EP3714149A1 - Method for operating an internal combustion engine having at least one combustion chamber and internal combustion engine for carrying out such a method - Google Patents
Method for operating an internal combustion engine having at least one combustion chamber and internal combustion engine for carrying out such a methodInfo
- Publication number
- EP3714149A1 EP3714149A1 EP18807915.6A EP18807915A EP3714149A1 EP 3714149 A1 EP3714149 A1 EP 3714149A1 EP 18807915 A EP18807915 A EP 18807915A EP 3714149 A1 EP3714149 A1 EP 3714149A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- sound signal
- signal
- borne sound
- internal combustion
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- 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
-
- 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
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
Definitions
- the invention relates to a method for operating an internal combustion engine and to an internal combustion engine which is set up to operate with such a method.
- an internal combustion engine in which combustion chambers of the internal combustion engine are monitored for knock events, with an injection start and thus a time of ignition for a cylinder for which a knock event is detected, is gradually retarded until no more knocking occurs in the cylinder. It is also known in principle to determine such knock events from structure-borne sound signals, which can be detected in particular with knock sensors. However, during operation of an internal combustion engine, interference signals in the form of structure-borne sound vibrations which do not originate in knocking events arise. For example, in the upper ignition dead center of an internal combustion engine designed as a reciprocating engine, system changes of the individual pistons occur if, on the one hand, they are acted upon by the load change in the connecting rod piston connection and, on the other hand, by the combustion chamber pressure. Such plant changes lead to
- Structure-borne sound vibrations and, as a consequence, structure-borne sound signals which can be detected, in particular, by structure-borne noise sensors, such as knock sensors, which lie within a temporal measurement window of the knock control.
- structure-borne noise sensors such as knock sensors
- These interference signals can therefore not be separated from knocking events with respect to their temporal occurrence.
- the noise can contain the same frequency components as generated by knocking events
- the invention is based on the object, a method for operating a
- the object is achieved in particular by a method for operating a
- Internal combustion engine which has at least one combustion chamber, wherein for the at least one combustion chamber during operation of the internal combustion engine, a structure-borne sound signal is detected time-dependent.
- a structure-borne sound signal is detected time-dependent.
- a predetermined - in particular temporal - measuring window is at least one evaluation variable - in particular no signal amplitude of
- Structure-borne sound signal is - determined from the detected structure-borne sound signal, in particular calculated, wherein the at least one evaluation variable with at least one predetermined
- Comparison size is compared, from which at least one comparison result is obtained.
- the structure-borne noise signal is assigned either a knock event in the combustion chamber or an interference signal.
- This procedure is based on the finding that, for example, interference signals generated in the measurement window by system change can be separated from knock events by importing a metric which is applied to a determination variable determined from the structure-borne sound signal. By comparing the evaluation variable with the comparison variable, a metric is created which makes it possible to distinguish knock events from interference signals.
- the structure-borne sound signal is detected as a function of time implies that this is recorded explicitly as a function of time. Additionally or alternatively, it is also possible that the structure-borne noise signal in dependence on a crankshaft angle, ie in degrees
- crankshaft angle (° CA) is detected. It is also possible that the structure-borne sound signal initially with explicit time dependence - in particular with a certain resolution - recorded, and then, speed-dependent, in a dependent on the crankshaft angle
- Structure-borne noise signal is converted or transformed. There is a clear relationship between the time on the one hand and the crankshaft angle on the other hand about the instantaneous speed.
- the structure-borne sound signal is detected only in the predetermined measurement window. But it is also possible that the structure-borne noise signal continuously detected, and only within the predetermined measurement window - at least with regard to a possible knock event - is evaluated.
- the predetermined measurement window is preferably defined by a specific one
- Crankshaft angle range which preferably includes the upper ignition dead center (ignition TDC).
- ignition TDC ignition dead center
- the predetermined measuring window - expressed in degrees crankshaft angle - from 25 ° CA before the ignition TDC to 55 ° CA after the ignition TDC, ie from -25 ° CA to +55 ° CA extends when the Ignition OT is set by convention at 0 ° CA, wherein the predetermined measurement window preferably from -20 ° CA to +50 ° CA,
- the at least one evaluation variable is only detected from the at least one evaluation variable
- Structure-borne noise signal determined when it exceeds a predetermined limit amplitude maximum, ie a predetermined level, with a maximum within the predetermined measurement window.
