Early combustion protection control method, device and equipment of hydrogen engine and medium

Abstract

The embodiment of the present application relates to the engine technical field, disclose a kind of early combustion protection control method, device, equipment and medium of hydrogen engine.This application embodiment can receive the signal from knock sensor when engine speed and load meet certain conditions in the process of vehicle operation, and then obtain the parameter indicating early combustion according to the signal, compare the parameter with the limit value set by engine for judging whether early combustion occurs, to determine whether early combustion occurs in engine system at this time;If early combustion is monitored, the early combustion intensity can be distinguished according to the number of early combustion occurrences, and the corresponding torque limiting measures can be taken, at least to suppress early combustion when it occurs, to avoid engine damage.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to a pre-ignition protection control method, device, equipment and medium for a hydrogen engine. BACKGROUND

[0002] As an energy conducive to realizing "zero carbon" development, hydrogen energy has received extensive attention worldwide and has been redeveloped in recent years.

[0003] Currently, the main application of hydrogen energy is in the transportation field, such as hydrogen fuel cells and hydrogen engines. Due to the wide ignition range, fast flame propagation speed and low ignition energy of hydrogen combustion, abnormal combustion phenomena such as knock and pre-ignition are easily produced. Among them, the pre-ignition phenomenon refers to the phenomenon that, during the compression process of the engine, as the piston goes up, the temperature of the combustible mixture in the cylinder gradually rises, and the residual combustion particulate matter, spark plug hot spot, and metal fly needle in the cylinder also continue to heat up, eventually igniting the hydrogen before the spark plug discharges. Pre-ignition is mostly prone to occur at high load of the engine, generally accompanied by the occurrence of super knock, which can produce a sudden explosion sound and cause power drop and engine overheating. Therefore, measures need to be taken immediately to suppress pre-ignition and avoid engine damage. SUMMARY

[0004] The purpose of the present application is to provide a pre-ignition protection control method, device, equipment and medium for a hydrogen engine, which can at least suppress pre-ignition immediately and help avoid engine damage.

[0005] To solve the above technical problems, in a first aspect, the present application provides a pre-ignition protection control method for a hydrogen engine, which at least includes:

[0006] Continuously acquiring knock sensing signals during vehicle operation to determine in real time whether pre-ignition occurs in the engine system;

[0007] After the engine system first experiences pre-ignition, a first pre-ignition counter starts to accumulate pre-ignition counts with a first preset threshold as a step, and a limit torque integrator starts to integrate with a first integral input parameter group and outputs a limit torque coefficient to limit the engine torque;

[0008] Before the count value of the first pre-ignition counter is greater than a first limit value, if the engine system does not experience pre-ignition within a preset time range after any pre-ignition time, the first pre-ignition counter starts to decrease with a second preset threshold as a step until pre-ignition is triggered again, and then the first pre-ignition counter continues to accumulate pre-ignition counts with the first preset threshold as a step;

[0009] when the count value of the first pre-ignition counter is greater than a first limit value, the first pre-ignition counter is reset to zero, and the limit torque coefficient is directly assigned a first preset coefficient value, at this time, the engine system enters a first limit torque mode to limit the engine torque;

[0010] After the engine system enters the first limit torque mode, if pre-ignition does not occur within the preset time range after any pre-ignition time, the count value of the first pre-ignition counter is maintained or starts to decrease by a third preset threshold value through the first pre-ignition counter, and the limit torque integrator is used to integrate a second integral input parameter group and output the limit torque coefficient, until the limit torque coefficient increases to a set coefficient value and the engine torque is no longer limited.

[0011] Optionally, after the when the count value of the first pre-ignition counter is greater than a first limit value, the first pre-ignition counter is reset to zero, and the limit torque coefficient is directly assigned a first preset coefficient value, at this time, the engine system enters a first limit torque mode to limit the engine torque, at least further comprising:

[0012] After the engine system enters the first limit torque mode, if pre-ignition occurs within the preset time range after any pre-ignition time, the first pre-ignition counter starts to increase by a fourth preset threshold value, and the limit torque integrator is used to integrate a third integral input parameter group and output the limit torque coefficient, until the count value of the first pre-ignition counter is greater than a second limit value.

[0013] Optionally, after the in the engine system enters the first limit torque mode, if pre-ignition occurs within the preset time range after any pre-ignition time, the first pre-ignition counter starts to increase by a fourth preset threshold value, and the limit torque integrator is used to integrate a third integral input parameter group and output the limit torque coefficient, until the count value of the first pre-ignition counter is greater than a second limit value, at least further comprising:

[0014] when the count value of the first pre-ignition counter is greater than the second limit value, the limit torque coefficient is directly assigned a second preset coefficient value, at this time, the engine system enters a second limit torque mode to limit the engine torque;

[0015] After the engine system enters the second limit torque mode, if pre-ignition does not occur within the preset time range after any pre-ignition time, the first pre-ignition counter starts to decrease by a fifth preset threshold value, and the limit torque integrator is used to integrate a fourth integral input parameter group and output the limit torque coefficient, until the limit torque coefficient increases to the first preset coefficient value.

[0016] After the limit torque coefficient is increased to the first preset coefficient value, if pre-ignition does not occur in the preset time range after any pre-ignition time of the engine system, the limit torque integrator is used to integrate and output the limit torque coefficient with the second integral input parameter group until the limit torque coefficient is no longer limited after the limit torque coefficient is increased to the set coefficient value.

[0017] Optionally, in addition to the first pre-ignition counter, the engine system is also configured with a second pre-ignition counter; after the engine system first experiences pre-ignition, the second pre-ignition counter starts counting, and during the counting process, if pre-ignition does not occur in a set time range after any pre-ignition time of the engine system, the second pre-ignition counter starts to decrease until it continues to increase after pre-ignition is triggered again.

[0018] When the count value of the first pre-ignition counter is greater than the second limit value, the limit torque coefficient is directly assigned a second preset coefficient value, at which time the hydrogen engine enters a second limit torque mode to limit the engine torque, and the pre-ignition protection control method of the hydrogen engine at least further includes:

[0019] After the engine system enters the second limit torque mode, if pre-ignition occurs in the preset time range after any pre-ignition time of the engine system, the second pre-ignition counter starts to increase by a sixth preset threshold value, and the limit torque integrator is used to integrate and output the limit torque coefficient with a fifth integral input parameter group until the count value of the second pre-ignition counter is greater than a third limit value.

[0020] Optionally, after the engine system enters the second limit torque mode, if pre-ignition occurs in the preset time range after any pre-ignition time of the engine system, the second pre-ignition counter starts to increase by a sixth preset threshold value, and the limit torque integrator is used to integrate and output the limit torque coefficient with a fifth integral input parameter group until the count value of the second pre-ignition counter is greater than a third limit value, and then further includes:

[0021] When the count value of the second pre-ignition counter is greater than the third limit value, the limit torque coefficient is directly assigned a third preset coefficient value, at which time the engine system enters a third limit torque mode to limit the engine torque.

