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    2018发动机声品质培训课程资料 DI Fuel System Tick Noise.pdf

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    2018发动机声品质培训课程资料 DI Fuel System Tick Noise.pdf

    DI Fuel System Tick Noise 1 P/T NVH Turbo NVH Idle NVH DI Fuel System NVH Engine Forces P/T NVH Testing 2 P/T S.Q. Basic Idle Start Stop 4 out of 15 Error States √ DI Fuel System Tick Noise I. The metrics used to quantify the DI fuel system “Tick Noise”. II. The DI fuel system excitation forces a The mechanisms of excitation forces Impact forces and hydraulic pulsations b How the forces are transmitted into engine structures cylinder head and engine block III. The strategy used to reduce the DI fuel system excitation forces 1 event per revolution of the engine – 2nd order ref engine; 2 events per revolution of the engine – 3rd order ref engine; 3 events per revolution of the engine For an engine, each cylinder firers once every 2 revolutions one cycle. Therefore, for a 6 cylinder engine the “Firing Order” would be – 6 events per 2 engine revolutions 6/2 3 of cylinders Firing order Higher Orders Orders Due to Combustion I4 – 1200; V6 – 1800 ; V8 – 2400 IMEP 67 SDIMEP  Target 75 Order Gas Torque Sub-Orders  Target 0.5th, 1.0th, 1.5th, etc. 75 creates small Seat Track Response cylinder pressure 75 o Acceptable/No Bobble Region I Region IIIRegion II Veh. A/ NERU Veh. C/ NERU Veh. B/ NERU Drive All Blue Vertical Line Combustion Stability LNV Target 75 Light Green Line Bobble Metric Target 75 Sensitivity 6.xHz III. Combustion Stability Related Idle Bobble What cause the Bobble 48 Idle bobble is an increasing concern for idle quality due to low idle speeds and reduction on of cylinders V8V6I4I3. The root causes of idle bobble are poor engine combustion stability low LNV combining with vehicle sensitivity. Idle metric is an unique metric. III. Combustion Stability Related Idle Bobble An Unique Idle Metric 49 Summary I. Idle NVH and Associated Metrics II. Steady State Idle Vibration  Source  Path  Receiver  Excitation  Vehicle Sensitivity  Issue III. Combustion Stability Related Idle Bobble IV. Combustion Stability Measurement and Control 1. Use flywheel acceleration to measure stability 2. Use calibration parameters to measure stability 3. Control the combustion stability through calibration V. Vehicle Sensitivity Measurement VI. Idle Speed Management to Avoid Idle NVH 50 IV.1 Use Flywheel Acceleration to Measure Stability Single Cylinder Model, One Cycle Cylin de r Mode l    sincos1 4 2 L R R D PT Com  IMEP Indicated Mean Effective Pressure      d d dV P V IMEP D  2 2 1 Combustion TorqueCylinder Pressure 51 IV.1 Use Flywheel Acceleration to Measure Stability Multiple Cylinders, One Cycle  In one engine cycle 720o for a four stroke engine  There will be 8-IMEP values for a V8 engine.  The combustion torque is a continuous variable. Cylinder Pressure Combustion Torque 0.0 0.5 1.0 1.5 2.0 Cyl1 Cyl5 Cyl4 Cyl2 Cyl6 Cyl3 Cyl7 Cyl8 Cylinder IMEP , Ba r IMEP 52 IV.1 Use Flywheel Acceleration to Measure Stability Why IMEP belt accessory and timing whine noises – Alternator whine noises – Oil pump and balance shaft whine noises – Other engine order related tonal noises 24 Generic Target of 0.2mm II.2 P/T Mount Vibration Traditional Metrics 25  计算下面阶次的主动和被动端的振 动 1.5th, 3rd, 4.5th, 6th, 7.5th, 9th, 10.5th, and 12th  用各个阶次的主动和被动端振动来 定义不同频率下悬置的隔振率。 Metric 3 Mount Isolation II.2 P/T Mount Vibration Traditional Metrics 26 Metric 3 Mount Isolation 因台架设置 引起的共振 主动端 被动端 II.2 P/T Mount Vibration Traditional Metrics 27 Metric 3 Mount Isolation 20dB Active Mounts’ Vibration Vehicle Transfer Function P/F Structure-borne Interior Sound Level, dBA Structure-borne AI, Structure-borne Loudness, Sone Mounts’ Rates 28 II.2 P/T Mount Vibration New Metrics Structure-Borne Equivalent Interior Noises The goal of controlling P/T vibration is to ensure the delivery of the interior noise that meets customer needs. The industry new trend is to combine the P/T mount vibration with mount rates and vehicle transfer functions to predict the interior noises in term of overall interior noise dBA, Articulation Index AI, and interior loudness Sone. – It is possible to calculate other interior noise metrics too if desired. Performance S.Q. Assessments SB 29 II.2 P/T Mount Vibration New Metrics Structure-borne Equivalent Interior Noises RSS mount vibration for all P/T mounts. A generic or a specific mount rate and vehicle transfer function NTF. This process can apply to any engine load conditions including the full load given above. II.3 P/T Total Equivalent Interior Noises Structure-borne Interior Sound Level, dBA Structure-borne AI, Structure-borne Loudness, Sone Airborne Interior Sound