Method of processing engine knock, processing device and engine monitoring system

Abstract

This application provides a method, apparatus, and engine monitoring system for handling engine knock. The method includes: calculating the ratio of the difference between a first knock intensity and a second knock intensity to a preset duration to obtain a knock intensity change rate; when the knock intensity change rate is greater than 0 and a knock correction mode is active, calculating a second noise intensity based on the first knock intensity, a first noise intensity, and a first preset coefficient; or, when the knock intensity change rate is less than 0 and a knock correction mode is active, calculating a second noise intensity based on the first knock intensity, the first noise intensity, and a second preset coefficient; calculating the difference between the first knock intensity and the second noise intensity to obtain a first target knock intensity; and adjusting the ignition advance angle based on the first target knock intensity to reduce the target knock intensity. This method solves the problem of inaccurate knock intensity obtained by existing knock handling methods after engine aging.

Description

Technical Field

[0001] This invention relates to the field of data communication technology, and more specifically, to a method, apparatus, computer-readable storage medium, and engine monitoring system for handling engine knock. Background Technology

[0002] Existing technology monitors the background noise signal in real time by staggering the crankshaft angle window for background noise from the actual crankshaft angle window during knocking. This method is only applicable when there are consistent differences between engines, provided that the signal attenuation of different engine combustion windows is the same as that of the background noise signal before combustion. However, in reality, as engines age during use, the signal attenuation of different engine combustion windows differs from the background noise signal before combustion, rendering this method inapplicable. Summary of the Invention

[0003] The main objective of this application is to provide a method, apparatus, computer-readable storage medium, and engine monitoring system for treating engine knock, so as to at least solve the problem that the knock intensity obtained by the prior art knock treatment method after engine aging is inaccurate.

[0004] To achieve the above objectives, according to one aspect of this application, a method for handling engine knock is provided, comprising: acquiring a first knock intensity and a second knock intensity; calculating a knock intensity change rate by the ratio of the difference between the first knock intensity and the second knock intensity to a preset time period, wherein the first knock intensity is the knock intensity detected by a knock sensor at the current moment, and the second knock intensity is the knock intensity detected by the knock sensor at a first moment, wherein the first moment is the previous moment at an interval of the preset time period from the current moment; and, when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, calculating a second noise intensity based on the first knock intensity, a first noise intensity, and a first preset coefficient. Alternatively, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and a second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. The difference between the first knock intensity and the second noise intensity is calculated to obtain a first target knock intensity, which is the actual knock intensity of the engine at the current moment. The ignition advance angle is adjusted according to the first target knock intensity to reduce the first target knock intensity.

[0005] Optionally, before calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the first preset coefficient, or before calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the second preset coefficient, the method further includes: obtaining current operating condition parameters, wherein the current operating condition parameters include the knock intensity change rate, a first engine speed, a first pressure, and a first delay, wherein the first engine speed is the engine speed at the current moment, the first pressure is the pressure of the engine's intake manifold at the current moment, and the first delay is the difference between the ignition advance angle at the current moment and a first preset value; in the current operating condition... If the parameters do not meet any one of the first, second, third, and fourth conditions, the current operating condition is determined to be inconsistent with the preset operating condition, and the knock correction mode is not activated. The first condition is that the absolute value of the knock intensity change rate is less than a first threshold; the second condition is that the first rotational speed is within a first preset range; the third condition is that the first pressure is within a second range; and the fourth condition is that the first delay is greater than a second threshold. If the current operating condition parameters meet the first, second, third, and fourth conditions, the current operating condition is determined to be consistent with the preset operating condition, and the knock correction mode is activated.

[0006] Optionally, after activating the knock correction mode, the method further includes: calculating the ratio of the difference between the first speed and the second speed to the preset duration to obtain the speed change rate, and calculating the ratio of the difference between the first pressure and the second pressure to the preset duration to obtain the pressure change rate, wherein the second speed is the engine speed at the first moment, and the second pressure is the intake manifold pressure at the first moment; if the speed change rate is greater than a third threshold and / or the pressure change rate is greater than a fourth threshold, an invalidation flag is added to the first noise intensity and the first knock intensity, and the first noise intensity and the first knock intensity with the invalidation flag are not used to predict the second noise intensity.

[0007] Optionally, after calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the first preset coefficient, or after calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the second preset coefficient, the method further includes: constructing a corresponding target mapping relationship based on the first rotational speed, the first pressure, and the second noise intensity, wherein the target mapping relationship is a mapping relationship between the rotational speed, the pressure, and the noise intensity.

[0008] Optionally, after constructing a corresponding target mapping relationship based on the first rotational speed, the first pressure, and the second noise intensity, the method further includes: obtaining a third rotational speed, a third pressure, and a third knock intensity, wherein the third rotational speed is the rotational speed of the engine at a second time, the third pressure is the pressure of the intake manifold at the second time, and the third knock intensity is the knock intensity detected by the knock sensor at the second time, and the second time is any time after the current time when knock occurs; querying the target mapping relationship based on the third rotational speed and the third pressure to obtain a third noise intensity, wherein the third noise intensity is the noise intensity included in the third knock intensity; calculating the difference between the third knock intensity and the third noise intensity to obtain a second target knock intensity, wherein the second target knock intensity is the actual knock intensity of the engine at the second time.

[0009] Optionally, after obtaining the first target detonation intensity, the method further includes: if the first target detonation intensity is greater than a fifth threshold, adjusting the ignition advance angle so that the adjusted first delay is greater than the original first delay; if the first target detonation intensity is less than the fifth threshold but greater than a sixth threshold, not updating the first delay; if the first target detonation intensity is less than the sixth threshold, adjusting the ignition advance angle so that the adjusted first delay is less than the original first delay.

[0010] Optionally, after obtaining the third rotational speed, third pressure, and third knock intensity, the method further includes: if the target mapping relationship does not include the third noise intensity corresponding to the third rotational speed and the third pressure, obtaining a fourth knock intensity and calculating the ratio of the difference between the third knock intensity and the fourth knock intensity to the preset time period to obtain the knock intensity change rate, wherein the fourth knock intensity is the knock intensity monitored by the knock sensor at the third time, and the third time period is the previous time period after the second time period by the preset time period; if the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is in the activated state, calculating the third noise intensity based on the third knock intensity, the fourth noise intensity, and the first preset coefficient; or, if the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, calculating the third noise intensity based on the third knock intensity, the fourth noise intensity, and the second preset coefficient, wherein the fourth noise intensity is the noise intensity corresponding to the third time period; and constructing a corresponding target mapping relationship based on the third rotational speed, the third pressure, and the third noise intensity.

[0011] According to another aspect of this application, an engine knock processing apparatus is provided. The apparatus includes: a first acquisition unit, configured to acquire a first knock intensity and a second knock intensity, calculate the ratio of the difference between the first knock intensity and the second knock intensity to a preset time period to obtain a knock intensity change rate, wherein the first knock intensity is the knock intensity detected by a knock sensor at the current moment, and the second knock intensity is the knock intensity detected by the knock sensor at a first moment, wherein the first moment is the previous moment at an interval of the preset time period from the current moment; and a first calculation unit, configured to calculate a second noise intensity based on the first knock intensity, a first noise intensity, and a first preset coefficient when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated. Alternatively, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. A second calculation unit is used to calculate the difference between the first knock intensity and the second noise intensity to obtain a first target knock intensity. The first target knock intensity is the actual knock intensity of the engine at the current moment. A first adjustment unit is used to adjust the ignition advance angle according to the first target knock intensity to reduce the first target knock intensity.