- This limit amplitude maximum is preferably chosen so that a knocking event can be excluded, at least with great certainty, if the limit amplitude maximum is not exceeded. It then requires no further evaluation of the structure-borne sound signal, so that the associated computation time and thus the
- the structure-borne sound signal within the predetermined measurement window exceeds the predetermined limit amplitude value, wherein the further method steps are only performed if this is actually the case. It has also been shown that the predetermined limit amplitude value as such is insufficient to reliably separate knock events from interference signals. It is possible for a plurality of evaluation variables to be determined from the recorded structure-borne sound signal. The different evaluation variables are then preferably used to distinguish between knock events and interference signals, with a predetermined comparison variable being particularly preferably provided for each evaluation variable, each one being provided
- Evaluation size is compared with their respective assigned predetermined comparison variable. There will then be obtained as many comparison results as evaluation sizes are used.
- the decision as to whether a knock event or an interference signal is present is then preferably made in the sense of a majority decision. A knocking event is therefore recognized when the majority of the comparison results suggest it, the
- Knock prevention measure is performed when the structure-borne sound signal
- Tapping event is assigned. Conversely, no knock prevention measure is preferably performed if the structure-borne sound signal is assigned an interference signal. In this way, the unnecessary and harmful to the efficiency of the internal combustion engine initiating a knock prevention measure is suppressed when the structure-borne sound signal is assigned an interference signal.
- Knlopverhi the degree of the efficiency of the internal combustion engine initiating a knock prevention measure is suppressed when the structure-borne sound signal is assigned an interference signal.
- Ignition timing in particular an injection timing and / or an ignition timing, for the at least one combustion chamber late, so closer to the upper ignition dead center, adjusted. In this way, a knock in the at least one combustion chamber can be reduced, whereby the internal combustion engine is spared.
- the time of ignition can be re-adjusted early if knock events no longer occur.
- the structure-borne noise signal is detected by means of a knock sensor.
- Knock sensors have proven to be extremely rugged and durable, as well as cost effective. It is possible that each combustion chamber of the
- Internal combustion engine has only one knock sensor for all combustion chambers, or that the internal combustion engine has separate knock sensors for different combustion chamber groups, for example, a knock sensor for each cylinder bank.
- the structure-borne sound signal is detected by means of a combustion chamber pressure sensor.
- a combustion chamber pressure sensor In particular, if the internal combustion engine anyway
- Combustion chamber pressure sensor has, for example, for a pressure indication in the at least one combustion chamber, this can be used advantageously for detecting the structure-borne noise signal.
- an energy quantity of the structure-borne sound signal in the predetermined measurement window is determined as the evaluation variable.
- An energy quantity is understood to mean a quantity that is characteristic of the energy contained in the structure-borne sound signal within the predetermined measurement window.
- a temporal length of a signal curve profile of the structure-borne sound signal in the predetermined measurement window is preferably determined as the evaluation variable. Under a waveform curve of the structure-borne sound signal is thereby the course of a certain starting value to a certain end value within the predetermined
- Measurement window understood, wherein the specific start value and the determined end value are selected so that a peak or a peak of the structure-borne sound signal in the interval between the determined start value and the determined end value.
- the signal curve profile is considered in particular on the basis of a first signal threshold value of the structure-borne sound signal up to a second signal threshold, the time length between a time index value assigned to the first signal threshold value and a time index value assigned to the second signal threshold value being calculated.
- Noise signal is detected when the time length is shorter than this predetermined length value. In this way, the proportion of false-positive detected knock signals can be significantly reduced starting from a comparison state without performing the method.
- a signal form variable of the structure-borne sound signal in the predetermined measurement window is determined as the evaluation variable.
- the waveform size is in particular characteristic of a Lorm of the waveform curve of the
- At least two of the evaluation variables for example the
- a knocking event is particularly preferably recognized when the comparison results associated with the two evaluation variables speak for a knock event, wherein an interference signal is detected if only one of the two comparison results is detected or no comparison result for a knocking event speaks / speak. It is also possible to use all the evaluation quantities cumulatively. The accuracy of the method can be further increased by linking the evaluation variables.