[0022] The engine system is controlled to always operate in the third limit torque mode until the engine torque is no longer limited after the vehicle completes a number of calibration driving cycles.

[0023] Optionally, in addition to the first pre-ignition counter, the engine system is further configured with a plurality of third pre-ignition counters, the number of the third pre-ignition counters being equal to the number of cylinders of the engine; after the first occurrence of pre-ignition in the engine system, each of the third pre-ignition counters starts counting, and during the counting, if pre-ignition does not occur within a predetermined time range after any pre-ignition time, each of the third pre-ignition counters starts to decrease after a preset number of working cycles, and continues to accumulate counting after pre-ignition is triggered again;

[0024] When the count value of the first pre-ignition counter is greater than the second limit value, the limit torque coefficient is directly assigned a second preset coefficient value, and at this time, the engine system enters a second limit torque mode to limit the engine torque. After the hydrogen engine enters the second limit torque mode, if the count value of any of the third pre-ignition counters is greater than a fourth limit value, a fuel cut request for the corresponding engine cylinder is triggered to control the engine system to cut off the nozzle injection of the corresponding engine cylinder for a preset number of fuel cut cycles and then restore the injection.

[0025] After the engine system enters the second limit torque mode, if the count value of any of the third pre-ignition counters is greater than a fourth limit value, a fuel cut request for the corresponding engine cylinder is triggered to control the engine system to cut off the nozzle injection of the corresponding engine cylinder for a preset number of fuel cut cycles and then restore the injection.

[0026] Optionally, the limit torque coefficient is used at least to limit the maximum output torque of the engine, so that the engine operates in a preset low torque region.

[0027] Based on the same concept, in a second aspect, the present application further provides a pre-ignition protection control device for a hydrogen engine, which is used to execute the pre-ignition protection control method of the hydrogen engine according to any one of the first aspect.

[0028] The pre-ignition protection control device for the hydrogen engine at least comprises:

[0029] A pre-ignition judgment module is configured to continuously acquire knock sensing signals during vehicle operation to judge in real time whether pre-ignition occurs in the engine system.

[0030] A first limit torque module is configured to start accumulating pre-ignition counting by a first pre-ignition counter with a first preset threshold as a step after the first occurrence of pre-ignition in the engine system, and start integrating by a limit torque integrator with a first integral input parameter group and output a limit torque coefficient to limit the engine torque.

[0031] A count control module is configured to start decreasing by the first pre-ignition counter with a second preset threshold as a step before the count value of the first pre-ignition counter is greater than a first limit value, if pre-ignition does not occur within a preset time range after any pre-ignition time, and continue to accumulate pre-ignition counting with the first preset threshold as a step after pre-ignition is triggered again.

[0032] a second torque limiting module configured to reset the first pre-ignition counter and directly assign the torque limiting coefficient to a first preset coefficient value when the count value of the first pre-ignition counter is greater than a first limit value, and in this case, the engine system enters a first torque limiting mode to limit the engine torque;

[0033] a third torque limiting module configured to maintain the count value of the first pre-ignition counter or start to decrease by a third preset threshold value through the first pre-ignition counter, and integrate the torque limiting coefficient with a second integral input parameter group through the torque limiting integrator until the torque limiting coefficient increases to a set coefficient value and no longer limits the engine torque, if pre-ignition does not occur within the preset time range after any pre-ignition time after the engine system enters the first torque limiting mode.

[0034] Based on the same idea, in a third aspect, the present application provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program capable of running on the processor, and the processor implements the steps of the pre-ignition protection control method of the hydrogen engine according to any one of the first aspect when executing the program.

[0035] Based on the same idea, in a fourth aspect, the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the pre-ignition protection control method of the hydrogen engine according to any one of the first aspect.

[0036] The technical scheme provided by the embodiment of the present application firstly continuously acquires knock sensing signals in the process of vehicle operation to judge whether early combustion occurs in the engine system in real time; further, after the engine system first occurs early combustion, the first early combustion counter starts to accumulate early combustion count with the first preset threshold as the step, and the limit torque integrator starts to integrate with the first integral input parameter group and outputs the limit torque coefficient to limit the engine torque; further, before the count value of the first early combustion counter is greater than the first limit value, if the engine system does not occur early combustion within the preset time range after any early combustion time, the first early combustion counter starts to decrease with the second preset threshold as the step until the early combustion is triggered again to continue to accumulate early combustion count with the first preset threshold as the step; further, when the count value of the first early combustion counter is greater than the first limit value, the first early combustion counter is set to zero, and the limit torque coefficient is directly assigned to the first preset coefficient value, at this time, the engine system enters the first limit torque mode to limit the engine torque; finally, after the engine system enters the first limit torque mode, if the engine system does not occur early combustion within the preset time range after any early combustion time, the count value of the first early combustion counter is maintained or the first early combustion counter starts to decrease with the third preset threshold as the step, and the limit torque integrator integrates with the second integral input parameter group and outputs the limit torque coefficient until the limit torque coefficient is added to the set coefficient value and the engine torque is no longer limited.

[0037] Therefore, it can be seen that the embodiment of the present application can receive signals from the knock sensor in the process of vehicle operation when the engine speed and load meet certain conditions, and then obtain a parameter representing early combustion according to the signals, compare the parameter with a limit value set by the engine for judging whether early combustion occurs, to determine whether early combustion occurs in the engine system at this time. If early combustion is monitored, the embodiment of the present application can distinguish the intensity of early combustion according to the number of occurrences of early combustion and take corresponding torque limiting measures, at least to suppress early combustion immediately when it occurs, which is beneficial to avoid engine damage. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 is a flow chart of an early combustion protection control method of a hydrogen engine provided by the embodiment of the present application;

[0039] Figure 2 is a flow chart of another early combustion protection control method of a hydrogen engine provided by the embodiment of the present application;

[0040] Figure 3 is a structural schematic diagram of an early combustion protection control device of a hydrogen engine provided by the embodiment of the present application;

[0041] Figure 4 is a structural schematic diagram of an electronic device provided by the embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the purposes, technical solutions and advantages of the present application clearer, the following further describes the present application with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and not all embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0043] The terms used in the embodiments of the present application are only for the purpose of describing particular embodiments and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. "Plural" generally includes at least two.

[0044] It should be understood that the term "and / or" used herein only describes an association relationship of associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " herein generally represents an "or" relationship between the front and rear associated objects.

[0045] It should be understood that although the terms first, second, third, etc. can be used in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the description. For example, without departing from the scope of the embodiments of the present application, the first can also be called the second, and similarly, the second can also be called the first.

