Engine knock suppression system and method

Abstract

The invention provides an engine knock suppression system and method, and relates to the technical field of engines. The system comprises an in-situ hydrogen production mechanism used for preparing hydrogen with fuel as a raw material and conveying the hydrogen to an air cylinder of an engine; the fuel supply mechanism is used for storing fuel and conveying the fuel to the in-situ hydrogen production mechanism; the knock monitoring mechanism is used for monitoring a knock signal of the air cylinder; wherein the fuel supply mechanism is communicated with the air cylinder at least through the in-situ hydrogen production mechanism; and the fuel supply mechanism is in communication connection with the knock monitoring mechanism and is used for adjusting the amount of fuel conveyed to the in-situ hydrogen production mechanism according to a knock signal fed back by the knock monitoring mechanism. The detonation monitoring mechanism obtains the detonation signal of the engine cylinder in real time and feeds back the detonation signal to the fuel supply mechanism in communication connection with the detonation monitoring mechanism, supply of hydrogen production fuel is dynamically adjusted through the fuel supply mechanism, engine detonation is restrained, and meanwhile the performance, economical efficiency and environmental protection performance of the engine are considered.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and more particularly, to an engine knock suppression system and method. Background Art

[0002] Knock is a common abnormal combustion phenomenon during the operation of engines such as gasoline engines and methanol flexible fuel engines. Specifically, during the combustion process of the engine, due to the spontaneous combustion of the local air-fuel mixture, the in-cylinder pressure rises sharply instantaneously, forming a strong shock wave; it is likely to cause impact and damage to engine components such as pistons, cylinder blocks, and connecting rods, reduce the combustion efficiency and operating reliability of the engine, and shorten the service life of the engine.

[0003] Currently, to solve the engine knock problem, the main measures taken include adjusting the ignition advance angle, optimizing the combustion chamber structure design, and adding anti-knock agents. However, these methods each have certain limitations: although adjusting the ignition advance angle can suppress knock to a certain extent, it will have a negative impact on the engine's power output and fuel economy; optimizing the combustion chamber structure requires major modifications to the engine hardware, with high modification costs and complex implementation; adding anti-knock agents can improve the anti-knock performance of the fuel, but it will increase the fuel cost, and some anti-knock agents may have an adverse impact on the environment, posing a certain pollution risk. Summary of the Invention

[0004] The problem to be solved by the present invention is: how to suppress engine knock while taking into account engine performance, economy, and environmental protection.

[0005] To solve the above problems, the present invention provides an engine knock suppression system and method.

[0006] In a first aspect, the present invention provides an engine knock suppression system, including:

[0007] An in-situ hydrogen production mechanism for preparing hydrogen using fuel as a raw material and for delivering the hydrogen to the cylinders of the engine;

[0008] A fuel supply mechanism for storing the fuel and for delivering the fuel to the in-situ hydrogen production mechanism;

[0009] A knock monitoring mechanism for monitoring the knock signal of the cylinders;

[0010] Wherein, the fuel supply mechanism is connected to the cylinders at least through the in-situ hydrogen production mechanism; the fuel supply mechanism is communicatively connected to the knock monitoring mechanism and is used to adjust the amount of fuel delivered to the in-situ hydrogen production mechanism according to the knock signal feedback by the knock monitoring mechanism.

[0011] Optionally, the fuel supply mechanism includes a control valve and a fuel tank, a fuel pump, and a first pipeline that are connected in sequence. One end of the first pipeline away from the fuel pump is connected to the in-situ hydrogen production mechanism, and the control valve is arranged on the first pipeline; the fuel supply mechanism is communicatively connected to the knock monitoring mechanism through at least one of the fuel pump and the control valve.

[0012] Optionally, the in-situ hydrogen production mechanism includes a catalytic converter provided with a plurality of flow channels; the catalytic converter uses a catalyst adapted to the fuel.

[0013] Optionally, the engine knock suppression system further includes a heat exchange mechanism, and the heat exchange mechanism includes a heat exchange structure; the heat exchange structure is used to perform heat exchange with the cylinder through a second pipeline; and / or, the heat exchange structure is used to perform heat exchange with the catalytic converter through a third pipeline.

[0014] Optionally, the heat exchange mechanism further includes a water vapor supply structure for performing heat exchange with the cylinder; the water vapor supply structure is used to store water from the cylinder, the heat exchange structure or external supply, and generate water vapor based on the heat provided by the water and the cylinder, and convey the water vapor to the catalytic converter through a fourth pipeline; wherein, the water vapor output port of the water vapor supply structure is communicated with the water vapor input port of the catalytic converter through the fourth pipeline.

[0015] In a second aspect, the present invention provides an engine knock suppression method. Based on the engine knock suppression system described in the first aspect, the engine knock suppression method includes:

[0016] According to the obtained knock signal of the cylinder of the engine, when the intensity of the knock signal is greater than a preset threshold, control the fuel supply mechanism to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism.

[0017] Optionally, the fuel supply mechanism includes a control valve and a fuel pump; controlling the fuel supply mechanism to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism includes:

[0018] Control the control valve to increase the opening degree, and / or control the fuel pump to increase the rotational speed.

[0019] Optionally, after controlling the fuel supply mechanism to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism, the engine knock suppression method further includes:

[0020] When the intensity of the knock signal drops to be less than or equal to the preset threshold, control the fuel supply mechanism to correspondingly reduce the fuel quantity delivered to the in-situ hydrogen production mechanism.

[0021] Optionally, after the control fuel supply mechanism correspondingly increases the fuel quantity delivered to the in-situ hydrogen production mechanism, the engine knock suppression method further includes:

[0022] Controlling the ignition advance angle of the engine to increase correspondingly.

[0023] Optionally, the control fuel supply mechanism correspondingly increasing the fuel quantity delivered to the in-situ hydrogen production mechanism includes:

[0024] Based on the knock signal intensity, determining the hydrogen supply ratio required by the cylinder, and controlling the fuel supply mechanism to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism according to the hydrogen supply ratio.