- a threshold value is used as a comparison variable, wherein a knock event in the combustion chamber is assigned to the structure-borne sound signal if the evaluation variable is greater than the threshold value and an acoustic signal is assigned to the structure-borne sound signal if the evaluation variable is smaller than the threshold value.
- Structure-borne noise signal are provided. As previously stated, it is preferred to use various metrics that are used cumulatively to discriminate knock events on the one hand and noise signals on the other hand.
- the comparative size is preferably determined in test bench tests. It is in
- Test bench tests make it possible to differentiate a knocking combustion from an interference signal in various ways, so that it is possible to create frequency distributions, in particular in the form of histograms, of knock events on the one hand and interference signals on the other hand for evaluation variables, in which case the frequency distributions of interference signals on the one hand and knocking events on the other hand
- a suitable benchmark on the scale of the evaluation size can be set to ensure the safest possible distinction.
- the energy quantity is determined by the structure-borne noise signal - possibly only in the predetermined measurement window - is squared, wherein the squared structure-borne sound signal is integrated over the predetermined measurement window. In this way, a measurement number is obtained, which is in any case characteristic of the energy contained in the structure-borne sound signal.
- the temporal length of the signal curve profile is preferably determined in the following manner:
- the structure-borne sound signal is - possibly only within the measurement window - squared, wherein the squared structure-borne sound signal with a maximum (peak value) of the squared
- Structure-borne noise signal is normalized within the predetermined measurement window. This happens in particular in that the maximum of the squared structure-borne sound signal is determined within the predetermined measurement window, and that thereafter the squared structure-borne sound signal in total, ie at each point of the signal curve, is divided by the determined maximum of the squared structure-borne sound signal. Thus, all squared structure-borne noise signals are normalized to a maximum value of 1.
- a first time-index value is determined in the measurement window at a first signal threshold value, a second-temporally later-time-index value being determined at a second signal threshold value.
- the first signal threshold and the second signal threshold are preferably defined as percentage thresholds from the maximum of the squared signal waveform. It is possible for the first signal threshold and the second signal threshold to be set equal. However, it is also possible that different values for the first signal threshold on the one hand and the second signal threshold on the other hand are used.
- the first time-index value used is the time or the crankshaft angle at which the first signal threshold is reached for the first time-before passing through the maximum-where the second time-index value is the time or crankshaft angle at which the second signal threshold-after passing through of
- the temporal length is the difference between the second time-index value and the first time-index value.
- the time length is preferably calculated in ° KW. If the time index values are recorded as times, because the structure-borne sound signal is also explicitly detected as a function of time, the time length is preferably calculated by multiplying the difference of the time index values by the temporal resolution of the detection of the structure-borne sound signal in ° CA - in particular depending on a current speed of the internal combustion engine ,
- the signal form size is preferably determined as follows:
- the structure-borne sound signal is squared, possibly only in the predetermined measurement window. The squared
- Structure-borne sound signal is normalized with the maximum (peak value) of the squared structure-borne sound signal within the predetermined measurement window.
- the normalization takes place as explained for the determination of the time length.
- the normalized, squared structure-borne sound signal is integrated over the predetermined measurement window.
- the waveform size is obtained as a measure that is characteristic of the waveform.
- the signal form size is formed analogously to the energy quantity except for normalization.
- the structure-borne sound signal is filtered before squaring, in particular both when determining the energy quantity and when determining the time length of the signal curve profile and also when determining the signal shape size.
- the internal combustion engine has, in particular, a control unit which is set up to carry out the method. It is possible that a separate control unit for
- the method is particularly preferably implemented in a central control unit, in particular an engine control unit of the internal combustion engine (ECU).
- ECU internal combustion engine
- the control unit are preferably predetermined comparison variables as
- Threshold values are stored, which have been determined in particular in test bench tests.
- the internal combustion engine preferably has at least one knock sensor, which is set up to detect structure-borne sound signals, wherein the knock sensor is also operatively connected to the control unit for transmitting structure-borne sound signals detected by the knock sensor to the control unit.
- the internal combustion engine is preferably designed as a reciprocating engine. It is possible that the internal combustion engine is arranged to drive a passenger car, a truck or a commercial vehicle. In a preferred embodiment, the internal combustion engine is the drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine in a
- Locomotive or a railcar is used, or by ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank.
