Method and device for determining engine knock, vehicle and storage medium

Abstract

The application discloses a kind of engine knock determination method, device, vehicle and storage medium, belong to vehicle engine technical field, by obtaining the knock intensity relationship table of engine, wherein, the knock intensity relationship table is obtained according to the knock intensity of the engine under different working conditions is learned;According to the knock intensity relationship table and the current working condition of the engine, the current knock intensity value of the engine is determined, and the current knock intensity value is compared with the preset knock threshold value;If it is determined that the current knock intensity value exceeds the knock threshold value by comparison, it is determined that the engine knocks under the current working condition. The technical problem that the existing detection engine knock is prone to be easily introduced interference and is prone to cause misjudgment of engine knock can be solved by adopting the technical scheme of the present application.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle engine, and particularly relates to a method and device for determining engine knock, equipment and storage medium. BACKGROUND

[0002] Knock is an abnormal combustion phenomenon in an engine. When the pressure and temperature in the engine increase, the atomized gasoline explodes without ignition, causing the engine to vibrate violently, which is called knock. Knock will increase the noise of the engine, reduce the power, and increase the fuel consumption. In severe cases, it will cause damage to the engine parts.

[0003] Nowadays, vehicles generally detect engine knock phenomenon by collecting the vibration signal of the engine body through a knock sensor, that is, the knock sensor detects knock when the engine knocks, and then protects the engine. However, the existing method for detecting engine knock is very easy to detect the interference caused by environmental factors and engine body vibration as engine knock. SUMMARY

[0004] The main purpose of the present application is to provide a method and device for determining engine knock, vehicle and storage medium, which aims to solve the technical problem that the existing method for detecting engine knock is easy to introduce interference and easy to misjudge engine knock.

[0005] To achieve the above purpose, the present application provides a method for determining engine knock, comprising:

[0006] obtaining a knock intensity relationship table of the engine, wherein the knock intensity relationship table is obtained by learning the knock intensity of the engine under different working conditions;

[0007] determining the current knock intensity value of the engine according to the knock intensity relationship table and the current working condition of the engine, and comparing the current knock intensity value with a preset knock threshold value;

[0008] if it is determined that the current knock intensity value exceeds the knock threshold value, it is determined that the engine knocks under the current working condition.

[0009] Optionally, the method further comprises:

[0010] controlling the engine to run different working conditions and sequentially changing the running parameters of the engine under different working conditions to learn the knock intensity of the engine under different working conditions;

[0011] constructing the knock intensity relationship table according to the engine knock intensity learning result obtained by learning the knock intensity of the engine under different working conditions.

[0012] Optionally, the operation parameters include an EGR rate, fuel quality, and intake air temperature.

[0013] The step of controlling the engine to operate different working conditions and sequentially changing the operation parameters of the engine in different working conditions to learn knock intensity of the engine in different working conditions, comprises:

[0014] A1: controlling the engine to operate a first working condition with different ignition advance angles to generate a change graph of knock intensity values of the engine changing with the ignition advance angles;

[0015] A2: sequentially changing the operation parameters of the engine in the first working condition, and controlling the engine to operate the first working condition with different ignition advance angles after the operation parameters are changed, to generate a correction curve of the operation parameters on the knock intensity values of the engine;

[0016] A3: learning the knock intensity of the engine in the first working condition according to the change graph and the correction curve;

[0017] Repeating the A1, the A2, and the A3 until the engine is controlled to operate all working conditions to learn the knock intensity of the engine in different working conditions.

[0018] Optionally, the operation parameters include an EGR rate (EGR, Exhaust Gas Re-circulation), fuel quality, and / or intake air temperature, and the correction curve includes a first correction curve of the EGR rate on the knock intensity values of the engine, a second correction curve of the fuel quality on the knock intensity values of the engine, and / or a third correction curve of the intake air temperature on the knock intensity values of the engine;

[0019] The A2, comprises:

[0020] changing the EGR rate of the engine in the first working condition, and controlling the engine to operate the first working condition with different ignition advance angles after the EGR rate is changed, to generate the first correction curve;

[0021] changing the fuel quality of the engine in the first working condition, and controlling the engine to operate the first working condition with different ignition advance angles after the fuel quality is changed, to generate the second correction curve;

[0022] changing the intake air temperature of the engine in the first working condition, and controlling the engine to operate the first working condition with different ignition advance angles after the intake air temperature is changed, to generate the third correction curve.

[0023] Optionally, the step of changing the EGR rate of the engine in the first operating condition and controlling the engine to operate the first operating condition with a different ignition advance angle after the EGR rate is changed comprises:

[0024] changing the EGR rate of the engine in the first operating condition by a preset first step size;

[0025] controlling the engine to operate the first operating condition with a different ignition advance angle after the EGR rate is changed each time.

[0026] Optionally, the step of changing the fuel quality of the engine in the first operating condition and controlling the engine to operate the first operating condition with a different ignition advance angle after the fuel quality is changed comprises:

[0027] changing the fuel quality of the engine in the first operating condition by a preset second step size when the changed EGR rate reaches an EGR rate boundary;

[0028] controlling the engine to operate the first operating condition with a different ignition advance angle after the fuel quality is changed each time.

[0029] Optionally, after the step of controlling the engine to operate the first operating condition with a different ignition advance angle after the operating parameter is changed, the method further comprises:

[0030] detecting whether the engine operates the first operating condition stably;

[0031] when it is detected that the engine operates the first operating condition stably, calculating a real-time knock intensity value of the engine according to a cylinder pressure signal integral value and a background noise window signal integral value, wherein the real-time knock intensity value is used to generate the correction curve.

[0032] In addition, to achieve the above object, the application further provides an engine knock determination device, which comprises:

[0033] an acquisition module, configured to acquire a knock intensity relationship table of an engine, wherein the knock intensity relationship table is obtained by learning knock intensities of the engine in different operating conditions;

[0034] a comparison module, configured to determine a current knock intensity value of the engine according to the knock intensity relationship table and a current operating condition of the engine, and compare the current knock intensity value with a preset knock threshold value;

[0035] a determination module, configured to determine that the engine knocks in the current operating condition if it is determined by comparison that the current knock intensity value exceeds the knock threshold value.

[0036] Further, in order to achieve the above object, the application further provides a vehicle, comprising a memory, a processor, and an engine knock determination program stored in the memory and executable on the processor, the engine knock determination program being configured to implement the steps of the engine knock determination method as described above.

[0037] Further, in order to achieve the above object, the application further provides a storage medium, the storage medium storing an engine knock determination program, the engine knock determination program being executable by a processor to implement the steps of the engine knock determination method as described above.

[0038] The engine knock determination method, device, vehicle and storage medium provided by the embodiments of the application comprise the following steps: obtaining an engine knock intensity relationship table, wherein the engine knock intensity relationship table is obtained by learning the knock intensity of the engine under different working conditions; determining a current knock intensity value of the engine according to the engine knock intensity relationship table and a current working condition of the engine, and comparing the current knock intensity value with a preset knock threshold value; and if it is determined by comparison that the current knock intensity value exceeds the knock threshold value, it is determined that the engine knocks under the current working condition.

[0039] The embodiments of the application learn the knock intensity of the engine under different working conditions to obtain an engine knock intensity relationship table, so that when it is necessary to determine whether the engine knocks, only the engine knock intensity relationship table and the working condition under which the engine currently operates are needed to be used to look up the table to determine the current knock intensity value of the engine, and then it is determined whether the engine knocks under the current working condition. In this way, compared with the existing knock detection method which is prone to misjudgment due to interference factors, the embodiments of the application directly determine whether the engine knocks by the working condition of the engine, thereby avoiding the interference possibly introduced by the knock sensor when detecting the knock of the engine, and thus effectively solve the problem that the existing knock detection method by the knock sensor is prone to misjudgment of the knock of the engine due to interference factors. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 FIG. 1 is a structural schematic diagram of an engine knock determination device of a hardware running environment related to the embodiments of the application;

[0041] Figure 2 FIG. 2 is a flowchart of an embodiment of the engine knock determination method of the application;

[0042] Figure 3 FIG. 3 is an application flowchart of an embodiment of the engine knock determination method of the application;

[0043] Figure 4 Figure 1 is a schematic diagram of functional modules of an embodiment of the engine knock determination method of the present application.

[0044] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0045] It should be understood that the specific embodiments described herein merely exemplify the present application and are not intended to limit the present application.

[0046] The technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0047] It should be noted that all directional indications, such as up, down, left, right, front, back, etc., described herein are only used to explain the relative position relationship, movement condition, etc. between components in a certain posture (as shown in the drawings), and if the certain posture changes, the directional indications will also change accordingly.

[0048] In the present application, unless otherwise explicitly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense, for example, "fixation" can be fixed connection, or detachable connection, or integral; can be mechanical connection, or electrical connection; can be direct connection, or indirect connection through an intermediate medium; can be internal connection of two elements or interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0049] In addition, the description such as "first", "second", etc. in the present application is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of various embodiments can be combined with each other, but it must be based on the fact that the technical solutions can be realized by those skilled in the art. When the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, and is not within the scope of protection claimed by the present application.

[0050] Reference Figure 1 , Figure 1 Figure 1 is a schematic diagram of functional modules of an embodiment of the engine knock determination method of the present application.

[0051] It should be noted that the terminal device of the embodiments of the present application can be a vehicle, a vehicle machine (also referred to as a vehicle machine processing terminal, etc.) configured in the vehicle, a terminal such as a mobile terminal, a PC or a portable computer connected with the vehicle machine, which executes the engine knock determination method of the present application.

[0052] As shown in Figure 1 The terminal device can include a processor 1001 such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between the components. The user interface 1003 can include a display, an input unit such as a keyboard, and can also include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a wireless fidelity (WIreless-FIdelity, WI-FI) interface). The memory 1005 can be a high-speed random access memory (RAM) memory, or a stable non-volatile memory (NVM) such as a disk memory. The memory 1005 can also be a storage device independent of the aforementioned processor 1001.

[0053] Those skilled in the art can understand that Figure 1 The structure shown in the foregoing embodiments does not constitute a limitation on the terminal device, and can include more or fewer components than those shown, or combine certain components, or different component arrangements.

[0054] As shown in Figure 1 The memory 1005 as a storage medium can include an operating system, a data storage module, a network communication module, a user interface module, and an engine knock determination program.

[0055] In the terminal device shown in Figure 1 The network interface 1004 is mainly used for data communication with other devices; the user interface 1003 is mainly used for data interaction with the user; in the embodiments of the present application, the processor 1001 and the memory 1005 can be arranged in the terminal device, based on which the terminal device can call the engine knock determination program stored in the memory 1005 through the processor 1001, and perform the following operations:

[0056] Obtain the knock intensity relationship table of the engine, wherein the knock intensity relationship table is obtained by learning the knock intensity of the engine under different working conditions;

[0057] determining a current knock intensity value of the engine according to the knock intensity relationship table and a current operating condition of the engine, and comparing the current knock intensity value with a preset knock threshold value;

[0058] If the comparison determines that the current knock intensity value exceeds the knock threshold value, it is determined that the engine knocks under the current operating condition.

[0059] Optionally, the processor 1001 can be configured to invoke the engine knock determination program stored in the memory 1005, and further perform the following operations:

[0060] controlling the engine to operate different operating conditions and sequentially change operating parameters of the engine under different operating conditions to learn knock intensity of the engine under different operating conditions;

[0061] constructing the knock intensity relationship table according to an engine knock intensity learning result obtained by learning the knock intensity of the engine under different operating conditions.

[0062] Optionally, the operating parameters include an EGR rate, fuel quality and intake air temperature; the processor 1001 can be further configured to invoke the engine knock determination program stored in the memory 1005, and further perform the following operations:

[0063] A1: controlling the engine to operate a first operating condition with different ignition advance angles to generate a change graph of knock intensity values of the engine changing with the ignition advance angles;

[0064] A2: sequentially changing operating parameters of the engine under the first operating condition, and controlling the engine to operate the first operating condition with different ignition advance angles after the operating parameters are changed to generate a correction curve of the operating parameters on the knock intensity values of the engine;

[0065] A3: learning the knock intensity of the engine under the first operating condition according to the change graph and the correction curve;

[0066] repeating the A1, the A2 and the A3 until the engine operates all operating conditions to learn the knock intensity of the engine under different operating conditions.

[0067] Optionally, the operating parameter comprises an EGR rate, a fuel quality, and / or an intake air temperature, the correction curve comprises a first correction curve of the EGR rate versus a knock intensity value of the engine, a second correction curve of the fuel quality versus the knock intensity value of the engine, and / or a third correction curve of the intake air temperature versus the knock intensity value of the engine; the processor 1001 can be configured to invoke the knock determination program stored in the memory 1005, and further perform the following operations:

[0068] changing the EGR rate of the engine in the first operating condition, and controlling the engine to operate the first operating condition with different ignition advance angles after the EGR rate is changed, to generate the first correction curve;

[0069] changing the fuel quality of the engine in the first operating condition, and controlling the engine to operate the first operating condition with different ignition advance angles after the fuel quality is changed, to generate the second correction curve;

[0070] changing the intake air temperature of the engine in the first operating condition, and controlling the engine to operate the first operating condition with different ignition advance angles after the intake air temperature is changed, to generate the third correction curve.

[0071] Optionally, the processor 1001 can be configured to invoke the knock determination program stored in the memory 1005, and further perform the following operations:

[0072] changing the EGR rate of the engine in the first operating condition by a preset first step size;

[0073] controlling the engine to operate the first operating condition with different ignition advance angles after the EGR rate is changed each time.

[0074] Optionally, the processor 1001 can be configured to invoke the knock determination program stored in the memory 1005, and further perform the following operations:

[0075] when the changed EGR rate reaches an EGR rate boundary, changing the fuel quality of the engine in the first operating condition by a preset second step size;

[0076] controlling the engine to operate the first operating condition with different ignition advance angles after the fuel quality is changed each time.

[0077] Optionally, the processor 1001 can be configured to invoke the knock determination program stored in the memory 1005, and further perform the following operations after controlling the engine to operate the first operating condition with different ignition advance angles after the operating parameter is changed:

[0078] detecting whether the engine running the first working condition is stable;

[0079] when it is detected that the engine running the first working condition is stable, calculating a real-time knock intensity value of the engine according to a cylinder pressure signal integral value and a background noise window signal integral value of the engine, wherein the real-time knock intensity value is used to generate the correction curve.

[0080] Based on the hardware structure described above, the overall concept of the engine knock determination method of the present application is proposed.

[0081] At present, vehicles generally detect engine knock phenomenon by collecting the vibration signal of the engine body through the knock sensor, that is, the knock sensor detects the knock when the engine knocks, and then the engine is protected. However, the existing method of detecting engine knock is very easy to detect the disturbance caused by environmental factors and body vibration as engine knock.

[0082] In view of the above phenomenon, the present application provides a determination method of engine knock, which learns the knock intensity of the engine running different working conditions to obtain a knock intensity relationship table, so that when it is necessary to determine whether the engine knocks, only the knock intensity relationship table and the current working condition of the engine are needed to look up the table to determine the current knock intensity value of the engine, and then it is determined whether the engine knocks under the current working condition.

[0083] In this way, compared with the existing knock detection method which is prone to misjudgment due to interference factors, the present application directly determines whether the engine knocks by the engine working condition, which in turn avoids the interference that may be introduced by detecting the engine knock through the knock sensor, thereby effectively solving the problem that the existing knock detection by the knock sensor cannot avoid the interference factors and is prone to misjudgment of engine knock.

[0084] Based on the overall concept of the engine knock determination method of the present application described above, various embodiments of the engine knock determination method of the present application are proposed.

[0085] Please refer to Figure 2 , Figure 2A flowchart of a first embodiment of a method for determining engine knock of the present application is shown. It should be noted that although a logical order is shown in the flowchart, in some cases, the steps of the method for determining engine knock of the present application can be performed in an order different from that shown. In addition, the method for determining engine knock of the present application is applied to the terminal device or the knock determination system in the device described above. For the sake of clarity, the method for determining engine knock of the present application is described below with the knock determination system as the execution subject of the method for determining engine knock of the present application.

[0086] Based on this, in the first embodiment of the method for determining engine knock of the present application, the method for determining engine knock of the present application comprises:

[0087] In step S10, a knock intensity relationship table of the engine is obtained, wherein the knock intensity relationship table is obtained by learning the knock intensity of the engine under different working conditions;

[0088] In an embodiment, the knock determination system measures the knock intensity values under different working conditions through bench tests of the engine under different working conditions, and learns from the data to obtain the knock intensity relationship table, so that when it is necessary to determine whether the engine has knock, the knock determination system directly obtains the knock intensity relationship table for subsequent determination of the knock intensity value of the engine under the current working condition.

[0089] In step S20, the current knock intensity value of the engine is determined according to the knock intensity relationship table and the current working condition of the engine, and the current knock intensity value is compared with a preset knock threshold value;

[0090] In an embodiment, after obtaining the knock intensity relationship table, the knock determination system can directly use the knock intensity relationship table and the current working condition of the engine to perform a table lookup operation, thereby determining the current knock intensity value of the engine under the current working condition. In addition, the knock determination system further compares the determined current knock intensity value with the preset knock threshold value.

[0091] It should be noted that in the embodiment and other various feasible embodiments described below, the knock determination system can preset a knock threshold value for determining whether the engine has knock. It should be understood that based on different design needs of actual applications, in different feasible embodiments, based on the different performance of the engine itself, the knock determination system can of course set the knock threshold value to be of different sizes, and the method for determining engine knock of the present application does not limit the specific size of the knock threshold value.

[0092] Step S30, if the comparison determines that the current knock intensity value exceeds the knock threshold value, it is determined that the engine knocks in the current operating condition.

[0093] In this embodiment, after comparing the current knock intensity value determined by the knock determination system in the case that the engine runs stably in the current operating condition with the pre-set knock threshold value, if the knock determination system compares and determines that the current knock intensity value of the engine exceeds the knock threshold value, it is directly determined that the engine knocks in the current operating condition. Then, the knock determination system can take corresponding knock protection measures for the engine based on the determination result.

[0094] For example, the knock determination system can detect the change of the in-cylinder pressure of the engine through the cylinder pressure sensor, so as to determine whether the engine knocks when the irregular fluctuation of the cylinder pressure curve is detected. In this way, the knock determination system controls the vehicle controller ECU to detect the current operating condition of the engine, and uses the current operating condition and the pre-acquired knock intensity relationship table to perform table lookup to obtain the current knock intensity value of the engine in the case that the engine runs stably in the current operating condition. Then, the knock determination system compares the current knock intensity value determined by the knock determination system with the pre-set knock threshold value. Thus, in the case that the comparison determines that the current knock intensity value of the engine exceeds the knock threshold value, it is directly determined that the engine knocks in the current operating condition, and corresponding knock protection measures are immediately taken for the engine.

[0095] In this embodiment, the knock determination method of the engine provided in the present application directly obtains the knock intensity relationship table for subsequent determination of the knock intensity value of the engine in the current operating condition through the knock determination system, which measures the knock intensity values in different operating conditions through bench tests of the engine in different operating conditions and learns from the data, so as to determine the current knock intensity value of the engine in the case that the engine runs stably in the current operating condition by directly using the knock intensity relationship table and the current operating condition of the engine. Then, the knock determination system compares the current knock intensity value determined by the knock determination system with the pre-set knock threshold value. Thus, in the case that the comparison determines that the current knock intensity value of the engine exceeds the knock threshold value, it is directly determined that the engine knocks in the current operating condition.

[0096] In this way, compared with the existing knock detection method which is prone to misjudgment due to interference factors, the embodiment of the present application directly determines whether the engine knocks by the engine operating condition, which in turn avoids the interference possibly introduced by the knock sensor when detecting the engine knock, thereby effectively solving the problem that the existing knock detection by the knock sensor cannot avoid the interference factors and is prone to misjudgment of the engine knock.

[0097] Further, based on the first embodiment of the engine knock determination method, a second embodiment of the engine knock determination method is proposed.

[0098] In the second embodiment of the engine knock determination method, the engine knock determination method can further include:

[0099] Step S40, controlling the engine to run in different operating conditions and sequentially changing the operating parameters of the engine in different operating conditions to learn the knock intensity of the engine in different operating conditions;

[0100] Step S50, constructing the knock intensity relationship table according to the engine knock intensity learning results obtained by learning the knock intensity of the engine in different operating conditions.

[0101] In this embodiment, the knock determination system learns the knock intensity of the engine in different operating conditions by controlling the engine to run in different operating conditions for bench tests. That is, the knock determination system sequentially changes the operating parameters of the engine in different operating conditions, and then gradually increases the ignition advance angle to control the engine to run for bench tests. During the experiment, the knock determination system records the knock intensity value of each test after the engine operating condition is stable, thereby learning the knock intensity of the engine in different operating conditions.

[0102] Then, the knock determination system constructs the knock intensity relationship table based on the engine operating conditions according to the engine knock intensity learning results obtained by learning the knock intensity of the engine in different operating conditions, so that the knock intensity value of the engine can be obtained by querying the knock intensity relationship table.

[0103] It should be noted that in this embodiment, the knock intensity value = the integral value of the cylinder pressure signal in the combustion window after the band-pass filter / the integral value of the background noise window signal after the band-pass filter, wherein the band-pass filter allows the frequency corresponding to the knock signal to pass.

[0104] In addition, under the condition of engine operating condition determination, the knock intensity value of the engine and the ignition advance angle of the engine generally have a linear relationship, which can be expressed as: knock intensity value = Kfac x ignition advance angle + Boff. Herein, Kfac is a coefficient, and Boff is an offset.

[0105] Optionally, in some feasible embodiments, the operating parameters include the EGR (Exhaust Gas Re-circulation) rate, fuel quality, and intake air temperature. Based on this, the above-mentioned step S40 can include:

[0106] Step A1: controlling the engine to run a first working condition at different ignition advance angles to generate a variation map of variation of knock intensity value of the engine with change of the ignition advance angle;

[0107] In this embodiment, the knock determination system controls the engine to run a first working condition at different ignition advance angles to perform a bench test, and the first working condition is a standard working condition of a preselected EGR rate, fuel quality and intake temperature by the knock determination system. The knock determination system controls the engine to run the first working condition at different ignition advance angles to perform a bench test, and thus generates a variation map of variation of knock intensity value of the engine with change of the ignition advance angle.

[0108] It should be noted that in this embodiment, the variation map of variation of knock intensity value of the engine with change of the ignition advance angle can be a Kfac MAP and a Boff MAP, and both the Kfac MAP and the Boff MAP are with speed X and with intake air amount Y.

[0109] Step A2: sequentially changing the operating parameter of the engine in the first working condition, and controlling the engine to run the first working condition after the operating parameter is changed at different ignition advance angles to generate a correction curve of the operating parameter on the knock intensity value of the engine;

[0110] In this embodiment, the knock determination system sequentially changes the EGR rate, fuel quality and / or intake temperature of the first working condition of the engine when performing a bench test, and then controls the engine to run the first working condition after the EGR rate, fuel quality and / or intake temperature is changed at different ignition advance angles, so as to generate a correction curve of the EGR rate, fuel quality and / or intake temperature on the knock intensity value of the engine.

[0111] It should be noted that in this embodiment, the correction curve of the EGR rate, fuel quality and / or intake temperature on the knock intensity value of the engine can be a correction curve CUR of the EGR rate, fuel quality and / or intake temperature on Kfac and a correction curve CUR of the EGR rate, fuel quality and / or intake temperature on Boff.

[0112] Step A3: learning the knock intensity of the engine in the first working condition according to the variation map and the correction curve;

[0113] In this embodiment, after the knock determination system generates the variation map of variation of knock intensity value of the engine with change of the ignition advance angle and generates the correction curve of the operating parameter of the first working condition of the engine on the knock intensity value of the engine, the knock determination system can learn the knock intensity that can occur when the engine runs the first working condition according to the variation map and the correction curve.

[0114] Step A4: repeat the execution of the A1, the A2 and the A3 until the engine runs through all the working conditions to learn the knock intensity of the engine under different working conditions.

[0115] In this embodiment, the knock determination system generates the variation chart of the knock intensity value of the engine under different working conditions as the ignition advance angle changes by repeatedly executing the above-mentioned steps A1 to A3, and generates the correction curve of the operating parameter of the engine under different working conditions to the knock intensity value of the engine. In this way, the knock determination system can learn the knock intensity that may occur under different working conditions of the engine according to all the variation charts and correction curves.

[0116] It should be noted that in this embodiment, the change range of the above-mentioned EGR rate is within the preset EGR rate boundary, which can be the maximum EGR range boundary that the engine can reach; in addition, the change range of the fuel quality is within the preset fuel quality boundary, which can be the common fuel quality on the market; and the change range of the intake temperature is within the preset intake temperature boundary, which can be the intake temperature range boundary that the engine can withstand.

[0117] Optionally, in some possible embodiments, when the operating parameter of the engine under the working condition includes the EGR rate, the fuel quality and / or the intake temperature, the correction curve of the operating parameter of the engine to the knock intensity value of the engine can specifically include: a first correction curve of the EGR rate to the knock intensity value of the engine, a second correction curve of the fuel quality to the knock intensity value of the engine, and / or a third correction curve of the intake temperature to the knock intensity value of the engine.

[0118] Based on this, the above-mentioned step A2 can include:

[0119] Step A21: changing the EGR rate of the engine under the first working condition, and controlling the engine to run the first working condition with a different ignition advance angle after changing the EGR rate to generate the first correction curve;

[0120] In this embodiment, the knock determination system changes the EGR rate of the first working condition during the process of controlling the engine to run the first working condition with different ignition advance angles for the bench test, and then controls the engine to run the first working condition with different ignition advance angles after changing the EGR rate, thereby generating the first correction curve of the EGR rate to the knock intensity value of the engine, i.e., generating the correction curve CUR of the EGR rate to Kfac and the correction curve CUR of the EGR rate to Boff.

[0121] It should be noted that in the present embodiment, the knock determination system makes changes to the EGR rate within the range of values of the EGR rate.

[0122] Step A22: changing the fuel quality of the engine in the first operating condition, and controlling the engine to operate the first operating condition with different ignition advance angles after the fuel quality is changed, to generate the second correction curve;

[0123] In the present embodiment, in the process of controlling the engine to operate the first operating condition with different ignition advance angles in the bench test, the knock determination system changes the fuel quality in the first operating condition, and controls the engine to operate the first operating condition with different ignition advance angles after the fuel quality is changed, to generate the second correction curve of the fuel quality on the knock intensity value of the engine, i.e., to generate the correction curve CUR of the fuel quality on Kfac and the correction curve CUR of the fuel quality on Boff.

[0124] Similarly, in the present embodiment, the knock determination system makes changes to the fuel quality within the range of values of the fuel quality.

[0125] Step A23: changing the intake air temperature of the engine in the first operating condition, and controlling the engine to operate the first operating condition with different ignition advance angles after the intake air temperature is changed, to generate the third correction curve.

[0126] In the present embodiment, in the process of controlling the engine to operate the first operating condition with different ignition advance angles in the bench test, the knock determination system also changes the intake air temperature in the first operating condition, and controls the engine to operate the first operating condition with different ignition advance angles after the intake air temperature is changed, to generate the third correction curve of the intake air temperature on the knock intensity value of the engine, i.e., to generate the correction curve CUR of the intake air temperature on Kfac and the correction curve CUR of the intake air temperature on Boff.

[0127] Similarly, in the present embodiment, the knock determination system makes changes to the intake air temperature within the range of values of the intake air temperature.

[0128] In the present embodiment, the engine knock determination method of the present application first selects a first operating condition as a reference operating condition through the knock determination system, then adjusts the operating parameters of the first operating condition within a preset boundary, including the EGR rate, the fuel quality, and the intake air temperature, and then performs a bench test of the knock intensity with different ignition advance angles, to obtain the correction curve CUR of the EGR rate, the fuel quality, and the intake air temperature on the knock intensity value of the engine.

[0129] Further, based on the first embodiment and / or the second embodiment of the engine knock determination method of the present application, a third embodiment of the engine knock determination method of the present application is provided.

[0130] Please refer to Figure 3 In the third embodiment of the engine knock determination method of the present application, the step of "changing the EGR rate of the engine in the first operating condition and controlling the engine to run the first operating condition after the EGR rate is changed with different ignition advance angles" in the step A21 can specifically include:

[0131] Step A211, changing the EGR rate of the engine in the first operating condition by a preset first step size;

[0132] Step A212, controlling the engine to run the first operating condition after the EGR rate is changed with different ignition advance angles after each change of the EGR rate.

[0133] In this embodiment, the knock determination system changes the EGR rate of the first operating condition by a preset first step size, at this time, the fuel quality and other operating parameters such as intake temperature remain unchanged, and then the engine is controlled to run the first operating condition after the change with different ignition advance angles to measure the knock intensity value of the engine in this condition.

[0134] It should be noted that in this embodiment, the preset first step size can be the EGR rate change range of the EGR rate of the engine bench test that the knock determination system is pre-set to modify the EGR rate of the first operating condition each time. It should be understood that based on different design needs of actual application, in different feasible embodiments, based on the different performance of the engine itself, the knock determination system can of course set different sizes of the first step size, that is, the specific size of the first step size is not limited in the engine knock determination method of the present application.

[0135] Further, the step of "changing the fuel quality of the engine in the first operating condition and controlling the engine to run the first operating condition after the fuel quality is changed with different ignition advance angles" in the step A22 can specifically include:

[0136] Step A221, when the changed EGR rate reaches the EGR rate boundary, changing the fuel quality of the engine in the first operating condition by a preset second step size;

[0137] Step A222, controlling the engine to run the first operating condition after the fuel quality is changed with different ignition advance angles after each change of the fuel quality.

[0138] It should be noted that in this embodiment, the preset EGR rate boundary is the value range of the EGR rate.

[0139] In the embodiment, during the process of controlling the engine to run the first working condition with different ignition advance angles for the engine bench test, if the modified EGR rate reaches the preset EGR rate boundary, the knock determination system starts to modify the fuel quality in the first working condition according to the preset second step, at this time, the EGR rate and other operating parameters such as intake temperature remain unchanged, and then the engine is controlled to run the first working condition with modified fuel quality with different ignition advance angles to measure the knock intensity value of the engine in the working condition.

[0140] It should be noted that in the embodiment, for the same reason, the preset second step can be the fuel quality variation amplitude that the knock determination system is previously set to modify the fuel quality in the first working condition for the engine bench test. It should be understood that based on different design needs of actual applications, in different feasible embodiments, based on the different performances of the engine itself, the knock determination system can of course set different sizes of the second step, that is, the engine knock determination method of the present application does not limit the specific size of the second step.

[0141] Further, in some feasible embodiments, during the process of controlling the engine to run the first working condition with different ignition advance angles for the engine bench test, if the modified fuel quality also covers the entire value range of the fuel quality, that is, the modified fuel quality also reaches the boundary value of the fuel quality, the knock determination system can start to modify the intake temperature in the first working condition according to the preset third step, at this time, the EGR rate and other operating parameters such as fuel quality remain unchanged, and then the engine is controlled to run the first working condition with modified intake temperature with different ignition advance angles to measure the knock intensity value of the engine in the working condition.

[0142] It should be noted that in the embodiment, for the same reason, the preset third step can be the intake temperature variation amplitude that the knock determination system is previously set to modify the intake temperature in the first working condition for the engine bench test. It should be understood that based on different design needs of actual applications, in different feasible embodiments, based on the different performances of the engine itself, the knock determination system can of course set different sizes of the third step, that is, the engine knock determination method of the present application does not limit the specific size of the third step.

[0143] Optionally, in some feasible embodiments, after the step of "controlling the engine to run the first working condition with modified operating parameters with different ignition advance angles", the engine knock determination method of the present application can further include:

[0144] Step A5, detecting whether the engine running the first working condition is stable;

[0145] Step A6, when detecting that the engine operates stably in the first working condition, calculating a real-time knock intensity value of the engine according to the cylinder pressure signal integral value and the background noise window signal integral value of the engine, wherein the real-time knock intensity value is used to generate the correction curve.

[0146] In the embodiment, when the engine is controlled to perform the bench test at different ignition advance angles, if it is detected that the engine operates stably, the knock determination system can control the cylinder pressure detector to detect the cylinder pressure signal integral value after the band-pass filtering and the background noise window signal integral value, and then calculate the real-time knock intensity value of the engine for generating the correction curve CUR using the calculation formula of knock intensity value = cylinder pressure signal integral value in the combustion window after the band-pass filtering / background noise window signal integral value after the band-pass filtering.

[0147] In the embodiment, the engine knock determination method of the application can obtain the correction curves of the EGR rate, fuel quality and intake temperature on the knock intensity value of the engine in different working conditions of the engine by performing the bench test on the engine one by one in the working condition points within the preset boundary of all operating parameters, so as to expand the working condition range of the knock intensity test, and thus more accurately determine the knock intensity of the engine when subsequently determining the current knock intensity value by directly using the current working condition table of the engine.

[0148] In addition, the embodiment of the application further provides an engine knock determination device.

[0149] As shown in Figure 4 The engine knock determination device provided by the embodiment of the application comprises:

[0150] An acquisition module 10 is configured to acquire a knock intensity relationship table of an engine, wherein the knock intensity relationship table is obtained by learning the knock intensity of the engine in different working conditions.

[0151] A comparison module 20 is configured to determine a current knock intensity value of the engine according to the knock intensity relationship table and the current working condition of the engine, and compare the current knock intensity value with a preset knock threshold value.

[0152] A determination module 30 is configured to determine that the engine knocks in the current working condition if it is determined that the current knock intensity value exceeds the knock threshold value.

[0153] Optionally, the engine knock determination device provided by the embodiment of the application further comprises:

[0154] A control module 40 is configured to control the engine to operate in different working conditions and sequentially change operating parameters of the engine in different working conditions to learn knock intensity of the engine in different working conditions.

[0155] A knock intensity learning module 50 is configured to construct the knock intensity relationship table according to engine knock intensity learning results obtained by learning knock intensity of the engine in different working conditions.

[0156] Optionally, the control module 40 comprises the following units:

[0157] A first output unit is configured to control the engine to operate in a first working condition with different ignition advance angles to generate a change chart of knock intensity values of the engine changing with the ignition advance angles;

[0158] A second output unit is configured to sequentially change operating parameters of the engine in the first working condition and control the engine to operate in the first working condition with different ignition advance angles after the operating parameters are changed to generate a correction curve of the operating parameters on the knock intensity values of the engine;

[0159] A learning unit is configured to learn knock intensity of the engine in the first working condition according to the change chart and the correction curve;

[0160] A control unit is configured to control the first output unit, the second output unit and the learning unit to repeatedly operate until the engine operates in all working conditions to learn knock intensity of the engine in different working conditions.

[0161] Optionally, the operating parameters comprise an EGR rate, fuel quality and / or intake air temperature, and the correction curve comprises a first correction curve of the EGR rate on the knock intensity values of the engine, a second correction curve of the fuel quality on the knock intensity values of the engine and / or a third correction curve of the intake air temperature on the knock intensity values of the engine.

[0162] The second output unit comprises the following sub-units:

[0163] A first correction sub-unit is configured to change the EGR rate of the engine in the first working condition and control the engine to operate in the first working condition with different ignition advance angles after the EGR rate is changed to generate the first correction curve;

[0164] A second correction sub-unit is configured to change the fuel quality of the engine in the first working condition and control the engine to operate in the first working condition with different ignition advance angles after the fuel quality is changed to generate the second correction curve;

[0165] A third correction subunit is configured to change the intake air temperature of the engine in the first operating condition and control the engine to operate the first operating condition with different ignition advance angles after the intake air temperature is changed to generate a third correction curve.

[0166] Optionally, the first correction subunit is further configured to change the EGR rate of the engine in the first operating condition by a preset first step size, and control the engine to operate the first operating condition with different ignition advance angles after the EGR rate is changed each time.

[0167] Optionally, the second correction subunit is further configured to change the fuel quality of the engine in the first operating condition by a preset second step size when the changed EGR rate reaches an EGR rate boundary, and control the engine to operate the first operating condition with different ignition advance angles after the fuel quality is changed each time.

[0168] Optionally, the control module 40 is further configured to detect whether the engine operates the first operating condition stably, and calculate a real-time knock intensity value of the engine according to a cylinder pressure signal integral value and a background noise window signal integral value when it is detected that the engine operates the first operating condition stably, wherein the real-time knock intensity value is used to generate the correction curve.

[0169] The specific embodiments of the engine knock determination device provided in the application are basically the same as the above-mentioned embodiments of the engine knock determination method, and will not be repeated here.

[0170] In addition, the application also provides a vehicle comprising an engine knock determination program, wherein the engine knock determination program realizes the steps of the engine knock determination method according to any one of the above-mentioned embodiments when executed by a processor.

[0171] The specific embodiments of the vehicle are basically the same as the above-mentioned embodiments of the engine knock determination method, and will not be repeated here.

[0172] In addition, the application also provides a storage medium, wherein the storage medium stores an engine knock determination program, and the engine knock determination program realizes the steps of the engine knock determination method according to any one of the above-mentioned embodiments when executed by a processor.

[0173] The specific embodiments of the computer storage medium are basically the same as the above-mentioned embodiments of the engine knock determination method, and will not be repeated here.

[0174] It should be noted that, in this document, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises a" does not, without more constraints, exclude the presence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0175] The above-mentioned sequence numbers of embodiments of the present application are only for description, and do not represent advantages or disadvantages of the embodiments.

[0176] Those skilled in the art can clearly understand the above-mentioned embodiment methods from the description of the above embodiments, which can be realized by software and necessary general hardware platforms, of course, can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a ROM / RAM, a magnetic disk, or an optical disk) as described above, and includes a plurality of instructions for causing a terminal device (which can be a mobile phone, a computer, a server, or a network device) to execute the methods described in the embodiments of the present application.

[0177] The above is only a preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation using the content of the specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method of determining engine knock, characterized by, The method for determining the engine knock comprises: obtaining a knock intensity relationship table of the engine, wherein the knock intensity relationship table is obtained by learning the knock intensity of the engine under different working conditions; determining a current knock intensity value of the engine according to the knock intensity relationship table and a current working condition of the engine, and comparing the current knock intensity value with a preset knock threshold value; if it is determined by comparison that the current knock intensity value exceeds the knock threshold value, determining that the engine knocks under the current working condition; wherein the method further comprises: controlling the engine to run different working conditions and sequentially changing the operating parameters of the engine under different working conditions to learn the knock intensity of the engine under different working conditions; constructing the knock intensity relationship table according to the engine knock intensity learning result obtained by learning the knock intensity of the engine under different working conditions; controlling the engine to run different working conditions and sequentially changing the operating parameters of the engine under different working conditions to learn the knock intensity of the engine under different working conditions, comprising: A1: controlling the engine to run a first working condition with different ignition advance angles to generate a change chart of the knock intensity value of the engine changing with the change of the ignition advance angle; A2: sequentially changing the operating parameters of the engine under the first working condition, and controlling the engine to run the first working condition with different ignition advance angles after changing the operating parameters to generate a correction curve of the operating parameters on the knock intensity value of the engine; A3: learning the knock intensity of the engine under the first working condition according to the change chart and the correction curve; repeating the A1, A2 and A3 until the engine runs all working conditions to learn the knock intensity of the engine under different working conditions.

2. The engine knock determination method according to claim 1, characterized by, The operating parameters include EGR rate, fuel quality and / or intake temperature, and the correction curve includes a first correction curve of the EGR rate on the knock intensity value of the engine, a second correction curve of the fuel quality on the knock intensity value of the engine, and / or a third correction curve of the intake temperature on the knock intensity value of the engine; the A2, comprising: changing the EGR rate of the engine under the first working condition, and controlling the engine to run the first working condition with different ignition advance angles after changing the EGR rate to generate the first correction curve; changing the fuel quality of the engine under the first working condition, and controlling the engine to run the first working condition with different ignition advance angles after changing the fuel quality to generate the second correction curve; changing the intake temperature of the engine under the first working condition, and controlling the engine to run the first working condition with different ignition advance angles after changing the intake temperature to generate the third correction curve.

3. The engine knock determination method according to claim 2, characterized by, the changing the EGR rate of the engine under the first working condition, and controlling the engine to run the first working condition with different ignition advance angles after changing the EGR rate, comprising: changing the EGR rate of the engine in the first operating condition by a preset first step size; controlling the engine to operate the first operating condition after the EGR rate is changed at different ignition advance angles.

4. The engine knock determination method according to claim 3, characterized by, the changing the fuel quality of the engine in the first operating condition and controlling the engine to operate the first operating condition after the fuel quality is changed at different ignition advance angles, comprising: changing the fuel quality of the engine in the first operating condition by a preset second step size when the changed EGR rate reaches an EGR rate boundary; controlling the engine to operate the first operating condition after the fuel quality is changed at different ignition advance angles.

5. The engine knock determination method according to any one of claims 1 to 4, characterized by, after the controlling the engine to operate the first operating condition after the operating parameter is changed, the method further comprises: detecting whether the engine operating the first operating condition is stable; when it is detected that the engine operating the first operating condition is stable, calculating a real-time knock intensity value of the engine according to a cylinder pressure signal integral value and a background noise window signal integral value of the engine, wherein the real-time knock intensity value is used to generate the correction curve.

6. An engine knock determination apparatus characterized by comprising: the device comprises: an acquisition module configured to acquire a knock intensity relationship table of an engine, wherein the knock intensity relationship table is obtained by learning knock intensities of the engine in different operating conditions; a comparison module configured to determine a current knock intensity value of the engine according to the knock intensity relationship table and a current operating condition of the engine, and compare the current knock intensity value with a preset knock threshold value; a determination module configured to determine that the engine knocks in the current operating condition if it is determined by comparison that the current knock intensity value exceeds the knock threshold value; wherein the device further comprises: a control module configured to control the engine to operate different operating conditions and sequentially change operating parameters of the engine in different operating conditions to learn knock intensities of the engine in different operating conditions; a knock intensity learning module configured to construct the knock intensity relationship table according to an engine knock intensity learning result obtained by learning the knock intensities of the engine in different operating conditions; the control module further comprises the following units: a first output unit configured to control the engine to operate a first operating condition at different ignition advance angles to generate a change chart in which a knock intensity value of the engine changes with the ignition advance angle; a second output unit configured to sequentially change operating parameters of the engine in the first operating condition and control the engine to operate the first operating condition after the operating parameters are changed at different ignition advance angles to generate a correction curve of the operating parameters on the knock intensity value of the engine; a learning unit configured to learn the knock intensity of the engine in the first operating condition according to the change chart and the correction curve; a control unit configured to repeat the operation of the first output unit, the second output unit and the learning unit until the engine operates all operating conditions to learn the knock intensities of the engine in different operating conditions.

7. A vehicle characterized by comprising: The vehicle includes a memory, a processor, and an engine knock determination program stored on the memory and executable on the processor, the engine knock determination program configured to implement the steps of the method of determining engine knock according to any one of claims 1 to 5.

8. A storage medium, characterized by The storage medium has stored thereon an engine knock determination program that, when executed by a processor, implements the steps of the method of determining engine knock according to any one of claims 1 to 5.

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