Patent Application
20130238220
This application claims the priority of DE 10 2012 004 585.9 filed Mar. 9, 2012, which is incorporated by reference herein.
1. Field of the Invention
The invention relates to a motor vehicle, particularly a heavy goods vehicle or omnibus, with reduced sound emissions, having an engine, particularly a diesel engine, the operation of which can be regulated by means of an injection pump by an engine electronics unit which comprises a microprocessor, a data and program store and input and output peripherals, and hence measures for at least temporarily reducing the sound emissions by the engine and/or the vehicle can be carried out to and/or at a level preferably prescribed by legislation.
2. Description of Prior Art
The laid-open specification DE 2006 026 614 A1 describes dynamics management for the drive train, in which, for the purpose of regulating the operating behaviour of a diesel engine in a motor vehicle, in which a vehicle guidance computer regulates an electronic fuel injection on the basis of the engine rotation speed. The acceleration of the engine rotation speed is regulated by a family of characteristic curves that has been programmed into the vehicle guidance computer and that allocates the setpoint values for the rotation speed acceleration, the engine rotation speed and the vehicle speed in relation to one another. This makes it possible for the rotation speed acceleration of the engine to be limited on the basis of speed and rotation speed by means of a family of characteristic curves. The setpoint values for the individual parameters rotation speed acceleration, engine rotation speed and vehicle speed are transmitted to the engine controller and, therein, result in engine acceleration which is appropriate to the respective loading state and which corresponds to the desired dynamic response.
The laid-open specification EP 545 027 A1 also teaches a low-noise motor vehicle, particularly a heavy goods vehicle or omnibus, in which the reduction/limiting of the noise emissions by the engine can be accomplished by regulating the operation thereof. To this end, the values from different full-load lines and speed-regulation lines, which are at least partially different from those from the standard full-load line and speed-regulation line, in the engine electronics unit are step in. The values taken from the full-load line and/or speed-regulation line are used for adjusting the injection pump for the purpose of reduced-noise operation of the engine, with free or additionally providable data storage locations in the engine electronics unit storing the values from full-load lines and speed-regulation lines with reduced power and rotation speed.
The present invention is based on the object of reducing the sound emissions by a vehicle and at the same time ensuring greater safety for the vehicle in road traffic. In addition, it is an object of the invention to keep the power or rotation speed of the engine in a motor vehicle constant despite at least temporarily reduced sound emission from the motor vehicle and to increase the safety of the vehicle.
This objects are achieved in that a reduction in the sound emissions by the engine can be carried out by measures concerning the regulation of operation thereof such that free and/or additional data storage locations that need to be provided in the engine electronics unit switch to a reduced-noise mode, the effect of which at least temporarily increases consumption and at the same time is at least constant in terms of power and rotation speed, and which reduces the emission of sound from the drive and/or engine. In particular, the reduced-noise mode lowers the rail pressure, defers the injection to a later time and/or provides a greater volume of subsets in the fuel metering. A fundamental point of the invention is that it has been recognized that noise reduction cannot necessarily be accomplished by power reduction, but rather it is also necessary to carry out an at least temporarily, or, in particular, a brief, reduced-noise mode at at least the same power and rotation speed and with accompanying increased fuel consumption. Particularly in the case of ascents and/or in the case of overtaking manoeuvres, power reduction—as is constantly described in the prior art—to reduce the sound emissions by the motor vehicle could create a situation that is dangerous to the driver of the motor vehicle, since, during the overtaking manoeuvre, for example, the driver of the vehicle continues to be denied the expected power and the overtaking manoeuvre takes a longer period and possibly needs to be aborted. By way of example, for particular scenarios in which noise reduction in the engine is desirable (e.g. scenarios which are ascertained using GPS data, acceleration data or the like), increased fuel consumption over a limited, preferably short period could be feasible and/or advantageous.
According to an embodiment of the invention, a reduced-noise mode is active for a maximum period of 5 minutes, preferably 2 minutes, particularly preferably for a maximum period of 40 seconds, with the result that subsequently this reduced-noise mode is switched back to a normal mode and the customary noise emissions from the motor vehicle return, with the customary power reserves in the engine being able to be accessed during this phase. The described time restriction to a maximum period of 5 minutes or, as stated, a correspondingly shorter period is based on the insight that, in particular, brief sound emission peaks decisively characterize the subjective impression of noise for a motor vehicle. If the measure described now “caps” these peaks in the sound emission characteristic of the vehicle, it is possible for the subjective overall perception of the motor vehicle noise to be critically reduced and at the same time for availability of the customary power and rotation speed characteristic of the vehicle to be achieved.
In addition, it has been found to be particularly advantageous if before and/or during the reduced-noise mode a state of an exhaust-gas aftertreatment system is polled and, in particular when there is a decline in the conversion rates of the catalytic converter and/or when a fill-level limit value, in particular indicated by the exhaust-gas back-pressure, for the particle filter is exceeded, the mode changes back to the normal mode and/or remains in the normal mode.
This measure ensures that, despite noise reduction being attempted, it is not performed if the exhaust-gas aftertreatment system is not ready to “handle” increased quantities of exhaust gas. Hence, any adverse effects of the reduced-noise mode on the exhaust-gas aftertreatment system on account of the at least constant power and rotation speed can be prevented.
By way of example, the limit values that can be used for this could be in the form that the decline in the conversion rate of the catalytic converter is between 10 and 50%, preferably between 12 and 15%, and/or the fill level limit value, in particular indicated by the exhaust-gas back-pressure, for the particle filter is between 60 and 400 mbar, preferably between 150 and 250 mbar. The temporary noise reduction can influence the fuel consumption and/or the exhaust-gas emission for this period.