[0025] The beneficial effects of the engine knock suppression system and method of the present invention are as follows: The engine knock suppression system of the present invention is provided with an in-situ hydrogen production mechanism communicated with the cylinder, uses the fuel provided by the fuel supply mechanism to produce hydrogen in real time during the operation of the engine, and directly transports the hydrogen to the cylinder to participate in combustion, thereby improving the combustion rate and uniformity of the air-fuel mixture and effectively suppressing engine knock. At the same time, the engine knock suppression system obtains the knock signal of the engine cylinder in real time through the knock monitoring mechanism and feeds it back to the fuel supply mechanism communicatively connected to the knock monitoring mechanism. The fuel supply mechanism dynamically adjusts the supply of hydrogen production fuel to realize the closed-loop control of the hydrogen production amount, taking into account the knock suppression effect, fuel utilization rate and engine performance, effectively improving the power output, fuel economy and operation stability of the engine. Moreover, the combustion product of hydrogen is water and no harmful pollutants are generated, which is beneficial to reducing engine exhaust emissions and improving environmental protection. In addition, the engine knock suppression system is applicable to various types of internal combustion engines (such as gasoline engines, methanol flexible fuel engines, etc.) and has good versatility and applicability. Description of the Drawings

[0026] Figure 1 It is a schematic structural diagram of an engine knock suppression system in an embodiment of the present invention;

[0027] Figure 2 It is a schematic structural diagram of an engine knock suppression system in another embodiment of the present invention;

[0028] Figure 3 It is a schematic structural diagram of a catalytic converter in an embodiment of the present invention.

[0029] Reference Signs:

[0030] 1. In-situ hydrogen production mechanism; 11. Catalytic converter; 111. Upper structure; 112. Lower structure; 2. Fuel supply mechanism; 21. Fuel tank; 22. First pipeline; 23. Control valve; 3. Knock monitoring mechanism; 4. Heat exchange mechanism; 41. Heat exchange structure; 42. Water vapor supply structure; 51. Second pipeline; 52. Third pipeline; 53. Fourth pipeline; 6. Cylinder. Detailed implementation manners

[0031] To make the above objects, features, and advantages of the present invention more obvious and understandable, the following detailed description of specific embodiments of the present invention will be given with reference to the accompanying drawings.

[0032] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such used data can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here.

[0033] Combined with Figure 1 As shown, an engine knock suppression system provided by an embodiment of the present invention includes:

[0034] An in-situ hydrogen production mechanism 1 for preparing hydrogen using fuel as a raw material and for delivering hydrogen to the cylinder 6 of the engine;

[0035] A fuel supply mechanism 2 for storing fuel and for delivering fuel to the in-situ hydrogen production mechanism 1;

[0036] A knock monitoring mechanism 3 for monitoring the knock signal of the cylinder 6;

[0037] Among them, the fuel supply mechanism 2 is connected to the cylinder 6 at least through the in-situ hydrogen production mechanism 1; the fuel supply mechanism 2 is communicatively connected to the knock monitoring mechanism 3 and is used to adjust the fuel amount delivered to the in-situ hydrogen production mechanism 1 according to the knock signal fed back by the knock monitoring mechanism 3.

[0038] In this embodiment, the engine knock suppression system can be applied to various types of internal combustion engines (such as gasoline engines, methanol flexible fuel engines, etc.) to achieve dynamic suppression of engine knock phenomena. And an engine (or internal combustion engine) using the engine knock suppression system can be applied to a vehicle to improve the power output stability, fuel adaptability, and combustion efficiency of the vehicle, extend the service life of the engine (or internal combustion engine), reduce fuel consumption and emissions, and improve the driving experience of the vehicle.

[0039] The in-situ hydrogen generation mechanism 1 of the engine knock suppression system is connected to the cylinder 6 of the engine, used to receive the fuel provided by the fuel supply mechanism 2, and prepare hydrogen based on this fuel. The prepared hydrogen does not need to be stored, but is directly transported to the cylinder 6 of the engine to be mixed with the air and / or fuel entering the cylinder 6 and participate in combustion together, so as to improve the combustion rate and stability of the mixture gas, and improve the uniformity of combustion, achieving the purpose of suppressing knock. Among them, due to the excellent combustion characteristics of hydrogen such as fast combustion speed and low ignition energy, after hydrogen enters the cylinder 6, it can accelerate the combustion process of the mixture gas in the cylinder 6, make the combustion more uniform, and reduce the possibility of local overheating and spontaneous combustion, thus effectively suppressing engine knock. In this way, through in-situ hydrogen generation (that is, during the operation of the engine, hydrogen is generated in real time by the in-situ hydrogen generation mechanism 1 and directly transported into the cylinder 6), it is possible to optimize the combustion process without relying on external hydrogen storage equipment, achieve engine knock suppression, and avoid the safety hazards and high costs brought by storing hydrogen (such as high-pressure hydrogen storage in related technologies). Moreover, the combustion product of hydrogen is water and will not produce harmful pollutants, which is beneficial to reducing engine exhaust emissions; at the same time, through fuel hydrogen generation, the energy utilization rate of the fuel is improved, achieving the purpose of energy conservation. In addition, the suppression of engine knock enables the engine to adopt a more optimized ignition advance angle and compression ratio, thereby improving the power output and fuel economy of the engine.