- An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, for stationary power supply in emergency operation, Permanent load operation or peak load operation used, the internal combustion engine in this case preferably drives a generator. Also a stationary application of
- Internal combustion engine for driving auxiliary equipment, such as fire pumps on oil rigs is possible. Furthermore, an application of the internal combustion engine in the field of promoting fossil raw materials and in particular fuels, for example oil and / or gas, possible. It is also possible to use the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator.
- the internal combustion engine is preferably as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or other suitable gas, or as a dual-fuel engine, in particular as a dual-fuel engine, in particular for use with gasoline and diesel and / or gas and diesel, trained.
- the internal combustion engine is designed as a gas engine, it is for use in one
- Cogeneration plant suitable for stationary power generation.
- the invention also includes a computer program product which has instructions on the basis of which a method or a method according to the invention is carried out according to one of the embodiments described above, when the computer program product runs on a computing device, in particular a control unit of an internal combustion engine.
- the invention also includes a data carrier, which is such
- Computer program product has, or on the one such
- Embodiment of the method is preferably characterized by at least one step, which is due to at least one feature of a fiction, contemporary or preferred embodiment of the internal combustion engine.
- the internal combustion engine is preferably characterized by at least one feature, which is due to at least one step of an inventive or preferred embodiment of the method.
- the invention will be explained in more detail below with reference to the drawing.
- the single FIGURE shows a schematic representation of an embodiment of an internal combustion engine, which is adapted to carry out an embodiment of a method for operating the same.
- the internal combustion engine 1 which is adapted to carry out a method described in more detail below for the operation thereof.
- the internal combustion engine 1 has at least one combustion chamber 3, which can be repeated here on the one hand by a cylinder wall 5 and on the other hand within the cylinder wall 5 and relative to the cylinder wall 5
- the internal combustion engine 1 is thus preferred as
- combustion chambers 3 it preferably has a plurality of combustion chambers 3.
- the internal combustion engine it is possible for the internal combustion engine to have four, six, eight, ten, twelve, fourteen, sixteen, eighteen or twenty combustion chambers 3. But there are also other and / or larger combustion chamber numbers possible.
- the combustion chamber 3 here is assigned a knock sensor 9, which is set up to detect structure-borne sound signals. It is possible that each combustion chamber 3 of the internal combustion engine 1 is assigned in each case such a knock sensor 9. But it is also possible that the internal combustion engine
- I has less knock sensors 9 as combustion chambers 3, in particular, they can only one
- knock sensor 9 or different knock sensors 9, which are each assigned to different combustion chamber groups, for example, per cylinder bank of the internal combustion engine 1, a knock sensor. 9
- the knock sensor 9 is operatively connected to a control unit 11 so that structure-borne noise signals detected by the knock sensor 9 can be processed in the control unit 11.
- the control unit 11 The control unit
- I I is in turn here with a firing device 13 operatively connected, so that a
- Ignition point that is, the beginning of a chemical combustion reaction in the combustion chamber 3, mediated by the controller 11 can be specified via the ignition device 13.
- the ignition device 13 may be a
- Fuel injector in particular an ignition oil injector, a spark plug, or another suitable means for setting an ignition timing act.
- Combustion chamber 3 is detected.
- Combustion chamber 3 associated, predetermined, time measurement window in terms of the occurrence of a knock event are evaluated. It turns out that interference signals, for example, due to a system change of the piston 7 on the cylinder wall 5, when exceeding a certain level, in particular a limit amplitude value, falsely as knock signals, ie on a knock event resulting structure-borne noise signals can be identified. In the process, such interference signals can neither be separated in time nor in the frequency spectrum of knocking events.
- a structure-borne sound signal is detected for the combustion chamber 3 during operation of the internal combustion engine 1 by the knock sensor 9, at least one Evaluation variable determined from the detected knock signal, in particular is calculated.
- the at least one evaluation variable is then at least one predetermined
- the predetermined comparison variable is preferably stored firmly in the control unit 11.
- a separate predetermined comparison quantity is stored for each evaluation variable used in the context of the method.