[0046] Depending on the context, the word "if" as used herein can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting". Similarly, depending on the context, the phrase "if it is determined" or "if (a stated condition or event) is detected" can be interpreted as "when it is determined" or "in response to determining" or "when (a stated condition or event) is detected" or "in response to detecting (a stated condition or event)".

[0047] It should also be noted that the terms "comprising", "including", or any other variant thereof are intended to cover non-exclusive inclusion, so that a product or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such product or device. Without more limitations, the element defined by the sentence "including a" does not exclude the presence of other identical elements in the product or device including the element.

[0048] It is particularly important to note that the symbols and / or numbers present in the description, if not marked in the description, are not figure marks.

[0049] Figure 1 is a flowchart of a pre-ignition protection control method of a hydrogen engine provided by an embodiment of the present application. The embodiment is applicable to at least the pre-ignition protection control of an engine in a vehicle (which can be, but is not limited to, a vehicle) equipped with a hydrogen engine and a knock sensor. The pre-ignition protection control method of the hydrogen engine can be executed by, but is not limited to, a pre-ignition protection control device of a hydrogen engine in the embodiment of the present application as an execution subject. The execution subject can be realized in the form of software and / or hardware. As shown in the figure, the pre-ignition protection control method of the hydrogen engine at least includes the following steps: Figure 1

[0050] S1, continuously acquiring a knock sensing signal during the operation of the vehicle to determine whether pre-ignition occurs in the engine system in real time.

[0051] The knock sensing signal can be a signal generated by the knock sensor. More specifically, when the engine speed and load reach a certain value (which can be obtained at least by bench calibration) during the operation of the vehicle, the ECU can receive the signal from the knock sensor and process the knock sensing signal (which can be processed by any existing knock sensing signal processing method) to obtain a parameter representing pre-ignition. The parameter is compared with a limit value set by the engine for determining whether pre-ignition occurs to determine whether pre-ignition occurs in the engine system at this time.

[0052] S2, after the engine system first experiences pre-ignition, a first pre-ignition counter starts to accumulate pre-ignition count with a first preset threshold as a step, and a limit torque integrator starts to integrate a first integral input parameter group and outputs a limit torque coefficient to limit the engine torque.

[0053] The calculation of the limit torque coefficient can be in the form of integration, and the limit torque integrator can output the limit torque coefficient in the following way:

[0054] TorRedFac(new) = TorRedFac(old) + in*dT / T;

[0055] In the formula, TorRedFac(new) represents the limit torque coefficient at the current integration time, TorRedFac(old) represents the limit torque coefficient at the previous integration time (which can be set to 1 by default at the beginning of integration), in represents the input parameter, and T represents the time. The input parameter in and the time T together constitute the integral input parameter group.

[0056] ​It is known that the first preset threshold value may be 1 for example. In the example, in in the first integral input parameter group is equal to -1 and T is equal to T Red1. It is understood that the fast and slow of the integral of the torque limiter depends on the time T, which can be designed to decrease fast, increase slow.

[0057] In a specific embodiment, the torque limiting coefficient is used to limit the maximum output torque of the engine to make the engine work in the preset low torque region. The maximum output torque of the engine is limited to the product of the corresponding torque limiting coefficient, so as to make the engine work in the preset low torque region.

[0058] S3. Before the count value of the first pre-ignition counter is greater than the first limit value, if pre-ignition does not occur within the preset time range after any pre-ignition time, the first pre-ignition counter starts to decrease by the second preset threshold value as a step until pre-ignition occurs again, and then the pre-ignition count continues to accumulate by the first preset threshold value as a step.

[0059] S4. When the count value of the first pre-ignition counter is greater than the first limit value, the first pre-ignition counter is set to zero, and the torque limiting coefficient is directly assigned to the first preset coefficient value. At this time, the engine system enters the first torque limiting mode to limit the engine torque.

[0060] S5. After the engine system enters the first torque limiting mode, if pre-ignition does not occur within the preset time range after any pre-ignition time, the count value of the first pre-ignition counter is maintained or the first pre-ignition counter starts to decrease by the third preset threshold value as a step, and the torque limiting coefficient is integrated and output by the torque limiting integrator using the second integral input parameter group, until the torque limiting coefficient increases to the set coefficient value and no longer limits the engine torque.

[0061] In the second integral input parameter group, in can be set to 1, and T can be assigned to T Inc. The set coefficient value can be 1.

[0062] In another specific embodiment, when the system first monitors pre-ignition, the first pre-ignition counter starts to increase with a step of 1 (i.e. a first preset threshold value), and the torque limiting integrator starts to integrate with an input value in = -1 and T = T Red1 (i.e. a first integral input parameter group). If pre-ignition is not monitored again in a period of time Time1 (i.e. a preset time range), the first pre-ignition counter starts to decrease, and the first pre-ignition counter will immediately increase if pre-ignition is triggered again during the decreasing process. When the first pre-ignition counter is greater than a limit value Lim.1 (i.e. a first limit value), the torque limiting factor TorRedFac(new) is immediately assigned a first preset coefficient value TorLimLV.1 (i.e. a first preset coefficient value), and the first pre-ignition counter is set to 0. If pre-ignition is not monitored again in a period of time Time1, the first pre-ignition counter starts to decrease with a step of 1 (i.e. a third preset threshold value), the torque limiting integrator integrates with in = 1 and T = T Inc (i.e. a second integral input parameter group), and the torque limiting factor TorRedFac(new) will increase to 1 (i.e. a set coefficient value) and the engine torque will not be limited.

[0063] The technical solution provided by the embodiment first continuously acquires knock sensing signals during the operation of the vehicle to determine whether pre-ignition occurs in the engine system in real time. Further, after the engine system first experiences pre-ignition, a first pre-ignition counter starts to accumulate pre-ignition count with a first preset threshold value as a step, and a torque limiting integrator starts to integrate with a first integral input parameter group and outputs a torque limiting factor to limit the engine torque. Further, before the count value of the first pre-ignition counter is greater than a first limit value, if the engine system does not experience pre-ignition within a preset time range after any pre-ignition time, the first pre-ignition counter starts to decrease with a second preset threshold value as a step until the first pre-ignition counter continues to accumulate pre-ignition count with the first preset threshold value as a step after pre-ignition is triggered again. Further, when the count value of the first pre-ignition counter is greater than the first limit value, the first pre-ignition counter is set to 0, and the torque limiting factor is directly assigned a first preset coefficient value. At this time, the engine system enters a first torque limiting mode to limit the engine torque. Finally, after the engine system enters the first torque limiting mode, if the engine system does not experience pre-ignition within a preset time range after any pre-ignition time, the count value of the first pre-ignition counter is maintained or the first pre-ignition counter starts to decrease with a third preset threshold value as a step, and the torque limiting integrator integrates with a second integral input parameter group and outputs the torque limiting factor until the torque limiting factor increases to a set coefficient value and the engine torque is not limited.

