A method, device and system for identifying and processing pre-ignition phenomenon of a hydrogen engine

Abstract

The present invention relates to the technical field of hydrogen engines, and specifically discloses a method, device and system for identifying and processing the pre-ignition phenomenon of a hydrogen engine. The method comprises: when the hydrogen engine is operating normally, obtaining a vehicle gear position signal and a speed signal within a certain period of time in the current cycle, and when the vehicle gear position signal and the speed signal meet the requirements, obtaining a knock signal, hydrogen flow, exhaust temperature, coolant temperature and engine oil temperature at the end of the certain period of time; when the knock signal, hydrogen flow, exhaust temperature, coolant temperature and engine oil temperature meet the requirements, determining the target cylinder where pre-ignition occurs in the current cycle; determining the target hydrogen injection amount, target wastegate valve opening and target throttle opening of the next cycle, and controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to work according to the corresponding target values ​​in the next cycle. The present invention can quickly solve the problem of engine pre-ignition and better protect the engine.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen engines, and in particular to a method for identifying and processing the pre-ignition phenomenon of a hydrogen engine, a device for identifying and processing the pre-ignition phenomenon of a hydrogen engine, and a system for identifying and processing the pre-ignition phenomenon of a hydrogen engine. Background Art

[0002] Due to the low ignition energy and easy ignition of hydrogen, hydrogen engines are prone to pre-ignition. Pre-ignition refers to abnormal combustion in which the mixture reaches the self-ignition conditions and a large area of ​​self-ignition occurs before normal ignition. Pre-ignition is usually caused by factors such as residual oil in the cylinder, residual combustion particles, residual hydrogen flames in metal protrusions and slits, which form local hot spots. These local hot spots continue to heat up and eventually ignite the hydrogen before the spark plug discharges, causing pre-ignition. When pre-ignition occurs, it generally produces very high combustion temperature and pressure, which will directly affect the increase in engine load. The initial pre-ignition will not cause devastating damage to the engine, but if it is not discovered and handled in time, continued pre-ignition will worsen the combustion conditions in the engine combustion chamber until detonation or super detonation occurs, thereby damaging the engine.

[0003] In view of the fact that hydrogen engines have a high compression ratio and are prone to pre-ignition, the existing technical means mainly use the knock sensor on the engine. This technical means can only be used to identify the phenomenon after the hydrogen engine causes knock or super knock due to long-term pre-ignition. It is impossible to identify the pre-ignition phenomenon in time and deal with it accordingly. At the same time, because the fuel mixing uniformity of each cylinder of the hydrogen engine is different, and there are differences in the intake ducts of each cylinder. The combustion uniformity of each cylinder is inconsistent, and the probability of pre-ignition in each cylinder is also different. The existing technology cannot identify which cylinder has pre-ignition, so it can only uniformly reduce the amount of hydrogen injection and delay the ignition angle for all cylinders. This method will greatly reduce the torque of the engine and affect the driving performance of the whole vehicle. Therefore, there is an urgent need for a method that can identify and process the early stage of pre-ignition in a hydrogen engine. This method needs to be able to determine which cylinder has pre-ignition and deal with it in a targeted manner. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention provides a method for identifying and processing the pre-ignition phenomenon of a hydrogen engine, a device for identifying and processing the pre-ignition phenomenon of a hydrogen engine, and a system for identifying and processing the pre-ignition phenomenon of a hydrogen engine, which can identify the cylinder where the pre-ignition phenomenon occurs and process it, quickly solve the problem of pre-ignition, and better protect the engine.

[0005] As a first aspect of the present invention, a method for identifying and processing the pre-ignition phenomenon of a hydrogen engine is provided, and the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine comprises:

[0006] Step S1: when the hydrogen engine is working normally, obtain the vehicle gear position signal D and the actual value n of the engine speed signal within a certain period of time in the current engine working cycle, and determine whether the vehicle gear position signal D within the certain period of time has no change and whether the actual value n of the engine speed signal within the certain period of time has abnormal fluctuations;

[0007] Step S2: When the vehicle gear position signal D does not change and the actual value n of the engine speed signal fluctuates abnormally, the actual value K of the knock signal and the actual value Q of the hydrogen flow rate at the end of the certain time period in the current engine working cycle are obtained. 氢气 , and according to the actual value of hydrogen flow Q at the end of the certain period of time 氢气 and the preset hydrogen flow threshold Q ， 氢气 Calculate the actual error value Q of the hydrogen flow at the end of the certain time period, and then determine whether the actual value K of the knock signal is less than or equal to the preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to the preset hydrogen flow error threshold Qmin;

[0008] Step S3: When the actual value K of the knock signal is less than or equal to the knock signal threshold Kmin and the actual error value Q of the hydrogen flow is less than or equal to the hydrogen flow error threshold Qmin, the actual value T of the exhaust temperature at the end of the certain time period in the current engine working cycle is obtained. 排气 , Actual value of coolant temperature T 液 and the actual value of the oil temperature T 机油 , and determine the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 ;

[0009] Step S4: When the actual exhaust temperature value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油When the engine is in the working cycle, the target cylinder where the pre-ignition phenomenon occurs is determined;

[0010] Step S5: Based on the actual value T of the exhaust gas temperature at the end of the certain period of time in the current engine working cycle 排气 , the actual value of the coolant temperature T 液 , the actual value of the oil temperature T 机油 , the exhaust temperature threshold T ， 排气 , the coolant temperature threshold T ， 液 and the oil temperature threshold T ， 机油 Calculate the total change value ΔT of the engine temperature during the current engine working cycle;

[0011] Step S6: determining the target hydrogen injection amount, target exhaust bypass valve opening and target throttle opening of the next engine working cycle according to the total engine temperature change value ΔT of the current engine working cycle, and controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to operate according to the target hydrogen injection amount, target exhaust bypass valve opening and target throttle opening respectively in the next engine working cycle.

