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To detect knock, a piezoelectric knock sensor (basically a microphone) bolted to the engine block responds to unique frequencies caused by engine knock. The sensor generates a small voltage that is sent to the electronic control unit , which processes the signal to determine if, in fact, knock is occurring.
The objective of knock control strategies is to attempt to optimize the trade-off between protecting the engine from damaging knock events and maximizing the engine's output torque. Knock events are an independent random process. [8] It is impossible to design knock controllers in a deterministic platform. A single time history simulation or ...
LSPI events are random and infrequent, and their effects on impacted vehicles can include very high-pressure spikes, loud knocking noises and sometimes catastrophic engine damage. [4] It's commonly known as "Detonation or Knock". Engine management systems can overcome pre ignition by the means of a knock or detonation sensor.
During its production run the Cologne V6 was offered in displacements of 1.8, 2.0, 2.3, 2.4, 2.6, 2.8, 2.9, and 4.0 litres. [1] All except the Cosworth 24v derivative and later 4.0 litre SOHC engines were pushrod overhead-valve engines, with a single camshaft between the banks.
A Digifant II DF-1 Engine Control Unit used in '91 Volkswagen Golf Cabriolet with 2E engine. Digifant is an Engine Management System operated by an Engine Control Unit that actuates outputs, such as fuel injection and ignition systems, using information derived from sensor inputs, such as engine speed, exhaust oxygen and intake air flow. [1]
The reduced engine speeds allow more time for autoignition chemistry to complete thus promoting the possibility of pre-ignition and so called "mega-knock". Under these circumstances, there is still significant debate as to the sources of the pre-ignition event. [3] Pre-ignition and engine knock both sharply increase combustion chamber temperatures.
In an example 4-cylinder engine, one output controls the injectors for cylinders 1 and 3, and the other controls 2 and 4. The system uses a "cylinder ID" sensor mounted to the camshaft to detect which cylinders are approaching the top of their stroke, therefore which injector bank should be fired.
Pressure in cylinder pattern in dependence on ignition timing: (a) - misfire, (b) too soon, (c) optimal, (d) too late. In a spark ignition internal combustion engine, ignition timing is the timing, relative to the current piston position and crankshaft angle, of the release of a spark in the combustion chamber near the end of the compression stroke.