[0012] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform any of the methods described.

[0013] According to another aspect of this application, an engine monitoring system is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of the methods described.

[0014] Applying the technical solution of this application, in the above-mentioned engine knocking processing method, firstly, a first knock intensity and a second knock intensity are obtained, and the ratio of the difference between the first knock intensity and the second knock intensity to a preset time period is calculated to obtain the knock intensity change rate. The first knock intensity is the knock intensity detected by the knock sensor at the current moment, and the second knock intensity is the knock intensity detected by the knock sensor at the first moment, where the first moment is the previous moment at a time interval of the preset time period from the current moment. Then, when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient, or... When the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. Then, the difference between the first knock intensity and the second noise intensity is calculated to obtain the first target knock intensity, which is the actual knock intensity of the engine at the current moment. Finally, the ignition advance angle is adjusted according to the first target knock intensity to reduce the first target knock intensity. This application monitors the engine's operating condition in real time, corrects the noise intensity at the current moment based on the noise intensity of the previous moment and the knock intensity at the current moment, obtains the actual noise intensity corresponding to the current operating condition, and then determines the actual knock intensity based on the actual noise intensity at the current moment and the knock intensity detected by the sensor. Compared to existing technologies that monitor background noise by offsetting the crankshaft angle window for background noise and the crankshaft angle window for knocking, which suffers from inaccurate noise signal monitoring due to the different signal attenuation at the engine combustion window after engine aging compared to the background noise window before combustion, this application solves the problem of inaccurate knock intensity monitoring obtained by existing knock monitoring methods after engine aging. Attached Figure Description

[0015] Figure 1 A hardware structure block diagram of a mobile terminal for processing engine knock according to an embodiment of this application is shown;

[0016] Figure 2 A schematic flowchart of a method for treating engine knock according to an embodiment of this application is shown.

[0017] Figure 3 A schematic flowchart illustrating the determination of knock correction mode activation of an ECU according to an embodiment of this application is shown.

[0018] Figure 4 A flowchart illustrating a method for adjusting the ignition advance angle according to an embodiment of this application is shown.

[0019] Figure 5 A flowchart illustrating a specific method for correcting ignition advance angle according to an embodiment of this application is shown.

[0020] Figure 6 A structural block diagram of an engine knock treatment device provided according to an embodiment of this application is shown.

[0021] The above figures include the following reference numerals:

[0022] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0023] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] For ease of description, the following explains some of the nouns or terms used in the embodiments of this application:

[0027] Ignition advance angle: When the engine is running, the angle through which the crankshaft rotates from the moment of ignition until the piston reaches top dead center of compression is called the ignition advance angle.

[0028] Knock signal: The knock sensor is installed on the machine body. When knock occurs, the vibration signal caused by combustion is transmitted to the machine body, and the machine body vibrates accordingly. As a result, the voltage detected by the knock sensor increases, and this signal is the knock signal.

[0029] ECU knock limit: If the signal from the knock sensor measured by the ECU exceeds this threshold, knock is considered to have occurred, and relevant protective measures are implemented.

[0030] Knock signal consistency: The difference in knock signals read by the ECU from the knock sensor when different engines experience knock of a certain intensity.

[0031] As described in the background section, existing technologies stagger the crankshaft angle window for background noise and the crankshaft angle window when knocking actually occurs, and monitor the background noise signal of knocking in real time. However, after engine aging, the signal attenuation of the engine combustion window is different from that of the background noise window before combustion, making the above method unsuitable. To solve the problem that the knocking intensity obtained by the existing knocking treatment method after engine aging is inaccurate, embodiments of this application provide an engine knocking treatment method, a processing device, a computer-readable storage medium, and an engine monitoring system.

[0032] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0033] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for an engine knock handling method according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0034] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the device information display method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0035] This embodiment provides a method for handling engine knocking that runs on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0036] Figure 2 This is a flowchart of an engine knock handling method according to an embodiment of this application. Figure 2 As shown, the method includes the following steps:

[0037] Step S201: Obtain the first detonation intensity and the second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time after the preset time interval from the current time;

[0038] Specifically, the rate of change of detonation intensity during a short time interval in the transient process is used as the detonation intensity change in the transient process, thereby determining the stability of the detonation signal monitored in the current working condition. This avoids making noise prediction based on unstable detonation signals, which would result in a large deviation between the predicted noise intensity and the true value, affecting the determination of detonation intensity.

[0039] Step S202: When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity.

[0040] Specifically, the trough value of the detonation intensity within the preset time period is captured in real time and used as the basis for judging the noise intensity in the detonation signal. When the intensity of the detonation signal is rising, the proportion of noise in the detonation signal decreases, and the noise intensity is calculated with a smaller coefficient. When the intensity of the detonation signal is decaying, the proportion of noise in the detonation signal increases, and the noise intensity is calculated with a larger coefficient.

[0041] In practical implementation, the formula for predicting noise intensity is KnkLearn=KnkRatio k1+KnkLearn(z-1) (1-k1) and KnkLearn=KnkRatio k2+KnkLearn(z-1) (1-k2), where KnkLearn is the noise intensity at the current moment, i.e. the second noise intensity mentioned above, KnkRatio is the detonation signal intensity at the current moment, i.e. the first detonation intensity mentioned above, KnkLearn(z-1) is the noise intensity corresponding to the first moment, i.e. the first noise intensity mentioned above, and k1 and k2 are the coefficients when the detonation intensity is in the rising period and the decay period, respectively, i.e. the first preset coefficient and the second preset coefficient mentioned above.

[0042] Step S203: Calculate the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, where the first target knock intensity is the actual knock intensity of the engine at the current moment.

[0043] Specifically, the actual detonation intensity at the current moment can be determined by removing the noise component from the detonation signal detected by the detonation sensor, that is, by calculating the difference between the first detonation intensity and the second noise intensity.

[0044] Step S204: Adjust the ignition advance angle according to the first target detonation intensity to reduce the first target detonation intensity.

[0045] Specifically, knocking in the engine can damage the engine. Therefore, the intensity of knocking should be reduced or its occurrence should be suppressed during operation. In this embodiment, the knocking intensity is reduced by decreasing the ignition advance angle.