- Comparison variables are particularly preferably determined in advance in bench tests, it being possible in test bench tests to distinguish knock events by different measurements and / or criteria from interference signals. From the comparison of the evaluation variable with the comparison variable, at least one comparison result is obtained, and based on the
- Comparison result is assigned to the structure-borne sound signal, a knock event in the combustion chamber 3 or an interference signal.
- a metric is provided by means of which it is possible to distinguish between knock events on the one hand and interference signals on the other.
- a plurality of evaluation quantities are determined, wherein each
- the decision as to whether a knocking event or an interference signal is present is then preferably made in the sense of a majority decision, with a knocking event being recognized in particular when a majority of the comparison results indicate this. If, on the other hand, the majority of the comparison results point to an interference signal, or if the same number of comparison results in favor of a knocking event as in favor of an interference signal, it is preferable to decide on an interference signal.
- a knocking event is assigned to the body sound signal, it is preferred that at least one knock prevention measure be carried out, in particular by the control unit 11.
- a time of ignition in the combustion chamber 3 is particularly preferably by suitable
- Control of the ignition device 13 is retarded.
- an energy quantity and / or a signal shape size and / or a temporal length of a signal curve profile of the structure-borne sound signal in the predetermined measurement window is / are preferably determined.
- a threshold value is preferably used, wherein the
- Structure-borne sound signal is assigned a knock event when the evaluation size is greater than the comparison variable, wherein the structure-borne sound signal, an interference signal is assigned, if the evaluation size is smaller than the comparison value.
- the energy quantity is preferably determined by the structure-borne sound signal is squared, wherein the squared structure-borne sound signal is integrated over the predetermined measurement window.
- the temporal length of the waveform curve is preferably determined by the
- Structure-borne noise signal is squared, wherein the squared structure-borne sound signal is normalized with a maximum of the squared structure-borne sound signal within the predetermined measurement window.
- a first time index value at a first signal threshold value and a second time index value at a second signal threshold value are determined in the measurement window, the time length then being calculated as the difference between the second time index value and the first time index value.
- the signal form size is preferably determined by the structure-borne sound signal is squared, wherein the squared structure-borne sound signal having a maximum of the squared
- Structure-borne sound signal is normalized in the predetermined measurement window, and wherein the normalized and squared structure-borne sound signal is integrated over the predetermined measurement window.
- the structure-borne sound signal is filtered prior to squaring.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Signal Processing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017220801.5A DE102017220801B4 (en) | 2017-11-21 | 2017-11-21 | Method for operating an internal combustion engine having at least one combustion chamber and internal combustion engine for carrying out such a method |
PCT/EP2018/081621 WO2019101650A1 (en) | 2017-11-21 | 2018-11-16 | Method for operating an internal combustion engine having at least one combustion chamber and internal combustion engine for carrying out such a method |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3714149A1 true EP3714149A1 (en) | 2020-09-30 |
Family
ID=64456951
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18807915.6A Withdrawn EP3714149A1 (en) | 2017-11-21 | 2018-11-16 | Method for operating an internal combustion engine having at least one combustion chamber and internal combustion engine for carrying out such a method |
Country Status (5)
Country | Link |
---|---|
US (1) | US11306694B2 (en) |
EP (1) | EP3714149A1 (en) |
CN (1) | CN111630259B (en) |
DE (1) | DE102017220801B4 (en) |
WO (1) | WO2019101650A1 (en) |
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US4012942A (en) | 1976-05-17 | 1977-03-22 | General Motors Corporation | Borderline spark knock detector |