[0064] Therefore, the embodiment can receive the signal from the knock sensor when the engine speed and load meet certain conditions during the operation of the vehicle, and then obtain a parameter representing pre-ignition according to the signal, compare the parameter with a limit value set by the engine for determining whether pre-ignition occurs, and determine whether pre-ignition occurs in the engine system at this time. If pre-ignition is monitored, the embodiment can distinguish the intensity of pre-ignition according to the number of occurrences of pre-ignition and take corresponding torque limiting measures, at least to suppress pre-ignition in time, which is beneficial to avoid engine damage.

[0065] It should be noted that the first preset threshold, the first integral input parameter group, the first limit value, the preset time range, the second preset threshold, the first preset coefficient value, the third preset threshold, the second integral input parameter group, and the set coefficient value can be configured according to the actual vehicle, and the present application does not limit them.

[0066] On the basis of the first torque limiting mode provided in the above embodiments or implementation manners, the implementation process of other torque limiting modes is described below, but is not as a limitation of the present application.

[0067] In another specific implementation manner, optionally, when the count value of the first pre-ignition counter is greater than the first limit value, the first pre-ignition counter is set to zero, and the torque limiting coefficient is directly assigned to the first preset coefficient value. At this time, after the engine system enters the first torque limiting mode to limit the engine torque, at least the following is included:

[0068] After the engine system enters the first torque limiting mode, if pre-ignition occurs within the preset time range after any pre-ignition time, the first pre-ignition counter starts to increment by the fourth preset threshold as a step, and the torque limiting integrator integrates and outputs the torque limiting coefficient by using the third integral input parameter group, until the count value of the first pre-ignition counter is greater than the second limit value.

[0069] In another specific implementation manner, optionally, after the engine system enters the first torque limiting mode, if pre-ignition occurs within the preset time range after any pre-ignition time, the first pre-ignition counter starts to increment by the fourth preset threshold as a step, and the torque limiting integrator integrates and outputs the torque limiting coefficient by using the third integral input parameter group, until the count value of the first pre-ignition counter is greater than the second limit value, at least the following is included:

[0070] When the count value of the first pre-ignition counter is greater than the second limit value, the torque limiting coefficient is directly assigned to the second preset coefficient value, at this time, the engine system enters the second torque limiting mode to limit the engine torque;

[0071] If the engine system does not have pre-ignition within a preset time range after any pre-ignition time after the engine system enters the second torque limiting mode, the first pre-ignition counter starts to decrease by a fifth preset threshold, and the torque limiting integrator integrates a fourth integral input parameter group and outputs a torque limiting coefficient until the torque limiting coefficient increases to a first preset coefficient value;

[0072] If the engine system still does not have pre-ignition within a preset time range after any pre-ignition time after the torque limiting coefficient increases to the first preset coefficient value, the torque limiting integrator integrates a second integral input parameter group and outputs the torque limiting coefficient until the torque limiting coefficient increases to a set coefficient value and the engine torque is no longer limited.

[0073] In another specific embodiment, optionally, the engine system is further provided with a second pre-ignition counter in addition to the first pre-ignition counter; after the engine system has pre-ignition for the first time, the second pre-ignition counter starts to count, and during the counting process, if the engine system does not have pre-ignition within a set time range after any pre-ignition time, the second pre-ignition counter starts to decrease until it continues to increase after pre-ignition is triggered again;

[0074] When the count value of the first pre-ignition counter is greater than a second limit value, the torque limiting coefficient is directly assigned a second preset coefficient value, at which time the engine system enters the second torque limiting mode to limit the engine torque, and the pre-ignition protection control method of the hydrogen engine further includes:

[0075] If the engine system has pre-ignition within a preset time range after any pre-ignition time after the engine system enters the second torque limiting mode, the second pre-ignition counter starts to increase by a sixth preset threshold, and the torque limiting integrator integrates a fifth integral input parameter group and outputs the torque limiting coefficient until the count value of the second pre-ignition counter is greater than a third limit value.

[0076] In another specific embodiment, optionally, if the engine system has pre-ignition within a preset time range after any pre-ignition time after the engine system enters the second torque limiting mode, the second pre-ignition counter starts to increase by a sixth preset threshold, and the torque limiting integrator integrates a fifth integral input parameter group and outputs the torque limiting coefficient until the count value of the second pre-ignition counter is greater than a third limit value, which further includes:

[0077] When the count value of the second pre-ignition counter is greater than the third limit value, the torque limiting coefficient is directly assigned a third preset coefficient value, at which time the engine system enters a third torque limiting mode to limit the engine torque;

[0078] The engine system is controlled to always operate in the third torque limiting mode until the vehicle no longer limits the engine torque after a number of calibration driving cycles.

[0079] In yet another specific embodiment, optionally, in addition to the first pre-ignition counter, the engine system is further configured with a plurality of third pre-ignition counters, the number of the third pre-ignition counters being equal to the number of cylinders of the engine; after the first occurrence of pre-ignition in the engine system, each third pre-ignition counter starts counting, and during the counting process, if pre-ignition does not occur within a predetermined time range after any pre-ignition time, each third pre-ignition counter starts to decrease after a preset number of working cycles, and continues to accumulate counting after pre-ignition is triggered again.

[0080] When the count value of the first pre-ignition counter is greater than the second limit value, the limit torque coefficient is directly assigned a second preset coefficient value, at this time, the engine system enters the second limit torque mode to limit the engine torque, and the pre-ignition protection control method of the hydrogen engine further comprises at least the following steps:

[0081] After the engine system enters the second limit torque mode, if the count value of any third pre-ignition counter is greater than a fourth limit value, a fuel cut request for the corresponding engine cylinder is triggered to control the engine system to cut off the nozzle injection of the corresponding engine cylinder for a number of calibration fuel cut cycles and then restore the injection.

[0082] Therefore, Figure 2 is a flowchart of another pre-ignition protection control method of a hydrogen engine provided by an embodiment of the present application, as shown in Figure 2 The pre-ignition protection control method of the hydrogen engine comprises at least the following steps:

[0083] S1, continuously acquiring knock sensing signals during vehicle operation to determine whether pre-ignition occurs in the engine system in real time.

[0084] S2, after the first occurrence of pre-ignition in the engine system, starting to accumulate pre-ignition counting by the first pre-ignition counter with a first preset threshold as a step, and starting to integrate by a limit torque integrator with a first integral input parameter group to output a limit torque coefficient to limit the engine torque.

