Pre-ignition Suppression Method, Device, Medium and Equipment for Engine

Abstract

Embodiments of the present application disclose a pre-ignition suppression method, device, medium and equipment for an engine. The pre-ignition suppression method for the engine obtains the current operating condition parameters of the engine. If the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive region, it obtains the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder, and then controls the cooler to work based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter, thereby changing the storage environment of the mixed liquid droplets in the cylinder, enabling the specified liquid in the mixed liquid droplets to evaporate and separate from the mixed liquid droplets, and the remaining droplets cannot auto-ignite, thus eliminating the occurrence conditions of pre-ignition from the root and minimizing the pre-ignition risk to the greatest extent.

Description

Technical Field

[0001] The present application relates to the field of computer technologies, and in particular, to a method for suppressing pre-ignition of an engine, a device for suppressing pre-ignition of an engine, a computer-readable storage medium, and an electronic device. Background Art

[0002] When the engine is in a low-speed and high-load operating condition, the pre-ignition caused by the self-ignition of the air-fuel mixture before the spark plug ignites is called low-speed pre-ignition. Low-speed pre-ignition may cause super-knock, resulting in engine damage. The influencing factors of low-speed pre-ignition include engine design, combustion chamber carbon deposition, fuel, engine oil, and in-cylinder hot spot distribution, etc. If the pre-ignition time is not much earlier than the normal ignition time, then the abnormal phenomenon of the engine is not very significant. If the pre-ignition time is much earlier than the normal ignition time, it can cause a significant decrease in the power of the engine, the engine operates unstably with a knocking sound (relatively dull), and there is an overheating phenomenon. When pre-ignition is severe, it may directly damage the engine.

[0003] In the prior art, the vehicle control system determines whether pre-ignition has occurred based on the vibration signal identified by the knock sensor. After identifying pre-ignition, it counts the number of pre-ignitions and calculates the duration of the control measure. Then, it determines which control measure to adopt based on the number of pre-ignitions, and determines the action time of the control measure based on the duration or the number of combustion cycles.

[0004] However, the pre-ignition control measures in the above prior art cannot prevent the occurrence of the first pre-ignition. Since the intensity of pre-ignition occurrence has a large randomness, the first pre-ignition may cause engine damage. And even if only the first pre-ignition occurs, for the control of variable valve timing (VVT), air-fuel ratio, and load, it will deteriorate the fuel consumption and power performance of the engine during the strategy application period (15 - 25 seconds). Summary of the Invention

[0005] To solve the above technical problems, embodiments of the present application provide a method for suppressing pre-ignition of an engine, a device for suppressing pre-ignition of an engine, a computer-readable storage medium, and an electronic device.

[0006] According to one aspect of the embodiments of the present application, there is provided a method for suppressing pre-ignition of an engine, where the engine includes a cylinder and a cooler disposed opposite to the cylinder; the method includes: obtaining the current operating condition parameters of the engine; if the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive area, obtaining the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder; controlling the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter.

[0007] In some embodiments, the cooler contains coolant; controlling the operation of the cooler based on actual temperature parameters to enable the cylinder to reach the evaporation temperature parameter, including: determining whether the actual temperature parameter is lower than the evaporation temperature parameter; if the actual temperature parameter is lower than the evaporation temperature parameter, controlling the coolant flow rate of the cooler so that the cylinder reaches the evaporation temperature parameter through the adjusted coolant flow rate.

[0008] In some embodiments, the cooler adjusts the coolant flow rate through a proportional valve; controlling the coolant flow rate of the cooler includes: obtaining the unit step of the proportional valve of the cooler; adjusting the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve.

[0009] In some embodiments, adjusting the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve includes: reducing the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the reduced opening of the proportional valve; after controlling the operation of the cooler based on the actual temperature parameter to enable the cylinder to reach the evaporation temperature parameter, the method further includes: obtaining the preset optimal opening of the proportional valve of the cooler; if the current operating condition parameter indicates that the engine is out of the preset pre-ignition sensitive area, increasing the opening of the proportional valve based on the unit step in each working cycle until the preset optimal opening is reached.

[0010] In some embodiments, the cooler adjusts the coolant flow rate through a proportional valve; controlling the coolant flow rate of the cooler includes: obtaining the target coolant flow rate corresponding to the evaporation temperature parameter; adjusting the opening of the proportional valve of the cooler based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening of the proportional valve.

[0011] In some embodiments, during the process of controlling the coolant flow rate of the cooler, the method further includes: obtaining the coolant temperature of the coolant flowing through the cylinder; querying the adjustment amount of the ignition angle corresponding to the cylinder based on the coolant temperature; controlling and adjusting the ignition angle of the cylinder based on the adjustment amount of the ignition angle.

[0012] In some embodiments, the method further includes: obtaining the preset adjustment amount corresponding to the cylinder; if the adjustment amount of the ignition angle corresponding to the cylinder exceeds the preset adjustment amount, stopping the step of controlling the coolant flow rate of the cooler based on the actual temperature parameter.