[0040] The fuel supply mechanism 2 is used to store and transport the fuel for the engine (such as gasoline, methanol or other hydrocarbons that can be cracked to generate hydrogen). This fuel can also be used for hydrogen generation by the in-situ hydrogen generation mechanism 1, that is, while this fuel enters the engine to participate in normal combustion, it can also be partially introduced into the in-situ hydrogen generation mechanism 1 to generate hydrogen through catalytic cracking, reforming reactions, etc. The fuel supply mechanism 2 is connected to the cylinder 6 at least through the in-situ hydrogen generation mechanism 1. That is to say, the fuel used to participate in normal combustion can be supplied by the fuel supply mechanism 2 to the cylinder 6 through the in-situ hydrogen generation mechanism 1. Among them, a part of the fuel is used for hydrogen generation by the in-situ hydrogen generation mechanism 1, and the other part of the fuel that does not participate in hydrogen generation is supplied to the cylinder 6 through the in-situ hydrogen generation mechanism 1; or, the fuel used to participate in normal combustion is transported to the cylinder 6 of the engine through another channel, and the fuel entering the in-situ hydrogen generation mechanism 1 is only used for hydrogen generation and does not directly participate in the combustion process. In this way, by setting the fuel supply mechanism 2, while ensuring the normal fuel supply for the engine's normal combustion, the normal fuel supply for hydrogen generation by the in-situ hydrogen generation mechanism 1 is ensured, so as to take into account the engine performance, economy, etc. while suppressing engine knock.

[0041] The knock monitoring mechanism 3 can be arranged on the cylinder block or cylinder head of the engine cylinder 6 for real-time monitoring of the knock signal during the operation of the engine. Among them, the signals include in-cylinder pressure fluctuations, mechanical vibrations, or acoustic signals, etc. And the knock monitoring mechanism 3 is communicatively connected to the fuel supply mechanism 2 for feeding back the monitored knock signal to the fuel supply mechanism 2, so that the fuel supply mechanism 2 can intelligently and dynamically adjust the fuel flow rate delivered to the in-situ hydrogen production mechanism 1 in a timely manner according to the intensity, duration, or change trend of the knock signal, thereby controlling the generation and supply of hydrogen. In this way, the fuel distribution for in-situ hydrogen production can be flexibly adjusted according to the engine operating state, and thus the hydrogen production amount (or the hydrogen amount delivered into the cylinder 6) can be dynamically adjusted, enabling the engine knock suppression system to have good adaptability and controllability. Exemplarily, when the knock signal increases, the hydrogen supply amount can be appropriately increased (such as by increasing the fuel amount delivered to the in-situ hydrogen production mechanism 1) to enhance the combustion rate and stability of the air-fuel mixture in the cylinder 6; when the knock weakens or disappears, the hydrogen supply can be correspondingly reduced (such as by reducing the fuel amount delivered to the in-situ hydrogen production mechanism 1) to maintain the energy efficiency and fuel utilization rate of the engine knock suppression system. In this way, a closed-loop control system with good self-adaptive ability and controllability is formed, which helps to improve the anti-knock ability of the engine and enhance the running smoothness and responsiveness of the engine.

[0042] In summary, the engine knock suppression system is provided with an in-situ hydrogen production mechanism 1 communicated with the cylinder 6, uses the fuel provided by the fuel supply mechanism 2 to produce hydrogen in real time during the operation of the engine, and directly delivers the hydrogen to the cylinder 6 to participate in combustion, thereby improving the combustion rate and uniformity of the air-fuel mixture and effectively suppressing engine knock; at the same time, the engine knock suppression system obtains the knock signal of the engine cylinder 6 in real time through the knock monitoring mechanism 3 and feeds it back to the fuel supply mechanism 2 communicatively connected to the knock monitoring mechanism 3. By dynamically adjusting the supply of hydrogen production fuel by the fuel supply mechanism 2, closed-loop control of the hydrogen production amount is achieved, taking into account the knock suppression effect, fuel utilization rate, and engine performance, effectively improving the power output, fuel economy, and running stability of the engine. Moreover, the combustion product of hydrogen is water and no harmful pollutants are generated, which is beneficial to reducing engine exhaust emissions and improving environmental protection. In addition, the engine knock suppression system is applicable to various types of internal combustion engines (such as gasoline engines, methanol flexible fuel engines, etc.) and has good versatility and applicability.

[0043] Optionally, as shown in combination with Figure 1 、 Figure 2 , the fuel supply mechanism 2 includes a control valve 23 and a fuel tank 21, a fuel pump, and a first pipeline 22 that are connected in sequence. One end of the first pipeline 22 away from the fuel pump is communicated with the in-situ hydrogen production mechanism 1, and the control valve 23 is arranged on the first pipeline 22; the fuel supply mechanism 2 is communicatively connected to the knock monitoring mechanism 3 through at least one of the fuel pump and the control valve 23.

[0044] In this embodiment, the fuel supply mechanism 2 includes a fuel tank 21, a fuel pump, a first pipeline 22 that are connected in sequence, and a control valve 23 provided on the first pipeline 22; wherein, one end of the first pipeline 22 is connected to the fuel pump, and the other end is connected to the in-situ hydrogen production mechanism 1, for guiding the fuel extracted by the fuel pump from the fuel tank 21 to the in-situ hydrogen production mechanism 1. To achieve dynamic regulation of the flow rate of the hydrogen production fuel, precise control can be performed through the fuel pump and / or the control valve 23 provided on the first pipeline 22; and at least one of the fuel pump and the control valve 23 is communicatively connected to the knock monitoring mechanism 3, so as to perform real-time regulation of the flow rate of the hydrogen production fuel according to the knock signal fed back from the knock monitoring mechanism 3, realize a control closed-loop, thereby dynamically regulating the generation and supply of hydrogen according to the engine operating state, and improving the response speed and regulation accuracy, and enhancing the engine knock resistance and operating stability. Exemplarily, the fuel pump is communicatively connected to the knock monitoring mechanism 3 through an ECU (electronic control unit). The fuel pump can adopt an electronically controlled fuel pump. The ECU determines the output flow rate of the fuel pump according to the knock signal fed back from the knock monitoring mechanism 3, and issues a corresponding instruction to the fuel pump. The fuel pump adjusts the output flow rate according to the instruction received from the ECU; and / or, the control valve 23 is communicatively connected to the knock monitoring mechanism 3 through the ECU. The control valve 23 can adopt an electronically controlled proportional valve or a solenoid valve. The ECU can generate a control signal according to the knock signal fed back from the knock monitoring mechanism 3, and dynamically adjust the opening degree of the control valve 23, thereby adjusting the flow rate of the fuel entering the in-situ hydrogen production mechanism 1 through the first pipeline 22.

