値は、前記周波数成分強度の算出に必要とされる単位時間当たりの処理ステップ数に応じて設定される請求項1の周波数成分分析装置。
- 前記周波数成分強度算出手段は、前記機関の回転に同期したトリガ信号の発生時期を中心とした所定期間内に得られたサンプル値を用いて前記周波数成分強度の算出を行う請求項1から3の何れか1項の周波数成分分析装置。
- 内燃機関の運転パラメータの検出値についての周波数成分分析を、前記機関の回転に同期して行う周波数成分分析方法であって、
a)前記運転パラメータを所定時間間隔でサンプリングしてサンプル値をデジタル値に変換し、
b)前記検出値に含まれる複数の周波数成分に対応する、第1要素の強度及び前記第1要素に対して位相が90度ずれた第2要素の強度を、所定数のサンプル値について算出し、
c)前記第1要素強度及び前記第2要素強度を用いて前記複数周波数の周波数成分強度を前記機関の回転に同期して算出する
ステップを備え、
前記機関の回転速度が設定閾値以上であるときは、前記第1要素強度の積算値の一部及び前記第2要素強度の積算値の一部をそれぞれ前回算出値に置き換えて前記周波数成分強度の算出が行われる周波数成分分析方法。 - 前記設定閾値は、前記所定数のサンプル値を得るのに要する時間に応じて設定される請求項5の周波数成分方法。
- 前記設定閾値は、前記周波数成分強度の算出に必要とされる単位時間当たりの処理ステップ数に応じて設定される請求項5の周波数成分分析方法。
- 前記周波数成分強度算出手段は、前記機関の回転に同期したトリガ信号の発生時期を中心とした所定期間内に得られたサンプル値を用いて前記周波数成分強度の算出を行う請求項5から7の何れか1項の周波数成分分析方法。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/120,433 US8725463B2 (en) | 2008-09-26 | 2009-09-09 | Frequency spectrum analyzing apparatus |
JP2009548254A JP4879329B2 (ja) | 2008-09-26 | 2009-09-09 | 周波数成分分析装置 |
EP09816050.0A EP2327868B1 (en) | 2008-09-26 | 2009-09-09 | Frequency spectrum analyzing apparatus |
CN200980137791XA CN102165172B (zh) | 2008-09-26 | 2009-09-09 | 频率成分分析装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2008-247658 | 2008-09-26 | ||
JP2008247658 | 2008-09-26 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2010035634A1 true WO2010035634A1 (ja) | 2010-04-01 |
Family
ID=42059636
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2009/065696 WO2010035634A1 (ja) | 2008-09-26 | 2009-09-09 | 周波数成分分析装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8725463B2 (ja) |
EP (1) | EP2327868B1 (ja) |
JP (1) | JP4879329B2 (ja) |
CN (1) | CN102165172B (ja) |
WO (1) | WO2010035634A1 (ja) |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9157825B2 (en) | 2008-05-01 | 2015-10-13 | GM Global Technology Operations LLC | Engine knock diagnostic |
FR2976074B1 (fr) * | 2011-06-01 | 2013-05-17 | IFP Energies Nouvelles | Methode d'estimation de l'intensite du cliquetis d'un moteur a combustion interne par inversion d'une equation d'onde |
US9441556B2 (en) * | 2013-03-15 | 2016-09-13 | GM Global Technology Operations LLC | Noise updating systems and methods |
US9695956B2 (en) * | 2013-07-29 | 2017-07-04 | Dresser, Inc. | Spectral analysis based detector for a control valve |
FR3029483A1 (fr) * | 2014-12-08 | 2016-06-10 | Peugeot Citroen Automobiles Sa | Procede, dispositif et installation de determination d’informations relatives au fonctionnement d’un groupe motopropulseur presentant un acyclisme |
FR3029482A1 (fr) * | 2014-12-08 | 2016-06-10 | Peugeot Citroen Automobiles Sa | Procede et dispositif de controle de parametre(s) de fonctionnement d’un groupe motopropulseur generant un acyclisme produisant un bruit et/ou une vibration |
US20160370255A1 (en) * | 2015-06-16 | 2016-12-22 | GM Global Technology Operations LLC | System and method for detecting engine events with an acoustic sensor |
CN105629063A (zh) * | 2015-12-27 | 2016-06-01 | 哈尔滨米米米业科技有限公司 | 基于pxi的虚拟频谱分析仪 |
US10385799B2 (en) * | 2015-12-30 | 2019-08-20 | International Business Machines Corporation | Waveform analytics for optimizing performance of a machine |
JP6203896B1 (ja) * | 2016-04-15 | 2017-09-27 | 本田技研工業株式会社 | 内燃機関のノッキング検出装置 |