[0085] S3, before the count value of the first pre-ignition counter is greater than the first limit value, if pre-ignition does not occur within a predetermined time range after any pre-ignition time, starting to decrease by the first pre-ignition counter with a second preset threshold as a step, and continuing to accumulate pre-ignition counting with the first preset threshold as a step after pre-ignition is triggered again.

[0086] S4, when the count value of the first pre-ignition counter is greater than the first limit value, setting the first pre-ignition counter to zero and directly assigning the limit torque coefficient a first preset coefficient value, at this time, the engine system enters the first limit torque mode to limit the engine torque.

[0087] S6, after the engine system enters the first torque limiting mode, if pre-ignition occurs within a preset time range after any pre-ignition moment, a first pre-ignition counter starts to increase by a fourth preset threshold, and a torque limiting integrator integrates a third integral input parameter group and outputs a torque limiting coefficient until the count value of the first pre-ignition counter is greater than a second limit value.

[0088] S7, when the count value of the first pre-ignition counter is greater than the second limit value, the torque limiting coefficient is directly assigned a second preset coefficient value, at this time, the engine system enters a second torque limiting mode to limit engine torque.

[0089] S13, after the engine system enters the second torque limiting mode, if the count value of any third pre-ignition counter is greater than a fourth limit value, a fuel cut request of the corresponding engine cylinder is triggered to control the engine system to cut off the injection of the nozzle of the corresponding engine cylinder for a designated fuel cut cycle number and then restore the injection.

[0090] S10, after the engine system enters the second torque limiting mode, if pre-ignition occurs within a preset time range after any pre-ignition moment, a second pre-ignition counter starts to increase by a sixth preset threshold, and a torque limiting integrator integrates a fifth integral input parameter group and outputs a torque limiting coefficient until the count value of the second pre-ignition counter is greater than a third limit value.

[0091] S11, when the count value of the second pre-ignition counter is greater than the third limit value, the torque limiting coefficient is directly assigned a third preset coefficient value, at this time, the engine system enters a third torque limiting mode to limit engine torque.

[0092] S12, the engine system is controlled to always operate in the third torque limiting mode until the vehicle has passed a designated driving cycle number and the engine torque is no longer limited.

[0093] S8, after the engine system enters the second torque limiting mode, if pre-ignition does not occur within a preset time range after any pre-ignition moment, a first pre-ignition counter starts to decrease by a fifth preset threshold, and a torque limiting integrator integrates a fourth integral input parameter group and outputs a torque limiting coefficient until the torque limiting coefficient increases to a first preset coefficient value.

[0094] S9, after the torque limiting coefficient increases to the first preset coefficient value, if pre-ignition still does not occur within a preset time range after any pre-ignition moment, a torque limiting integrator integrates a second integral input parameter group and outputs a torque limiting coefficient until the torque limiting coefficient increases to a designated coefficient value and the engine torque is no longer limited.

[0095] S5. After the engine system enters the first torque limiting mode, if the engine system does not experience pre-ignition within a preset time range after any pre-ignition moment, the count value of the first pre-ignition counter is maintained or the count value of the first pre-ignition counter is decreased by a third preset threshold step size, and the torque limiting integrator is integrated with the second integral input parameter group and outputs the torque limiting coefficient until the torque limiting coefficient is increased to the set coefficient value and the engine torque is no longer limited.

[0096] More specifically, when the system detects pre-ignition for the first time, the first pre-ignition counter starts to increase in steps of 1 (i.e., the first preset threshold), and the torque limit integrator starts to integrate with the input values ​​in=-1 and T=T_Red1 (i.e., the first integration input parameter group).

[0097] First Torque Limiting Mode: If no pre-ignition is detected again during the above process and this continues for a period of Time1 (i.e., the preset time range), the first pre-ignition counter begins to decrease. If pre-ignition is triggered again during the decrease, the first pre-ignition counter will immediately increase. When the first pre-ignition counter is greater than the limit value Lim.1 (i.e., the first limit value), the torque limiting coefficient TorRedFac(new) is immediately assigned the first-level torque limiting coefficient TorLimLV.1 (i.e., the first preset coefficient value), and the first pre-ignition counter is set to 0. If the system does not detect pre-ignition again for a certain period of Time1, the first pre-ignition counter decreases in steps of 1 (i.e., the third preset threshold), the torque limiting integrator integrates with in=1 and T=T_Inc (i.e., the second integration input parameter group), and the torque limiting coefficient TorRedFac(new) will increase to 1 (i.e., the set coefficient value), and torque will not be limited.

[0098] Second torque limiting mode: When the engine system is operating in the first torque limiting mode, if no pre-ignition is detected again and this continues for a period of Time1, the first pre-ignition counter begins to decrease. If pre-ignition is triggered again during the decrease, the counter will immediately increase. If pre-ignition is detected again while the engine system is operating in the first torque limiting mode, the torque limiting integrator begins to integrate with the input values ​​in=-1 and T=T_Red2 (i.e., the third integral input parameter group), and the torque limiting coefficient continues to decrease. If the first pre-ignition counter accumulates to a value greater than the limit value Lim.2 (i.e., the second limit value), the torque limiting coefficient is assigned the secondary torque limiting coefficient LV.2 (i.e., the second preset coefficient value). If the system does not detect pre-ignition again, the first pre-ignition counter decreases by 1 (i.e., the fifth preset threshold), and the torque limiting integrator integrates with the input value in=1 and T=T_Inc2 (i.e., the fourth integral input parameter group). The torque limiting coefficient is first increased to the first-level torque limiting coefficient LV.1. If no pre-ignition is detected again after a certain period of time Time1, the torque limiting integrator integrates with the input value in=1 and T=T_Inc, and the torque limiting coefficient is gradually increased to 1.

[0099] Third torque limiting mode: during the process of the engine system running in the second torque limiting mode, if pre-ignition is detected again, the torque limiting integrator starts to integrate with the input value in = -1, T = T Red3 (i.e. the fifth integral input parameter group), and the torque limiting coefficient continues to decrease. If the second pre-ignition counter reaches the limit value Lim.3 (i.e. the third limit value), at this time, the torque limiting coefficient is assigned the third torque limiting coefficient LV.3 (i.e. the third preset coefficient value), and the degree of engine torque limitation in this mode is the highest. The second pre-ignition counter starts to count when the system first detects pre-ignition, and if pre-ignition is not detected again during the process and continues for a period of time Time3 (i.e. a set time range), the second pre-ignition counter starts to decrease, and if pre-ignition is triggered again during the decreasing process, it will immediately increase. After triggering this mode, the system will always remain in the third torque limiting mode, i.e. always run with the third torque limiting coefficient LV.3, until it recovers to normal (power off and power on again once can be a driving cycle) after a specified number of driving cycles DriveCycleNum.