DE3917905A1 (en) * | 1989-06-01 | 1990-12-06 | Siemens Ag | IC engine efficiency optimisation system - uses detected engine knock and monitored air of engine cylinder working vol to adjust ignition timing |
AT403323B (en) * | 1995-08-24 | 1998-01-26 | Jenbacher Energiesysteme Ag | METHOD AND DEVICE FOR DETERMINING A KNOCKING INTENSITY SIGNAL OF AN INTERNAL COMBUSTION ENGINE |
DE10021913A1 (en) * | 2000-05-05 | 2001-11-08 | Bosch Gmbh Robert | Error detection during evaluation of knock sensor signals in internal combustion engine involves forming at least one of the upper and lower thresholds based on preceding reference evaluation |
DE10300204A1 (en) * | 2003-01-08 | 2004-07-22 | Robert Bosch Gmbh | Knock detection method and apparatus |
DE10350180B4 (en) * | 2003-10-28 | 2008-03-27 | Siemens Ag | Method and apparatus for analyzing the combustion noise during fuel injection into a cylinder of an internal combustion engine |
DE102004036502A1 (en) * | 2004-07-28 | 2006-04-06 | Daimlerchrysler Ag | Device for recognizing knocking noise comprises a first sensor for receiving a first signal and transferring to an evaluation unit and a second sensor arranged spatially displaced to the first sensor for receiving a second signal |
DE102006001367A1 (en) * | 2005-08-16 | 2007-02-22 | Robert Bosch Gmbh | Method for controlling an internal combustion engine comprises deriving a noise parameter from a combustion chamber signal, in which the parameter characterizes the intensity of the combustion noises of the engine |
JP4482571B2 (en) * | 2007-04-19 | 2010-06-16 | 三菱電機株式会社 | Knock detection device for internal combustion engine |
JP4475675B2 (en) * | 2007-05-11 | 2010-06-09 | 三菱電機株式会社 | Knock detection device for internal combustion engine |
JP4997026B2 (en) * | 2007-09-03 | 2012-08-08 | トヨタ自動車株式会社 | Internal combustion engine knock determination device, knock determination method, program for causing computer to realize the method, and recording medium recording the program |
EP2239549B1 (en) * | 2008-01-30 | 2018-11-28 | Ngk Spark Plug Co., Ltd. | Output compensator for in-cylinder pressure sensor, and in-cylinder pressure detector equipped with the same |
US8191532B2 (en) * | 2009-03-27 | 2012-06-05 | GM Global Technology Operations LLC | Method and system for detecting and reducing engine auto-ignition |
US8122868B2 (en) * | 2009-09-25 | 2012-02-28 | GM Global Technology Operations LLC | Method and system for estimating and reducing engine auto-ignition and knock |
DE102013215924B4 (en) | 2013-08-12 | 2019-06-13 | Mtu Onsite Energy Gmbh | Method for load equalization of cylinders of an internal combustion engine and internal combustion engine |
DE102013216199A1 (en) * | 2013-08-15 | 2015-02-19 | Robert Bosch Gmbh | Method and device for knock detection of an internal combustion engine |
DE102013221993A1 (en) * | 2013-10-29 | 2015-04-30 | Robert Bosch Gmbh | Method and device for detecting a knocking of an internal combustion engine, preferably a gasoline engine |
DE102014102324A1 (en) * | 2014-02-24 | 2015-08-27 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method for detecting a knocking combustion of an internal combustion engine |
DE102014224800B4 (en) * | 2014-12-03 | 2018-01-18 | Robert Bosch Gmbh | Method and device for knock control of an internal combustion engine |
US10001077B2 (en) * | 2015-02-19 | 2018-06-19 | General Electric Company | Method and system to determine location of peak firing pressure |
DE102015105220B3 (en) * | 2015-04-07 | 2016-09-15 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method of performing a knock control |
CN106706205B (en) * | 2015-07-24 | 2019-08-13 | 联合汽车电子有限公司 | Combustion knock detection method and engine preignition detecting method |
US9970373B1 (en) * | 2016-11-18 | 2018-05-15 | Brunswick Corporation | Method and system for detecting and eliminating knocking |
-
2017
- 2017-11-21 DE DE102017220801.5A patent/DE102017220801B4/en active Active
-
2018
- 2018-11-16 CN CN201880075398.1A patent/CN111630259B/en active Active
- 2018-11-16 WO PCT/EP2018/081621 patent/WO2019101650A1/en unknown
- 2018-11-16 EP EP18807915.6A patent/EP3714149A1/en not_active Withdrawn
-
2020
- 2020-05-18 US US16/876,182 patent/US11306694B2/en active Active
Also Published As
Publication number | Publication date |
---|---|
CN111630259A (en) | 2020-09-04 |
DE102017220801A1 (en) | 2019-05-23 |
US20200277927A1 (en) | 2020-09-03 |
DE102017220801B4 (en) | 2019-11-14 |
WO2019101650A1 (en) | 2019-05-31 |
US11306694B2 (en) | 2022-04-19 |
CN111630259B (en) | 2022-09-27 |
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