[0012] Furthermore, before step S1, the following steps are included:

[0013] Determine whether the hydrogen engine has a fault; when the hydrogen engine has a fault, end the identification and processing of the hydrogen engine pre-ignition phenomenon; when the hydrogen engine has no fault, that is, when the hydrogen engine operates normally, execute step S1.

[0014] Further, the determining whether the actual value n of the engine speed signal within the certain time period fluctuates abnormally also includes:

[0015] When the vehicle gear position signal D does not change within the certain period of time, the actual value n of the engine speed signal within the certain period of time is compared with the preset engine speed signal reference value N. 基准 The difference between them is taken as the engine speed signal fluctuation value within the certain period of time, and then the maximum engine speed signal fluctuation value N within the certain period of time is determined. 波动max ;

[0016] The vehicle gear position signal D and the maximum fluctuation value N of the engine speed signal within a certain period of time 波动max Multiply them to calculate the actual abnormal fluctuation value of the engine speed signal within a certain period of time P = D·N 波动max , and judging whether the actual abnormal fluctuation value P of the engine speed signal is greater than or equal to a preset abnormal fluctuation threshold value Pmax of the engine speed signal;

[0017] When the actual abnormal fluctuation value P of the engine speed signal is greater than or equal to the abnormal fluctuation threshold value Pmax of the engine speed signal, it means that the actual value n of the engine speed signal within the certain time period fluctuates abnormally, and step S2 is executed; otherwise, it means that the actual value n of the engine speed signal within the certain time period does not fluctuate abnormally, and the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated.

[0018] Further, the determining whether the actual value K of the knock signal is less than or equal to a preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to a preset hydrogen flow error threshold Qmin also includes:

[0019] When the actual value K of the knock signal is greater than the knock signal threshold Kmin or the actual error value Q of the hydrogen flow is greater than the hydrogen flow error threshold Qmin, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated.

[0020] Furthermore, the actual exhaust temperature value T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 Also included:

[0021] When the actual exhaust temperature T 排气 is less than the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 When the pre-ignition phenomenon of the hydrogen engine is identified and processed, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is completed.

[0022] Furthermore, the step S4 further includes:

[0023] When the actual exhaust temperature T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the actual value n of the engine speed signal and the actual value G of the crankshaft angle signal in the entire current engine working cycle are obtained;

[0024] The actual value n of the engine speed signal in the current engine working cycle is compared with the preset minimum value N of the engine speed signal. min The engine speed signal actual value n in the current engine working cycle is selected according to the comparison result, and the value less than the minimum value N of the engine speed signal is selected. min The target engine speed signal actual value n is then used to determine the target crankshaft angle signal actual value G corresponding to the target engine speed signal actual value n;

[0025] The target cylinder where the pre-ignition phenomenon occurs in the current engine working cycle is determined according to the actual value G of the target crankshaft angle signal.

[0026] Furthermore, the step S5 further includes:

[0027] The calculation formula of the total change value ΔT of the engine temperature during the current engine working cycle is as follows:

[0028] ΔT=ΔT 排气 +ΔT 液 +ΔT 机油，

[0029] Where, ΔT 排气 =n 排气 ·(T 排气 -T ， 排气 ), ΔT 液 =n 液 ·(T 液 -T ， 液 ), ΔT 机油 =n 机油 ·(T 机油 -T ， 机油 )。n 排气 、n 液 、n 机油 They are exhaust temperature coefficient, coolant temperature coefficient, and oil temperature coefficient respectively.

[0030] Furthermore, the step S6 further includes:

[0031] After controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to work according to the target hydrogen injection amount, the target wastegate valve opening and the target throttle opening respectively in the next engine working cycle, determining the actual exhaust temperature value T in the next engine working cycle 排气 Is it less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 Is it less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 Is it less than the oil temperature threshold T ， 机油 ;

[0032] When the actual exhaust temperature value T in the next engine working cycle 排气 is less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 When the engine is running at 90°C, the identification and processing of pre-ignition in the hydrogen engine is completed; otherwise, early warning and torque limitation are performed.

[0033] As another aspect of the present invention, a device for identifying and processing the pre-ignition phenomenon of a hydrogen engine is provided, which is used to implement the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine as described above, and the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine comprises:

[0034] The first judgment module is used to obtain the vehicle gear position signal D and the actual value n of the engine speed signal within a certain period of time in the current engine working cycle when the hydrogen engine is working normally, and judge whether the vehicle gear position signal D within the certain period of time has no change and whether the actual value n of the engine speed signal within the certain period of time has abnormal fluctuations;

[0035] The second judgment module is used to obtain the actual value K of the knock signal and the actual value Q of the hydrogen flow rate at the end of the certain time period in the current engine working cycle when the vehicle gear position signal D does not change and the actual value n of the engine speed signal fluctuates abnormally. 氢气 , and according to the actual value of hydrogen flow Q at the end of the certain period of time 氢气 and the preset hydrogen flow threshold Q ， 氢气Calculate the actual error value Q of the hydrogen flow at the end of the certain time period, and then determine whether the actual value K of the knock signal is less than or equal to the preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to the preset hydrogen flow error threshold Qmin;

[0036] The third judgment module is used to obtain the actual value T of the exhaust gas temperature at the end of the certain time period in the current engine working cycle when the actual value K of the knock signal is less than or equal to the knock signal threshold Kmin and the actual error value Q of the hydrogen flow is less than or equal to the hydrogen flow error threshold Qmin. 排气 , Actual value of coolant temperature T 液 and the actual value of the oil temperature T 机油 , and determine the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 ;

[0037] The determination module is used for determining the exhaust gas temperature actual value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the engine is in the working cycle, the target cylinder where the pre-ignition phenomenon occurs is determined;

[0038] The calculation module is used to calculate the actual value T of the exhaust gas temperature at the end of the certain time period in the current engine working cycle. 排气 , the actual value of the coolant temperature T 液 , the actual value of the oil temperature T 机油 , the exhaust temperature threshold T ， 排气 , the coolant temperature threshold T ， 液 and the oil temperature threshold T ， 机油 Calculate the total change value ΔT of the engine temperature during the current engine working cycle;

[0039] A control module is used to determine a target hydrogen injection amount, a target wastegate valve opening, and a target throttle opening for a next engine working cycle according to the total engine temperature change value ΔT of the current engine working cycle, and to control the hydrogen nozzle, the turbocharger, and the throttle of the target cylinder to operate according to the target hydrogen injection amount, the target wastegate valve opening, and the target throttle opening in the next engine working cycle.

