A method and system for cancelling combustion noise of an engine and related methods

Abstract

The application provides a method and system for eliminating combustion noise of an engine and an engine ECU control method, comprising: determining that the opening degree of an accelerator pedal is 0 when a vehicle is running; judging whether the moment when the accelerator pedal is initially intervened again is between the moment for calculating pre-injection and the moment for calculating other injection, if yes, controlling the injector of the engine to stop injection, if no, controlling the injector of the engine to normally inject, wherein the other injection comprises main injection and post-injection. When the moment when the accelerator pedal is initially intervened again is between the moment for calculating pre-injection and the moment for calculating other injection, the pre-injection has passed the judgment moment, therefore, the injector of the engine is controlled to stop injection when the current cylinder works, and the injector is controlled to normally work when the next cylinder works, so that the abnormal sound caused by the loss of pre-injection when the current cylinder works is eliminated, the combustion noise of the engine is eliminated, and the user experience is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle driving noise technology, and more specifically, to a method and system for eliminating engine combustion noise and an engine ECU control method. Background Technology

[0002] Sometimes, when the engine is stationary in neutral or while driving, and the accelerator is released and then suddenly pressed again, a loud "click" noise sometimes occurs from the engine. This noise is perceived as rough and abrupt, causing strong complaints from end users. The problem is mainly caused by an occasional loss of pre-injection in a particular cylinder when the engine transitions from reverse to normal fuel injection control. When pre-injection is lost, the engine only maintains main injection, resulting in rough combustion, increased pressure rise rate, and thus, rough combustion noise. Summary of the Invention

[0003] In view of this, the present invention provides a method and system for eliminating engine combustion noise and an engine ECU control method, which effectively solves the technical problems existing in the prior art, eliminates engine combustion noise, and improves the end-user experience.

[0004] To achieve the above objectives, the technical solution provided by the present invention is as follows:

[0005] A method for eliminating engine combustion noise, comprising:

[0006] Determine that the accelerator pedal opening is 0 when the vehicle is running;

[0007] Determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation time and other injection calculation times. If so, control the engine's injectors to stop injecting; if not, control the engine's injectors to inject normally. Other injections include main injection and post-injection.

[0008] Optionally, determining whether the moment the accelerator pedal re-engages initially falls between the pre-injection calculation time and other injection calculation times includes:

[0009] Based on the crankshaft angle of the engine, determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

[0010] Optionally, when the crankshaft angle of the engine is between 42° and 102°, the initial engagement time of the accelerator pedal is determined to be between the pre-injection calculation time and other injection calculation times.

[0011] Optionally, the pre-injection calculation time is the time 23 teeth before the top dead center;

[0012] The other injection timings mentioned are the times 13 teeth before top dead center.

[0013] Accordingly, the present invention also provides a system for eliminating combustion noise in an engine, comprising:

[0014] A determining module, the determining module being used to determine that the opening degree of the accelerator pedal is 0 when the vehicle is running;

[0015] Furthermore, the processing module, after determining that the accelerator pedal opening is 0 during vehicle operation, determines whether the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times. If so, it controls the engine's injectors to stop injecting; if not, it controls the engine's injectors to inject normally, wherein other injections include main injection and post-injection.

[0016] Optionally, the processing module determines whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments, including:

[0017] The processing module determines, based on the crankshaft angle of the engine, whether the moment when the accelerator pedal is initially engaged again falls between the pre-injection calculation moment and other injection calculation moments.

[0018] Optionally, when the crankshaft angle of the engine is between 42° and 102°, the processing module determines that the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times.

[0019] Accordingly, the present invention also provides a control method for an engine ECU, comprising:

[0020] Determine that the accelerator pedal opening is 0 when the vehicle is running;

[0021] Determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation time and other injection calculation times. If so, control the engine's injectors to stop injecting; if not, control the engine's injectors to inject normally. Other injections include main injection and post-injection.