[0013] According to one aspect of the embodiments of the present application, a pre-ignition suppression device for an engine is provided. The engine includes a cylinder and a cooler disposed opposite the cylinder. The device includes: a working condition parameter acquisition module configured to acquire the current working condition parameters of the engine; a temperature parameter acquisition module configured to acquire the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder if the current working condition parameters indicate that the engine is operating in a preset pre-ignition sensitive region; and a control module configured to control the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter.

[0014] According to one aspect of the embodiments of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned pre-ignition suppression method for an engine is implemented.

[0015] According to one aspect of the embodiments of the present application, an electronic device is provided, including one or more processors; and a storage device for storing one or more programs. When the one or more programs are executed by the electronic device, the electronic device implements the above-mentioned pre-ignition suppression method for an engine.

[0016] In the technical solution provided by the embodiments of the present application, by acquiring the current working condition parameters of the engine, if the current working condition parameters indicate that the engine is operating in a preset pre-ignition sensitive region, the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder are acquired, and then the cooler is controlled to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter, thereby changing the storage environment of the mixed liquid droplets in the cylinder, enabling the specified liquid in the mixed liquid droplets to evaporate and separate from the mixed liquid droplets, and the remaining droplets cannot auto-ignite, thus eliminating the occurrence conditions of pre-ignition at the source and reducing the pre-ignition risk to the greatest extent.

[0017] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. Description of the Drawings

[0018] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. In the drawings:

[0019] Figure 1 is a flowchart of the pre-ignition suppression method for an engine shown in an embodiment of the present application;

[0020] Figure 2 is a schematic diagram of a pre-ignition sensitive region shown in an embodiment of the present application;

[0021] Figure 3 It is a schematic diagram showing pre-ignition occurring as shown in an embodiment of the present application;

[0022] Figure 4 It is a flowchart of a method for suppressing pre-ignition of an engine as shown in another embodiment of the present application;

[0023] Figure 5 It is a schematic diagram of the deployment of an engine as shown in an embodiment of the present application;

[0024] Figure 6 It is a flowchart of a method for suppressing pre-ignition of an engine as shown in another exemplary embodiment of the present application;

[0025] Figure 7 It is a block diagram of a device for suppressing pre-ignition of an engine as shown in an embodiment of the present application;

[0026] Figure 8 It is a schematic diagram of the structure of a computer system of an electronic device suitable for implementing the embodiments of the present application. Detailed implementation manners

[0027] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners of the present application. On the contrary, they are only examples of devices and methods that are the same as some aspects of the present application as detailed in the appended claims.

[0028] The block diagrams shown in the drawings are only functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in the form of application programs, or implemented in one or more hardware modules or integrated circuits, or implemented in different networks and / or processor devices and / or microcontroller devices.

[0029] The flowcharts shown in the drawings are only exemplary descriptions and do not necessarily include all the content and operations / steps, nor do they necessarily need to be executed in the described order. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined. Therefore, the actual execution order may change according to the actual situation.

[0030] It should be noted that the term "a plurality of" mentioned in the present application refers to two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0031] Under normal circumstances, the pre-ignition control system of the engine does not immediately trigger the pre-ignition control measure when a single pre-ignition is recognized. Instead, it determines whether the counted number of pre-ignitions exceeds the pre-ignition count threshold. If so, the pre-ignition control measure corresponding to this pre-ignition count threshold is triggered. Among them, the pre-ignition count threshold can be calibrated during the calibration and matching of the engine test bench.

[0032] In addition, the pre-ignition control system of the engine triggers different pre-ignition measures based on different numbers of pre-ignitions. For example, if the counted number of pre-ignitions exceeds the first pre-ignition count threshold, the first pre-ignition control measure is triggered, and the first pre-ignition control measure includes increasing the air-fuel ratio of the engine; if the counted number of pre-ignitions exceeds the second pre-ignition count threshold, the second pre-ignition control measure is triggered, and the second pre-ignition control measure includes adjusting the position of the variable valve timing system; if the counted number of pre-ignitions exceeds the third pre-ignition count threshold, the third pre-ignition control measure is triggered, and the third pre-ignition control measure includes restricting the charging efficiency of the engine; if the counted number of pre-ignitions exceeds the fourth pre-ignition count threshold, the fourth pre-ignition control measure is triggered, and the fourth pre-ignition control measure includes cutting off the fuel supply to the engine; among them, the first pre-ignition count threshold ≤ the second pre-ignition count threshold ≤ the third pre-ignition count threshold ≤ the fourth pre-ignition count threshold.

[0033] What those skilled in the art can see is that the current pre-ignition suppression method is passive control. Although it can control the occurrence of consecutive pre-ignitions to a certain extent, there are three main problems: 1) It cannot prevent the occurrence of the first pre-ignition. Due to the high randomness of the pre-ignition occurrence intensity, the first pre-ignition may cause engine damage, and this risk cannot be eliminated by the current control method; 2) Consecutive pre-ignitions can be prevented by cutting off the fuel supply, but cutting off the fuel supply will also cause a drop in vehicle power due to a single cylinder not working, seriously affecting the driving experience of the driver, and the power drop during high-speed acceleration may also pose a safety risk; 3) Even if only the first pre-ignition occurs, the control of VVT, air-fuel ratio, and load will deteriorate the fuel consumption and power performance of the engine during the application of the strategy.

