METHOD OF MOUNTING AN ACCELEROMETER ON AN INTERNAL COMBUSTION ENGINE AND INCREASING SIGNAL-TO-NOISE RATIO

• US 20080035108A1
• Filed: 04/02/2007
• Published: 02/14/2008
• Est. Priority Date: 11/18/2004
• Status: Active Grant

• Current Assignee: Westport Fuel Systems Canada Inc. (Westport Fuel Systems, Inc.)
• Original Assignee: Westport Power Inc. (Westport Fuel Systems, Inc.)
• Inventors: Ancimer, Richard, Cheung, Duran
• Granted Patent: US 7,444,231 B2
• Time in Patent Office: Days
• US Class Current: 123/406.21
• CPC Class Codes: F02D 35/027 using knock sensors
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: G01L 23/221 for detecting or indicating knocks in internal combustion engines

Abstract

A method of mounting an accelerometer to an internal combustion engine comprises securing the accelerometer to a mating surface on an engine component external to a combustion chamber where the accelerometer can generate a signal output that is characteristic of engine knock, when it occurs, and at least one other combustion behavior inside the combustion chamber during a combustion event. The method further comprises connecting a signal wire at one end to the accelerometer and at an opposite end to a signal processor, and increasing the signal output'"'"'s signal-to-noise ratio.

Claims

1. A method of mounting an accelerometer to an internal combustion engine, the method comprising the steps of:

(a) securing the accelerometer to a mating surface on an engine component, the mating surface being external to a combustion chamber of the engine and located where the accelerometer can generate a signal output that is characteristic of engine knock when it occurs and at least one other combustion behavior inside the combustion chamber during at least a portion of a compression stroke or a combustion stroke associated with the combustion chamber;

(b) connecting a signal wire at one end to the accelerometer and at an opposite end to a signal processor; and

(c) increasing the signal output'"'"'s signal-to-noise ratio by taking at least one of the following steps;

adapting the mating surface on the engine component to have a surface flatness of no more that 0.002 inches (0.05 millimeters) Total Indicator Reading;

adapting the mating surface on the engine component to have a surface roughness Rz of no more than 16 micro-inches (0.40 micrometers);

anchoring the signal wire to stationary components of the engine, to reduce signal noise that might otherwise be generated by movement of the signal wire;

shielding the signal wire using a conductive sheath or integrated shielding to reduce signal noise; and

applying a viscous liquid between the accelerometer and the mating surface before securing the accelerometer and filling voids therebetween with the viscous liquid, thereby increasing stiffness of the connection when the accelerometer is secured to the mating surface.

2. The method of claim 1 wherein the combustion chamber is one of a plurality of combustion chambers and the method further comprises securing a plurality of accelerometers to respective mating surfaces, with each one of the mating surfaces being external to the plurality of combustion chambers and being located where each one of the respective accelerometers can generate a signal output that is characteristic of the combustion behavior inside at least one of the plurality of combustion chambers.

3. The method of claim 2 further comprising locating at least two accelerometers where they can each generate a respective signal output that is characteristic of the combustion behavior inside one of the plurality of combustion chambers during combustion cycles, and programming the signal processor:

to receive a plurality of signal outputs and match combustion behavior data from each one of the plurality of signal outputs to associated ones of the plurality of combustion chambers; and

, to produce a combined signal for at least one of the plurality of combustion chambers, by combining combustion behavior data from respective ones of the plurality of signal outputs that are matched to the same combustion chamber.

4. The method of claim 2 further comprising packaging a plurality of signal wires in a wiring harness wherein one end of each one of the plurality of signal wires is connected to the signal processor and at the other end is connected to one of the plurality of accelerometers.

5. The method of claim 1 further comprising following all of the steps to increase signal-to-noise ratio that are set out in paragraph (c) of claim 1.

6. The method of claim 1 wherein the signal processor differentiates engine knock from other combustion behaviors by detecting a characteristic frequency associated with engine knock or by detecting a timing for start of combustion that is in a predetermined range characteristic of engine knock.

7. The method of claim 1 wherein the at least one combustion behavior of which the signal output is characteristic, is selected from the group consisting of combustion rate, combustion phasing and gross indicated mean effective pressure.

8. The method of claim 7 further comprising programming the signal processor to determine a first combustion behavior directly from the signal output and to determine a second combustion behavior from the first combustion behavior.

9. The method of claim 8 wherein the first combustion behavior is combustion rate.

10. The method of claim 1, wherein the step of securing the accelerometer to the engine component comprises securing the accelerometer to one of the engine'"'"'s main bearing caps or one of the engine'"'"'s main bearing cap bolts.