[0100] It can be understood that the torque limiting in the above torque limiting modes is to limit the engine operating condition to an operating condition in which pre-ignition is extremely difficult to occur. The first torque limiting coefficient is greater than the second torque limiting coefficient, and the second torque limiting coefficient is greater than the third torque limiting coefficient; Lim.1 is less than Lim.2, and Lim.2 is less than Lim.3.

[0101] Fourth torque limiting mode: during the process of the engine system running in the second torque limiting mode, if the third pre-ignition counter Counter4.X accumulates to be greater than the limit value Lim.4 (i.e. the fourth limit value), the fuel cut request of the cylinder is triggered, the corresponding third pre-ignition counter Counter4.X is set to 0 after triggering, the system cuts off the injection of the nozzle of the cylinder according to the specified number of cutoff cycles NumCutoff, and restores the injection after completion. If the cylinder does not detect pre-ignition again during the accumulation of the third pre-ignition counter Counter4.X (before reaching the fourth limit value), the third pre-ignition counter starts to decrease after a certain number of working cycles NumWorkCycle, otherwise if the cylinder detects pre-ignition again, the third pre-ignition counter immediately starts to accumulate.

[0102] The third pre-ignition counter in the fourth torque limiting mode is represented as Counter4.X, where X represents the cylinder number, and each third pre-ignition counter is counted cylinder by cylinder, i.e. each cylinder has an independent third pre-ignition counter. For example, for a 6-cylinder engine, there are 6 third pre-ignition counters, namely Counter4.1, Counter4.2, Counter4.3, Counter4.4, Counter4.5, and Counter4.6.

[0103] Therefore, in one aspect, the embodiment can receive signals from the knock sensor when the engine speed and load meet certain conditions during vehicle operation, and then obtain a parameter representing pre-ignition according to the signals, compare the parameter with a limit value set by the engine for determining whether pre-ignition occurs, and determine whether pre-ignition occurs in the engine system at this time. On the other hand, after monitoring pre-ignition, the embodiment can distinguish the intensity of pre-ignition according to the number of occurrences of pre-ignition and take four torque limiting measures, at least to suppress pre-ignition immediately when it occurs, which is beneficial to avoid engine damage, can ensure protection of the engine, and can prevent excessive interference with vehicle driving performance.

[0104] It should be noted that each of the above preset coefficient values, limit values, driving cycle numbers, working cycle numbers, integral input parameter groups, etc. can be adaptively configured according to actual vehicle use, and the present application does not limit this.

[0105] It should be further noted that the scheme involved in the present application is to intervene after pre-ignition occurs in the engine system, and in other embodiments, it can be improved to predict the probability of pre-ignition at the next time by analyzing the trend of pre-ignition signals in the previous period of time when the engine is running, and take measures to intervene in advance to avoid strong pre-ignition. No further description is given.

[0106] Figure 3 is a structural schematic diagram of a pre-ignition protection control device of a hydrogen engine provided by the embodiment of the present application. The embodiment is at least applicable to engine pre-ignition protection control scenarios in vehicles (which can be but are not limited to vehicles) configured with hydrogen engines and knock sensors. The pre-ignition protection control device of the hydrogen engine can be realized in the form of software and / or hardware. As shown in the figure, the pre-ignition protection control device of the hydrogen engine at least includes: Figure 3

[0107] The pre-ignition judgment module 110 is configured to continuously acquire knock sensor signals during vehicle operation to judge whether pre-ignition occurs in the engine system in real time.

[0108] The first torque limiting module 120 is configured to, after pre-ignition occurs in the engine system for the first time, start accumulating pre-ignition counts by the first pre-ignition counter with a first preset threshold as a step, and start integrating by the torque limiting integrator with a first integral input parameter group and output a torque limiting coefficient to limit the engine torque.

[0109] The count control module 130 is configured to, before the count value of the first pre-ignition counter is greater than the first limit value, if pre-ignition does not occur within a preset time range after any pre-ignition time, start decreasing by the first pre-ignition counter with a second preset threshold as a step until pre-ignition is triggered again to continue accumulating pre-ignition counts with the first preset threshold as a step. ​

[0110] The second limiting torque module 140 is configured to set the first pre-ignition counter to zero and directly assign the limiting torque coefficient to a first preset coefficient value when the count value of the first pre-ignition counter is greater than the first limit value, and the engine system enters the first limiting torque mode to limit the engine torque.

[0111] The third limiting torque module 150 is configured to maintain the count value of the first pre-ignition counter or start to decrease the count value of the first pre-ignition counter by a third preset threshold value after the engine system enters the first limiting torque mode, and integrate the limiting torque coefficient by using the limiting torque integrator with a second integral input parameter set until the limiting torque coefficient increases to a set coefficient value to stop limiting the engine torque.

[0112] Optionally, the pre-ignition protection control device of the hydrogen engine further comprises:

[0113] The fourth limiting torque module 160 is configured to start to increase the count value of the first pre-ignition counter by a fourth preset threshold value after the engine system enters the first limiting torque mode, and integrate the limiting torque coefficient by using the limiting torque integrator with a third integral input parameter set until the count value of the first pre-ignition counter is greater than a second limit value.

[0114] Optionally, the pre-ignition protection control device of the hydrogen engine further comprises:

[0115] The fifth limiting torque module 170 is configured to directly assign the limiting torque coefficient to a second preset coefficient value when the count value of the first pre-ignition counter is greater than the second limit value, and the engine system enters the second limiting torque mode to limit the engine torque.

[0116] The sixth limiting torque module 180 is configured to start to decrease the count value of the first pre-ignition counter by a fifth preset threshold value after the engine system enters the second limiting torque mode, and integrate the limiting torque coefficient by using the limiting torque integrator with a fourth integral input parameter set until the limiting torque coefficient increases to the first preset coefficient value.

[0117] The seventh limiting torque module 190 is configured to integrate the limiting torque coefficient by using the limiting torque integrator with the second integral input parameter set after the limiting torque coefficient increases to the first preset coefficient value, and output the limiting torque coefficient until the limiting torque coefficient increases to a set coefficient value to stop limiting the engine torque.

[0118] Optionally, in addition to the first pre-ignition counter, the engine system is further configured with a second pre-ignition counter; after the first pre-ignition of the engine system, the second pre-ignition counter starts counting, and during the counting process, if the engine system does not have pre-ignition within a set time range after any pre-ignition time, the second pre-ignition counter starts to decrease, and continues to increase counting after pre-ignition is triggered again;

[0119] The pre-ignition protection control device of the hydrogen engine at least further comprises:

[0120] The eighth torque limiting module 200 is configured to, after the engine system enters the second torque limiting mode, if pre-ignition occurs within a preset time range after any pre-ignition time of the engine system, start to increase the second pre-ignition counter by the sixth preset threshold value as a step, and integrate the fifth integral input parameter group by using the torque limiting integrator to output a torque limiting coefficient, until the count value of the second pre-ignition counter is greater than the third limit value.