[0040] As another aspect of the present invention, a system for identifying and processing the pre-ignition phenomenon of a hydrogen engine is provided, comprising: a gear recognition module, a speed sensor, a hydrogen flow sensor, a knock sensor, an exhaust temperature sensor, a coolant temperature sensor, an oil temperature sensor, a crankshaft position sensor, a hydrogen nozzle, a turbocharger, a throttle and an electronic control unit, wherein the gear recognition module, the speed sensor, the hydrogen flow sensor, the knock sensor, the exhaust temperature sensor, the coolant temperature sensor, the oil temperature sensor, the crankshaft position sensor, the hydrogen nozzle, the turbocharger and the throttle are all connected to the electronic control unit, and the electronic control unit comprises the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine as described above;

[0041] The gear position recognition module is installed on the transmission of the vehicle, and is used to recognize the gear position signal D of the vehicle in real time, and send the recognized gear position signal D of the vehicle to the electronic control unit;

[0042] The speed sensor is installed on the crankshaft pulley of the hydrogen engine, and is used to detect the actual value n of the engine speed signal of the hydrogen engine in real time, and send the detected actual value n of the engine speed signal to the electronic control unit;

[0043] The hydrogen flow sensor is installed on the intake manifold of the hydrogen engine and is used to detect the actual value Q of the hydrogen flow sprayed from each hydrogen nozzle on the intake manifold of the hydrogen engine in real time. 氢气 , and the detected actual value of the hydrogen flow Q 氢气 Sending to the electronic control unit;

[0044] The knock sensor is installed on the intake side of the cylinder of the hydrogen engine, and is used to detect the actual value K of the knock signal of the hydrogen engine in real time, and send the detected actual value K of the knock signal to the electronic control unit;

[0045] The exhaust temperature sensor is installed on the exhaust manifold of the hydrogen engine and is used to detect the actual exhaust temperature value T of the hydrogen engine in real time. 排气 The detected exhaust temperature actual value T 排气 Sending to the electronic control unit;

[0046] The coolant temperature sensor is installed on the thermostat of the hydrogen engine to detect the actual coolant temperature T of the hydrogen engine in real time. 液 , and the detected actual value of the coolant temperature T 液 Sending to the electronic control unit;

[0047] The oil temperature sensor is installed on the main oil channel of the hydrogen engine and is used to detect the actual oil temperature value T of the hydrogen engine in real time. 机油 , and the detected actual value of the oil temperature T 机油 Sending to the electronic control unit;

[0048] The crankshaft position sensor is installed at the rear end of the crankshaft of the hydrogen engine, and is used to detect the actual value G of the crankshaft angle signal of the hydrogen engine in real time, and send the detected actual value G of the crankshaft angle signal to the electronic control unit;

[0049] The hydrogen nozzle is installed on each intake manifold or in each cylinder of the hydrogen engine, and can adjust the flow rate of hydrogen entering the engine cylinder according to the target hydrogen injection amount;

[0050] The turbocharger is installed between the exhaust pipe and the intake manifold of the hydrogen engine, and can adjust the air pressure entering the engine cylinder according to the target wastegate valve opening;

[0051] The throttle valve is installed between the intake manifold and the intake manifold of the hydrogen engine, and can adjust the air flow entering the engine cylinder according to the target throttle valve opening.

[0052] The method for identifying and treating the pre-ignition phenomenon of a hydrogen engine provided by the present invention has the following beneficial effects:

[0053] (1) The abnormal change of speed can be identified through the speed sensor and gear recognition module on the whole vehicle, and the pre-ignition phenomenon can be identified by analyzing the output signal values ​​of each sensor on the engine. The pre-ignition phenomenon identification method has high accuracy and fast identification speed, and can be directly identified while the whole vehicle is running;

[0054] (2) The pre-ignition determination module can determine which cylinders have pre-ignition based on the speed signal output by the speed sensor and the crankshaft angle signal output by the engine crankshaft sensor;

[0055] (3) The severity of pre-ignition can be determined based on the identified pre-ignition phenomenon. The actuator correction calculation module can be used to immediately adjust the hydrogen injection amount, air intake pressure, and air intake flow rate to quickly resolve the pre-ignition problem and better protect the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present invention, but do not constitute a limitation of the present invention.

[0057] Figure 1 The present invention is a flowchart of a method for identifying and processing pre-ignition in a hydrogen engine.

[0058] Figure 2 This is a flow chart of a specific implementation of the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine provided by the present invention.

[0059] Figure 3 This is a structural diagram of the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine provided by the present invention.

[0060] Figure 4 The present invention provides a flowchart of the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine.

[0061] Figure 5 A comparison diagram of a cylinder normal combustion curve and a cylinder pre-ignition curve provided by the present invention. DETAILED DESCRIPTION

[0062] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0063] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present invention.

[0064] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so as to describe the embodiments of the present invention described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0065] In this embodiment, a method for identifying and processing the pre-ignition phenomenon of a hydrogen engine is provided. Figure 1 As shown, the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine includes:

[0066] Step S1: when the hydrogen engine is working normally, obtain the vehicle gear position signal D and the actual value n of the engine speed signal within a certain period of time in the current engine working cycle, and determine whether the vehicle gear position signal D within the certain period of time has no change and whether the actual value n of the engine speed signal within the certain period of time has abnormal fluctuations;

[0067] Preferably, if Figure 2 As shown, before step S1, it includes:

[0068] Determine whether the hydrogen engine has a fault (misfire, torque limit protection, etc.); when the hydrogen engine has a fault, end the identification and processing of the hydrogen engine pre-ignition phenomenon; when the hydrogen engine has no fault, that is, when the hydrogen engine is operating normally, execute step S1.