[0022] Optionally, determining whether the moment the accelerator pedal re-engages initially falls between the pre-injection calculation time and other injection calculation times includes:

[0023] Based on the crankshaft angle of the engine, determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

[0024] Optionally, when the crankshaft angle of the engine is between 42° and 102°, the initial engagement time of the accelerator pedal is determined to be between the pre-injection calculation time and other injection calculation times.

[0025] Compared with the prior art, the technical solution provided by the present invention has at least the following advantages:

[0026] This invention provides a method and system for eliminating engine combustion noise and an engine ECU control method, comprising: determining that the accelerator pedal opening is 0 when the vehicle is running; determining whether the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times; if so, controlling the engine injectors to stop injection; if not, controlling the engine injectors to inject normally, wherein other injections include main injection and post-injection.

[0027] As can be seen from the above, the technical solution provided by the present invention, when the accelerator pedal is initially engaged again between the pre-injection calculation time and other injection calculation times, the surface pre-injection has already passed the judgment time. Therefore, when the current cylinder is working, the engine injector is controlled to stop injecting, and when the next cylinder is working, the injector is controlled to work normally again, thereby eliminating the abnormal noise caused by the loss of pre-injection when the current cylinder is working, eliminating the combustion noise of the engine, and improving the end-user experience. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0029] Figure 1 This is a diagram of an existing engine noise level;

[0030] Figure 2 This is a roadmap of an existing engine;

[0031] Figure 3 This refers to an existing engine speed signal disk pulse signal;

[0032] Figure 4 A flowchart illustrating a method for eliminating engine combustion noise according to an embodiment of the present invention;

[0033] Figure 5 A schematic diagram of a system for eliminating engine combustion noise provided in an embodiment of the present invention;

[0034] Figure 6This is a flowchart of an engine ECU control method provided in an embodiment of the present invention. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] As described in the background section, when a vehicle is stationary in neutral or while driving, and the accelerator is released and then suddenly pressed again, the engine sometimes makes a "click" noise. This noise is perceived as harsh and abrupt, causing strong complaints from end users. This problem is mainly caused by an occasional loss of pre-injection in a particular cylinder when the engine transitions from reverse to normal fuel injection control. After the pre-injection is lost, the engine only retains main injection, resulting in rough combustion, increased pressure rise rate, and thus, harsh combustion noise.

[0037] Specifically, combustion noise refers to the airborne sound generated on the engine surface caused by the combustion pressure of the combustion medium within the engine, transmitted through internal and external pathways. Combustion noise is positively correlated with cylinder pressure. Figure 1 and Figure 2 As shown, Figure 1 This is an existing engine noise diagram. Figure 2 For an existing engine roadmap, when the vehicle is stationary in neutral or in a driving neutral position, the accelerator is released and then suddenly pressed again (i.e., ... Figure 1 and Figure 2 (The arrow indicates the moment of violent combustion) when the engine produces combustion noise.

[0038] The inventors discovered that, to ensure timely pre-injection of fuel under all operating conditions, the pre-injection quantity is calculated at the pre-injection calculation time, and the quantities of other injections (including main injection and post-injection) are calculated at the calculation times of other injections after the pre-injection calculation time. If the accelerator pedal opening is 0 after neutral, and the fuel injection recovery time occurs between the pre-injection calculation time and other injection calculation times, the required pre-injection quantity cannot be calculated, resulting in the inability to execute pre-injection. However, normal operation will resume at the next injection time. This will produce a rough combustion noise, subjectively perceived as a "click" sound.

[0039] like Figure 3As shown, there is a pulse signal of an existing engine speed signal disc. The engine will make a pre-injection determination at time S1 (i.e., the pre-injection calculation time), and then make a main injection determination at time S2 (i.e., other injection calculation times). If the accelerator pedal is pressed between time S1 and time S2 after the engine is in neutral, the engine will control the main injection to inject fuel normally. However, the pre-injection cannot be achieved because the determination time has passed. At this time, a rough combustion noise will be generated.

[0040] Based on this, embodiments of the present invention provide a method and system for eliminating engine combustion noise and an engine ECU control method, which effectively solves the technical problems existing in the prior art, eliminates engine combustion noise, and improves the end-user experience.

