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Sensor for analysis of engine knock control system
Streszczenie. Niniejszy artykuł dotyczy zjawiska niepożądanego spalania detonacyjnego w silnikach

spalinowych. Jednostka sterująca silnika monitoruje te detonacje używając piezoelektrycznych
czujników. Dzięki kontroli czujnikami spalania stukowego detonacje mogą być obiektywnie
zmierzone po prostu na zewnątrz samochodu. Jeśli ten komponent zapewni małą amplitudą napięcia
wyjściowego mogłoby się zdarzyć, że w obszarze zapłonu silnika wystąpiłoby spalanie. Artykuł
dotyczy konstrukcji prostego urządzenia do wykrywania tego zaburzenia. (Czujnik do analizy systemu
kontrolnego spalania stukowego)
Abstract. This paper deals with the phenomenon of the undesirable detonation combustion in
internal combustion engines. A control unit of the engine monitors these detonations using
piezoelectric knock sensors. With the control of these sensors the detonations can be objectively
measured just outside the car. If this component provides small amplitude of the output voltage it
could happen that there would have been in the areas of the engine ignition combustion. The paper
deals with design of a simple device for the detection of this disorder.
Słowa kluczowe: czujniki spalania stukowego; diagnostyka; urządzenie do kontroli. Keywords: knock
sensor; diagnostic; testing device.
Introduction A knock sensor allows the engine to run with the ignition tim-ing as far advanced as
possible. The computer will continue to advance the timing until the knock sensor detects pinging.
At that point the computer retards the ignition timing just enough for stop the pinging. The knock
sensor responds to the spark knock caused by pre-detonation of the air/fuel mixture. As the flame
front moves out from the spark plug ignition point, pressure waves in the chamber crash into the
piston or cylinder walls resulting in a sound known as a knock or ping. This is caused by using a fuel
with a low octane rating, overheating, or over advanced timing. Sometimes it can be caused by hot
carbon deposits on the piston or cylinder head that raise compression. A knock sensor is comprised
of piezoelectric materials; crystals that when impacted, generate a voltage (same idea as a BBQ
ignitor). This voltage is monitored by the computer, and when an irregularity is detected, the
computer corrects timing in VVT (variable valve timing) engines, or triggers a DTC Diagnostic Trouble
Code) in older vehicles. [1-3].
Fig.1. Bandpass output signal: a) non-knocking combustion, b) knocking combustion [1]
Engine Knocking Detonation can be prevented by any or all of the following techniques: • the use of
a fuel with high octane rating, which increases the combustion temperature of the fuel and reduces
the proclivity to detonate; • enriching the air-fuel ratio which alters the chemical reactions during
combustion, reduces the combustion temperature and increases the margin above detonation; •
reducing peak cylinder pressure by decreasing the engine revolutions (e.g., shifting to a higher gear,
there is also evidence that knock occurs more easily at high rpm than low regardless of other
factors); • decreasing the manifold pressure by reducing the throttle opening, boost pressure or •
reducing the load on the engine. At detonation combustion occurs to rapid changes in pressure
(Fig.1). These fast pressure changes, generated by sound waves, which are in modern automobiles
captured by the knock sensor [4].
Adaptive Knock Control At dynamic engine transients, mismatches of the ignition angle occur
resulting in increased knock occurrence rates. The response time of knock control can be reduced by
a feed-forward control angle αl(n) stored in an adaptive ignition angle map. Contrary to lambda
control, a successful global error model has not yet been found. The values of the ignition angle map
must therefore be adapted in every individual engine operating point for all cylinders. The ignition
angle at one cylinder is the sum: (1) nnnn lkie , where αe is the effective
ignition angle, αi is the open loop ignition angle from fixed map, αk is the knock control ignition
angle, and αl is the learned ignition angle from adaptive map. The average knock control ignition
angle αk(n) is the basis to teach the adaptive ignition angle map αl(n) into the direction of retarding.
A figed advance angle αa is superimposed to the teaching process providing a forgetting function of
the thought angles. The learned ignition angle is (2) 1111 nnknkn akllll
. The factor kl determines how fast the learning process is [5].

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Sensor for analysis of engine knock control system

Streszczenie. Niniejszy artykuł dotyczy zjawiska niepożądanego spalania detonacyjnego w silnikach

Fig.1. Bandpass output signal: a) non-knocking combustion, b) knocking combustion [1]

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