[0045] Optionally, the in-situ hydrogen production mechanism 1 includes a catalytic converter 11 provided with a plurality of flow channels; the catalytic converter 11 uses a catalyst adapted to the fuel.

[0046] In this embodiment, the in-situ hydrogen production mechanism 1 includes a catalytic converter 11. The catalytic converter 11 has an integral structure and is internally provided with a plurality of microchannels (i.e., a plurality of flow channels) arranged in parallel or staggered, for increasing the reaction contact area and improving the reaction efficiency between the fuel and the catalyst, that is, achieving a large specific surface area and heat exchange efficiency within a small volume, which is beneficial to improving the reaction rate and reducing the device volume. Moreover, the catalytic converter 11 uses a catalyst adapted to the fuel to ensure the catalytic activity, stability and hydrogen production efficiency during the in-situ hydrogen production process, and effectively support the hydrogen supply demand of the engine in knock control. In some embodiments, the catalytic converter 11 can adopt a honeycomb ceramic or metal carrier structure, and its surface is loaded with a catalyst adapted to the fuel used.

[0047] Exemplarily, when the fuel used is methanol, a copper-based catalyst or a copper / zinc / aluminum oxide-based catalyst can be used as the catalyst to promote the hydrogen production reaction by steam reforming of methanol; when the fuel used is gasoline or diesel, noble metal catalysts (such as platinum, palladium, rhodium), nickel-based catalysts or zeolite catalysts, etc. can be selected to improve the conversion efficiency of hydrocarbons.

[0048] In this way, the catalytic converter 11 based on the in-situ hydrogen production mechanism 1 catalytically converts the fuel delivered by the fuel supply mechanism 2, that is, under the action of the catalyst, the fuel undergoes reforming reactions, partial oxidation reactions or autothermal reforming reactions, etc. under suitable temperature and reaction conditions, thereby generating hydrogen-containing gas; the generated hydrogen can be directly supplied to the engine for use to improve the combustion efficiency, suppress the knocking phenomenon, and enhance the power performance and emission level of the engine. Moreover, by reasonably configuring the catalyst type and its loading method, efficient catalysis of different types of fuels can be achieved, ensuring the stability and responsiveness of the operation of the entire engine knocking suppression system.

[0049] Optionally, as shown in Figure 3 For the in-situ hydrogen production mechanism 1 of the engine knocking suppression system applied to a methanol flexible fuel engine, the catalytic converter 11 can adopt a double-layer structure (which includes an upper layer structure 111 and a lower layer structure 112). The upper layer structure 111 uses a methanol catalyst (such as Cu, ZnO, Al2O3, etc.), and the lower layer structure 112 uses a gasoline catalyst (such as Pt, zeolite, etc.). Both the upper layer structure 111 and the lower layer structure 112 adopt honeycomb flow channels to improve the reaction efficiency and heat transfer efficiency. When the above double-layer structure catalytic converter 11 is applied to a gasoline engine, only the lower layer structure 112 is used.

[0050] Optionally, as shown in Figure 1 and Figure 2 The engine knocking suppression system further includes a heat exchange mechanism 4. The heat exchange mechanism 4 includes a heat exchange structure 41; the heat exchange structure 41 is used to perform heat exchange with the cylinder 6 through the second pipeline 51; and / or, the heat exchange structure 41 is used to perform heat exchange with the catalytic converter 11 through the third pipeline 52.

[0051] In this embodiment, to further improve the overall thermal management performance of the engine knocking suppression system, the engine knocking suppression system is provided with a heat exchange mechanism 4 for realizing the reasonable distribution and utilization of heat within the engine knocking suppression system, thereby optimizing the hydrogen production reaction conditions or improving the working thermal efficiency of the engine.

[0052] The heat exchange mechanism 4 is provided with a heat exchange structure 41. The heat exchange structure 41 can exchange heat with the engine cylinder 6 through the second pipeline 51, and utilize the waste heat released during the combustion process of the engine cylinder 6 to provide heat for other components, thereby improving the energy efficiency of the engine knock suppression system. For example, the high-temperature exhaust gas generated by the combustion of the engine cylinder 6 enters the heat exchange structure 41 through the second pipeline 51, and the heat exchange structure 41 absorbs the heat in the high-temperature exhaust gas to achieve heat exchange; or, the heat exchange structure 41 exchanges heat with the engine cylinder 6 through a heat exchange component arranged near the cylinder 6 or coupled with the cooling system of the cylinder 6, and while correspondingly reducing the temperature of the engine cylinder 6, obtains the heat used for heating other components.

[0053] Or, the heat exchange structure 41 of the heat exchange mechanism 4 can exchange heat with the catalytic converter 11 through the third pipeline 52 to precisely control the temperature of the catalytic converter 11 and keep it within an appropriate catalytic reaction temperature range. For example, during the cold start stage of the engine knock suppression system, the heat exchange structure 41 (after absorbing heat from the corresponding mechanism) can provide heat for the catalytic converter 11 to quickly increase the temperature of the catalytic reaction zone; and after the catalytic converter 11 operates under high load for a long time, the temperature of the catalytic converter 11 can also be reduced through the heat exchange mechanism to prevent the catalyst from sintering or deactivating and extend its service life.