[0034] To solve the above technical problems, the present application provides a method for suppressing pre-ignition of an engine.

[0035] Please refer to Figure 1 , Figure 1 which is a flowchart of the method for suppressing pre-ignition of an engine shown in an exemplary embodiment of the present application. As Figure 1 shown, in an exemplary embodiment, the method for suppressing pre-ignition of an engine at least includes steps S110 to S130, which are introduced in detail as follows:

[0036] Step S110, obtain the current operating condition parameters of the engine.

[0037] It should be noted that the operating conditions parameters are used to describe the operating conditions characteristics of the engine, and they characterize the operating state of the engine.

[0038] Among them, the current operating conditions parameters of the engine refer to the specified parameters among the current operating conditions parameters of the engine.

[0039] The operating state of the engine can be detected in real time to obtain the current operating conditions parameters of the engine. For example, the current operating conditions parameters of the engine include the torque and speed of the engine. The torque of the engine refers to the force for the engine to rotate, and the speed of the engine refers to the number of revolutions of the engine crankshaft per unit time. It can be understood that the current operating conditions parameters of the engine can also include other parameters, and this application does not limit this.

[0040] Step S120, if the current operating conditions parameters characterize that the engine is operating in a preset pre-ignition sensitive area, then obtain the actual temperature parameter of the cylinder and obtain the evaporation temperature parameter corresponding to the fuel in the cylinder.

[0041] It should be noted that the pre-ignition sensitive area refers to the set of operating conditions points where pre-ignition is likely to occur. Among them, the preset pre-ignition sensitive area can be obtained through experiments.

[0042] In some embodiments, the preset pre-ignition sensitive area can be determined according to the operating state of the engine within a specified time period, and the specified time period is earlier than the current time period. For example, the preset pre-ignition sensitive area can be obtained according to the number of pre-ignition occurrences of the engine within the specified time period.

[0043] Exemplarily, please refer to Figure 2 , Figure 2 which is a schematic diagram of the pre-ignition sensitive area shown in an exemplary embodiment of this application. As Figure 2 shown, a core pre-ignition sensitive area (S1), a pre-ignition preprocessing area (S2), and a pre-ignition detachment control area (S3) are predefined. Among them, S2 is obtained by expanding the speed and torque ranges by a preset percentage on the basis of S1. For example, S2 is obtained by expanding the speed and torque ranges by 15% on the basis of S1; S3 is obtained by expanding the speed and torque ranges by a preset percentage on the basis of S2. For example, S3 is obtained by expanding the speed and torque ranges by 25% on the basis of S2; Therefore, the area S1 < S2 < S3.

[0044] During the operation of the engine, if the number of pre-ignitions occurring in the engine within a specified time period meets the first threshold, then S1 is taken as the preset pre-ignition sensitive area. For example, if the first threshold is 0 and the number of pre-ignitions occurring in the engine within the specified time period is 0, it indicates that the number of pre-ignitions occurring in the engine within the specified time period meets the first threshold, and it is detected whether the current operating condition parameters are within S1; if the number of pre-ignitions occurring in the engine within the specified time period meets the second threshold, then S2 is taken as the preset pre-ignition sensitive area. For example, if the second threshold is 1 and the number of pre-ignitions occurring in the engine within the specified time period is 2, then the number of pre-ignitions occurring in the engine within the specified time period meets the second threshold, and it is detected whether the current operating condition parameters are within S2; if the number of pre-ignitions occurring in the engine within the specified time period meets the third threshold, then S3 is taken as the preset pre-ignition sensitive area. For example, if the third threshold is 5 and the number of pre-ignitions occurring in the engine within the specified time period is 5, then the number of pre-ignitions occurring in the engine within the specified time period meets the third threshold, and it is detected whether the current operating condition parameters are within S3.

[0045] If it is detected that the current operating condition parameters of the engine indicate that the engine is operating in the preset pre-ignition sensitive area, then the actual temperature parameter of the cylinder in the engine and the evaporation temperature parameter corresponding to the fuel used in the cylinder are obtained. Among them, the actual temperature parameter is used to reflect the current temperature information of the cylinder in the engine, and the evaporation temperature parameter refers to the evaporation threshold of the fuel used in the cylinder.

[0046] The evaporation temperature parameter is determined according to the fuel currently used in the cylinder of the engine. Exemplarily, a relationship mapping table between various types of fuels and evaporation temperature thresholds may be pre-stored, and by detecting the fuel type in the engine cylinder and then querying the relationship mapping table based on the detected fuel type, the evaporation temperature parameter is obtained. It can be understood that the method for detecting the fuel type in the engine cylinder can be flexibly selected according to the actual application situation. For example, the fuel type in the engine cylinder can be obtained through a liquid component detection sensor, through a fuel information input operation performed by the user, etc., and the present application does not limit this.