[0046] In this embodiment, firstly, a first knock intensity and a second knock intensity are obtained. The ratio of the difference between the first knock intensity and the second knock intensity to a preset time period is calculated to obtain the knock intensity change rate. The first knock intensity is the knock intensity detected by the knock sensor at the current moment, and the second knock intensity is the knock intensity detected by the knock sensor at the first moment, which is the previous moment at an interval of the preset time period from the current moment. Then, when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient. Alternatively, when the knock intensity change rate is small... When the knock correction mode of the ECU is active and the knock intensity is zero, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. Then, the difference between the first knock intensity and the second noise intensity is calculated to obtain the first target knock intensity, which is the actual knock intensity of the engine at the current moment. Finally, the ignition advance angle is adjusted according to the first target knock intensity to reduce the first target knock intensity. This application monitors the engine's operating condition in real time, corrects the noise intensity at the current moment based on the noise intensity of the previous moment and the knock intensity at the current moment, obtains the actual noise intensity corresponding to the current operating condition, and then determines the actual knock intensity based on the actual noise intensity at the current moment and the knock intensity detected by the sensor. Compared to existing technologies that monitor background noise by offsetting the crankshaft angle window for background noise and the crankshaft angle window for knocking, which suffers from inaccurate noise signal monitoring due to the different signal attenuation at the engine combustion window after engine aging compared to the background noise window before combustion, this application solves the problem of inaccurate knock intensity monitoring obtained by existing knock monitoring methods after engine aging.

[0047] To ensure the accuracy of the detonation intensity correction, in an optional embodiment, before calculating the second noise intensity based on the first detonation intensity, the first noise intensity, and the first preset coefficient, or before calculating the second noise intensity based on the first detonation intensity, the first noise intensity, and the second preset coefficient, the method further includes:

[0048] Step S301: Obtain current operating condition parameters, including the knock intensity change rate, first speed, first pressure and first delay amount. The first speed is the speed of the engine at the current moment, the first pressure is the pressure of the engine intake manifold at the current moment, and the first delay amount is the difference between the ignition advance angle at the current moment and the first preset value.

[0049] Specifically, the engine operating conditions at the current moment are obtained to determine whether the current operating conditions meet the conditions for knocking, or to determine the stability of the knocking signal at the current moment, and to determine whether the current operating conditions meet the correction conditions for knocking intensity, so as to avoid affecting the adjustment of ignition advance angle by correcting knocking intensity based on invalid data, thereby damaging the engine.

[0050] Step S302: If the current operating condition parameters do not meet any one of the first, second, third, and fourth conditions, determine that the current operating condition does not meet the preset operating condition and do not activate the knock correction mode. The first condition is that the absolute value of the knock intensity change rate is less than the first threshold. The second condition is that the first rotational speed is within the first preset range. The third condition is that the first pressure is within the second range. The fourth condition is that the first delay is greater than the second threshold.

[0051] In specific implementation, such as Figure 3 As shown, the first condition is used to determine the stability of the knock signal detected by the knock sensor, avoiding further fluctuations in the knock intensity in the engine due to repeated adjustments of the ignition advance angle caused by unstable knock signals. The second and third conditions are used to determine whether knock can occur at the current engine speed, avoiding errors in the fourth condition due to interference factors causing corrections to the ignition advance angle, resulting in a misjudgment of knock and failure to adjust the ignition advance angle. The fourth condition is used to determine whether the current knock signal is generated by knock. That is, when knock occurs, the transmitter will make a coarse adjustment to the ignition advance angle, i.e., retard the ignition advance angle. If the ignition advance angle retardation reaches a preset value, knock is determined to have occurred, and the knock intensity is further corrected by making a fine adjustment to the ignition advance angle.

[0052] Step S303: If the current operating condition parameters satisfy the first condition, the second condition, the third condition, and the fourth condition, determine that the current operating condition meets the preset operating condition and activate the knock correction mode.

[0053] Specifically, such as Figure 3 As shown, if the first, second, third, and fourth conditions are all met, it is determined that the engine is currently experiencing knocking and the knocking intensity is within the allowable correction range. The knocking correction mode is then activated to correct the current knocking intensity and make a fine adjustment to the ignition advance angle.

[0054] To ensure the accuracy of the detonation intensity correction, after activating the aforementioned detonation correction mode, the method further includes:

[0055] Step S401: Calculate the ratio of the difference between the first speed and the second speed to the preset time to obtain the speed change rate, and calculate the ratio of the difference between the first pressure and the second pressure to the preset time to obtain the pressure change rate. The second speed is the speed of the engine at the first moment, and the second pressure is the pressure of the intake manifold at the first moment.

[0056] Specifically, the rate of change of engine speed and the rate of change of intake manifold pressure are calculated to determine whether the engine is currently in a steady-state operation. This avoids fluctuations in the engine's operating state that could cause knock signal fluctuations, resulting in a large difference in noise intensity between the previous moment and the current moment, leading to inaccurate predictions.

[0057] In step S402, if the speed change rate is greater than the third threshold and / or the pressure change rate is greater than the fourth threshold, an invalidation flag is added to the first noise intensity and the first knock intensity. The first noise intensity and the first knock intensity with the invalidation flag are not used to predict the second noise intensity.

[0058] Specifically, if either the speed change rate or the pressure change rate exceeds the threshold, it is determined that the engine is not operating stably. In other words, the noise intensity and knock intensity calculated in the previous moment are not very effective and cannot be used to predict the noise intensity at the current moment. Therefore, invalid labels are added to the first noise intensity and the first knock intensity to distinguish them.

[0059] In practice, if the noise intensity at the previous moment is marked with an invalid identifier, the noise intensity at the previous steady-state process is selected for the noise intensity calculation at the current moment.

[0060] To improve the adjustment speed of the ignition advance angle, in an optional embodiment, after calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the first preset coefficient, or after calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the second preset coefficient, the method further includes:

[0061] Step S501: Construct a corresponding target mapping relationship based on the first rotational speed, the first pressure, and the second noise intensity. The target mapping relationship is the mapping relationship between the rotational speed, the pressure, and the noise intensity.

[0062] Specifically, the current operating conditions are recorded and stored in the ECU, and the noise intensity corresponding to the operating conditions is also stored in the ECU. A table is constructed to store the above mapping relationship. When knocking occurs under the same operating conditions during subsequent engine operation, the actual knocking intensity is calculated based on the records. This reduces the ECU's computing resource usage while increasing the adjustment speed of the ignition advance angle, thereby effectively suppressing the knocking intensity.

[0063] To suppress engine knock intensity, in an optional embodiment, after constructing a corresponding target mapping relationship based on the first rotational speed, the first pressure, and the second noise intensity, the method further includes:

[0064] Step S601: Obtain the third speed, the third pressure, and the third knock intensity. The third speed is the speed of the engine at the second moment, the third pressure is the pressure of the intake manifold at the second moment, and the third knock intensity is the knock intensity detected by the knock sensor at the second moment. The second moment is any moment after the current moment when knock occurs.

[0065] Specifically, when it is determined that the engine is experiencing knocking, the engine's operating conditions, namely the aforementioned third speed and third pressure, are obtained through sensors.

[0066] Step S602: Based on the third rotation speed and the third pressure, query the target mapping relationship to obtain the third noise intensity. The third noise intensity is the noise intensity included in the third knock intensity.

[0067] Specifically, based on the engine's operating conditions, the ECU retrieves previously stored records to obtain the corresponding noise intensity.

[0068] Step S603: Calculate the difference between the third knock intensity and the third noise intensity to obtain the second target knock intensity, where the second target knock intensity is the actual knock intensity of the engine at the second moment.

[0069] Specifically, based on the noise intensity corresponding to the second moment, the noise intensity included in the third noise intensity is removed to determine the target detonation intensity, i.e., KnkFin=KnkRatio-KnkLearn, where KnkFin is the target detonation intensity.