[0041] To achieve the above objectives, the technical solutions provided by the embodiments of the present invention are as follows, in detail... Figures 4 to 6 The technical solutions provided in the embodiments of the present invention will be described in detail.

[0042] refer to Figure 4 The diagram shows a flowchart of a method for eliminating engine combustion noise according to an embodiment of the present invention. The method for eliminating combustion noise includes:

[0043] S11. Determine that the accelerator pedal opening is 0 when the vehicle is running.

[0044] S12. Determine whether the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times. If yes, control the engine's injectors to stop injecting; if no, control the engine's injectors to inject normally. Other injections include main injection and post-injection.

[0045] Understandably, the method for eliminating engine combustion noise provided in this embodiment of the invention is based on the condition that the vehicle is stationary in neutral or in a driving neutral position. After determining that the accelerator pedal opening is 0 during vehicle operation, the timing for the accelerator pedal to resume operation can be determined. When the initial engagement of the accelerator pedal occurs between the pre-injection calculation time and other injection calculation times, it appears that the pre-injection has already passed the determination time. Therefore, when the current cylinder is working, the engine injector is controlled to stop injecting fuel, and when the next cylinder is working, the injector is controlled to work normally again. This eliminates the abnormal noise caused by the loss of pre-injection during the current cylinder's working, thus eliminating engine combustion noise and improving the end-user experience.

[0046] Furthermore, when the accelerator pedal is engaged again at a time before the pre-injection calculation time, the pre-injection can be determined, thus ensuring the normal operation of the pre-injection and preventing combustion noise caused by the lack of pre-injection. This controls the normal injection of the engine's fuel injectors.

[0047] In one embodiment of the present invention, the present invention can determine the initial engagement time of the accelerator pedal again based on the crankshaft angle, that is, determine whether the initial engagement time of the accelerator pedal again is between the pre-injection calculation time and other injection calculation times, including:

[0048] Based on the crankshaft angle of the engine, determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

[0049] Optionally, when the crankshaft angle of the engine is between 42° and 102°, the initial engagement time of the accelerator pedal is determined to be between the pre-injection calculation time and other injection calculation times.

[0050] Understandably, the method for eliminating engine combustion noise provided in this embodiment of the invention can be implemented by the engine ECU (Electronic Control Unit). The engine ECU algorithm calculates the fuel injection timing based on the crankshaft position (implemented in hardware through an engine speed sensor and speed signal disk), and a calculation is performed every 6° crankshaft angle. Therefore, when the engine ECU determines that the crankshaft angle corresponding to the initial engagement of the accelerator pedal again, i.e., the crankshaft angle corresponding to the initial opening of the accelerator pedal not being 0 again, is within the range of crankshaft angle [0°, 42°), it determines that the initial engagement time of the accelerator pedal again is before the pre-injection calculation time. At this time, the engine injector is controlled to work normally, performing normal pre-injection, main injection, etc.; while when it is within the range of [42°, 102°], it determines that the initial engagement time of the accelerator pedal again is between the pre-injection calculation time and other injection calculation times, and enters the pre-injection correction mode, controlling the injector to stop injection until the next injection timing returns to normal.

[0051] In one embodiment of the present invention, the pre-injection calculation time provided by the present invention is the time 23 teeth before the top dead center.

[0052] The other injection timings mentioned are the times 13 teeth before top dead center.

[0053] It should be noted that the engine provided in the embodiments of the present invention can be a four-cylinder four-stroke diesel engine, or in other embodiments of the present invention it can be other types of engines, and the present invention does not impose specific limitations on this.

[0054] Accordingly, embodiments of the present invention also provide a system for eliminating engine combustion noise. (See reference...) Figure 5 The diagram shown is a structural schematic of a system for eliminating engine combustion noise according to an embodiment of the present invention. The system for eliminating combustion noise includes:

[0055] The determining module 100 is used to determine that the opening degree of the accelerator pedal is 0 when the vehicle is running.