[0047] For example, if the detected fuel type in the engine cylinder is gasoline, then the obtained evaporation temperature parameter is 205°C.

[0048] The temperature parameter of the cylinder in the engine can be obtained based on a temperature sensor. Exemplarily, a temperature sensor is pre-deployed relative to the cylinder of the engine, and the actual temperature parameter of the engine is obtained by acquiring the perception parameters uploaded by the temperature sensor.

[0049] Optionally, since an engine generally contains multiple cylinders, the temperature sensor can be arranged on the cylinder wall between adjacent cylinders to make the detected actual temperature parameters more accurate. It can be understood that the cylinder specification parameters of different engines are different, so the deployment positions of the temperature sensors also vary. The deployment positions of the temperature sensors can be flexibly selected according to the actual application situation, and the present application does not limit this.

[0050] Step S130, control the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter.

[0051] It should be noted that the cooler is arranged relative to the cylinder and is used to control the temperature of the cylinder. The cooler includes but is not limited to at least one or a combination of a liquid cooler, an air cooler, etc. The present application does not limit the type of the cooler.

[0052] Since pre-ignition is an abnormal combustion caused by the spontaneous combustion of a mixture of fuel such as engine oil and gasoline, this mixture of droplets is stored in the gap between the piston and the cylinder barrel, not burned in the previous cycle, and enters the cylinder in the next cycle and undergoes spontaneous combustion, thus triggering pre-ignition.

[0053] For example, please refer to Figure 3 , Figure 3 which is a schematic diagram of pre-ignition occurring. As Figure 3 shown, the process of pre-ignition occurring includes: forming a mixture of fuel such as engine oil and gasoline; storing the mixture of droplets in the gap between the piston ring land and the cylinder barrel; the mixture of droplets becomes finer due to the in-cylinder vortex, hitting the wall surface of the cylinder or other droplets; the mixture of droplets is heated, evaporated, and diffused to form atomized droplets; the atomized droplets are affected by gas dynamics and undergo spontaneous combustion to form a stable fire kernel; the fire kernel ignites the unburned mixture of droplets to generate a shock wave; the shock wave coincides with the normal combustion flame front, triggering super-knock.

[0054] Therefore, the present application controls the cooler to operate through the actual temperature parameter of the cylinder so that the cylinder reaches the evaporation temperature parameter corresponding to the fuel in the cylinder, thereby changing the storage environment of the mixture of droplets, enabling the specified liquid in the mixture of droplets to evaporate and separate from the mixture of droplets, and the remaining droplets cannot undergo spontaneous combustion, thus eliminating the occurrence conditions of pre-ignition from the root cause. For example, the actual temperature parameter of the cylinder is 120°C, and the evaporation temperature parameter is the final boiling point T0°C of gasoline (national standard stipulates ≤205°C). The mixture of droplets contains engine oil and gasoline. Control the cooler to increase the actual temperature of the cylinder so that the actual temperature of the cylinder reaches T0°C, evaporate the gasoline from the mixture of droplets, and then the remaining engine oil cannot undergo spontaneous combustion.

[0055] For example, if the cooler is a liquid cooler, the flow rate of the coolant in the liquid cooler is controlled based on the actual temperature parameter so that the temperature of the cylinder reaches the evaporation temperature parameter; if the cooler is an air cooler, the operating power of the air cooler is controlled based on the actual temperature parameter so that the temperature of the cylinder reaches the evaporation temperature parameter; if the cooler includes a liquid cooler and an air cooler, the flow rate of the coolant in the liquid cooler and the operating power of the air cooler are controlled based on the actual temperature parameter so that the temperature of the cylinder reaches the evaporation temperature parameter.

[0056] Optionally, a temperature sensor and a cooler may be separately deployed for each cylinder to separately obtain the actual temperature parameter of each cylinder and control the cooler according to the actual temperature parameter of each cylinder, thereby improving the accuracy of pre-ignition suppression for each cylinder.

[0057] The pre-ignition suppression method for an engine provided by an embodiment of the present application obtains the current operating condition parameters of the engine. If the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive area, the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder are obtained. Then, the cooler is controlled to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter, thereby changing the storage environment of the mixed liquid droplets in the cylinder, enabling the specified liquid in the mixed liquid droplets to evaporate and separate from the mixed liquid droplets, and the remaining droplets cannot auto-ignite, thus eliminating the occurrence conditions of pre-ignition at the root and reducing the pre-ignition risk to the greatest extent.

[0058] Please refer to Figure 4 , Figure 4 which is a flowchart of the pre-ignition suppression method for an engine shown in another exemplary embodiment of the present application. As Figure 4 shown, the cooler contains coolant; controlling the cooler to operate based on the actual temperature parameter in step S130 so that the cylinder reaches the evaporation temperature parameter may include steps S131 to S132 as follows:

[0059] Step S131, determining whether the actual temperature parameter is lower than the evaporation temperature parameter;

[0060] Step S132, if the actual temperature parameter is lower than the evaporation temperature parameter, adjusting the coolant flow rate of the cooler so that the cylinder reaches the evaporation temperature parameter through the adjusted coolant flow rate.