[0054] Or, the heat exchange structure 41 of the heat exchange mechanism 4 exchanges heat with the engine cylinder 6 through the second pipeline 51, and the heat exchange structure 41 exchanges heat with the catalytic converter 11 through the third pipeline 52 to efficiently utilize the waste heat of the engine while precisely controlling the temperature of the catalytic converter 11 and keeping it within an appropriate catalytic reaction temperature range. Specifically, the high-temperature waste heat generated during the operation of the engine can be transferred to the catalytic converter 11 through the heat exchange structure 41 to quickly increase the working temperature of the catalytic converter 11 to the target reaction temperature or the target reaction temperature range (or the target reaction temperature scope), thereby shortening the corresponding reaction time and improving the catalytic efficiency; in addition, the heat exchange structure 41 can also be used to maintain the working temperature of the catalytic converter 11 stable within the target reaction temperature range to ensure the stable and efficient operation of the catalytic converter 11. Moreover, the high-temperature waste heat generated during the operation of the engine can also be transferred to other parts that need to be heated (such as fuel, water, or the mixed reaction medium) through the heat exchange structure 41, so that the reaction medium entering the catalytic converter 11 is preheated, thereby reducing external energy consumption, improving the overall thermal efficiency, and the catalytic reaction rate.

[0055] Optionally, for institutions with higher temperature requirements, if the heat exchange structure 41 cannot meet the heat supply demand, the heat exchange structure 41 can participate in the heat regulation process as an auxiliary heating mechanism and work together with other main heat sources (such as electric heaters, combustion heaters, etc.) to improve the heating efficiency and reduce the overall energy consumption. Exemplarily, in the cold start of the engine knock suppression system or when the external environmental temperature is low, the heat exchange structure 41 can first utilize the waste heat generated by the engine for preliminary heating, and when the heat is insufficient, the main heat source supplements the required heat, so as to rapidly heat up key components (such as the catalytic converter 11 or reaction medium), ensuring that the engine knock suppression system can enter a stable working state in a short time. At the same time, this collaborative heating strategy helps to reduce the load of the main heat source, extend its service life, and improve the overall energy efficiency level of the engine knock suppression system.

[0056] Optionally, as shown in Figure 1 、 Figure 2 the heat exchange mechanism 4 further includes a water vapor supply structure 42 for heat exchange with the cylinder 6; the water vapor supply structure 42 is used to store water from the cylinder 6, the heat exchange structure 41 or external supply, and generate water vapor based on the heat provided by the water and the cylinder 6, and convey the water vapor to the catalytic converter 11 through the fourth pipeline 53; wherein, the water vapor output port of the water vapor supply structure 42 is communicated with the water vapor input port of the catalytic converter 11 through the fourth pipeline 53.

[0057] In this embodiment, the water vapor supply structure 42 of the heat exchange mechanism 4 can be used to provide the required water vapor raw material for in-situ hydrogen production to promote hydrogen production reactions such as methanol steam reforming. And to improve the thermal energy utilization efficiency of the engine knock suppression system, the water vapor supply structure 42 can be used to exchange heat with the engine cylinder 6. For example, the water vapor supply structure 42 directly exchanges heat with the engine cylinder 6 through the second pipeline 51, or exchanges heat with the engine cylinder 6 through the heat exchange structure 41, so as to make full use of the waste heat during the engine operation to heat the water stored in the water vapor supply structure 42 and generate water vapor, reducing the heating energy consumption required for water vapor generation. The water vapor output port of the water vapor supply structure 42 is communicated with the water vapor input port of the catalytic converter 11 through the fourth pipeline 53. The fourth pipeline 53 is used to realize the transmission of the water vapor generated by the water vapor supply structure 42 to the catalytic converter 11, ensuring that the water vapor generated in the water vapor supply structure 42 is stably and continuously conveyed to the catalytic converter 11 to participate in the in-situ hydrogen production reaction or other catalytic reaction processes. In this way, not only the efficient recovery and utilization of the engine waste heat are realized, but also the timely supply of water vapor in the hydrogen production process can be ensured, improving the response speed and hydrogen production efficiency of in-situ hydrogen production, so as to more effectively suppress the engine knock phenomenon and ensure the engine power output and operation stability.

[0058] Among them, the water vapor supply structure 42 is used to (temporarily) store the water for generating water vapor, and this water can be from the cylinder 6, the heat exchange structure 41 or an external supply. Exemplarily, for the water supplied from the cylinder 6, it is the water (usually water vapor) contained in the exhaust gas after fuel combustion in the cylinder 6 during the operation of the engine. Especially when using hydrogen-rich fuels or alcohol fuels (such as methanol), the water vapor content in the exhaust gas is higher. In this regard, the water vapor supply structure 42 can realize the condensation of the water vapor in the cylinder exhaust by setting corresponding cooling or heat exchange structures. After the condensed water is collected, it is introduced into the water vapor supply structure 42 for storage and reuse, so as to effectively utilize the high-temperature waste gas generated by the combustion of the engine cylinder 6. For example, the water vapor supply structure 42 is provided with a corresponding water storage chamber to store water and effectively utilize heat; for the water supplied from the heat exchange structure 41, it is the condensed water generated by the heat exchange structure 41 during the heat exchange process with high-temperature components (such as the cylinder 6) (such as part of the high-temperature steam condenses to form condensed water due to the temperature difference effect), and / or the water in the water circuit structure of the heat exchange structure 41 that realizes heat exchange by adopting a water circuit cycle; for the water supplied from an external source, it can be to connect an external water tank or a vehicle water supply system through the water vapor supply structure 42 to obtain external water. In some embodiments, the water vapor supply structure 42 can directly obtain the water vapor contained in the exhaust gas after fuel combustion in the cylinder 6 and supply it to the catalytic converter 11 through the fourth pipeline 53.

[0059] Optionally, during the process of the water vapor supply structure 42 generating water vapor based on the heat provided by the water and the cylinder 6, it can be to heat the water stored in the water vapor supply structure 42 by the heat provided by the cylinder 6 to generate high-temperature water vapor. While serving as the water vapor raw material required for in-situ hydrogen production, it realizes the heat supply to the catalytic converter and further improves the hydrogen production efficiency. Or, the water vapor supply structure 42 simultaneously adopts a water vapor generation structure (such as a structure that realizes water vapor generation by ultrasonic atomization, electric heating evaporation, etc.) to efficiently convert the water stored in the water vapor supply structure 42 into water vapor by physical or electrothermal means, thereby improving the efficiency of water vapor generation and supply and meeting the requirements of in-situ hydrogen production for the rapid response and continuous supply of water vapor; among them, the heat provided by the cylinder 6 obtained by the water vapor supply structure 42 can further improve the water vapor generation efficiency and realize the heating of the water vapor, thereby improving the reaction activity of the water vapor and the catalytic reaction rate, and further improving the hydrogen production efficiency.

