A device and a method for knock detection of an internal combustion engine are described in German Patent Application No. DE 100 04 166. Here, a plurality of knock sensors are assigned to a plurality of cylinders of an internal combustion engine. The knock sensors are configured to analyze acoustic signals generated inside the cylinders. However, there is a fixed mutual assignment of cylinders and knock sensors.
The device and the method according to the present invention have the advantage that an automatic assignment of the knock sensors to the cylinders of the internal combustion engine takes place. This is accomplished in an especially simple manner by providing comparison means, which compare two characteristic acoustic signals of the cylinders to each other and implement the assignment of the knock sensors to the cylinders on the basis of these signals. This device and method make it possible to prevent a faulty assignment of the sensors, which leads to a deterioration of the knock detection and thereby either to engine damage or to disadvantageous consumption due to a then required operation with a large margin with respect to the knock limit. The operating reliability of the internal combustion engine is increased as a result.
The comparison of the acoustic signals is implemented in an especially uncomplicated manner by analyzing a signal strength of the characteristic acoustic signals. Such an analysis of the signal strength may be implemented in a particularly simple manner by examining the measured signal levels. In an advantageous manner, however, an energy examination of the signal takes place, i.e., it is analyzed how large the amplitudes are and for what time period the amplitudes occur. This may be done very easily by rectifying and integrating the signals. Alternatively, two methods for analyzing the signals are possible. In a first alternative, signals from different cylinders are analyzed, which are measured at one and the same knock sensor. The measuring results in this procedure therefore come from one and the same knock sensor, so that different measuring accuracies of the various knock sensors are not an issue. As a second alternative method, it is possible to analyze signals that are measured by two different knock sensors, but come from one and the same cylinder. Fluctuations in the generation of the acoustic signals in the cylinders, which may differ from cylinder to cylinder, are of no account in this method. Both methods therefore have their special advantages and may both also be used simultaneously or one after the other should this appear to be desirable for reasons of evaluation reliability.
The assignment may optionally be implemented by an external request or otherwise upon each startup of the internal combustion engine. If the assignment takes place upon each startup of the internal combustion engine, no fixed assignment of knock sensors to the cylinders will be provided from the outset. It will then in each case be determined in an individually adapted manner during continuous operation. As an alternative, using an external signal, an assignment may be made or an existing assignment examined whenever required. This may be triggered either in a repair or upon initial operation of the vehicle, or from time to time, with the aid of an external signal in each case.
Internal combustion engine 10 is operated in such a way that one cylinder of cylinder bank 1 and one cylinder of cylinder bank 2 is always alternately used for power generation with the aid of a combustion process. The combustion processes in the cylinders drive a crankshaft, which executes two rotations during a working cycle of the internal combustion engine, i.e., a crank angle of 720°. The working cycle here is the consecutive operation of all cylinders 11-16 in the course of which a four-stroke Otto engine usually executes two crankshaft rotations (=720° CA). In a six-cylinder internal combustion engine, six combustion processes take place in the cylinders during this 720° working cycle, in a four-cylinder internal combustion engine there are four combustion processes, etc. The combustion processes and the related activations of valves and the like generate acoustic signals in each of the cylinders, which are characteristic for a particular process in one of cylinders 11-16. Such a characteristic process is, for instance, the combustion process itself, which generates an acoustic signal as a result of the rapid (explosion-like) pressure rise. Another characteristic signal is, for example, the closing of an intake valve, which then generates an acoustic closing noise shortly before combustion. These characteristic acoustic signals are able to be verified by knock sensors 1 and 2.
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Two knock sensors have been provided for knock control in the internal combustion engine shown in
For instance, an evaluation of the signal strengths of characteristic signals 101-106 may be carried out by simply comparing the peak value to each other, i.e., the maximum amplitude of characteristic signals 101-106. Another possibility for analyzing the signal strength is to analyze the energy content of the characteristic signals. Such an analysis of the energy content may be carried out in that, for instance, characteristic signals 101 - 106 are rectified in each case and the rectified signal is then integrated. Given such rectification and integration, it is not only the strength of the amplitude, but additionally also the time interval of the amplitude that is therefore taken into account. Another possibility for determining the signal strength of the characteristic signals is an energy calculation in the frequency range, for instance by a Fourrier transform. The energies of the different frequency ranges may then be combined with each other, such as added.
Purely theoretically, such an assignment may already be implemented by comparing two signals such as first signal 101 with second signal 102. Due to the greater signal strength of signal 102 it is clear that this signal is coming from cylinder bank 1, i.e., that knock sensor 1 must be assigned to the cylinders whose characteristic signals are signals 102, 104, 106. The second sensor would then analogously be assigned to the cylinders that generate characteristic signals 101, 103 and 105. However, since the analysis of only two characteristic signals could have relatively large errors due to fluctuations of the signals or due to fluctuations of background noise, it is desirable to analyze additional signals. For instance, by dividing two consecutive signal strengths in each case, it is possible to form a comparison value. If the signal strength of signal 101 is divided by the signal strength of signal 102, the signal strength of signal 103 is divided by the signal strength of signal 104, and the signal strength of signal 105 is divided by the signal strength of signal 106, a value that is below 1 is generally calculated. If such a value occurs consecutively in a multitude of combustion processes, it would then be an indication that knock sensor 1, for example, is to be assigned to the respective second signal strengths, which form the denominator of the fraction.
In the case of two knock sensors, it is sufficient to compare two signals or two signal groups to each other. If, for instance, three knock sensors were to be assigned to cylinders in a corresponding manner, more than two signals or signal groups would have to be compared to each other. In any event, at least two signals or signal groups must be compared to each other in order to effect an assignment of the at least two knock sensors to the at least two cylinders of the internal combustion engine.
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If only one signal sequence is analyzed, signals from different cylinders at a single acceleration sensor are therefore compared to each other. Since both measurements are carried out by one and the same knock sensor, the measured signals are not affected by different sensitivities of the knock sensors. However, differences arise due to the fact that the generation of the characteristic signals may possibly differ from cylinder to cylinder. In the comparison of the signals from two knock sensors, signals that come from the same cylinder are compared. In this case there are of course no differences in the generation of the characteristic signals in the cylinders. Nevertheless, differences may result from the fact that knock sensors 1, 2 or, for instance, the coupling of the knock sensors to internal combustion engine 10, have different strength.
An assignment of knock sensors to cylinders of the internal combustion engine may be useful for different reasons. For one, it may generally be provided that a check of the assignment of knock sensors to the cylinders take place upon each start of the internal combustion engine in order to thereby ensure that an optimal assignment of knock sensors to the cylinders has been established in every operating state. However, this requires continuous occupation of engine control device 3 with this task, which is not always desirable for reasons of computation time. As an alternative, it is also possible to provide the assignment of knock sensors 1, 2 only for particular occasions, for instance directly after finishing the vehicle in the factory or during repairs. As an alternative, it would also be possible to check the assignment from time to time or when, due to knock detection, there is the suspicion that the assignment of the knock sensors to the cylinders may be faulty.
Number | Date | Country | Kind |
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102005058863.8 | Dec 2005 | DE | national |