[0056] Furthermore, after determining that the accelerator pedal opening is 0 during vehicle operation, the processing module 200 determines whether the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times. If so, it controls the engine's injectors to stop injecting; if not, it controls the engine's injectors to inject normally. Other injections include main injection and post-injection.

[0057] Understandably, the method for eliminating engine combustion noise provided in this embodiment of the invention is based on the condition that the vehicle is stationary in neutral or in a driving neutral position. After determining that the accelerator pedal opening is 0 during vehicle operation, the timing for the accelerator pedal to resume operation can be determined. When the initial engagement of the accelerator pedal occurs between the pre-injection calculation time and other injection calculation times, it appears that the pre-injection has already passed the determination time. Therefore, when the current cylinder is working, the engine injector is controlled to stop injecting fuel, and when the next cylinder is working, the injector is controlled to work normally again. This eliminates the abnormal noise caused by the loss of pre-injection during the current cylinder's working, thus eliminating engine combustion noise and improving the end-user experience.

[0058] Furthermore, when the accelerator pedal is engaged again at a time before the pre-injection calculation time, the pre-injection can be determined, thus ensuring the normal operation of the pre-injection and preventing combustion noise caused by the lack of pre-injection. This controls the normal injection of the engine's fuel injectors.

[0059] In one embodiment of the present invention, the present invention can determine the initial engagement time of the accelerator pedal again based on the crankshaft angle. That is, the processing module 200 provided in this embodiment of the present invention determines whether the initial engagement time of the accelerator pedal again is between the pre-injection calculation time and other injection calculation times, including:

[0060] The processing module 200 determines, based on the crankshaft angle of the engine, whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

[0061] Optionally, when the crankshaft angle of the engine is between 42° and 102°, the processing module determines that the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times.

[0062] Understandably, the system for eliminating engine combustion noise provided in this embodiment of the invention can be implemented through the engine ECU (Electronic Control Unit). The engine ECU algorithm calculates the fuel injection timing based on the crankshaft position (implemented in hardware through an engine speed sensor and speed signal disk), and a calculation is performed every 6° crankshaft angle. Therefore, when the engine ECU determines that the crankshaft angle corresponding to the initial engagement of the accelerator pedal again, i.e., the crankshaft angle corresponding to the initial opening of the accelerator pedal not being 0 again, is within the range of crankshaft angle [0°, 42°), it determines that the initial engagement time of the accelerator pedal again is before the pre-injection calculation time. At this time, the engine injector is controlled to work normally, performing normal pre-injection, main injection, etc.; while when it is within the range of [42°, 102°], it determines that the initial engagement time of the accelerator pedal again is between the pre-injection calculation time and other injection calculation times, and enters the pre-injection correction mode, controlling the injector to stop injection until the next injection timing returns to normal.

[0063] Accordingly, embodiments of the present invention also provide a control method for an engine ECU, wherein the control method includes:

[0064] Determine that the accelerator pedal opening is 0 when the vehicle is running;

[0065] Determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation time and other injection calculation times. If so, control the engine's injectors to stop injecting; if not, control the engine's injectors to inject normally. Other injections include main injection and post-injection.

[0066] Specific combination Figure 6 The diagram shown is a flowchart of a control method for an engine ECU provided in an embodiment of the present invention, wherein the control method includes:

[0067] The logic is entered when the accelerator pedal opening is 0 during vehicle operation.

[0068] The system determines whether the initial engagement of the accelerator pedal occurs between the pre-injection calculation time and other injection calculation times. If it occurs before the pre-injection calculation time, the logic decision is exited, and the injector is controlled to operate normally. If it occurs between the pre-injection calculation time and other injection calculation times, the system enters the pre-injection correction decision process. In this case, the injector is controlled to stop injecting until the next cylinder's power stroke time when the injector resumes normal injection, and then the logic decision is exited.

[0069] In one embodiment of the present invention, the present invention can determine the initial engagement time of the accelerator pedal again based on the crankshaft angle, that is, determine whether the initial engagement time of the accelerator pedal again is between the pre-injection calculation time and other injection calculation times, including:

[0070] Based on the crankshaft angle of the engine, determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

[0071] Optionally, when the crankshaft angle of the engine is between 42° and 102°, the initial engagement time of the accelerator pedal is determined to be between the pre-injection calculation time and other injection calculation times.

[0072] This invention provides a method and system for eliminating engine combustion noise and an engine ECU control method, including: determining that the accelerator pedal opening is 0 when the vehicle is running; determining whether the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times; if so, controlling the engine injectors to stop injection; if not, controlling the engine injectors to inject normally, wherein other injections include main injection and post-injection.

[0073] As can be seen from the above, the technical solution provided by the embodiments of the present invention, when the initial engagement of the accelerator pedal is between the pre-injection calculation time and other injection calculation times, the surface pre-injection has already passed the judgment time. Therefore, when the current cylinder is working, the engine injector is controlled to stop injecting, and when the next cylinder is working, the injector is controlled to work normally again, thereby eliminating the abnormal noise caused by the loss of pre-injection when the current cylinder is working, eliminating the combustion noise of the engine, and improving the end-user experience.

[0074] In the description of this invention, it should be understood that terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0075] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0076] In this invention, unless otherwise explicitly specified and limited, terms such as "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0077] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0078] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0079] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for eliminating engine combustion noise, characterized in that, include: Determine that the accelerator pedal opening is 0 when the vehicle is running; Determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation time and other injection calculation times. If so, control the engine's injectors to stop injecting; if not, control the engine's injectors to inject normally. Other injections include main injection and post-injection.

2. The method for eliminating engine combustion noise according to claim 1, characterized in that, Determining whether the moment the accelerator pedal re-engages is between the pre-injection calculation moment and other injection calculation moments includes: Based on the crankshaft angle of the engine, determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

3. The method for eliminating engine combustion noise according to claim 2, characterized in that, When the crankshaft angle of the engine is between 42° and 102°, the initial engagement time of the accelerator pedal is determined to be between the pre-injection calculation time and other injection calculation times.

4. The method for eliminating engine combustion noise according to claim 1, characterized in that, The pre-injection calculation time is the time 23 teeth before the top dead center; The other injection timings mentioned are the times 13 teeth before top dead center.

5. A system for eliminating combustion noise in an engine, characterized in that, include: A determining module, the determining module being used to determine that the opening degree of the accelerator pedal is 0 when the vehicle is running; Furthermore, the processing module, after determining that the accelerator pedal opening is 0 during vehicle operation, determines whether the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times. If so, it controls the engine's injectors to stop injecting; if not, it controls the engine's injectors to inject normally, wherein other injections include main injection and post-injection.

6. The system for eliminating engine combustion noise according to claim 5, characterized in that, The processing module determines whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments, including: The processing module determines, based on the crankshaft angle of the engine, whether the moment when the accelerator pedal is initially engaged again falls between the pre-injection calculation moment and other injection calculation moments.

7. The system for eliminating engine combustion noise according to claim 6, characterized in that, When the crankshaft angle of the engine is between 42° and 102°, the processing module determines that the initial engagement time of the accelerator pedal is between the pre-injection calculation time and other injection calculation times.

8. A control method for an engine ECU, characterized in that, include: Determine that the accelerator pedal opening is 0 when the vehicle is running; Determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation time and other injection calculation times. If so, control the engine's injectors to stop injecting; if not, control the engine's injectors to inject normally. Other injections include main injection and post-injection.

9. The control method for an engine ECU according to claim 8, characterized in that, Determining whether the moment the accelerator pedal re-engages is between the pre-injection calculation moment and other injection calculation moments includes: Based on the crankshaft angle of the engine, determine whether the moment when the accelerator pedal is initially engaged again is between the pre-injection calculation moment and other injection calculation moments.

10. The control method for an engine ECU according to claim 9, characterized in that, When the crankshaft angle of the engine is between 42° and 102°, the initial engagement time of the accelerator pedal is determined to be between the pre-injection calculation time and other injection calculation times.

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