[0069] Preferably, if Figure 2 As shown, the process of determining whether the actual value n of the engine speed signal within the certain time period fluctuates abnormally also includes:

[0070] When the vehicle gear position signal D does not change within a certain period of time (for example, within 0.001S), the actual value n of the engine speed signal within the certain period of time is compared with the preset engine speed signal reference value N. 基准 The difference between the values ​​is taken as the engine speed signal fluctuation value within the certain period of time, and then the maximum engine speed signal fluctuation value N within the certain period of time is determined. 波动max ;

[0071] It should be noted that the engine speed signal reference value N 基准 The average value of the maximum engine speed signal actual value and the minimum engine speed signal actual value in the last engine working cycle of normal operation;

[0072] The vehicle gear position signal D and the maximum fluctuation value N of the engine speed signal within a certain period of time 波动max Multiply them to calculate the actual abnormal fluctuation value of the engine speed signal within a certain period of time P = D·N 波动max , and judging whether the actual abnormal fluctuation value P of the engine speed signal is greater than or equal to the preset abnormal fluctuation threshold value Pmax of the engine speed signal under the working condition;

[0073] When the actual abnormal fluctuation value P of the engine speed signal is greater than or equal to the abnormal fluctuation threshold value Pmax of the engine speed signal, it means that the actual value n of the engine speed signal within the certain time period fluctuates abnormally, and step S2 is executed; otherwise, it means that the actual value n of the engine speed signal within the certain time period does not fluctuate abnormally, and the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated.

[0074] Step S2: When the vehicle gear position signal D does not change and the actual value n of the engine speed signal fluctuates abnormally, the actual value K of the knock signal and the actual value Q of the hydrogen flow rate at the end of the certain time period in the current engine working cycle are obtained. 氢气 , and according to the actual value of hydrogen flow Q at the end of the certain period of time 氢气 and the preset hydrogen flow threshold Q ， 氢气 Calculate the actual error value Q of hydrogen flow at the end of the certain period of time, Q=|Q 氢气 -Q ， 氢气 ∣, then determine whether the actual value K of the knock signal is less than or equal to the preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to the preset hydrogen flow error threshold Qmin;

[0075] Preferably, if Figure 2 As shown, the step of judging whether the actual value K of the knock signal is less than or equal to a preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow rate is less than or equal to a preset hydrogen flow rate error threshold Qmin also includes:

[0076] When the actual value K of the knock signal is greater than the knock signal threshold Kmin or the actual error value Q of the hydrogen flow is greater than the hydrogen flow error threshold Qmin, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated.

[0077] Step S3: When the actual value K of the knock signal is less than or equal to the knock signal threshold Kmin and the actual error value Q of the hydrogen flow is less than or equal to the hydrogen flow error threshold Qmin, the actual value T of the exhaust temperature at the end of the certain time period in the current engine working cycle is obtained. 排气 , Actual value of coolant temperature T 液 and the actual value of the oil temperature T 机油 , and determine the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 ;

[0078] Preferably, if Figure 2 As shown, the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 Also included:

[0079] When the actual exhaust temperature T 排气 is less than the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 When the pre-ignition phenomenon of the hydrogen engine is identified and processed, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is completed.

[0080] Step S4: When the actual exhaust temperature value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the engine is in the working cycle, the target cylinder where the pre-ignition phenomenon occurs is determined;

[0081] Preferably, if Figure 2 As shown, the step S4 further includes:

[0082] When the actual exhaust temperature T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the actual value n of the engine speed signal and the actual value G of the crankshaft angle signal in the entire current engine working cycle are obtained;

[0083] The actual value n of the engine speed signal in the current engine working cycle is compared with the preset minimum value N of the engine speed signal. min The engine speed signal actual value n in the current engine working cycle is selected according to the comparison result, and the value less than the minimum value N of the engine speed signal is selected. min The target engine speed signal actual value n is then used to determine the target crankshaft angle signal actual value G corresponding to the target engine speed signal actual value n;

[0084] The target cylinder where the pre-ignition phenomenon occurs in the current engine working cycle is determined according to the actual value G of the target crankshaft angle signal.

[0085] In the embodiment of the present invention, Figure 5 As shown, taking a four-cylinder engine with a working order of 1-3-4-2 as an example, the actual value G of the crankshaft angle signal is the speed signal of cylinder 4 at 0°-180°, cylinder 2 at 180°-360°, cylinder 1 at 360°-540°, and cylinder 3 at 540°-720°.

[0086] Step S5: Based on the actual value T of the exhaust gas temperature at the end of the certain period of time in the current engine working cycle 排气 , the actual value of the coolant temperature T 液 , the actual value of the oil temperature T 机油 , the exhaust temperature threshold T ， 排气 , the coolant temperature threshold T ， 液 and the oil temperature threshold T ， 机油 Calculate the total change value ΔT of the engine temperature during the current engine working cycle;

[0087] Preferably, the step S5 further includes:

[0088] The calculation formula of the total change value ΔT of the engine temperature during the current engine working cycle is as follows:

[0089] ΔT=ΔT 排气 +ΔT 液 +ΔT 机油，

[0090] Where, ΔT 排气 =n 排气 ·(T 排气 -T ， 排气 ), ΔT 液 =n 液 ·(T 液 -T ， 液 ), ΔT 机油 =n 机油 ·(T 机油 -T ， 机油 )。n 排气 、n 液 、n 机油 They are exhaust temperature coefficient, coolant temperature coefficient, and oil temperature coefficient respectively.

[0091] Step S6: according to the total engine temperature change value ΔT of the current engine working cycle, the actuator correction table is checked to determine the target hydrogen injection amount, the target exhaust bypass valve opening and the target throttle opening of the next engine working cycle, and in the next engine working cycle, the hydrogen nozzle, the turbocharger and the throttle on the intake manifold of the target cylinder are controlled to work according to the target hydrogen injection amount, the target exhaust bypass valve opening and the target throttle opening respectively.