[0070] To suppress detonation intensity in the engine, in one optional embodiment, after obtaining the first target detonation intensity, the method further includes:

[0071] Step S701: When the first target detonation intensity is greater than the fifth threshold, adjust the ignition advance angle so that the adjusted first delay is greater than the original first delay.

[0072] Specifically, such as Figure 4 As shown, if the target knock intensity is greater than the fifth threshold, it is determined that the knock intensity in the engine is high, and the ignition advance angle needs to be increased to suppress knock generation.

[0073] Step S702: If the first target detonation intensity is less than the fifth threshold and greater than the sixth threshold, the first delay amount is not updated.

[0074] Specifically, such as Figure 4 As shown, if the target detonation intensity is less than the fifth threshold but greater than the sixth threshold, then the current ignition advance angle is determined to be appropriate and no adjustment is required.

[0075] Step S703: When the first target detonation intensity is less than the sixth threshold, adjust the ignition advance angle so that the adjusted first delay is less than the original first delay.

[0076] Specifically, such as Figure 4 As shown, if the target knock intensity is less than the sixth threshold, it is determined that the knock intensity in the engine is extremely small and has no effect on the engine. In this case, in order to avoid the ignition advance angle being too large and resulting in low ignition effect, the ignition advance angle delay needs to be reduced.

[0077] To ensure that engine knock is below the permissible range, in one optional embodiment, after obtaining the third engine speed, third pressure, and third knock intensity, the method further includes:

[0078] Step S801: In the case that the target mapping relationship does not include the third noise intensity corresponding to the third rotation speed and the third pressure, the fourth knock intensity is obtained and the ratio of the difference between the third knock intensity and the fourth knock intensity to the preset time is calculated to obtain the knock intensity change rate. The fourth knock intensity is the knock intensity monitored by the knock sensor at the third time. The third time is the previous time after the second time interval by the preset time.

[0079] Specifically, if the preset noise intensity for the corresponding operating condition cannot be found in the ECU, the ECU needs to obtain the knock intensity of the previous moment at the second moment to determine whether the fluctuation of the knock intensity during the transient process at the second moment meets the noise intensity prediction conditions.

[0080] Step S802: When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is in the activated state, the third noise intensity is calculated based on the third knock intensity, the fourth noise intensity and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, the third noise intensity is calculated based on the third knock intensity, the fourth noise intensity and the second preset coefficient, wherein the fourth noise intensity is the noise intensity corresponding to the third time moment.

[0081] Specifically, if the operating conditions corresponding to the second moment allow for knock intensity correction, the noise intensity at the second moment can be obtained by calculating the noise intensity at the third moment and the knock intensity at the second moment.

[0082] Step S803: Construct a corresponding target mapping relationship based on the aforementioned third rotational speed, the aforementioned third pressure, and the aforementioned third noise intensity.

[0083] Specifically, the newly corrected record from the second time step calculation is stored in the ECU for subsequent calculations.

[0084] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the engine knocking treatment method of this application will be described in detail below with reference to specific embodiments.

[0085] This embodiment relates to a specific method for dealing with engine knock, such as... Figure 5 As shown, it includes the following steps:

[0086] Step S1: When the engine speed and intake manifold pressure meet the preset conditions, activate the knock detection function, determine whether the knock has changed based on the delay of the ignition advance angle, and if there is no change, maintain the noise intensity of the previous moment.

[0087] Step S2: Under the condition of change, calculate the detonation intensity change rate. If the detonation intensity change rate exceeds the threshold, the noise intensity remains the same as the noise intensity at the previous moment.

[0088] Step S3: If the rate of change of detonation intensity does not exceed the threshold, perform the corresponding calculation to obtain the noise intensity at the current moment based on whether the rate of change of noise intensity is less than 0.

[0089] Step S4: Determine whether the engine speed change rate and intake manifold pressure change rate are within the preset range. If not, maintain the noise intensity at the previous moment.

[0090] Step S5: If the engine speed change rate and intake manifold pressure change rate are within the preset range, record the current operating condition and the corresponding noise intensity.

[0091] Step S6: Calculate the actual knock intensity at the current moment based on the noise intensity at the current moment or the previous moment. If the actual knock intensity is greater than the first threshold, increase the delay of the ignition advance angle.

[0092] Step S7: If the actual knock intensity is less than the second threshold, reduce the delay of the ignition advance angle;

[0093] Step S8: When the actual detonation intensity is less than the first threshold but greater than the second threshold, the delay of the fire advance angle remains unchanged.

[0094] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0095] This application also provides an engine knock processing device. It should be noted that the engine knock processing device of this application can be used to execute the engine knock processing method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0096] The following describes the engine knock treatment device provided in the embodiments of this application.

[0097] Figure 6 This is a structural block diagram of an engine knock treatment device according to an embodiment of this application. Figure 6 As shown, the device includes:

[0098] The first acquisition unit 10 is used to acquire the first detonation intensity and the second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time after the preset time interval from the current time.

[0099] Specifically, the rate of change of detonation intensity during a short time interval in the transient process is used as the detonation intensity change in the transient process, thereby determining the stability of the detonation signal monitored in the current working condition. This avoids making noise prediction based on unstable detonation signals, which would result in a large deviation between the predicted noise intensity and the true value, affecting the determination of detonation intensity.

[0100] The first calculation unit 20 is configured to calculate the second noise intensity based on the first detonation intensity, the first noise intensity, and the first preset coefficient when the detonation intensity change rate is greater than 0 and the detonation correction mode is activated; or, when the detonation intensity change rate is less than 0 and the detonation correction mode is activated, calculate the second noise intensity based on the first detonation intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The detonation correction mode is used to predict the second noise intensity.

[0101] Specifically, the trough value of the detonation intensity within the preset time period is captured in real time and used as the basis for judging the noise intensity in the detonation signal. When the intensity of the detonation signal is rising, the proportion of noise in the detonation signal decreases, and the noise intensity is calculated with a smaller coefficient. When the intensity of the detonation signal is decaying, the proportion of noise in the detonation signal increases, and the noise intensity is calculated with a larger coefficient.

[0102] In practical implementation, the formula for predicting noise intensity is KnkLearn=KnkRatio k1+KnkLearn(z-1) (1-k1) and KnkLearn=KnkRatio k2+KnkLearn(z-1) (1-k2), where KnkLearn is the noise intensity at the current moment, i.e. the second noise intensity mentioned above, KnkRatio is the detonation signal intensity at the current moment, i.e. the first detonation intensity mentioned above, KnkLearn(z-1) is the noise intensity corresponding to the first moment, i.e. the first noise intensity mentioned above, and k1 and k2 are the coefficients when the detonation intensity is in the rising period and the decay period, respectively, i.e. the first preset coefficient and the second preset coefficient mentioned above.

[0103] The second calculation unit 30 is used to calculate the difference between the first knock intensity and the second noise intensity to obtain the target knock intensity, wherein the target knock intensity is the actual knock intensity of the engine.

[0104] Specifically, the actual detonation intensity at the current moment can be determined by removing the noise component from the detonation signal detected by the detonation sensor, that is, by calculating the difference between the first detonation intensity and the second noise intensity.