According to a further refinement of the invention, in the reduced-noise mode the pre-injection quantity is raised in comparison with the normal mode and/or in the reduced-noise mode the exhaust-gas recirculation is opened and/or is open to a greater extent than in a normal mode. The latter results in the exhaust-gas recirculation rate being maintained or increased. Opening the exhaust-gas recirculation to a greater extent is understood to mean increasing the exhaust-gas recirculation rate as for comparable operating parameters in the normal mode.
In addition, it has been found to be advantageous if the reduced-noise mode starts
Particularly orientation to a predefined rotation speed value in the range of 33 to 90% of the nominal rotation speed of the engine is advantageous in this case. The triggering of the reduced-noise mode when at least one of the aforementioned events occurs is intended to “cap” the noise peaks in deliberate fashion.
Values which may be assumed for the actual-speed threshold value for heavy goods vehicles and/or motor cars are between 30 and 70 km/h, preferably between 39 and 61 km/h. Alternatively or in addition, the limit range used for the gear ratio may be greater than 2 to 1 or less than 6 to 1.
In connection with the events and conditions for instigating the reduced-noise mode which are described in the paragraphs above, it is additionally possible to factor in a dependency on the loading of the vehicle besides the acceleration threshold values. The loading of the vehicle can be ascertained using the shock-absorber response, one or more load cells, by an input from the driver and/or by inferring the operating behaviour of the HGV in the normal state (e.g. using acceleration sensors).
For the design of the periods of the reduced-sound mode phases, it has been found to be advantageous if between two low-noise mode phases there is at least a period of 5 minutes, preferably at least a period of 2 minutes, particularly preferably a period of at least 30 seconds, in which the vehicle is operated in normal mode. This is a forced break between two successive low-noise mode phases.
In a further advantageous refinement of the invention, a first degree of sound reduction is carried out during the low-noise mode if the vehicle is in a first surface section and a second degree of sound reduction is carried out during the low-noise mode if the motor vehicle is in a second surface section, the first and second degrees of sound reduction being different, in particular having at least a delta of 3 dB sound pressure at a measurement interval chosen on a defined basis. A first and a second degree of sound reduction mean more or less a low-noise mode A and a low-noise mode B, during the respective mode phases of which the sound emission by the motor vehicle is reduced in comparison with the normal mode and wherein the low-noise mode A and the low-noise mode B differ from one another by means of a delta of at least 3 dB in respect of the sound emissions thereof. The surface section used may be quadrants of a map and/or sections of a GPS map system. Alternatively, the motor vehicle can also recognize and associate/classify the surface sections as urban and extra-urban, for example, by scanning place-name signs and/or the type of surroundings (building and/or scenic surroundings). As a result of the association of the current location of the vehicle with urban and extra-urban, for example, it is possible to take this as basis for activating a lower-noise mode in an urban environment and just a low-noise mode in an extra-urban environment. This approach may be owing either to the relatively high noise avoidance aim or to the relatively high noise reflection aspect of the respective location. For example, sound will propagate to a much greater extent in a built-up urban area, or the sound will be subjectively more distinctively perceptible.
In addition, provision may be made for at least one first threshold value to be used for instigating at least a low-noise mode when the motor vehicle is in a first surface section and for a second threshold value to be used for instigating at least a low-noise mode when the motor vehicle is not in a surface section, the first and second threshold values being different. Hence, besides the difference described in the preceding paragraph for the noise emissions within reduced-noise mode A and reduced-noise mode B, it is also possible for the initiation and instigation of a low-noise mode and/or a particular low-noise mode to be made dependent on a piece of location information and hence information concerning whether the motor vehicle is in a first or a second surface section. By way of example, the location information relates to an association of the vehicle location with an urban or heavily built-up area or with a rural or little built-up area.
The presence of the motor vehicle in a first or second or further surface section can be ascertained and/or stipulated by a GPS system, a locating system, an optical system, a vehicle communication system, a mobile radio, a smartphone, a broadcast radio system, a radar system, an infrared system, a map system and/or by a manual input from the driver.
The optical system can advantageously detect buildings, landscapes, road signs and/or moving objects in the environment of the vehicle and, on the basis of these detected objects, can select and associate one of at least two different surroundings categories, with the degree of sound reduction and/or the threshold value for instigation of the reduced-noise mode varying on the basis of the selected or associated surroundings categories. By way of example, pedestrians or other road users are detected in the surroundings of the vehicle, as a result of which a need to instigate the reduced-sound mode can be deduced therefrom. Hence, the initiation could be made dependent on potential noise receivers in the surroundings of the vehicle.
It is a further advantageous measure if the degree of sound reduction and/or the threshold value for instigation of the reduced-noise mode varies on the basis of the values from a rain sensor on the vehicle and/or on the basis of the associated weather conditions at the location of the vehicle and/or on the basis of the weather information detected by an optical sensor and/or on the basis of the sound reflection properties of the surroundings and particularly of the carriageway. By way of example, on a wet road, which is distinguished by an increased degree of sound reflection, inter alia, it may be advantageous for earlier and/or for a mode phase with “enhanced” sound reduction to be instigated. Hence, in this advantageous embodiment, the “acoustic conditions” prevailing outside the vehicle (reflection properties of the surroundings) are taken as a basis for customizing the reduced-noise mode (starting threshold value, degree of noise reduction, mode duration).
The subject matter of the invention extends not just to a motor vehicle as described in concrete terms but also generally to a method for influencing the sound emissions from a motor vehicle having the aforementioned features.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2012 004 585.9 | Mar 2012 | DE | national |