[0092] It should be noted that an actuator correction table is constructed based on the total temperature change value ΔT when pre-ignition occurs to varying degrees under different operating conditions in the bench test, and the hydrogen flow rate, turbocharger exhaust bypass valve opening, and throttle opening (i.e., target hydrogen injection amount, target exhaust bypass valve opening, and target throttle opening) that need to be met in order to solve the pre-ignition problem after the pre-ignition occurs. The actuator correction table is then pre-input into the electronic control unit.

[0093] It should be noted that the maximum exhaust temperature, maximum coolant temperature, and maximum oil temperature of a hydrogen engine under normal combustion without pre-ignition under different working conditions are obtained based on bench tests. These limit temperatures are used as the exhaust temperature thresholds T ， 排气 , Coolant temperature threshold T ， 液 , Oil temperature threshold T ， 机油 At the same time, the minimum knock signal value and the minimum hydrogen flow error value when the hydrogen engine burns normally without pre-ignition and the actual abnormal fluctuation value P of the engine speed signal is less than the abnormal fluctuation threshold value Pmax of the engine speed signal are also used as the knock signal threshold value Kmin and the hydrogen flow error threshold value Qmin respectively.

[0094] Preferably, if Figure 2 As shown, the step S6 further includes:

[0095] After the hydrogen nozzle, the turbocharger and the throttle of the target cylinder are controlled to work according to the target hydrogen injection amount, the target wastegate valve opening and the target throttle opening respectively in the next engine working cycle, that is, after the hydrogen nozzle hydrogen injection amount, the wastegate valve opening and the throttle opening are reduced in the next engine working cycle, the actual exhaust temperature value T in the next engine working cycle is determined. 排气 Is it less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 Is it less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 Is it less than the oil temperature threshold T ， 机油 ;

[0096] When the actual exhaust temperature value T in the next engine working cycle 排气 is less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 If the pre-ignition continues for a long time, the engine will be shut down for protection, and the user will be reminded on the vehicle dashboard to repair it in time, and finally the identification and treatment of the pre-ignition phenomenon of the hydrogen engine will be ended.

[0097] The method for identifying and processing the pre-ignition phenomenon of a hydrogen engine provided by the embodiment of the present invention can identify the cylinder where the pre-ignition phenomenon occurs and process it, thereby quickly solving the problem of pre-ignition and better protecting the engine.

[0098] As another embodiment of the present invention, a device for identifying and processing the pre-ignition phenomenon of a hydrogen engine is provided, which is used to implement the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine as described above, such as Figure 3-Figure 4 As shown, the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine comprises:

[0099] The first judgment module is used to obtain the vehicle gear position signal D and the actual value n of the engine speed signal within a certain period of time in the current engine working cycle when the hydrogen engine is working normally, and judge whether the vehicle gear position signal D within the certain period of time has no change and whether the actual value n of the engine speed signal within the certain period of time has abnormal fluctuations;

[0100] The second judgment module is used to obtain the actual value K of the knock signal and the actual value Q of the hydrogen flow rate at the end of the certain time period in the current engine working cycle when the vehicle gear position signal D does not change and the actual value n of the engine speed signal fluctuates abnormally. 氢气 , and according to the actual value of hydrogen flow Q at the end of the certain period of time 氢气 and the preset hydrogen flow threshold Q ， 氢气 Calculate the actual error value Q of the hydrogen flow at the end of the certain time period, and then determine whether the actual value K of the knock signal is less than or equal to the preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to the preset hydrogen flow error threshold Qmin;

[0101] The third judgment module is used to obtain the actual value T of the exhaust gas temperature at the end of the certain time period in the current engine working cycle when the actual value K of the knock signal is less than or equal to the knock signal threshold Kmin and the actual error value Q of the hydrogen flow is less than or equal to the hydrogen flow error threshold Qmin. 排气 , Actual value of coolant temperature T 液 and the actual value of the oil temperature T 机油 , and determine the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 ;

[0102] The determination module is used for determining the exhaust gas temperature actual value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ，机油 When the engine is in the working cycle, the target cylinder where the pre-ignition phenomenon occurs is determined;

[0103] The calculation module is used to calculate the actual value T of the exhaust gas temperature at the end of the certain time period in the current engine working cycle. 排气 , the actual value of the coolant temperature T 液 , the actual value of the oil temperature T 机油 , the exhaust temperature threshold T ， 排气 , the coolant temperature threshold T ， 液 and the oil temperature threshold T ， 机油 Calculate the total change value ΔT of the engine temperature during the current engine working cycle;

[0104] A control module is used to determine a target hydrogen injection amount, a target wastegate valve opening, and a target throttle opening for a next engine working cycle according to the total engine temperature change value ΔT of the current engine working cycle, and to control the hydrogen nozzle, the turbocharger, and the throttle of the target cylinder to operate according to the target hydrogen injection amount, the target wastegate valve opening, and the target throttle opening in the next engine working cycle.

[0105] Preferably, the device for identifying and processing the pre-ignition phenomenon of the hydrogen engine also includes an OBD fault diagnosis module, and the OBD fault diagnosis module is used to determine whether there is a fault in the hydrogen engine; when it is determined that there is a fault in the hydrogen engine, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated; when it is determined that there is no fault in the hydrogen engine, that is, the hydrogen engine is operating normally, the execution process of the first judgment module is entered.

[0106] Preferably, the control module is specifically used to: after controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to work according to the target hydrogen injection amount, target wastegate valve opening and target throttle opening respectively in the next engine working cycle, that is, after reducing the hydrogen nozzle hydrogen injection amount, reducing the wastegate valve opening and reducing the throttle opening in the next engine working cycle, determine the actual value T of the exhaust temperature in the next engine working cycle 排气 Is it less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 Is it less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 Is it less than the oil temperature threshold T ， 机油 ;

[0107] When the actual exhaust temperature value T in the next engine working cycle 排气 is less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 If the pre-ignition occurs for a long time, the engine will be shut down for protection, and the user will be reminded on the vehicle dashboard to perform timely maintenance, and finally the identification and processing of the pre-ignition phenomenon of the hydrogen engine will be ended.