[0121] Optionally, the pre-ignition protection control device of the hydrogen engine further comprises:

[0122] The ninth torque limiting module 210 is configured to, when the count value of the second pre-ignition counter is greater than the third limit value, directly assign the torque limiting coefficient as a third preset coefficient value, at this time, the engine system enters the third torque limiting mode to limit the engine torque;

[0123] The tenth torque limiting module 220 is configured to control the engine system to always run in the third torque limiting mode, until the engine torque is no longer limited after the vehicle passes a number of calibration driving cycles.

[0124] Optionally, in addition to the first pre-ignition counter, the engine system is further configured with a plurality of third pre-ignition counters, the number of the third pre-ignition counters is equal to the number of cylinders of the engine; after the first pre-ignition of the engine system, each third pre-ignition counter starts counting, and during the counting process, if the engine system does not have pre-ignition within a predetermined time range after any pre-ignition time, each third pre-ignition counter starts to decrease after a preset working cycle number, and continues to accumulate counting after pre-ignition is triggered again;

[0125] The pre-ignition protection control device of the hydrogen engine at least further comprises:

[0126] The nozzle control module 230 is configured to, after the engine system enters the second torque limiting mode, if the count value of any third pre-ignition counter is greater than the fourth limit value, trigger a fuel cut request for the corresponding engine cylinder, to control the engine system to cut off the nozzle injection of the corresponding engine cylinder according to a calibrated fuel cut cycle number, and then restore the injection.

[0127] Optionally, the torque limiting coefficient is at least used to limit the maximum output torque of the engine, so that the engine works in a preset low-torque region.

[0128] The technical scheme provided by the embodiment first acquires knock sensing signals in the process of vehicle operation by the pre-ignition judging module to judge whether pre-ignition occurs in the engine system in real time; further, the first torque limiting module is controlled to start accumulating pre-ignition counts by the first pre-ignition counter with a first preset threshold as a step after the engine system first occurs pre-ignition, and to start integration by the torque limiting integrator with a first integral input parameter group and output a torque limiting coefficient to limit the engine torque; further, before the count value of the first pre-ignition counter is greater than a first limit value, if the engine system does not occur pre-ignition within a preset time range after any pre-ignition time, the first technical control module is controlled to start decreasing by the first pre-ignition counter with a second preset threshold as a step until pre-ignition is triggered again and the pre-ignition counts are accumulated with the first preset threshold as a step; further, when the count value of the first pre-ignition counter is greater than the first limit value, the first pre-ignition counter is set to zero by the second torque limiting module, and the torque limiting coefficient is directly assigned to a first preset coefficient value, at this time, the engine system enters the first torque limiting mode to limit the engine torque; finally, after the engine system enters the first torque limiting mode, if the engine system does not occur pre-ignition within a preset time range after any pre-ignition time, the third torque limiting module is controlled to maintain the count value of the first pre-ignition counter (applicable to the working condition that the first pre-ignition counter counts 0) or start decreasing by the first pre-ignition counter with a third preset threshold as a step, and the torque limiting integrator is used to integrate with a second integral input parameter group and output a torque limiting coefficient until the torque limiting coefficient is added to a set coefficient value and the engine torque is no longer limited.

[0129] Therefore, the embodiment can receive signals from the knock sensor in the process of vehicle operation when the engine speed and load meet certain conditions, and then obtain a parameter representing pre-ignition according to the signals, compare the parameter with a limit value set by the engine for judging whether pre-ignition occurs, and determine whether pre-ignition occurs in the engine system at this time. If pre-ignition is monitored, the embodiment can distinguish the pre-ignition intensity according to the number of pre-ignition occurrences and take corresponding torque limiting measures, at least to suppress pre-ignition immediately when it occurs, which is beneficial to avoid engine damage.

[0130] The embodiment provides an electronic device, Figure 4 is a structural schematic diagram of an electronic device provided by the embodiment of the present application, referring to Figure 4The electronic device 1000 comprises a processor 1001 and a memory 1002, and the memory 1002 stores computer readable instructions, when the computer readable instructions are executed by the processor 1001, the steps in any one of the pre-ignition protection control methods of the hydrogen engine described above are executed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanism (not marked), the memory 1002 stores a computer program executable by the processor, when the electronic device 1000 is running, the processor 1001 executes the computer program to execute the pre-ignition protection control method of the hydrogen engine in any one of the optional implementation manners of the above embodiments, to at least realize the following functions: continuously acquiring the knock sensing signal during the running of the vehicle, to judge whether the pre-ignition occurs in the engine system in real time; after the pre-ignition occurs in the engine system for the first time, starting to accumulate the pre-ignition count by the first pre-ignition counter with the first preset threshold as the step, and starting to integrate by the torque limiting integrator with the first integral input parameter group, and outputting the torque limiting coefficient to limit the engine torque; before the count value of the first pre-ignition counter is greater than the first limit value, if the pre-ignition does not occur in the engine system within the preset time range after any pre-ignition time, starting to decrease by the first pre-ignition counter with the second preset threshold as the step, until the pre-ignition is triggered again to continue to accumulate the pre-ignition count with the first preset threshold as the step; when the count value of the first pre-ignition counter is greater than the first limit value, setting the first pre-ignition counter to zero, and directly assigning the torque limiting coefficient to the first preset coefficient value, at this time, the engine system enters the first torque limiting mode to limit the engine torque; after the engine system enters the first torque limiting mode, if the pre-ignition does not occur in the engine system within the preset time range after any pre-ignition time, maintaining the count value of the first pre-ignition counter or starting to decrease by the first pre-ignition counter with the third preset threshold as the step, and integrating by the torque limiting integrator with the second integral input parameter group and outputting the torque limiting coefficient, until the torque limiting coefficient is accumulated to the set coefficient value and the engine torque is no longer limited.

[0131] The embodiment provides a computer readable storage medium, which stores a computer program, and the program is executed by a processor to implement a pre-ignition protection control method of a hydrogen engine provided by all the embodiments of the application: a knock sensing signal is continuously acquired during vehicle operation to determine whether pre-ignition occurs in the engine system in real time; after pre-ignition occurs in the engine system for the first time, a first pre-ignition counter starts to accumulate pre-ignition counts with a first preset threshold as a step, and a limit torque integrator starts to integrate with a first integral input parameter group and outputs a limit torque coefficient to limit the engine torque; before the count value of the first pre-ignition counter is greater than a first limit value, if pre-ignition does not occur in a preset time range after any pre-ignition time, the first pre-ignition counter starts to decrease with a second preset threshold as a step until pre-ignition is triggered again and the first pre-ignition counter continues to accumulate pre-ignition counts with the first preset threshold as a step; when the count value of the first pre-ignition counter is greater than the first limit value, the first pre-ignition counter is set to zero, and the limit torque coefficient is directly assigned to a first preset coefficient value, at this time, the engine system enters a first limit torque mode to limit the engine torque; after the engine system enters the first limit torque mode, if pre-ignition does not occur in a preset time range after any pre-ignition time, the count value of the first pre-ignition counter is maintained or the first pre-ignition counter starts to decrease with a third preset threshold as a step, and the limit torque integrator integrates with a second integral input parameter group and outputs the limit torque coefficient until the limit torque coefficient increases to a set coefficient value and the engine torque is no longer limited.