[0105] The first adjustment unit 40 is used to adjust the ignition advance angle according to the target detonation intensity to reduce the target detonation intensity.

[0106] Specifically, knocking in the engine can damage the engine. Therefore, the intensity of knocking should be reduced or its occurrence should be suppressed during operation. In this embodiment, the knocking intensity is reduced by decreasing the ignition advance angle.

[0107] In this embodiment, the first acquisition unit acquires a first knock intensity and a second knock intensity, calculates the ratio of the difference between the first knock intensity and the second knock intensity to a preset time period to obtain the knock intensity change rate. The first knock intensity is the knock intensity detected by the knock sensor at the current moment, and the second knock intensity is the knock intensity detected by the knock sensor at the first moment, which is the previous moment at an interval of the preset time period from the current moment. When the knock intensity change rate is greater than 0 and the ECU's knock correction mode is active, the first calculation unit calculates the second noise intensity based on the first knock intensity, the first noise intensity, and the first preset coefficient; or, when the knock intensity change rate is small... When the knock correction mode of the ECU is active and the knock intensity is zero, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. The second calculation unit calculates the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, which is the actual knock intensity of the engine at the current moment. The first adjustment unit adjusts the ignition advance angle according to the first target knock intensity to reduce the first target knock intensity. This application monitors the engine's operating condition in real time, corrects the noise intensity at the current moment based on the noise intensity at the previous moment and the knock intensity at the current moment, obtains the actual noise intensity corresponding to the current operating condition, and then determines the actual knock intensity based on the actual noise intensity at the current moment and the knock intensity detected by the sensor. Compared to existing technologies that monitor background noise by offsetting the crankshaft angle window for background noise and the crankshaft angle window for knocking, which suffers from inaccurate noise signal monitoring due to the different signal attenuation at the engine combustion window after engine aging compared to the background noise window before combustion, this application solves the problem of inaccurate knock intensity monitoring obtained by existing knock monitoring methods after engine aging.

[0108] To ensure the accuracy of the knock intensity correction, in one optional embodiment, the above-mentioned device further includes:

[0109] The second acquisition unit is used to acquire current operating condition parameters before calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the first preset coefficient, or before calculating the second noise intensity based on the first knock intensity, the first noise intensity, and the second preset coefficient. The current operating condition parameters include the knock intensity change rate, the first speed, the first pressure, and the first delay. The first speed is the engine speed at the current moment, the first pressure is the pressure of the engine intake manifold at the current moment, and the first delay is the difference between the ignition advance angle at the current moment and the first preset value.

[0110] Specifically, the engine operating conditions at the current moment are obtained to determine whether the current operating conditions meet the conditions for knocking, or to determine the stability of the knocking signal at the current moment, and to determine whether the current operating conditions meet the correction conditions for knocking intensity, so as to avoid affecting the adjustment of ignition advance angle by correcting knocking intensity based on invalid data, thereby damaging the engine.

[0111] The first determining unit is used to determine that the current working condition does not meet the preset working condition and not activate the knock correction mode when the current working condition parameters do not meet any one of the first condition, the second condition, the third condition and the fourth condition. The first condition is that the absolute value of the knock intensity change rate is less than a first threshold. The second condition is that the first rotational speed is within a first preset range. The third condition is that the first pressure is within a second range. The fourth condition is that the first delay is greater than a second threshold.

[0112] In specific implementation, such as Figure 3 As shown, the first condition is used to determine the stability of the knock signal detected by the knock sensor, avoiding further fluctuations in the knock intensity in the engine due to repeated adjustments of the ignition advance angle caused by unstable knock signals. The second and third conditions are used to determine whether knock can occur at the current engine speed, avoiding errors in the fourth condition due to interference factors causing corrections to the ignition advance angle, resulting in a misjudgment of knock and failure to adjust the ignition advance angle. The fourth condition is used to determine whether the current knock signal is generated by knock. That is, when knock occurs, the transmitter will make a coarse adjustment to the ignition advance angle, i.e., retard the ignition advance angle. If the ignition advance angle retardation reaches a preset value, knock is determined to have occurred, and the knock intensity is further corrected by making a fine adjustment to the ignition advance angle.

[0113] The second determining unit is used to determine that the current operating condition conforms to the preset operating condition and activate the knock correction mode when the current operating condition parameters meet the first condition, the second condition, the third condition and the fourth condition.

[0114] Specifically, such as Figure 3 As shown, if the first, second, third, and fourth conditions are all met, it is determined that the engine is currently experiencing knocking and the knocking intensity is within the allowable correction range. The knocking correction mode is then activated to correct the current knocking intensity and make a fine adjustment to the ignition advance angle.

[0115] To ensure the accuracy of the knock intensity correction, in one optional embodiment, the above-mentioned device further includes:

[0116] The third calculation unit is used to calculate the ratio of the difference between the first speed and the second speed to the preset duration to obtain the speed change rate after activating the knock correction mode, and to calculate the ratio of the difference between the first pressure and the second pressure to the preset duration to obtain the pressure change rate, wherein the second speed is the speed of the engine at the first moment, and the second pressure is the pressure of the intake manifold at the first moment.

[0117] Specifically, the rate of change of engine speed and the rate of change of intake manifold pressure are calculated to determine whether the engine is currently in a steady-state operation. This avoids fluctuations in the engine's operating state that could cause knock signal fluctuations, resulting in a large difference in noise intensity between the previous moment and the current moment, leading to inaccurate predictions.

[0118] An addition unit is used to add an invalidation flag to the first noise intensity and the first knock intensity when the speed change rate is greater than a third threshold and / or the pressure change rate is greater than a fourth threshold. The first noise intensity and the first knock intensity with the invalidation flag are not used to predict the second noise intensity.

[0119] Specifically, if either the speed change rate or the pressure change rate exceeds the threshold, it is determined that the engine is not operating stably. In other words, the noise intensity and knock intensity calculated in the previous moment are not very effective and cannot be used to predict the noise intensity at the current moment. Therefore, invalid labels are added to the first noise intensity and the first knock intensity to distinguish them.

[0120] In practice, if the noise intensity at the previous moment is marked with an invalid identifier, the noise intensity at the previous steady-state process is selected for the noise intensity calculation at the current moment.

[0121] To improve the speed of ignition advance angle adjustment, in one optional embodiment, the above-mentioned device further includes:

[0122] The first construction unit is used to calculate the second noise intensity based on the first knock intensity, the first noise intensity and the first preset coefficient, or, after calculating the second noise intensity based on the first knock intensity, the first noise intensity and the second preset coefficient, construct a corresponding target mapping relationship based on the first rotational speed, the first pressure and the second noise intensity, wherein the target mapping relationship is a mapping relationship between the rotational speed, the pressure and the noise intensity.

[0123] Specifically, the current operating conditions are recorded and stored in the ECU, and the noise intensity corresponding to the operating conditions is also stored in the ECU. A table is constructed to store the above mapping relationship. When knocking occurs under the same operating conditions during subsequent engine operation, the actual knocking intensity is calculated based on the records. This reduces the ECU's computing resource usage while increasing the adjustment speed of the ignition advance angle, thereby effectively suppressing the knocking intensity.