[0108] The working principle of the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine provided by the present invention can be referred to the description of the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine in the foregoing text, and will not be repeated here.

[0109] As another embodiment of the present invention, a system for identifying and processing the pre-ignition phenomenon of a hydrogen engine is provided, comprising: a gear recognition module, a speed sensor, a hydrogen flow sensor, a knock sensor, an exhaust temperature sensor, a coolant temperature sensor, an oil temperature sensor, a crankshaft position sensor, a hydrogen nozzle, a turbocharger, a throttle and an electronic control unit, wherein the gear recognition module, the speed sensor, the hydrogen flow sensor, the knock sensor, the exhaust temperature sensor, the coolant temperature sensor, the oil temperature sensor, the crankshaft position sensor, the hydrogen nozzle, the turbocharger and the throttle are all connected to the electronic control unit, and the electronic control unit comprises the above-mentioned device for identifying and processing the pre-ignition phenomenon of a hydrogen engine;

[0110] The gear position recognition module is installed on the transmission of the vehicle, and is used to recognize the gear position signal D of the vehicle in real time, and send the recognized gear position signal D of the vehicle to the electronic control unit;

[0111] The speed sensor is installed on the crankshaft pulley of the hydrogen engine, and is used to detect the actual value n of the engine speed signal of the hydrogen engine in real time, and send the detected actual value n of the engine speed signal to the electronic control unit; the detection frequency of the speed sensor needs to be greater than 10000 Hz.

[0112] The hydrogen flow sensor is installed on the intake manifold of the hydrogen engine and is used to detect the actual value Q of the hydrogen flow sprayed from each hydrogen nozzle on the intake manifold of the hydrogen engine in real time. 氢气, and the detected actual value of the hydrogen flow Q 氢气 Sending to the electronic control unit;

[0113] The knock sensor is installed on the intake side of the cylinder of the hydrogen engine, and is used to detect the actual value K of the knock signal of the hydrogen engine in real time, and send the detected actual value K of the knock signal to the electronic control unit;

[0114] The exhaust temperature sensor is installed on the exhaust manifold of the hydrogen engine and is used to detect the actual exhaust temperature value T of the hydrogen engine in real time. 排气 The detected exhaust temperature actual value T 排气 Sending to the electronic control unit;

[0115] The coolant temperature sensor is installed on the thermostat of the hydrogen engine to detect the actual coolant temperature T of the hydrogen engine in real time. 液 , and the detected actual value of the coolant temperature T 液 Sending to the electronic control unit;

[0116] The oil temperature sensor is installed on the main oil channel of the hydrogen engine and is used to detect the actual oil temperature value T of the hydrogen engine in real time. 机油 , and the detected actual value of the oil temperature T 机油 Sending to the electronic control unit;

[0117] The crankshaft position sensor is installed at the rear end of the crankshaft of the hydrogen engine, and is used to detect the actual value G of the crankshaft angle signal of the hydrogen engine in real time, and send the detected actual value G of the crankshaft angle signal to the electronic control unit;

[0118] The hydrogen nozzle is installed on each intake manifold of the hydrogen engine or in each cylinder (for a direct injection hydrogen engine), and can adjust the hydrogen flow rate entering the engine cylinder according to the target hydrogen injection amount;

[0119] The turbocharger is installed between the exhaust pipe and the intake manifold of the hydrogen engine, and can adjust the air pressure entering the engine cylinder according to the target wastegate valve opening;

[0120] The throttle valve is installed between the intake manifold and the intake manifold of the hydrogen engine, and can adjust the air flow entering the engine cylinder according to the target throttle valve opening.

[0121] The working principle of the system for identifying and processing the pre-ignition phenomenon of a hydrogen engine provided by the embodiment of the present invention can be referred to the description of the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine in the foregoing text, and will not be repeated here.

[0122] The hydrogen engine pre-ignition phenomenon recognition and processing system provided by the embodiment of the present invention can (1) recognize abnormal changes in speed through the speed sensor and gear recognition module on the whole vehicle, and then recognize the pre-ignition phenomenon by analyzing the output signal values ​​of various sensors on the engine. The pre-ignition phenomenon recognition method has high accuracy and fast recognition speed, and can be directly recognized when the whole vehicle is running; (2) the pre-ignition judgment module can determine which cylinders have experienced pre-ignition based on the speed signal output by the speed sensor and the crankshaft angle signal output by the engine crankshaft sensor; (3) the severity of pre-ignition can be judged based on the recognized pre-ignition phenomenon, and the hydrogen injection amount, air intake pressure, and air intake flow rate can be immediately adjusted through the actuator correction calculation module to quickly solve the problem of pre-ignition and better protect the engine.