[0061] The cooler is a liquid-cooled cooler, and a temperature adjustment waterway is arranged relative to the cylinder, and the temperature of the cylinder is reduced by the flow of the coolant in the temperature adjustment waterway.

[0062] It can be understood that, the greater the coolant flow rate of the coolant in the temperature regulation water circuit, the greater the value of the cylinder temperature decrease; the smaller the coolant flow rate of the coolant in the temperature regulation water circuit, the smaller the value of the cylinder temperature decrease. Herein, the value of the cylinder temperature decrease refers to the difference between the cylinder temperature without cooling measures and the cylinder temperature with cooling measures under the same working scenario.

[0063] Therefore, when the actual temperature parameter of the cylinder is lower than the evaporation temperature parameter, it indicates that there may be a specified fuel that is easy to burn in the mixed liquid droplets generated in the current cylinder. So, it is necessary to adjust the coolant flow rate of the cooler to make the cylinder reach the evaporation temperature parameter through the adjusted coolant flow rate, and evaporate and separate the specified fuel that may be easy to burn in the mixed liquid droplets at the evaporation temperature parameter.

[0064] In some embodiments, the cooler adjusts the coolant flow rate through a proportional valve; adjusting the coolant flow rate of the cooler based on the actual temperature parameter includes: obtaining the unit step of the proportional valve of the cooler; adjusting the opening of the proportional valve based on the unit step within each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve.

[0065] It should be noted that the working cycle of the engine includes four processes: intake, compression, power generation, and exhaust. Simply put, the engine completes the four working processes of intake, compression, power generation, and exhaust within one working cycle. The unit step of the proportional valve is determined based on the specification parameters of the proportional valve.

[0066] Exemplarily, when the current operating condition parameter of the engine indicates that the engine is operating in a preset pre-ignition sensitive area, the proportional valve actuates at "unit step / working cycle" to reduce the opening of the proportional valve to increase the cylinder wall temperature. At the same time, the actual temperature parameter of the cylinder is detected in real time during this period. Once the actual temperature parameter of the cylinder reaches the evaporation temperature parameter, the actuation of the proportional valve stops to gradually adjust the cylinder temperature and avoid knocking of the cylinder due to too high a cylinder temperature.

[0067] In some embodiments, adjusting the opening of the proportional valve based on the unit step within each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve includes: reducing the opening of the proportional valve based on the unit step within each working cycle to control the coolant flow rate based on the reduced opening of the proportional valve; after controlling the cooler to work based on the actual temperature parameter to make the cylinder reach the evaporation temperature parameter, the method further includes: obtaining the preset optimal opening of the proportional valve of the cooler; if the current operating condition parameter indicates that the engine is out of the preset pre-ignition sensitive area, increasing the opening of the proportional valve based on the unit step within each working cycle until the preset optimal opening is reached.

[0068] It should be noted that the cooler should ensure that the fully open state of the proportional valve can meet the cooling needs of the cylinder, and the optimal opening degree of the proportional valve for fuel economy (preset optimal opening degree) can be determined according to mechanical development tests.

[0069] It can be understood that the smaller the opening degree of the proportional valve, the smaller the coolant flow rate of the cooler and the smaller the temperature reduction value of the cylinder; the larger the opening degree of the proportional valve, the larger the coolant flow rate of the cooler and the larger the temperature reduction value of the cylinder. Therefore, within each working cycle of the engine, the opening degree of the proportional valve is reduced based on a unit step to increase the cylinder temperature to the evaporation temperature parameter by reducing the coolant flow rate.

[0070] Furthermore, if it is detected that the current operating condition parameters of the engine have deviated from the preset pre-ignition sensitive area, then within each working cycle, the opening degree of the proportional valve is increased based on a unit step until the opening degree of the proportional valve reaches the preset optimal opening degree. Then, before receiving an opening degree adjustment instruction for the proportional valve, the proportional valve is in the preset optimal opening degree, ensuring the cooling needs of the engine and facilitating subsequent adjustment of the opening degree of the proportional valve again.

[0071] In some embodiments, the cooler adjusts the coolant flow rate through a proportional valve; adjusting the coolant flow rate of the cooler includes: obtaining the target coolant flow rate corresponding to the evaporation temperature parameter; adjusting the opening degree of the proportional valve of the cooler based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening degree of the proportional valve.

[0072] In addition to gradually adjusting the coolant flow rate based on the unit step of the proportional valve, it is also possible to directly confirm the target coolant flow rate corresponding to the evaporation temperature parameter to adjust the opening degree of the proportional valve based on the target coolant flow rate of the cooler.

[0073] For example, a mapping relationship table between the coolant flow rate and the opening degree of the proportional valve is pre-stored, and the mapping relationship table is queried according to the target coolant flow rate corresponding to the evaporation temperature parameter to obtain the target opening degree corresponding to the proportional valve, so as to adjust the opening degree of the proportional valve of the cooler to the target opening degree.