[0060] Exemplarily, the water vapor supply structure 42 transfers the heat obtained from the engine cylinder 6 or other high-temperature components to the location where the water is stored through a heat exchange interface or a heat exchange cavity (directly or indirectly) connected to the cylinder 6, so that the water quickly evaporates to form water vapor; the generated water vapor can be directly transported to the catalytic converter 11 through the fourth pipeline 53 and participate in the in-situ hydrogen production reaction process as a reaction medium. For example, in methanol steam reforming, the required moisture is provided to improve the hydrogen production rate and reaction selectivity. In this way, on the one hand, the recovery and reuse efficiency of thermal energy in the engine knock suppression system is improved; on the other hand, the stable supply of water vapor required for hydrogen production is ensured, which is beneficial to maintaining the catalytic reaction operating under the optimal reaction parameters, thereby improving the hydrogen production efficiency and the overall operating performance of the engine knock suppression system.

[0061] Another embodiment of the present invention provides an engine knock suppression method. Based on the above engine knock suppression system, the engine knock suppression method includes:

[0062] According to the obtained knock signal of the engine cylinder 6, when the intensity of the knock signal is greater than a preset threshold, the fuel supply mechanism 2 is controlled to correspondingly increase the amount of fuel delivered to the in-situ hydrogen production mechanism 1.

[0063] The method of this embodiment is used to dynamically adjust the operating state of the engine knock suppression system to reduce the risk of knock occurring in engine cylinder 6 and improve the stability, economy, and environmental friendliness of engine operation. Specifically, the knock monitoring mechanism 3 is used to obtain the knock signal of the current engine cylinder 6 in real time. This signal can be collected by the knock sensor in real time and processed, identified, and analyzed by the corresponding ECU (electronic control unit) to determine the intensity of the knock occurring in engine cylinder 6. When the intensity of the knock signal of engine cylinder 6 that has been obtained is greater than the preset threshold, it is determined that there is a potential knock risk or knock has occurred in the current engine operating state, and then the knock suppression strategy needs to be activated; under this strategy, the ECU can adjust the fuel flow rate delivered by the fuel supply mechanism 2 to the in-situ hydrogen production mechanism 1 according to the intensity and change trend of the knock signal to adjust the amount of hydrogen generated; when the intensity of the knock signal is greater than the preset threshold, by controlling the fuel supply mechanism 2 to correspondingly increase the fuel amount delivered to the in-situ hydrogen production mechanism 1, the hydrogen generation is increased, so that highly reactive hydrogen is introduced into the combustion chamber, the combustion characteristics are improved, the combustion rate and uniformity are increased, and the occurrence of knock is effectively suppressed, realizing the timely and effective suppression of the knock that has occurred or is about to occur in the engine. Among them, the preset threshold can be obtained through laboratory bench tests or actual road condition tests and calibrated according to the structural characteristics, combustion characteristics, and fuel types of different types of engines. For example, under different conditions such as different engine speeds, loads, and environmental temperatures, the knock signals during engine operation can be collected and analyzed, and combined with engine performance indicators, fuel economy, and emission requirements, a reasonable set of knock intensity critical values is determined as the preset threshold to achieve accurate identification and response control of the knock risk, thereby ensuring the reliability and applicability of the knock suppression strategy in practical applications. Similarly, the corresponding fuel amount adjustment amount can also be calibrated through experiments or on-vehicle tests to ensure the accuracy of the adjustment strategy and the reliability of the engine knock suppression system.

[0064] Exemplarily, when the intensity of the knock signal is greater than the preset threshold, by controlling the fuel supply mechanism 2 to correspondingly increase the fuel amount delivered to the in-situ hydrogen production mechanism 1, the generation and supply of hydrogen are increased, so that highly reactive hydrogen is introduced into the combustion chamber, the combustion characteristics are improved, the combustion rate and uniformity are increased, and the occurrence of knock is thus suppressed.

[0065] In summary, the method of this embodiment collects and analyzes the knock signal of engine cylinder 6 in real time through the knock monitoring mechanism 3. When it is detected that the intensity of the knock signal exceeds the preset threshold, the control system activates the knock suppression strategy and dynamically adjusts the fuel delivery amount of the fuel supply mechanism 2 to the in-situ hydrogen production mechanism 1 to control the hydrogen generation amount; by increasing the supply of highly reactive hydrogen, the combustion characteristics are improved, the combustion rate and uniformity are increased, thereby effectively suppressing knock and improving the stability, economy, and environmental friendliness of engine operation.

[0066] Optionally, in combination with Figure 1 , Figure 2 As shown, the fuel supply mechanism 2 includes a control valve 23 and a fuel pump; controlling the fuel supply mechanism 2 to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism 1 includes:

[0067] Controlling the control valve 23 to increase the opening degree, and / or controlling the fuel pump to increase the rotational speed.

[0068] Based on the fact that the fuel supply mechanism 2 includes a control valve 23 and a fuel pump, the control valve 23 is used to regulate the fuel flow rate, and the fuel pump changes the fuel delivery quantity by controlling the rotational speed. When the intensity of the knock signal in the engine cylinder 6 is detected to be greater than the preset threshold value, the knock suppression strategy is started. By adjusting the fuel supply mechanism 2, the fuel quantity delivered to the in-situ hydrogen production mechanism 1 is increased, so as to increase the hydrogen generation and suppress the occurrence of knock. Specifically, by controlling the control valve 23 to increase the opening degree, and / or controlling the fuel pump to increase the rotational speed, the fuel supply mechanism 2 correspondingly increases the fuel quantity delivered to the in-situ hydrogen production mechanism 1.