11. The method of claim 10 further comprising orienting a signal wire connector of the accelerometer to be substantially parallel to the main bearing cap axis of symmetry and pointing toward a connector for the signal wire.

12. The method of claim 1 wherein the step of securing the accelerometer to the engine component comprises securing the accelerometer to a cylinder head of the engine or to a cylinder head bolt.

13. The method of claim 1 wherein the step of securing the accelerometer to the engine component comprises securing the accelerometer to a cylinder block of the engine.

14. The method of claim 1 further comprising securing the accelerometer to the engine component by:

boring a hole in the engine component through the mating surface;

securing a stud in the hole;

securing the accelerometer against the mating surface of the component with the stud.

15. The method of claim 14 further comprising adapting the mating surface of the component to have a perpendicularity in reference to the centre axis of the hole of no more than 0.002 inches (0.05 millimeters).

16. The method of claim 14, further comprising tapping the hole and wherein the stud is a bolt having threads matched to threads of the tapped hole.

17. The method of claim 14 further comprising manufacturing the engine component with more material around the mating surface so that boring the hole does not weaken the engine component, as compared to an unmodified like engine component that does not have a bore with a stud installed in it.

18. The method of claim 14 wherein securing the accelerometer to the engine component comprises securing the accelerometer to one of:

the main bearings;

the main bearing bolts;

the cylinder head;

the cylinder head bolts; and

, the cylinder block.

19. The method of claim 1 wherein the step of securing the accelerometer to the engine component comprises clamping the accelerometer against the mating surface of the engine component.

20. The method of claim 19 further comprising locating the mating surface near existing fasteners or a second engine component that can be used to secure a clamp to the engine component and the accelerometer between a clamping member of the clamp and the mating surface.

21. The method of claim 20 further comprising manufacturing the clamp with at least one base member that is attachable to the engine component by the existing fastener or the second engine component, and the clamping member is removably attached to the base member so that the accelerometer can be mounted and removed without removing the existing fasteners or the second engine component.

22. The method of claim 20 further comprising selecting bolts that attach a main bearing cap to a main bearing assembly as the existing fasteners that secure the clamp to the engine component.

23. The method of claim 20 further comprising selecting a cylinder head of the engine to be the engine component to which the accelerometer is mounted, and selecting an engine component that is mounted to the cylinder head as the other engine component that is used to secure the clamp to the cylinder head.

24. The method of claim 23 further comprising selecting one of a fuel injection valve, a spark plug and a glow plug, as the second component which is used to secure the clamp to the cylinder head.

25. The method of claim 1 wherein the step of securing the accelerometer to the engine component comprises:

securing a mounting plate to the mating surface of the engine component, the mounting plate having a component-side that is securable to the mating surface of the engine component and an accelerometer-side that is securable to the accelerometer; and

securing the accelerometer to the sensor-side of the mounting plate.

26. The method of claim 25 further comprising manufacturing the accelerometer-side of the mounting plate to have an accelerometer mating surface and an integrated stud for receiving and attaching the accelerometer to the mounting plate.

27. The method of claim 26 further comprising adapting the accelerometer mating surface of the mounting plate to have a perpendicularity in reference to the centre axis of the integrated stud of no more than 0.002 inches (0.05 millimeters).

28. The method of claim 25, further comprising securing the mounting plate to the mating surface of the engine component by welding, brazing, soldering or cementing.

29. The method of claim 1 wherein when following the step of anchoring the signal wire to stationary components of the engine, the method further comprises using brackets, conduits or p-clips to anchor the signal wire to the stationary component.

30. The method of claim 1 wherein when following the step of applying viscous liquid between the mating surface and the accelerometer, selecting as the viscous liquid a lubricant that is stable for the environment where it is applied.

31. The method of claim 1 wherein when following the step of applying viscous liquid between the mating surface and the accelerometer, selecting a viscous liquid with a viscosity of at least 2500

centipoise at 20°

C.

32. The method of claim 1 wherein when re-mounting the accelerometer, following the same steps that were followed to mount or previously re-mount the accelerometer.

33. The method of claim 32 wherein when re-mounting the accelerometer, the method further comprises matching the same orientation for the accelerometer that it had when it was previously mounted.

34. The method of claim 1 wherein the signal output is a voltage signal generated by a piezoelectric element that is a component of the accelerometer.

35. The method of claim 34, wherein when mounting or re-mounting the accelerometer, the method further comprises bridging the terminals of the accelerometer after securing the accelerometer against the mating surface of the engine component to discharge the voltage created from the compressive preload force on the piezoelectric element.