US10961942B2 (en) * | 2016-08-31 | 2021-03-30 | Ai Alpine Us Bidco Inc | System and method for determining the timing of an engine event |
DE102017200297A1 (de) * | 2016-12-21 | 2018-06-21 | Robert Bosch Gmbh | Verfahren zum Durchführen einer Adaption einer Brennkraftmaschine, Computerprogramm, maschinenlesbares Speichermedium und Steuergerät |
CN107478387A (zh) * | 2017-07-26 | 2017-12-15 | 安庆市鼎立汽车配件有限公司 | 一种气门密封性智能检测系统 |
CN107328581A (zh) * | 2017-07-26 | 2017-11-07 | 安庆市鼎立汽车配件有限公司 | 一种智能化气门检测系统 |
JP6605185B1 (ja) * | 2019-04-08 | 2019-11-13 | 三菱電機株式会社 | 数値制御装置およびびびり振動の発生判定方法 |
JP7133527B2 (ja) * | 2019-09-30 | 2022-09-08 | 本田技研工業株式会社 | スペクトル算出装置及びスペクトル算出方法 |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01303673A (ja) | 1988-06-01 | 1989-12-07 | Casio Comput Co Ltd | 画像データ記録装置 |
JPH04309871A (ja) * | 1991-04-08 | 1992-11-02 | Fujitsu Ltd | 信号処理装置及びその方法 |
JPH06258192A (ja) * | 1992-11-12 | 1994-09-16 | Texas Instr Inc <Ti> | エンジンの動作状態をモニタするための装置と方法 |
JPH11295188A (ja) * | 1998-04-14 | 1999-10-29 | Denso Corp | 内燃機関用制御信号処理システム |
JPH11315752A (ja) * | 1998-04-30 | 1999-11-16 | Denso Corp | 内燃機関用制御信号処理システム |
JP2000227013A (ja) | 1999-02-05 | 2000-08-15 | Honda Motor Co Ltd | 内燃機関の動弁制御装置 |
JP2005090250A (ja) * | 2003-09-12 | 2005-04-07 | Nissan Motor Co Ltd | エンジンのノック制御装置 |
JP2008025418A (ja) | 2006-07-19 | 2008-02-07 | Honda Motor Co Ltd | 内燃機関の可変動弁機構 |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2787760A (en) * | 1952-12-19 | 1957-04-02 | Sperry Rand Corp | Automotive engine analyzer |
US2867766A (en) * | 1955-05-25 | 1959-01-06 | Sperry Rand Corp | Engine analyzer system |
US3287965A (en) * | 1963-09-27 | 1966-11-29 | United Aircraft Corp | Engine performance indicator |
US3485093A (en) * | 1965-09-16 | 1969-12-23 | Universal Testproducts Inc | Engine performance analyzer |
US3517173A (en) * | 1966-12-29 | 1970-06-23 | Bell Telephone Labor Inc | Digital processor for performing fast fourier transforms |
US4305254A (en) * | 1980-02-20 | 1981-12-15 | Daihatsu Motor Co., Ltd. | Control apparatus and method for engine/electric hybrid vehicle |
US4407132A (en) * | 1980-02-20 | 1983-10-04 | Daihatsu Motor Co., Ltd. | Control apparatus and method for engine/electric hybrid vehicle |
US4976241A (en) * | 1988-10-13 | 1990-12-11 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Method for determining combustion condition in spark ignition internal combustion engine and combustion condition control device |
US5206809A (en) | 1989-09-04 | 1993-04-27 | Nissan Motor Company, Limited | Heat measuring system for detecting knock in internal combustion engine |
JPH06281523A (ja) | 1993-03-29 | 1994-10-07 | Fujitsu Ten Ltd | Fftを使用したノッキング信号処理装置 |
US6246952B1 (en) | 1998-04-14 | 2001-06-12 | Denso Corporation | Engine control signal processing system with frequency analysis by fourier transform algorithm |
JPH11303673A (ja) | 1998-04-21 | 1999-11-02 | Denso Corp | 内燃機関用制御信号処理システム |
DE10201073A1 (de) * | 2002-01-14 | 2003-07-31 | Siemens Ag | Verfahren zur Verarbeitung eines Sensorsignals eines Klopf-Sensors für eine Brennkraftmaschine |
JP4039295B2 (ja) | 2003-04-04 | 2008-01-30 | 株式会社デンソー | ノッキング検出装置 |
JP4605642B2 (ja) * | 2004-12-14 | 2011-01-05 | 株式会社デンソー | 内燃機関のノック判定装置 |