[0074] In some embodiments, during the process of controlling the coolant flow rate of the cooler based on the actual temperature parameter, the method further includes: obtaining the coolant temperature of the coolant flowing through the cylinder; querying the adjustment amount of the ignition angle corresponding to the cylinder based on the coolant temperature; controlling and adjusting the ignition angle of the cylinder based on the adjustment amount of the ignition angle.

[0075] When the engine is working, the ignition timing has a great influence on the working performance of the engine. Ignition means that the spark plug fires before the piston reaches top dead center of compression to ignite the combustible mixture in the combustion chamber. The angle that the crankshaft turns during the period from the ignition moment to the piston reaching top dead center of compression is called the ignition angle.

[0076] If engine knocking occurs, the knocking will be suppressed by retarding the ignition angle. Under certain conditions (such as too high compression ratio), the combustion of the engine will become abnormal, with high-frequency and large-amplitude fluctuations in the pressure curve. At this time, the flame propagation speed and the shape of the flame front change sharply. This phenomenon is called deflagration, and knocking is the external reaction of deflagration.

[0077] When the current operating condition parameters of the engine indicate that the engine is in a pre-ignition sensitive area and the cylinder temperature is adjusted by the cooler, if the cylinder temperature rise causes knocking, an ignition retard angle is triggered. The ignition retard angle refers to the angle by which the actual ignition angle is retarded relative to the target ignition angle, that is, the adjustment amount of the ignition angle corresponding to the cylinder.

[0078] The influence of different coolant temperatures on knocking can be matched through knocking calibration, and a knocking retard angle map based on the coolant temperature can be preset. The adjustment amount of the ignition angle corresponding to the cylinder can be queried through the preset knocking retard angle map of the coolant temperature. For example, the target ignition angle of the engine is 10° before top dead center, but due to knocking, the ignition angle will be retarded to suppress knocking. If the ignition retard angle queried through the preset knocking retard angle map of the coolant temperature is 7°, the next actual ignition angle will be 3° before top dead center.

[0079] In some embodiments, a preset adjustment amount corresponding to the cylinder is obtained; if the adjustment amount of the ignition angle corresponding to the cylinder exceeds the preset adjustment amount, the step of controlling the coolant flow rate of the cooler based on the actual temperature parameters is stopped.

[0080] When the current operating condition parameters of the engine indicate that the engine is in a pre-ignition sensitive area and the cylinder temperature is adjusted by the cooler, if the adjustment amount of the ignition angle triggered by the cylinder temperature rise causing knocking exceeds the preset adjustment amount, it indicates that the knocking caused by the cylinder temperature rise is relatively serious. Therefore, in order to avoid the risk caused by strong knocking due to further temperature rise of the cylinder, it is necessary to stop controlling the coolant flow rate of the cooler to improve the safety of the engine operation.

[0081] Please refer to Figure 5 , Figure 5 which is a deployment schematic diagram of the engine shown in an exemplary embodiment of the present application. As Figure 5As shown, the engine includes a cylinder 510, which includes a cylinder block 511 and a cylinder head 512. The cooler includes a water pump 521, a heat dissipation unit 522, a thermostat 523, and a proportional valve 524. A wall temperature sensor 531 is deployed relative to the cylinder block 511, and a water temperature sensor 532 is deployed relative to the thermostat 523. The proportional valve 524, the wall temperature sensor 531, and the water temperature sensor 532 are all connected to a central control unit 540. The water pump 521 is used to provide power for the flow of the coolant in the pipeline. The heat dissipation unit 522 is used to reduce the temperature of the coolant in the pipeline. The thermostat 523 is a valve that controls the flow path of the coolant. The proportional valve 524 is used to adjust the flow rate of the coolant in the pipeline. The wall temperature sensor 531 is used to obtain the actual temperature parameters of the cylinder. The water temperature sensor 532 is used to obtain the coolant temperature of the coolant flowing through the cylinder. The wall temperature sensor 531 and the water temperature sensor 532 send temperature parameters to the central control unit 540 through connections, and send proportional valve opening adjustment instructions to the proportional valve 524 based on the received temperature parameters to adjust the coolant flow rate in the cooling pipeline.

[0082] Among them, if the engine is an engine in a vehicle, the central control unit 540 is an Electronic Control Unit (ECU). Specifically, the type of the central control unit can be flexibly selected according to the actual application scenario, and the present application does not limit this.

[0083] Please refer to Figure 6 , Figure 6 is a flowchart of a pre-ignition suppression method for an engine shown in another exemplary embodiment of the present application. As Figure 6 shown, in step S610, the current operating condition parameters of the engine are detected; in step S620, based on the current operating condition parameters, it is determined whether the engine is operating in a preset pre-ignition sensitive area. If so, step S630 is executed; if not, step S610 is executed; in step S630, it is determined whether the actual temperature parameter of the cylinder is lower than the evaporation temperature parameter. If so, step S640 is executed; if not, step S610 is executed; in step S640, the opening of the proportional valve of the cooler is adjusted to reduce the coolant flow rate so that the cylinder reaches the evaporation temperature parameter.