36. A method of operating and controlling an internal combustion engine using an accelerometer mounted to the engine of claim 1, the method comprising using the accelerometer to generate a signal output that is characteristic of engine knock when it occurs and the at least one other combustion behavior inside the combustion chamber during at least a portion of a combustion event associated with the combustion chamber and using information that is collected from the signal output to control or diagnose operation of the engine.

37. An engine system with an accelerometer mounted to an internal combustion engine using a method of claim 1.

38. An internal combustion engine comprising:

(a) an accelerometer secured to a mating surface of an engine component, wherein the mating surface is external to a combustion chamber of the engine and located where the accelerometer can generate a signal output that is characteristic of engine knock when it occurs and at least one other combustion behavior inside the combustion chamber during at least a portion of a compression stroke or a combustion stroke associated with the combustion chamber, wherein the mating surface is machined to have a flatness and a surface roughness that increases the signal output'"'"'s signal-to-noise ratio;

(b) a signal processor that can receive and process the signal output generated by the accelerometer to detect engine knock when it occurs and the at least one other combustion behavior; and

(c) a signal wire connected at one end to the accelerometer and at an opposite end to the signal processor.

39. The internal combustion engine of claim 38 wherein the accelerometer is one of a plurality of accelerometers that are secured to respective mating surfaces and each one of the accelerometers has a signal wire connected at one end thereto and at the opposite end to the signal processor.

40. The internal combustion engine of claim 38 wherein the signal wire is shielded to reduce signal noise.

41. The internal combustion engine of claim 38 wherein the signal wire is anchored to stationary components of the engine to reduce movement of the signal wire during operation of the engine.

42. The internal combustion engine of claim 38 wherein the signal processor is programmable to filter at least some noise from the signal output, resulting in a filtered signal that is more accurately characteristic of the at least one combustion behavior.

43. The internal combustion engine of claim 38 wherein the at least one combustion behavior that is determined from the signal output is selected from the group consisting of combustion rate, combustion phasing, and gross indicated mean effective pressure.

44. The internal combustion engine of claim 38 wherein the signal processor is programmed to estimate the timing for start of combustion from the signal output or from the combustion behavior determined from the signal output.

45. The internal combustion engine of claim 38 wherein the mating surface has a surface flatness of no more that 0.002 inches (0.05 millimeters) Total Indicator Reading and a surface roughness Rz of no more than 16 micro-inches (0.40 micrometers).

46. The internal combustion engine of claim 38 wherein the engine component with the mating surface is a main bearing cap or a main bearing cap bolt.

47. The internal combustion engine of claim 38 wherein the engine component with the mating surface is a cylinder head of the engine or a cylinder head bolt.

48. The internal combustion engine of claim 38 wherein the engine component with the mating surface is a cylinder block of the engine.

49. The internal combustion engine of claim 38 further comprising a stud that secures the accelerometer to the mating surface.

50. The internal combustion engine of claim 49 wherein the mating surface of the component has a perpendicularity in reference to the centre axis of the stud of no more than 0.002 inches (0.05 millimeters).

51. The internal combustion engine of claim 38 further comprising a clamp that secures the accelerometer to the mating surface.

52. The internal combustion engine of claim 51 wherein existing fasteners that fasten the engine component to the engine are used to attach the clamp to the engine component.

53. The internal combustion engine of claim 52 wherein the fasteners are main bearing cap bolts that join a main bearing cap to a main bearing assembly.

54. The internal combustion engine of claim 52 wherein the fasteners are cylinder head bolts that attach a cylinder head to a cylinder block.

55. The internal combustion engine of claim 51 wherein the clamp is secured to the engine component by a second engine component that is associated with the combustion chamber.

56. The internal combustion engine of claim 55 wherein the engine component with the mating surface is a cylinder head and the second engine component is selected from the group consisting of fuel injectors, spark plugs and glow plugs.

57. The internal combustion engine of claim 51 wherein the clamp comprises a removable clamping member wherein the accelerometer can be mounted, removed, and re-mounted without unsecuring base members of the clamp from the engine component with the mating surface.

58. The internal combustion engine of claim 38 further comprising a mounting plate disposed between the mating surface and the accelerometer.

59. The internal combustion engine of claim 58 wherein the mounting plate is secured to the mating surface by welding, brazing, soldering or cementing.

60. The internal combustion engine of claim 38 further comprising brackets, conduit or p-clips that anchor the signal wire to stationary components of the engine.

61. The internal combustion engine of claim 38 further comprising a viscous liquid with a viscosity of at least 2500 centipoise at 20°

C. disposed between the accelerometer and the mating surface, whereby small voids there between are filled and connection stiffness is increased.

62. The internal combustion engine of claim 61 wherein the viscous liquid is a lubricant that is stable in the operating environment at the mating surface.