[0069] Exemplarily, when the intensity of the knock signal exceeds the preset threshold value, the corresponding ECU (Electronic Control Unit) will send a signal to the fuel supply mechanism 2 to control the control valve 23 to increase the opening degree, so that the fuel flow rate in the first pipeline 22 is increased, thereby increasing the fuel supply quantity to the in-situ hydrogen production mechanism 1 and promoting the corresponding increase in the hydrogen generation quantity; and / or controlling the fuel pump to increase the rotational speed. By increasing the rotational speed of the fuel pump, the fuel delivery capacity of the fuel pump is enhanced, thereby increasing the fuel supply quantity to the in-situ hydrogen production mechanism 1. The increased fuel quantity will further support the hydrogen generation and enter the engine combustion chamber through the in-situ hydrogen production process, optimizing the combustion characteristics and suppressing the occurrence of knock.

[0070] In this way, based on the control valve 23 and the fuel pump, the precise regulation of the fuel supply quantity for the in-situ hydrogen production mechanism 1 can be realized, further improving the response speed and regulation accuracy of knock suppression; through the individual or combined control of the opening degree of the control valve 23 and the rotational speed of the fuel pump, not only can the hydrogen generation requirements under different working conditions be flexibly adapted, but also the over-supply or under-supply of fuel can be avoided, improving the fuel utilization efficiency and reducing the energy consumption. In addition, this control method has good scalability and adaptability, is applicable to various types of engines, helps to improve the combustion efficiency and emission performance of the engine on the premise of ensuring the power performance, thereby enhancing the stability, economy and environmental protection of the engine operation, and providing an effective implementation path for the engineering application of knock control.

[0071] Optionally, after controlling the fuel supply mechanism 2 to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism 1, the engine knock suppression method further includes:

[0072] When the knock signal intensity drops to be less than or equal to a preset threshold, the fuel supply mechanism 2 is controlled to correspondingly reduce the amount of fuel delivered to the in-situ hydrogen production mechanism 1.

[0073] Specifically, the knock monitoring mechanism 3 collects and analyzes the knock signal in the engine cylinder 6 in real time; the knock signal is detected in real time by a knock sensor and processed and analyzed for signal recognition through an electronic control unit (ECU), so as to determine whether knocking occurs in the engine cylinder 6 and its intensity. If the intensity of the knock signal is greater than the preset threshold, it indicates that the combustion condition in the engine cylinder 6 may be abnormal and there is a knock risk. Then, a knock suppression strategy is started to adjust (increase) the amount of fuel delivered by the fuel supply mechanism 2 to the in-situ hydrogen production mechanism 1 to increase the hydrogen production amount, and hydrogen is introduced to suppress knocking. Subsequently, based on knock suppression, when the knock signal intensity drops to be less than or equal to the preset threshold, it means that the knock risk has been effectively controlled. At this time, the fuel supply mechanism 2 can be controlled to correspondingly reduce the amount of fuel delivered to the in-situ hydrogen production mechanism 1, thereby reducing the hydrogen production amount and enabling the engine to return to a normal operating state. In this way, based on the above adjustment process, the engine can automatically adjust the fuel supply amount and hydrogen supply under different working conditions, dynamically optimize the operating state of the engine, avoid the continuous occurrence of knocking, and ensure that the engine operates in a good working state, which not only improves the combustion efficiency but also reduces the occurrence frequency of engine knocking, thereby enhancing the economy and environmental friendliness of the engine.

[0074] In summary, the method of this embodiment dynamically adjusts the hydrogen supply amount according to the knock signal intensity, and realizes the precise suppression of engine knocking by effectively regulating the hydrogen production amount, ensuring the efficient and stable operation of the engine under various working conditions.

[0075] Optionally, after controlling the fuel supply mechanism 2 to correspondingly increase the amount of fuel delivered to the in-situ hydrogen production mechanism 1, the engine knock suppression method further includes:

[0076] Controlling the ignition advance angle of the engine to increase correspondingly.

[0077] Specifically, after controlling the fuel supply mechanism 2 to correspondingly increase the amount of fuel delivered to the in-situ hydrogen production mechanism 1, in order to further improve the combustion efficiency and power output of the engine, the ignition advance angle of the engine can be controlled to increase correspondingly to make full use of the fast combustion characteristics brought about by the participation of hydrogen in combustion.

[0078] Exemplarily, when the knock signal intensity in the engine cylinder 6 exceeds the preset threshold, the fuel supply mechanism 2 is controlled to increase the fuel quantity supplied to the in-situ hydrogen production mechanism 1, so that the hydrogen production quantity increases. As the proportion of hydrogen in the mixed gas rises, the combustion speed of the mixed gas in the cylinder 6 increases significantly, the combustion becomes more rapid and stable, the knocking tendency weakens, and the ECU further dynamically adjusts the engine ignition control according to the change trend of the current knock signal intensity, the combustion condition, and the operating parameters such as the engine speed and load, moderately increasing the ignition advance angle, so that the ignition timing is slightly advanced ahead of the time when the piston reaches the top dead center, in order to achieve more complete combustion, and further improve the thermal efficiency and output power of the engine. Thus, by optimizing the ignition advance angle, while enhancing the knock suppression ability, the performance improvement effect brought by hydrogen-assisted combustion is maximized, so as to ensure that the engine has good power performance, economy and environmental protection under different working conditions.

[0079] Optionally, controlling the fuel supply mechanism 2 to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism 1 includes:

[0080] Based on the knock signal intensity, determining the required hydrogen supply ratio for the cylinder 6, and controlling the fuel supply mechanism 2 to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism 1 according to the hydrogen supply ratio.