[0084] The pre-ignition suppression method for the engine provided by the present application obtains the current operating condition parameters of the engine. If the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive area, the actual temperature parameter of the cylinder is obtained, and the evaporation temperature parameter corresponding to the fuel in the cylinder is obtained. Then, the cooler is controlled based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter, thereby changing the storage environment of the mixed liquid droplets in the cylinder, causing the specified liquid in the mixed liquid droplets to evaporate and separate from the mixed liquid droplets, and the remaining droplets cannot auto-ignite, thus eliminating the pre-ignition occurrence condition at the root and reducing the pre-ignition risk to the greatest extent.

[0085] Figure 7 It is a block diagram of a pre-ignition suppression device for an engine shown in an embodiment of the present application. As Figure 7 shown, the device includes:

[0086] An operating condition parameter acquisition module 710, configured to acquire the current operating condition parameters of the engine;

[0087] A temperature parameter acquisition module 720, configured to acquire the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder if the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive area;

[0088] A control module 730, configured to control the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter.

[0089] In an embodiment of the present application, the cooler contains coolant; controlling the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter includes:

[0090] Judging whether the actual temperature parameter is lower than the evaporation temperature parameter;

[0091] If the actual temperature parameter is lower than the evaporation temperature parameter, then adjust the coolant flow rate of the cooler so that the cylinder reaches the evaporation temperature parameter through the adjusted coolant flow rate.

[0092] In an embodiment of the present application, the cooler adjusts the coolant flow rate through a proportional valve; adjusting the coolant flow rate of the cooler includes:

[0093] Obtain the unit step of the proportional valve of the cooler;

[0094] Adjust the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve.

[0095] In an embodiment of the present application, adjusting the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve includes:

[0096] Reduce the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the reduced opening of the proportional valve;

[0097] After controlling the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter, the method further includes:

[0098] Obtain the preset optimal opening of the proportional valve of the cooler;

[0099] If the current operating condition parameters indicate that the engine is out of the preset pre-ignition sensitive area, then within each working cycle, the opening of the proportional valve is increased based on a unit step until the preset optimal opening is reached.

[0100] In an embodiment of the present application, the cooler adjusts the coolant flow through a proportional valve; adjusting the coolant flow of the cooler includes:

[0101] Obtain the target coolant flow corresponding to the evaporation temperature parameter;

[0102] Based on the target coolant flow, adjust the opening of the proportional valve of the cooler to control the coolant flow based on the adjusted opening of the proportional valve.

[0103] In an embodiment of the present application, during the process of adjusting the coolant flow of the cooler, the method further includes:

[0104] Obtain the coolant temperature of the coolant flowing through the cylinder;

[0105] Query the adjustment amount of the ignition angle corresponding to the cylinder based on the coolant temperature;

[0106] Based on the adjustment amount of the ignition angle, control and adjust the ignition angle of the cylinder.

[0107] In an embodiment of the present application, the method further includes:

[0108] Obtain the preset adjustment amount corresponding to the cylinder;

[0109] If the adjustment amount of the ignition angle corresponding to the cylinder exceeds the preset adjustment amount, then stop the step of controlling the coolant flow of the cooler based on the actual temperature parameter.

[0110] It should be noted that the pre-ignition suppression device of the engine provided in the above embodiment and the pre-ignition suppression method of the engine provided in the above embodiment belong to the same concept. The specific ways in which each module and unit perform operations have been described in detail in the method embodiment, and will not be repeated here. The pre-ignition suppression device of the engine provided in the above embodiment can, in actual application, allocate the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above. This is not limited here either.

[0111] Figure 8 Shows a schematic structural diagram of the computer system of the electronic device according to an embodiment of the present application.

[0112] It should be noted that Figure 8 The computer system 800 of the electronic device shown is only an example and should not bring any limitation to the functions and usage scope of the embodiments of the present application.

[0113] As shown Figure 8 in the figure, the electronic device 800 is presented in the form of a general-purpose computing device. The components of the electronic device 800 may include, but are not limited to: at least one of the above-mentioned processing units 810, at least one of the above-mentioned storage units 820, a bus 830 connecting different system components (including the storage unit 820 and the processing unit 810), and a display unit 840.

[0114] Among them, the storage unit stores program code, which can be executed by the processing unit 810, so that the processing unit 810 executes the steps according to various exemplary embodiments of the present disclosure described in the "Exemplary Method" section of this specification.

[0115] The storage unit 820 may include a readable medium in the form of a volatile storage unit, such as a random access storage unit (RAM) 821 and / or a cache storage unit 822, and may further include a read-only storage unit (ROM) 823.

[0116] The storage unit 820 may also include a program / utility 824 having a set (at least one) of program modules 825. Such program modules 825 include, but are not limited to: an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include the implementation of a network environment.

[0117] The bus 830 may represent one or more of several types of bus structures, including a storage unit bus or a storage unit controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any bus structure in a variety of bus structures.