[0124] To suppress engine knock intensity, in one optional embodiment, the above-mentioned device further includes:

[0125] The third acquisition unit is used to acquire a third rotational speed, a third pressure, and a third knock intensity after constructing a corresponding target mapping relationship based on the first rotational speed, the first pressure, and the second noise intensity. The third rotational speed is the rotational speed of the engine at the second moment, the third pressure is the pressure of the intake manifold at the second moment, and the third knock intensity is the knock intensity detected by the knock sensor at the second moment. The second moment is any moment after the current moment when knocking occurs.

[0126] Specifically, when it is determined that the engine is experiencing knocking, the engine's operating conditions, namely the aforementioned third speed and third pressure, are obtained through sensors.

[0127] The query unit is used to query the target mapping relationship based on the third rotation speed and the third pressure to obtain the third noise intensity, wherein the third noise intensity is the noise intensity included in the third knock intensity.

[0128] Specifically, based on the engine's operating conditions, the ECU retrieves previously stored records to obtain the corresponding noise intensity.

[0129] The fourth calculation unit is used to calculate the difference between the third knock intensity and the third noise intensity to obtain the second target knock intensity, which is the actual knock intensity of the engine at the second moment.

[0130] Specifically, based on the noise intensity corresponding to the second moment, the noise intensity included in the third noise intensity is removed to determine the target detonation intensity, i.e., KnkFin=KnkRatio-KnkLearn, where KnkFin is the target detonation intensity.

[0131] To suppress the intensity of detonation in the engine, in one optional embodiment, the above-mentioned device further includes:

[0132] The second adjustment unit is used to adjust the ignition advance angle so that the adjusted first delay is greater than the original first delay when the first target detonation intensity is greater than the fifth threshold after obtaining the first target detonation intensity.

[0133] Specifically, such as Figure 4 As shown, if the target knock intensity is greater than the fifth threshold, it is determined that the knock intensity in the engine is high, and the ignition advance angle needs to be increased to suppress knock generation.

[0134] The third adjustment unit is used to prevent the first delay amount from being updated when the first target detonation intensity is less than the fifth threshold and greater than the sixth threshold.

[0135] Specifically, such as Figure 4 As shown, if the target detonation intensity is less than the fifth threshold but greater than the sixth threshold, then the current ignition advance angle is determined to be appropriate and no adjustment is required.

[0136] The fourth adjustment unit is used to adjust the ignition advance angle so that the adjusted first delay is less than the original first delay when the first target detonation intensity is less than the sixth threshold.

[0137] Specifically, such as Figure 4 As shown, if the target knock intensity is less than the sixth threshold, it is determined that the knock intensity in the engine is extremely small and has no effect on the engine. In this case, in order to avoid the ignition advance angle being too large and resulting in low ignition effect, the ignition advance angle delay needs to be reduced.

[0138] To ensure that engine knocking is below the permissible range, in one optional embodiment, the above-mentioned device further includes:

[0139] The fourth acquisition unit is configured to, after acquiring the third rotational speed, the third pressure, and the third knock intensity, acquire the fourth knock intensity and calculate the ratio of the difference between the third knock intensity and the fourth knock intensity to the preset time period in the target mapping relationship where the third noise intensity corresponding to the third rotational speed and the third pressure is not included, to obtain the knock intensity change rate. The fourth knock intensity is the knock intensity monitored by the knock sensor at the third time period, and the third time period is the previous time period after the second time period, which is the time period after the preset time period.

[0140] Specifically, if the preset noise intensity for the corresponding operating condition cannot be found in the ECU, the ECU needs to obtain the knock intensity of the previous moment at the second moment to determine whether the fluctuation of the knock intensity during the transient process at the second moment meets the noise intensity prediction conditions.

[0141] The fifth calculation unit is used to calculate the third noise intensity based on the third knock intensity, the fourth noise intensity, and the first preset coefficient when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is in the activated state; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, to calculate the third noise intensity based on the third knock intensity, the fourth noise intensity, and the second preset coefficient, wherein the fourth noise intensity is the noise intensity corresponding to the third time moment.

[0142] Specifically, if the operating conditions corresponding to the second moment allow for knock intensity correction, the noise intensity at the second moment can be obtained by calculating the noise intensity at the third moment and the knock intensity at the second moment.

[0143] The second construction unit is used to construct a corresponding target mapping relationship based on the aforementioned third rotational speed, the aforementioned third pressure, and the aforementioned third noise intensity.

[0144] Specifically, the newly corrected record from the second time step calculation is stored in the ECU for subsequent calculations.

[0145] The aforementioned engine knock handling device includes a processor and a memory. The first acquisition unit, first calculation unit, second calculation unit, first adjustment unit, etc., are all stored as program units in the memory, and the processor executes the aforementioned program units stored in the memory to achieve the corresponding functions. All of the above modules are located in the same processor; alternatively, the above modules may be located in different processors in any combination.

[0146] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and communication efficiency can be improved by adjusting kernel parameters.

[0147] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0148] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the engine knocking processing method.

[0149] Specifically, methods for dealing with engine knock include:

[0150] Step S201: Obtain the first detonation intensity and the second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time after the preset time interval from the current time;

[0151] Specifically, the rate of change of detonation intensity during a short time interval in the transient process is used as the detonation intensity change in the transient process, thereby determining the stability of the detonation signal monitored in the current working condition. This avoids making noise prediction based on unstable detonation signals, which would result in a large deviation between the predicted noise intensity and the true value, affecting the determination of detonation intensity.

[0152] Step S202: When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity.

[0153] Specifically, the trough value of the detonation intensity within the preset time period is captured in real time and used as the basis for judging the noise intensity in the detonation signal. When the intensity of the detonation signal is rising, the proportion of noise in the detonation signal decreases, and the noise intensity is calculated with a smaller coefficient. When the intensity of the detonation signal is decaying, the proportion of noise in the detonation signal increases, and the noise intensity is calculated with a larger coefficient.

[0154] In practical implementation, the formula for predicting noise intensity is KnkLearn=KnkRatio k1+KnkLearn(z-1) (1-k1) and KnkLearn=KnkRatio k2+KnkLearn(z-1) (1-k2), where KnkLearn is the noise intensity at the current moment, i.e. the second noise intensity mentioned above, KnkRatio is the detonation signal intensity at the current moment, i.e. the first detonation intensity mentioned above, KnkLearn(z-1) is the noise intensity corresponding to the first moment, i.e. the first noise intensity mentioned above, and k1 and k2 are the coefficients when the detonation intensity is in the rising period and the decay period, respectively, i.e. the first preset coefficient and the second preset coefficient mentioned above.

[0155] Step S203: Calculate the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, where the first target knock intensity is the actual knock intensity of the engine at the current moment.

[0156] Specifically, the actual detonation intensity at the current moment can be determined by removing the noise component from the detonation signal detected by the detonation sensor, that is, by calculating the difference between the first detonation intensity and the second noise intensity.

[0157] Step S204: Adjust the ignition advance angle according to the first target detonation intensity to reduce the first target detonation intensity.

[0158] Specifically, knocking in the engine can damage the engine. Therefore, the intensity of knocking should be reduced or its occurrence should be suppressed during operation. In this embodiment, the knocking intensity is reduced by decreasing the ignition advance angle.

[0159] This invention provides a processor for running a program, wherein the program executes the engine knocking processing method.

[0160] Specifically, methods for dealing with engine knock include:

[0161] Step S201: Obtain the first detonation intensity and the second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time after the preset time interval from the current time;

[0162] Specifically, the rate of change of detonation intensity during a short time interval in the transient process is used as the detonation intensity change in the transient process, thereby determining the stability of the detonation signal monitored in the current working condition. This avoids making noise prediction based on unstable detonation signals, which would result in a large deviation between the predicted noise intensity and the true value, affecting the determination of detonation intensity.

[0163] Step S202: When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity.

[0164] Specifically, the trough value of the detonation intensity within the preset time period is captured in real time and used as the basis for judging the noise intensity in the detonation signal. When the intensity of the detonation signal is rising, the proportion of noise in the detonation signal decreases, and the noise intensity is calculated with a smaller coefficient. When the intensity of the detonation signal is decaying, the proportion of noise in the detonation signal increases, and the noise intensity is calculated with a larger coefficient.

[0165] In practical implementation, the formula for predicting noise intensity is KnkLearn=KnkRatio k1+KnkLearn(z-1) (1-k1) and KnkLearn=KnkRatio k2+KnkLearn(z-1) (1-k2), where KnkLearn is the noise intensity at the current moment, i.e. the second noise intensity mentioned above, KnkRatio is the detonation signal intensity at the current moment, i.e. the first detonation intensity mentioned above, KnkLearn(z-1) is the noise intensity corresponding to the first moment, i.e. the first noise intensity mentioned above, and k1 and k2 are the coefficients when the detonation intensity is in the rising period and the decay period, respectively, i.e. the first preset coefficient and the second preset coefficient mentioned above.

[0166] Step S203: Calculate the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, where the first target knock intensity is the actual knock intensity of the engine at the current moment.

[0167] Specifically, the actual detonation intensity at the current moment can be determined by removing the noise component from the detonation signal detected by the detonation sensor, that is, by calculating the difference between the first detonation intensity and the second noise intensity.

[0168] Step S204: Adjust the ignition advance angle according to the first target detonation intensity to reduce the first target detonation intensity.

[0169] Specifically, knocking in the engine can damage the engine. Therefore, the intensity of knocking should be reduced or its occurrence should be suppressed during operation. In this embodiment, the knocking intensity is reduced by decreasing the ignition advance angle.

[0170] This invention provides an engine monitoring system, which includes a primary communication domain, a secondary communication domain processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0171] Step S201: Obtain the first detonation intensity and the second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time after the preset time interval from the current time;

[0172] Step S202: When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity.

[0173] Step S203: Calculate the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, where the first target knock intensity is the actual knock intensity of the engine at the current moment.

[0174] Step S204: Adjust the ignition advance angle according to the first target detonation intensity to reduce the first target detonation intensity.

[0175] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps:

[0176] Step S201: Obtain the first detonation intensity and the second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time after the preset time interval from the current time;

[0177] Step S202: When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity.

[0178] In practical implementation, the formula for predicting noise intensity is KnkLearn=KnkRatio k1+KnkLearn(z-1) (1-k1) and KnkLearn=KnkRatio k2+KnkLearn(z-1) (1-k2), where KnkLearn is the noise intensity at the current moment, i.e. the second noise intensity mentioned above, KnkRatio is the detonation signal intensity at the current moment, i.e. the first detonation intensity mentioned above, KnkLearn(z-1) is the noise intensity corresponding to the first moment, i.e. the first noise intensity mentioned above, and k1 and k2 are the coefficients when the detonation intensity is in the rising period and the decay period, respectively, i.e. the first preset coefficient and the second preset coefficient mentioned above.

[0179] Step S203: Calculate the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, where the first target knock intensity is the actual knock intensity of the engine at the current moment.

[0180] Step S204: Adjust the ignition advance angle according to the first target detonation intensity to reduce the first target detonation intensity.

[0181] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0182] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0183] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0184] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0185] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0186] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0187] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0188] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0189] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0190] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0191] 1) The engine knocking processing method of this application firstly obtains a first knocking intensity and a second knocking intensity, calculates the ratio of the difference between the first knocking intensity and the second knocking intensity to a preset time period to obtain the knocking intensity change rate, wherein the first knocking intensity is the knocking intensity detected by the knocking sensor at the current moment, and the second knocking intensity is the knocking intensity detected by the knocking sensor at the first moment, wherein the first moment is the previous moment at an interval of the preset time period from the current moment; then, when the knocking intensity change rate is greater than 0 and the knocking correction mode of the ECU is activated, the second noise intensity is calculated based on the first knocking intensity, the first noise intensity, and the first preset coefficient, or, when the knocking intensity is greater than 0 and the second noise intensity ... respectively. When the rate of change of intensity is less than 0 and the knock correction mode of the ECU is in the activated state, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. Then, the difference between the first knock intensity and the second noise intensity is calculated to obtain the first target knock intensity, which is the actual knock intensity of the engine at the current moment. Finally, the ignition advance angle is adjusted according to the first target knock intensity to reduce the first target knock intensity. This application monitors the engine's operating condition in real time, corrects the noise intensity at the current moment based on the noise intensity at the previous moment and the knock intensity at the current moment to obtain the actual noise intensity corresponding to the current operating condition, and then determines the actual knock intensity based on the actual noise intensity at the current moment and the knock intensity detected by the sensor. Compared to existing technologies that monitor background noise by offsetting the crankshaft angle window for background noise and the crankshaft angle window for knocking, which suffers from inaccurate noise signal monitoring due to the different signal attenuation at the engine combustion window after engine aging compared to the background noise window before combustion, this application solves the problem of inaccurate knock intensity monitoring obtained by existing knock monitoring methods after engine aging.

[0192] 2) The engine knock processing device of this application includes a first acquisition unit acquiring a first knock intensity and a second knock intensity, calculating the ratio of the difference between the first knock intensity and the second knock intensity to a preset time period to obtain the knock intensity change rate, wherein the first knock intensity is the knock intensity detected by the knock sensor at the current moment, and the second knock intensity is the knock intensity detected by the knock sensor at the first moment, wherein the first moment is the previous moment at an interval of the preset time period from the current moment; the first calculation unit calculates the second noise intensity based on the first knock intensity, the first noise intensity, and the first preset coefficient when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated, or, when the knock... When the rate of change of intensity is less than 0 and the knock correction mode of the ECU is in the activated state, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first moment, and the second noise intensity is the noise intensity corresponding to the current moment. The knock correction mode is used to predict the second noise intensity. The second calculation unit calculates the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, which is the actual knock intensity of the engine at the current moment. The first adjustment unit adjusts the ignition advance angle according to the first target knock intensity to reduce the first target knock intensity. This application monitors the engine's operating condition in real time, corrects the noise intensity at the current moment based on the noise intensity at the previous moment and the knock intensity at the current moment to obtain the actual noise intensity corresponding to the current operating condition, and then determines the actual knock intensity based on the actual noise intensity at the current moment and the knock intensity detected by the sensor. Compared to existing technologies that monitor background noise by offsetting the crankshaft angle window for background noise and the crankshaft angle window for knocking, which suffers from inaccurate noise signal monitoring due to the different signal attenuation at the engine combustion window after engine aging compared to the background noise window before combustion, this application solves the problem of inaccurate knock intensity monitoring obtained by existing knock monitoring methods after engine aging.

[0193] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method of processing engine knock, characterized by, include: The first detonation intensity and the second detonation intensity are obtained. The ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time is calculated to obtain the detonation intensity change rate. The first detonation intensity is the detonation intensity detected by the detonation sensor at the current time. The second detonation intensity is the detonation intensity detected by the detonation sensor at the first time. The first time is the previous time that is separated from the current time by the preset time. When the knock intensity change rate is greater than 0 and the ECU's knock correction mode is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the first preset coefficient. Alternatively, when the knock intensity change rate is less than 0 and the ECU's knock correction mode is activated, the second noise intensity is calculated based on the first knock intensity, the first noise intensity, and the second preset coefficient. The first noise intensity is the noise intensity corresponding to the first time moment, and the second noise intensity is the noise intensity corresponding to the current time moment. The knock correction mode is used to predict the second noise intensity. The first target knock intensity is obtained by calculating the difference between the first knock intensity and the second noise intensity, and the first target knock intensity is the actual knock intensity of the engine at the current moment; Adjust the ignition advance angle according to the first target detonation intensity to reduce the first target detonation intensity.

2. The method of claim 1, wherein, Before calculating the second noise intensity based on the first detonation intensity, the first noise intensity, and the first preset coefficient, or before calculating the second noise intensity based on the first detonation intensity, the first noise intensity, and the second preset coefficient, the method further includes: Obtain current operating condition parameters, which include the knock intensity change rate, first speed, first pressure, and first delay. The first speed is the engine speed at the current moment, the first pressure is the intake manifold pressure of the engine at the current moment, and the first delay is the difference between the ignition advance angle at the current moment and a first preset value. If the current operating condition parameters do not meet any one of the first, second, third, and fourth conditions, it is determined that the current operating condition does not meet the preset operating condition, and the knock correction mode is not activated. The first condition is that the absolute value of the knock intensity change rate is less than a first threshold. The second condition is that the first rotational speed is within a first preset range. The third condition is that the first pressure is within a second range. The fourth condition is that the first delay is greater than a second threshold. If the current operating condition parameters satisfy the first condition, the second condition, the third condition, and the fourth condition, it is determined that the current operating condition conforms to the preset operating condition, and the knock correction mode is activated.

3. The method according to claim 2, characterized in that, After activating the knock correction mode, the method further includes: The ratio of the difference between the first speed and the second speed to the preset duration is used to obtain the speed change rate, and the ratio of the difference between the first pressure and the second pressure to the preset duration is used to obtain the pressure change rate. The second speed is the speed of the engine at the first moment, and the second pressure is the pressure of the intake manifold at the first moment. If the rate of change of rotational speed is greater than a third threshold and / or the rate of change of pressure is greater than a fourth threshold, an invalidation flag is added to the first noise intensity and the first knock intensity. The first noise intensity and the first knock intensity with the invalidation flag are not used to predict the second noise intensity.

4. The method of claim 2, wherein, After calculating the second noise intensity based on the first detonation intensity, the first noise intensity, and the first preset coefficient, or after calculating the second noise intensity based on the first detonation intensity, the first noise intensity, and the second preset coefficient, the method further includes: A corresponding target mapping relationship is constructed based on the first rotational speed, the first pressure, and the second noise intensity. The target mapping relationship is the mapping relationship between the rotational speed, the pressure, and the noise intensity.

5. The method of claim 4, wherein, After constructing the corresponding target mapping relationship based on the first rotational speed, the first pressure, and the second noise intensity, the method further includes: The third speed, third pressure, and third knock intensity are obtained, wherein the third speed is the speed of the engine at the second moment, the third pressure is the pressure of the intake manifold at the second moment, and the third knock intensity is the knock intensity detected by the knock sensor at the second moment, and the second moment is any moment after the current moment when knock occurs; The third noise intensity is obtained by querying the target mapping relationship based on the third rotation speed and the third pressure. The third noise intensity is the noise intensity included in the third knock intensity. The difference between the third knock intensity and the third noise intensity is calculated to obtain the second target knock intensity, which is the actual knock intensity of the engine at the second moment.

6. The method of claim 2, wherein, After obtaining the first target detonation intensity, the method further includes: If the first target detonation intensity is greater than the fifth threshold, adjust the ignition advance angle so that the adjusted first delay is greater than the original first delay. If the first target detonation intensity is less than the fifth threshold but greater than the sixth threshold, the first delay amount will not be updated; If the first target detonation intensity is less than the sixth threshold, the ignition advance angle is adjusted so that the adjusted first delay is less than the original first delay.

7. The method of claim 5, wherein, After obtaining the third rotational speed, third pressure, and third knock intensity, the method further includes: In the absence of the third noise intensity corresponding to the third rotational speed and the third pressure in the target mapping relationship, the fourth knock intensity is obtained and the ratio of the difference between the third knock intensity and the fourth knock intensity to the preset time is calculated to obtain the knock intensity change rate. The fourth knock intensity is the knock intensity monitored by the knock sensor at the third time. The third time is the previous time after the second time, which is spaced by the preset time. When the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is in the activated state, the third noise intensity is calculated based on the third knock intensity, the fourth noise intensity, and the first preset coefficient; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is in the activated state, the third noise intensity is calculated based on the third knock intensity, the fourth noise intensity, and the second preset coefficient, wherein the fourth noise intensity is the noise intensity corresponding to the third moment. A corresponding target mapping relationship is constructed based on the third rotational speed, the third pressure, and the third noise intensity.

8. An engine knock processing device characterized by comprising: The device includes: The first acquisition unit is used to acquire a first detonation intensity and a second detonation intensity, calculate the ratio of the difference between the first detonation intensity and the second detonation intensity to a preset time to obtain the detonation intensity change rate, wherein the first detonation intensity is the detonation intensity detected by the detonation sensor at the current time, and the second detonation intensity is the detonation intensity detected by the detonation sensor at the first time, wherein the first time is the previous time at an interval of the preset time from the current time. A first calculation unit is configured to calculate a second noise intensity based on the first knock intensity, the first noise intensity, and a first preset coefficient when the knock intensity change rate is greater than 0 and the knock correction mode of the ECU is activated; or, when the knock intensity change rate is less than 0 and the knock correction mode of the ECU is activated, calculate the second noise intensity based on the first knock intensity, the first noise intensity, and a second preset coefficient, wherein the first noise intensity is the noise intensity corresponding to the first time moment, the second noise intensity is the noise intensity corresponding to the current time moment, and the knock correction mode is used to predict the second noise intensity. The second calculation unit is used to calculate the difference between the first knock intensity and the second noise intensity to obtain the first target knock intensity, wherein the first target knock intensity is the actual knock intensity of the engine at the current moment; The first adjustment unit is used to adjust the ignition advance angle according to the first target detonation intensity in order to reduce the first target detonation intensity.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 7.

10. An engine monitoring system characterized by, include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs comprising methods for performing any one of claims 1 to 7.

Images