[0081] Exemplarily, the ECU (Electronic Control Unit) of the engine will monitor and analyze the intensity of the knock signal in the cylinder 6 in real time, and determine the required hydrogen ratio for the cylinder 6 under the current working condition according to the relationship between the preset knock signal intensity and the hydrogen supply ratio. When the knock signal intensity is relatively high, indicating that knocking may occur or has occurred or there is a knocking risk, the ECU will increase the hydrogen supply ratio, thereby enhancing the reactivity and stability during the combustion process and suppressing the occurrence of knocking; while when the knock signal intensity is relatively low, the hydrogen supply ratio can be appropriately reduced to maintain the balance and efficiency of the engine combustion. For the adjustment of the fuel quantity delivered to the in-situ hydrogen production mechanism 1, it is dynamically adjusted according to the determined hydrogen supply ratio. For example, the ECU will adjust the opening degree of the control valve 23 of the fuel supply mechanism 2 and / or the rotational speed of the fuel pump based on the required hydrogen ratio to precisely control the fuel quantity delivered to the in-situ hydrogen production mechanism 1, so as to ensure that the hydrogen supply quantity matches the current knock signal intensity and working state of the engine, thereby effectively suppressing knocking and optimizing the combustion characteristics, and improving the combustion efficiency and stability of the engine. Thus, dynamically adjusting the fuel quantity based on the real-time knock signal intensity and the hydrogen supply ratio can precisely control the hydrogen supply quantity in the cylinder 6, optimize the combustion process, improve the engine performance, and ensure the stability and economy of combustion while reducing the knocking risk.

[0082] Although the present invention is disclosed as above, the scope of protection of the present invention is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will all fall within the scope of protection of the present invention.

Claims

1. An engine knock suppression system, characterized in that, Comprising: An in-situ hydrogen production mechanism (1) for preparing hydrogen using fuel as a raw material and for delivering the hydrogen to a cylinder (6) of an engine; A fuel supply mechanism (2) for storing the fuel and for delivering the fuel to the in-situ hydrogen production mechanism (1); A knock monitoring mechanism (3) for monitoring a knock signal of the cylinder (6); Wherein, the fuel supply mechanism (2) is in communication with the cylinder (6) at least through the in-situ hydrogen production mechanism (1); the fuel supply mechanism (2) is communicatively connected to the knock monitoring mechanism (3) for adjusting the amount of fuel delivered to the in-situ hydrogen production mechanism (1) according to the knock signal fed back by the knock monitoring mechanism (3).

2. The engine knock suppression system according to claim 1, characterized in that, The fuel supply mechanism (2) includes a control valve (23) and a fuel tank (21), a fuel pump, and a first pipeline (22) that are connected in sequence. One end of the first pipeline (22) away from the fuel pump is in communication with the in-situ hydrogen production mechanism (1), and the control valve (23) is disposed on the first pipeline (22); the fuel supply mechanism (2) is communicatively connected to the knock monitoring mechanism (3) through at least one of the fuel pump and the control valve (23).

3. The engine knock suppression system according to claim 1 or 2, characterized in that, The in-situ hydrogen production mechanism (1) includes a catalytic converter (11) provided with a plurality of flow channels; the catalytic converter (11) employs a catalyst adapted to the fuel.

4. The engine knock suppression system according to claim 3, wherein, It further includes a heat exchange mechanism (4), and the heat exchange mechanism (4) includes a heat exchange structure (41); the heat exchange structure (41) is configured to perform heat exchange with the cylinder (6) through a second pipeline (51); and / or, the heat exchange structure (41) is configured to perform heat exchange with the catalytic converter (11) through a third pipeline (52).

5. The engine knock suppression system according to claim 4, wherein The heat exchange mechanism (4) further includes a water vapor supply structure (42) for performing heat exchange with the cylinder (6); the water vapor supply structure (42) is configured to store water from the cylinder (6), the heat exchange structure (41), or external supply, and generate water vapor based on the water and the heat provided by the cylinder (6), and deliver the water vapor to the catalytic converter (11) through a fourth pipeline (53); wherein, a water vapor output port of the water vapor supply structure (42) is in communication with a water vapor input port of the catalytic converter (11) through the fourth pipeline (53).

6. A method for suppressing engine knocking, characterized in that, Based on the engine knock suppression system according to any one of claims 1-5, the engine knock suppression method includes: According to the acquired knock signal of the cylinder (6) of the engine, when the intensity of the knock signal is greater than a preset threshold, controlling the fuel supply mechanism (2) to correspondingly increase the amount of fuel delivered to the in-situ hydrogen production mechanism (1).

7. The engine knock suppression method according to claim 6, characterized in that, The fuel supply mechanism (2) includes a control valve (23) and a fuel pump; controlling the fuel supply mechanism (2) to correspondingly increase the amount of fuel delivered to the in-situ hydrogen production mechanism (1) includes: Controlling the control valve (23) to increase the opening degree, and / or, controlling the fuel pump to increase the rotational speed.

8. The engine knock suppression method according to claim 6, wherein After the control fuel supply mechanism (2) correspondingly increases the fuel quantity delivered to the in-situ hydrogen production mechanism (1), the engine knock suppression method further includes: When the knock signal intensity drops to be less than or equal to the preset threshold, control the fuel supply mechanism (2) to correspondingly reduce the fuel quantity delivered to the in-situ hydrogen production mechanism (1).

9. The engine knock suppression method according to claim 6, characterized in that After the control fuel supply mechanism (2) correspondingly increases the fuel quantity delivered to the in-situ hydrogen production mechanism (1), the engine knock suppression method further includes: Control the ignition advance angle of the engine to increase correspondingly.

10. The engine knock suppression method according to claim 6, characterized in that, The control that the fuel supply mechanism (2) correspondingly increases the fuel quantity delivered to the in-situ hydrogen production mechanism (1) includes: Based on the knock signal intensity, determine the hydrogen supply ratio required by the cylinder (6), and control the fuel supply mechanism (2) to correspondingly increase the fuel quantity delivered to the in-situ hydrogen production mechanism (1) according to the hydrogen supply ratio.

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