Level, dBA Airborne AI, Airborne Loudness, Sone Overall Interior Sound Level, dBA Overall AI, Overall Loudness, Sone 30 Combining the airborne and structure-borne gives the total equivalent vehicle interior noises in term of Overall dBA, AI, and Loudness Sone Performance S.Q. Assessments Total 31 II.3 P/T Total Equivalent Interior Noises The P/T radiated noises and mount vibrations The mount rate and vehicle transfer functions ENS or,  A broad band whoosh noise occurs during tip-out maneuver. Root cause of tip-out noise  The anti surge valve CBV is not opened quickly enough to release the pressurized air trapped between closed throttle and compressor outlet, resulting in reverse air flow through compressor causing hard surge.  The noise is primarily airborne through the AIS LP duct and orifice. How to avoid tip-out noise  Ensure that CBV is opened on time quickly enough to avoid reverse air flow and hard surge. Turbocharger Tip-Out Noise Root Cause of Squawk/Whoosh During Tip-Out 6 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Three pressure transducers are installed at compressor inlet and outlet – One is at position of 4“ from the compressor inlet, P_Inlet. – One is at CBV valve passageway on compressor housing, P_Valve. – The third pressure transducer is installed 4“ from compressor outlet, P_Outlet. To measure the backup flow, the integrated CBV was disabled and an external CBV was added which is not shown in the illustration. 7 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Case I w/ Squawk / Chirp For case I, there is significant squawk / chirp noise during tip-out maneuver. – The peak noise measured at AIS orifice mic. Is 121dB. – At CBV opening, the throttle position at 19.9deg Correspondingly, there is a big spike in pressure transducer inside the CBV passageway, which is indication that there is reverse airflow. 8 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Case I w/ Squawk / Chirp The operating lug-line shows that the tip-out maneuver occurs in the middle of the compressor map. The reverse flow occurs before the CBV is fully opened causing hard surge. 9 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Case II w/ Whoosh For case II, there is whoosh noise during tip-out maneuver. – The peak noise measured at AIS orifice mic. Is 115dB. – At CBV opening, the throttle position at 23.8deg Correspondingly, there is still a spike in pressure transducer inside the CBV passageway but much smaller than the Case I. This indicates that the reverse flow is minor. 10 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Case II w/ Whoosh The operating lug-line shows that the tip-out maneuver occurs in the middle of the compressor map. The some reverse flow occurs during the CBV opening causing soft surge. 11 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Case III No Noise For case III, there is NO noise during tip-out maneuver. – The peak noise measured at AIS orifice mic. Is 108dB. – At CBV opening, the throttle position at 33.5deg Correspondingly, there is NO spike in pressure transducer inside the CBV passageway, which indicates NO reverse flow. 12 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Case III No Noise The operating lug-line shows that the tip-out maneuver occurs in the middle of the compressor map. There is NO reverse flow for this case. 13 Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Temperature Measurement At each tip-out, CBV was opened. Temperature spike corresponds to tip-out squawk/chirp heard subjectively. Engine Speed CBV Signal Temperatures Temperature Spike 14 When tip-out, the throttle will be closed. Due to rotating inertia, the compressor wheel will not stop instantly and keep spinning delivering high pressure to compressor outlet. Before opening the CBV, the air pressure between compressor outlet and closed throttle will keep increasing. When the potential energy, EP, within compressor outlet and closed throttle, is GREATER than the kinetic energy of rotating compressor wheel, EK, the pressured air will flow back from compressor outlet to compressor inlet causing hard surge. To prevent this happening – Open CBV to reduce the pressure thus the potential energy – Leave throttle open to certain angle to let engine consuming some of the air thus reducing pressure Turbocharger Tip-Out Noise Proof of Reverse Airflow During Squawk Three Case Summary Kinetic Energy in Rotating Compressor Wheel 2 2 1 IEK  Potential Energy between Compressor Outlet and Throttle Body 2cPE P  15 Turbocharger Tip-Out Noise CBV Systems 16 e-CB V ep -CB V Turbocharger Tip-Out Noise Timing Requirements Leave Throttle Open Certain Degree after Tip-out 17

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