[0123] It is to be understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the present invention, but the present invention is not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and essence of the present invention, and these modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. A method for identifying and treating pre-ignition in a hydrogen engine, characterized in that: The method for identifying and treating the pre-ignition phenomenon of a hydrogen engine comprises: Step S1: when the hydrogen engine is working normally, obtain the vehicle gear position signal D and the actual value n of the engine speed signal within a certain period of time in the current engine working cycle, and determine whether the vehicle gear position signal D within the certain period of time has no change and whether the actual value n of the engine speed signal within the certain period of time has abnormal fluctuations; Step S2: When the vehicle gear position signal D does not change and the actual value n of the engine speed signal fluctuates abnormally, the actual value K of the knock signal and the actual value Q of the hydrogen flow rate at the end of the certain time period in the current engine working cycle are obtained. 氢气 , and according to the actual value of hydrogen flow Q at the end of the certain period of time 氢气 and the preset hydrogen flow threshold Q ， 氢气 Calculate the actual error value Q of the hydrogen flow at the end of the certain time period, and then determine whether the actual value K of the knock signal is less than or equal to the preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to the preset hydrogen flow error threshold Qmin; Step S3: When the actual value K of the knock signal is less than or equal to the knock signal threshold Kmin and the actual error value Q of the hydrogen flow is less than or equal to the hydrogen flow error threshold Qmin, the actual value T of the exhaust temperature at the end of the certain time period in the current engine working cycle is obtained. 排气 , Actual value of coolant temperature T 液 and the actual value of the oil temperature T 机油 , and determine the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 ; Step S4: When the actual exhaust temperature value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the engine is in the working cycle, the target cylinder where the pre-ignition phenomenon occurs is determined; Step S5: Based on the actual value T of the exhaust gas temperature at the end of the certain period of time in the current engine working cycle 排气 , the actual value of the coolant temperature T 液 , the actual value of the oil temperature T 机油 , the exhaust temperature threshold T ， 排气 , the coolant temperature threshold T ， 液 and the oil temperature threshold T ， 机油 Calculate the total change value ΔT of the engine temperature during the current engine working cycle; Step S6: determining the target hydrogen injection amount, target exhaust bypass valve opening and target throttle opening of the next engine working cycle according to the total engine temperature change value ΔT of the current engine working cycle, and controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to operate according to the target hydrogen injection amount, target exhaust bypass valve opening and target throttle opening respectively in the next engine working cycle.

2. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: Before step S1, the method includes: Determine whether the hydrogen engine has a fault; when the hydrogen engine has a fault, end the identification and processing of the hydrogen engine pre-ignition phenomenon; when the hydrogen engine has no fault, that is, when the hydrogen engine operates normally, execute step S1.

3. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: The step of determining whether the actual value n of the engine speed signal within the certain period of time fluctuates abnormally also includes: When the vehicle gear position signal D does not change within the certain period of time, the actual value n of the engine speed signal within the certain period of time is compared with the preset engine speed signal reference value N. 基准 The difference between the values ​​is taken as the engine speed signal fluctuation value within the certain period of time, and then the maximum engine speed signal fluctuation value N within the certain period of time is determined. 波动max ; The vehicle gear position signal D and the maximum fluctuation value N of the engine speed signal within a certain period of time 波动max Multiply them to calculate the actual abnormal fluctuation value of the engine speed signal within a certain period of time P = D·N 波动max , and determining whether the actual abnormal fluctuation value P of the engine speed signal is greater than or equal to a preset engine speed signal abnormal fluctuation threshold value Pmax; When the actual abnormal fluctuation value P of the engine speed signal is greater than or equal to the abnormal fluctuation threshold value Pmax of the engine speed signal, it means that the actual value n of the engine speed signal within the certain time period fluctuates abnormally, and step S2 is executed; otherwise, it means that the actual value n of the engine speed signal within the certain time period does not fluctuate abnormally, and the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated.

4. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: The step of judging whether the actual value K of the knock signal is less than or equal to a preset knock signal threshold value Kmin and whether the actual error value Q of the hydrogen flow rate is less than or equal to a preset hydrogen flow rate error threshold value Qmin also includes: When the actual value K of the knock signal is greater than the knock signal threshold Kmin or the actual error value Q of the hydrogen flow is greater than the hydrogen flow error threshold Qmin, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is terminated.

5. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: The actual value T of the exhaust temperature is determined 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 Also included: When the actual exhaust temperature value T 排气 is less than the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 When the pre-ignition phenomenon of the hydrogen engine is identified and processed, the identification and processing of the pre-ignition phenomenon of the hydrogen engine is completed.

6. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: The step S4 further includes: When the actual exhaust temperature value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the actual value n of the engine speed signal and the actual value G of the crankshaft angle signal in the entire current engine working cycle are obtained; The actual value n of the engine speed signal in the current engine working cycle is compared with the preset minimum value N of the engine speed signal. min The engine speed signal actual value n in the current engine working cycle is selected according to the comparison result, and the value less than the minimum value N of the engine speed signal is selected. min The target engine speed signal actual value n is then used to determine the target crankshaft angle signal actual value G corresponding to the target engine speed signal actual value n; The target cylinder where the pre-ignition phenomenon occurs in the current engine working cycle is determined according to the actual value G of the target crankshaft angle signal.

7. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: The step S5 further includes: The calculation formula of the total change value ∆T of the engine temperature during the current engine working cycle is as follows: ΔT=ΔT 排气 +ΔT 液 +ΔT 机油， Where, ΔT 排气 =n 排气 ·(T 排气 -T ， 排气 ), ΔT 液 =n 液 ·(T 液 -T ， 液 ), ΔT 机油 =n 机油 ·(T 机油 -T ， 机油 )。n 排气 、n 液 、n 机油 They are exhaust temperature coefficient, coolant temperature coefficient, and oil temperature coefficient respectively.

8. The method for identifying and treating pre-ignition of a hydrogen engine according to claim 1, characterized in that: The step S6 further includes: After controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to work according to the target hydrogen injection amount, the target wastegate valve opening and the target throttle opening respectively in the next engine working cycle, determining the actual value T of the exhaust temperature in the next engine working cycle 排气 Is it less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 Is it less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 Is it less than the oil temperature threshold T ， 机油 ; When the actual exhaust temperature value T in the next engine working cycle 排气 is less than the exhaust temperature threshold T ， 排气 , Actual value of coolant temperature T 液 is less than the coolant temperature threshold T ， 液 Or the actual value of the oil temperature T 机油 is less than the oil temperature threshold T ， 机油 When the engine is running at 90°C, the identification and processing of pre-ignition in the hydrogen engine is completed; otherwise, early warning and torque limitation are performed.

9. A device for identifying and processing the pre-ignition phenomenon of a hydrogen engine, used to implement the method for identifying and processing the pre-ignition phenomenon of a hydrogen engine as claimed in any one of claims 1 to 8, characterized in that: The device for identifying and processing the pre-ignition phenomenon of a hydrogen engine comprises: The first judgment module is used to obtain the vehicle gear position signal D and the actual value n of the engine speed signal within a certain period of time in the current engine working cycle when the hydrogen engine is working normally, and judge whether the vehicle gear position signal D within the certain period of time has no change and whether the actual value n of the engine speed signal within the certain period of time has abnormal fluctuations; The second judgment module is used to obtain the actual value K of the knock signal and the actual value Q of the hydrogen flow rate at the end of the certain time period in the current engine working cycle when the vehicle gear position signal D does not change and the actual value n of the engine speed signal fluctuates abnormally. 氢气 , and according to the actual value of hydrogen flow Q at the end of the certain period of time 氢气 and the preset hydrogen flow threshold Q ， 氢气 Calculate the actual error value Q of the hydrogen flow at the end of the certain time period, and then determine whether the actual value K of the knock signal is less than or equal to the preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to the preset hydrogen flow error threshold Qmin; The third judgment module is used to obtain the actual value T of the exhaust gas temperature at the end of the certain time period in the current engine working cycle when the actual value K of the knock signal is less than or equal to the knock signal threshold Kmin and the actual error value Q of the hydrogen flow is less than or equal to the hydrogen flow error threshold Qmin. 排气 , Actual value of coolant temperature T 液 and the actual value of the oil temperature T 机油 , and determine the actual value of the exhaust temperature T 排气 Is it greater than or equal to the preset exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Is it greater than or equal to the preset coolant temperature threshold T? ， 液 And the actual value of the oil temperature T 机油 Is it greater than or equal to the preset oil temperature threshold T ， 机油 ; The determination module is used for when the exhaust temperature actual value T 排气 Greater than or equal to the exhaust temperature threshold T ， 排气 , the actual value of the coolant temperature T 液 Greater than or equal to the coolant temperature threshold T ， 液 And the actual value of the oil temperature T 机油 Greater than or equal to the oil temperature threshold T ， 机油 When the engine is in the working cycle, the target cylinder where the pre-ignition phenomenon occurs is determined; The calculation module is used to calculate the actual value T of the exhaust gas temperature at the end of the certain time period in the current engine working cycle. 排气 , the actual value of the coolant temperature T 液 , the actual value of the oil temperature T 机油 , the exhaust temperature threshold T ， 排气 , the coolant temperature threshold T ， 液 and the oil temperature threshold T ， 机油 Calculate the total change value ∆T of the engine temperature during the current engine working cycle; The control module is used to determine the target hydrogen injection amount, the target wastegate valve opening and the target throttle opening of the next engine working cycle according to the total engine temperature change value ΔT of the current engine working cycle, and control the hydrogen nozzle, the turbocharger and the throttle of the target cylinder to operate according to the target hydrogen injection amount, the target wastegate valve opening and the target throttle opening respectively in the next engine working cycle.

10. A system for identifying and processing pre-ignition of a hydrogen engine, characterized in that: include: A gear recognition module, a speed sensor, a hydrogen flow sensor, a knock sensor, an exhaust temperature sensor, a coolant temperature sensor, an oil temperature sensor, a crankshaft position sensor, a hydrogen nozzle, a turbocharger, a throttle and an electronic control unit, wherein the gear recognition module, the speed sensor, the hydrogen flow sensor, the knock sensor, the exhaust temperature sensor, the coolant temperature sensor, the oil temperature sensor, the crankshaft position sensor, the hydrogen nozzle, the turbocharger and the throttle are all connected to the electronic control unit, and the electronic control unit includes the device for identifying and processing the pre-ignition phenomenon of a hydrogen engine according to claim 9; The gear position recognition module is installed on the transmission of the vehicle, and is used to recognize the gear position signal D of the vehicle in real time, and send the recognized gear position signal D of the vehicle to the electronic control unit; The speed sensor is installed on the crankshaft pulley of the hydrogen engine, and is used to detect the actual value n of the engine speed signal of the hydrogen engine in real time, and send the detected actual value n of the engine speed signal to the electronic control unit; The hydrogen flow sensor is installed on the intake manifold of the hydrogen engine and is used to detect the actual value Q of the hydrogen flow rate sprayed from each hydrogen nozzle on the intake manifold of the hydrogen engine in real time. 氢气 , and the detected actual value of the hydrogen flow Q 氢气 Sending to the electronic control unit; The knock sensor is installed on the intake side of the cylinder of the hydrogen engine, and is used to detect the actual value K of the knock signal of the hydrogen engine in real time, and send the detected actual value K of the knock signal to the electronic control unit; The exhaust temperature sensor is installed on the exhaust manifold of the hydrogen engine and is used to detect the actual exhaust temperature value T of the hydrogen engine in real time. 排气 The detected exhaust temperature actual value T 排气 Sending to the electronic control unit; The coolant temperature sensor is installed on the thermostat of the hydrogen engine to detect the actual coolant temperature T of the hydrogen engine in real time. 液 , and the detected actual value of the coolant temperature T 液 Sending to the electronic control unit; The oil temperature sensor is installed on the main oil channel of the hydrogen engine and is used to detect the actual oil temperature value T of the hydrogen engine in real time. 机油 , and the detected actual value of the oil temperature T 机油 Sending to the electronic control unit; The crankshaft position sensor is installed at the rear end of the crankshaft of the hydrogen engine, and is used to detect the actual value G of the crankshaft angle signal of the hydrogen engine in real time, and send the detected actual value G of the crankshaft angle signal to the electronic control unit; The hydrogen nozzle is installed on each intake manifold or in each cylinder of the hydrogen engine, and can adjust the flow rate of hydrogen entering the engine cylinder according to the target hydrogen injection amount; The turbocharger is installed between the exhaust pipe and the intake manifold of the hydrogen engine, and can adjust the air pressure entering the engine cylinder according to the target wastegate valve opening; The throttle valve is installed between the intake manifold and the intake manifold of the hydrogen engine, and can adjust the air flow entering the engine cylinder according to the target throttle valve opening.

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