Method for managing pinking in a controlled-ignition internal combustion engine
View Patent ↗A method for managing knock in a cylinder of an internal combustion engine, in a system including at least one acoustic sensor and a processor, in order to take into account acoustic pollution resulting from a noise, the method including: forming and digitizing the signals of the acoustic sensor, applying a bandpass filter to obtain a filtered noise, determining an adjustable gain-correction function using a gain-correction curve and, depending on the angular position of the end of injection, the point on the gain-correction curve to be used to convert the filtered noise into a corrected knock score, comparing a corrected knock score thus obtained to a knock decision threshold, to correct the timing advance, the gain-correction curve being defined by a calibration value and four angular points obtained by calculation based on the start and end positions of a knock-observation window and on a known characteristic of the noise.
1. A method for managing knock in a cylinder of an internal combustion engine, the method being implemented in a system comprising at least one acoustic sensor and a processor, the method being intended to take into account acoustic pollution resulting from a known repeatable parasitic noise of variable temporal position, the method comprising:
forming and digitizing signals delivered by the acoustic sensor,
applying a bandpass filter in order to preserve only a frequency range of interest for knock, in a filtered noise,
determining an adjustable gain-correction function using a gain-correction curve, intended to decrease the influence of the parasitic noise,
determining, depending on an angular position of a crankshaft at an end of injection, a point on the gain-correction curve to be used to convert the filtered noise into a corrected knock score,
comparing the corrected knock score thus obtained to a knock decision threshold,
deducing therefrom an ignition timing advance correction value to be applied in the next cycle,
wherein the gain-correction curve is defined by a calibration value (Gin) and four angular points (A, B, C, D), said four angular points being obtained by calculating, based on start and end positions (WS 1 , WS 2 ) of a knock-observation window and at least one known characteristic of the noise, the calibration value (Gin) being a gain value at which the decrease is the greatest representing a bottom plateau of the gain-correction curve between the second and third angular points (B, C), and the gain-correction curve taking the value 1 for points prior to the first angular point (A) and for points subsequent to the fourth angular point (D).
2. The method as claimed in claim 1 , wherein the four angular points are calculated based on a characteristic (Tbr) of the duration of the noise and on a characteristic (Ttr) of a transmission time of the noise to the acoustic sensor, these two values being taken to be known characteristics of the noise.
3. The method as claimed in claim 1 , wherein the parasitic noise is a noise of injector closure.
4. The method as claimed in claim 1 , wherein a transmission time (Ttr) of the noise is obtained from a set of transmission-time parameters, one parameter for each (cylinder at end of injection, cylinder in which combustion is in progress) pair.
5. The method as claimed in claim 1 , wherein, to calibrate the calibration value (Gin), a simple two-dimensional calibration depending on engine load and engine speed is used.
6. The method as claimed in claim 2 , wherein the four angular points (Xa, Xb, Xc, Xd) are calculated as follows:
Xa=WS 1−( Tbr+Ttr )*6*RPM
Xb=WS 1−( Ttr )*6*RPM
Xc=WS 2−( Tbr+Ttr )*6*RPM
Xd=WS 2−( Ttr )*6*RPM,
WS 1 and WS 2 being the start and end positions of the knock-observation window, expressed in degrees of rotation of the crankshaft, respectively,
Tbr being a characteristic of the duration of the noise expressed in seconds,
Ttr being a characteristic of the transmission time of the noise to the acoustic sensor expressed in seconds,
RPM being the engine speed expressed in revolutions per minute.
7. The method as claimed in claim 1 , wherein the knock-decision threshold (KTC) is determined by the expression: KTC=G*KT+1−G, where:
KT is the threshold in the absence of noise, and
G is the value on the correction curve at the point of the angle of closure of the injector.
8. The method as claimed in claim 1 , wherein the method is carried out in real-time, for each cylinder and in each cycle.
9. A system for managing knock in a cylinder of an internal combustion engine, the system comprising at least one acoustic sensor and a processor, and configured to implement the method as claimed in claim 1 .
10. The method as claimed in claim 2 , wherein the parasitic noise is a noise of injector closure.