US7606655B2 (en) * | 2006-09-29 | 2009-10-20 | Delphi Technologies, Inc. | Cylinder-pressure-based electronic engine controller and method |
JP4600431B2 (ja) * | 2007-05-30 | 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 |
WO2010090113A1 (ja) * | 2009-02-06 | 2010-08-12 | 本田技研工業株式会社 | 周波数成分分析装置 |
WO2011074302A1 (ja) * | 2009-12-18 | 2011-06-23 | 本田技研工業株式会社 | 内燃機関の制御装置 |
-
2009
- 2009-09-09 WO PCT/JP2009/065696 patent/WO2010035634A1/ja active Application Filing
- 2009-09-09 EP EP09816050.0A patent/EP2327868B1/en not_active Not-in-force
- 2009-09-09 US US13/120,433 patent/US8725463B2/en active Active
- 2009-09-09 JP JP2009548254A patent/JP4879329B2/ja not_active Expired - Fee Related
- 2009-09-09 CN CN200980137791XA patent/CN102165172B/zh active Active
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01303673A (ja) | 1988-06-01 | 1989-12-07 | Casio Comput Co Ltd | 画像データ記録装置 |
JPH04309871A (ja) * | 1991-04-08 | 1992-11-02 | Fujitsu Ltd | 信号処理装置及びその方法 |
JPH06258192A (ja) * | 1992-11-12 | 1994-09-16 | Texas Instr Inc <Ti> | エンジンの動作状態をモニタするための装置と方法 |
JPH11295188A (ja) * | 1998-04-14 | 1999-10-29 | Denso Corp | 内燃機関用制御信号処理システム |
JPH11315752A (ja) * | 1998-04-30 | 1999-11-16 | Denso Corp | 内燃機関用制御信号処理システム |
JP2000227013A (ja) | 1999-02-05 | 2000-08-15 | Honda Motor Co Ltd | 内燃機関の動弁制御装置 |
JP2005090250A (ja) * | 2003-09-12 | 2005-04-07 | Nissan Motor Co Ltd | エンジンのノック制御装置 |
JP2008025418A (ja) | 2006-07-19 | 2008-02-07 | Honda Motor Co Ltd | 内燃機関の可変動弁機構 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2327868A4 |
Also Published As
Publication number | Publication date |
---|---|
US20110178750A1 (en) | 2011-07-21 |
EP2327868A1 (en) | 2011-06-01 |
CN102165172A (zh) | 2011-08-24 |
US8725463B2 (en) | 2014-05-13 |
EP2327868A4 (en) | 2011-09-07 |
EP2327868B1 (en) | 2015-04-08 |
JP4879329B2 (ja) | 2012-02-22 |
CN102165172B (zh) | 2013-05-29 |
JPWO2010035634A1 (ja) | 2012-02-23 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4879329B2 (ja) | 周波数成分分析装置 | |
JP4827936B2 (ja) | 内燃機関のノッキング検出装置 | |
WO2010090113A1 (ja) | 周波数成分分析装置 | |
US6456927B1 (en) | Spectral knock detection method and system therefor | |
EP1801400A1 (en) | Device and method for calculating work load of engine | |
JP4327582B2 (ja) | ノッキング検知装置 | |
JP4764485B2 (ja) | 周波数成分分析装置 | |
JP4869366B2 (ja) | 内燃機関のノッキング検出装置 | |
JP4841637B2 (ja) | 周波数成分分析装置 | |
JP4939591B2 (ja) | 内燃機関の燃焼状態監視装置 | |
JP5511913B2 (ja) | 周波数成分分析装置 | |
JP5090434B2 (ja) | 圧電型力検出装置 | |
JP6203896B1 (ja) | 内燃機関のノッキング検出装置 | |
Heyne Minehart | DATA DRIVEN SENSOR FUSION FOR CYCLE-CYCLE IMEP ESTIMATION | |
Minehart | Data Driven Sensor Fusion for Cycle-Cycle Imep Estimation | |
EP0731349A1 (en) | Spectral knock detection method and system therefor | |
JP2019196737A (ja) | ノッキング検出装置およびノッキング検出方法 | |
JP2017190767A (ja) | 内燃機関のノッキング検出装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200980137791.X Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2009548254 Country of ref document: JP |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 09816050 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2009816050 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13120433 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |