# US 10,871,113 B2 · Method for managing pinking in a controlled-ignition internal combustion engine > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,871,113 B2 - Document ID: US10871113B2 - Status: Granted - Kind: B2 - Application number: 16/489,020 - Filed: 2018-03-14 - Published: 2020-01-02 - Granted: 2020-12-22 - Earliest claimed: 2017-03-24 - Assignees: Continental Automotive France; Continental Automotive GmbH - Applicants: Continental Automotive France; Continental Automotive GmbH - Inventors: Olivier Forti; Alexandre Haguet - Web page: https://patentgrep.com/patent/US10871113B2 ## CPC - F02D 35/027: {using knock sensors} - F02D 41/28: Interface circuits - G01L 23/222: {using piezoelectric devices} - G01L 23/227: {using numerical analyses} - F02D 41/2416: {Interpolation techniques} - F02D 2041/1432: {the system including a filter, e.g. a low pass or high pass filter} - F02D 2041/288: {for performing a transformation into the frequency domain, e.g. Fourier transformation} - F02P 5/152: dependent on pinking (detecting or indicating knocks in internal-combustion engines G01L23/22) - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - G01L: MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE (weighing G01G) - F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00) ## Abstract 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. ## Claims ### Claim 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 (WS1, WS2) 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). ### Claim 2 (depends on 1) 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. ### Claim 3 (depends on 1) The method as claimed in claim 1, wherein the parasitic noise is a noise of injector closure. ### Claim 4 (depends on 1) 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. ### Claim 5 (depends on 1) 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. ### Claim 6 (depends on 2) The method as claimed in claim 2, wherein the four angular points (Xa, Xb, Xc, Xd) are calculated as follows: Xa=WS1−(Tbr+Ttr)*6*RPM Xb=WS1−(Ttr)*6*RPM Xc=WS2−(Tbr+Ttr)*6*RPM Xd=WS2−(Ttr)*6*RPM, WS1 and WS2 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. ### Claim 7 (depends on 1) 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. ### Claim 8 (depends on 1) The method as claimed in claim 1, wherein the method is carried out in real-time, for each cylinder and in each cycle. ### Claim 9 (depends on 1) 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. ### Claim 10 (depends on 2) The method as claimed in claim 2, wherein the parasitic noise is a noise of injector closure.