[0118] The electronic device 800 may also communicate with one or more external devices 870 (such as a keyboard, a pointing device, a Bluetooth device, etc.), may also communicate with one or more devices that enable a user to interact with the electronic device 800, and / or communicate with any device that enables the electronic device 800 to communicate with one or more other computing devices (such as a router, a modem, etc.). Such communication may be carried out through an input / output (I / O) interface 850. And, the electronic device 800 may also communicate with one or more networks (such as a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) through a network adapter 860. As shown in the figure, the network adapter 860 communicates with other modules of the electronic device 800 through the bus 830. It should be understood that, although not shown in the figure, other hardware and / or application program modules may be used in combination with the electronic device 800, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, etc.

[0119] In particular, according to the embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as computer applications. For example, the embodiments of the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains a computer program for executing the method shown in the flowchart. When the computer program is executed by the processing unit 810, various functions defined in the system of the present application are executed.

[0120] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium can be any tangible medium that contains or stores a program, and the program can be used by or in combination with an instruction execution system, apparatus, or device. In the present application, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable computer program. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, and the computer-readable medium can initiate, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted by any suitable medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0121] The units involved in the embodiments described in the present application can be implemented in the form of an application program or in a hardware manner, and the described units can also be provided in a processor. Among them, the names of these units do not constitute a limitation to the unit itself in some cases.

[0122] On the other hand, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method for suppressing pre-ignition of the engine as described above is implemented. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist alone without being assembled into the electronic device.

[0123] On the other hand, the present application also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the method for suppressing pre-ignition of the engine provided in each of the above embodiments.

[0124] The above content is only a preferred exemplary embodiment of the present application and is not used to limit the implementation of the present application. Those of ordinary skill in the art can easily make corresponding changes or modifications according to the main concept and spirit of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope required by the claims.

Claims

1. A method for suppressing pre-ignition of an engine, characterized in that, The engine includes a cylinder and a cooler arranged opposite to the cylinder; the method includes: Obtain the current operating condition parameters of the engine; If the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive area, obtain the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder; the cylinder contains a mixture of droplets; Control the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter to evaporate and separate the fuel in the cylinder from the mixture of droplets.

2. The method according to claim 1, wherein The cooler contains coolant; the controlling the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter includes: Judge whether the actual temperature parameter is lower than the evaporation temperature parameter; If the actual temperature parameter is lower than the evaporation temperature parameter, adjust the coolant flow rate of the cooler so that the cylinder reaches the evaporation temperature parameter through the adjusted coolant flow rate.

3. The method according to claim 2, wherein The cooler adjusts the coolant flow rate through a proportional valve; the adjusting the coolant flow rate of the cooler includes: Obtain the unit step of the proportional valve of the cooler; Adjust the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve.

4. The method according to claim 3, characterized in that The adjusting the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the adjusted opening of the proportional valve includes: Reduce the opening of the proportional valve based on the unit step in each working cycle to control the coolant flow rate based on the reduced opening of the proportional valve; After the controlling the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter, the method further includes: Obtain the preset optimal opening of the proportional valve of the cooler; If the current operating condition parameters indicate that the engine is out of the preset pre-ignition sensitive area, increase the opening of the proportional valve based on the unit step in each working cycle until the preset optimal opening is reached.

5. The method according to claim 2, characterized in that, The cooler adjusts the coolant flow rate through a proportional valve; the adjusting the coolant flow rate of the cooler includes: Obtain the target coolant flow rate corresponding to the evaporation temperature parameter; Adjust the opening of the proportional valve of the cooler based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening of the proportional valve.

6. The method according to claim 2, wherein During the process of adjusting the coolant flow rate of the cooler, the method further includes: Obtain the coolant temperature of the coolant flowing through the cylinder; Query the adjustment amount of the ignition angle corresponding to the cylinder based on the coolant temperature; Control and adjust the ignition angle of the cylinder based on the adjustment amount of the ignition angle.

7. The method according to claim 6, wherein The method further includes: Obtain the preset adjustment amount corresponding to the cylinder; If the adjustment amount of the ignition angle corresponding to the cylinder exceeds the preset adjustment amount, stop the step of controlling the coolant flow rate of the cooler based on the actual temperature parameter.

8. An engine pre-ignition suppression device, characterized in that, The engine includes a cylinder and a cooler arranged opposite to the cylinder; including: The operating condition parameter acquisition module is configured to acquire the current operating condition parameters of the engine; The temperature parameter acquisition module is configured to acquire the actual temperature parameter of the cylinder and the evaporation temperature parameter corresponding to the fuel in the cylinder if the current operating condition parameters indicate that the engine is operating in a preset pre-ignition sensitive region; the cylinder contains a mixture of droplets; The control module is configured to control the cooler to operate based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter to evaporate and separate the fuel in the cylinder from the mixture of droplets.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the pre-ignition suppression method of the engine as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, Comprising: A processor; And A memory for storing one or more programs, when the one or more programs are executed by the one or more processors, causing the one or more processors to implement the pre-ignition suppression method of the engine as described in any one of claims 1 to 7.

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