[0132] Any combination of one or more computer readable medium can be employed. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, the computer readable storage medium can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0133] A computer readable signal medium can include a propagated data signal with computer executable code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate or transport programming code.

[0134] Program code embodied on a computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wire line, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0135] Computer program code for carrying out operations for aspects of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0136] Finally, it should be noted that the above-described embodiments are merely intended to illustrate the technical solutions of the present application, rather than limit the technical solutions of the present application; even though the above-described embodiments of the present application have been described in detail, those skilled in the art should understand that they can still modify the technical solutions recorded in the above-described embodiments, or make equivalent replacements to some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A pre-ignition protection control method for a hydrogen engine, characterized by, At least comprising: Continuously acquiring knock sensing signals during vehicle operation to determine whether early combustion occurs in the engine system in real time; After the first occurrence of early combustion in the engine system, starting to accumulate early combustion counts by a first early combustion counter with a first preset threshold as a step, and starting to integrate by a torque limiting integrator with a first integral input parameter group and outputting a torque limiting coefficient to limit the engine torque; Before the count value of the first early combustion counter is greater than a first limit value, if the engine system does not occur early combustion within a preset time range after any early combustion time, starting to decrease by the first early combustion counter with a second preset threshold as a step until early combustion is triggered again to continue to accumulate early combustion counts with the first preset threshold as a step; When the count value of the first early combustion counter is greater than the first limit value, setting the first early combustion counter to zero and directly assigning the torque limiting coefficient to a first preset coefficient value, at this time, the engine system enters a first torque limiting mode to limit the engine torque; After the engine system enters the first torque limiting mode, if the engine system does not occur early combustion within the preset time range after any early combustion time, maintaining the count value of the first early combustion counter or starting to decrease by the first early combustion counter with a third preset threshold as a step, and integrating by the torque limiting integrator with a second integral input parameter group and outputting the torque limiting coefficient until the torque limiting coefficient is added to a set coefficient value and no longer limits the engine torque.

2. The pre-ignition protection control method for the hydrogen engine according to claim 1, characterized by, After the first early combustion counter is set to zero and the torque limiting coefficient is directly assigned to the first preset coefficient value when the count value of the first early combustion counter is greater than the first limit value, and the engine system enters the first torque limiting mode to limit the engine torque, at least further comprising: After the engine system enters the first torque limiting mode, if the engine system occurs early combustion within the preset time range after any early combustion time, starting to increase by the first early combustion counter with a fourth preset threshold as a step, and integrating by the torque limiting integrator with a third integral input parameter group and outputting the torque limiting coefficient until the count value of the first early combustion counter is greater than a second limit value.

3. The pre-ignition protection control method for the hydrogen engine according to claim 2, characterized by, After the first early combustion counter is set to zero and the torque limiting coefficient is directly assigned to the first preset coefficient value when the count value of the first early combustion counter is greater than the first limit value, and the engine system enters the first torque limiting mode to limit the engine torque, at least further comprising: When the count value of the first early combustion counter is greater than the second limit value, directly assigning the torque limiting coefficient to a second preset coefficient value, at this time, the engine system enters a second torque limiting mode to limit the engine torque; After the engine system enters the second torque limiting mode, if pre-ignition does not occur within the preset time range after any pre-ignition time, the first pre-ignition counter starts to decrease by a fifth preset threshold, and the torque limiting integrator integrates and outputs the torque limiting coefficient using a fourth integral input parameter group until the torque limiting coefficient increases to the first preset coefficient value; After the torque limiting coefficient increases to the first preset coefficient value, if pre-ignition still does not occur within the preset time range after any pre-ignition time, the torque limiting integrator integrates and outputs the torque limiting coefficient using the second integral input parameter group until the torque limiting coefficient increases to the set coefficient value and no longer limits the engine torque.

4. The pre-ignition protection control method for the hydrogen engine according to claim 3, characterized by, In addition to the first pre-ignition counter, the engine system is also provided with a second pre-ignition counter; after pre-ignition occurs for the first time in the engine system, the second pre-ignition counter starts to count, and during the counting process, if pre-ignition does not occur within a set time range after any pre-ignition time, the second pre-ignition counter starts to decrease until it continues to increase after pre-ignition is triggered again; When the count value of the first pre-ignition counter is greater than the second limit value, the torque limiting coefficient is directly assigned a second preset coefficient value, and at this time, after the engine system enters the second torque limiting mode to limit the engine torque, the pre-ignition protection control method of the hydrogen engine further comprises: After the engine system enters the second torque limiting mode, if pre-ignition occurs within the preset time range after any pre-ignition time, the second pre-ignition counter starts to increase by a sixth preset threshold, and the torque limiting integrator integrates and outputs the torque limiting coefficient using a fifth integral input parameter group until the count value of the second pre-ignition counter is greater than a third limit value.

5. The pre-ignition protection control method for the hydrogen engine according to claim 4, characterized by, After the engine system enters the second torque limiting mode, if pre-ignition occurs within the preset time range after any pre-ignition time, the second pre-ignition counter starts to increase by a sixth preset threshold, and the torque limiting integrator integrates and outputs the torque limiting coefficient using a fifth integral input parameter group until the count value of the second pre-ignition counter is greater than a third limit value, the method further comprises: When the count value of the second pre-ignition counter is greater than the third limit value, the torque limiting coefficient is directly assigned a third preset coefficient value, and at this time, the engine system enters a third torque limiting mode to limit the engine torque; The engine system is controlled to always operate in the third torque limiting mode until the vehicle completes a number of calibration driving cycles and no longer limits the engine torque.

6. The pre-ignition protection control method for the hydrogen engine according to claim 3, characterized by, In addition to the first pre-ignition counter, the engine system is also configured with a plurality of third pre-ignition counters, the number of which is equal to the number of cylinders of the engine; after the first occurrence of pre-ignition in the engine system, each of the third pre-ignition counters starts counting, and during the counting process, if pre-ignition does not occur within a predetermined time range after any pre-ignition time of the engine system, each of the third pre-ignition counters starts to decrease after a preset number of working cycles, and continues to accumulate counting after pre-ignition is triggered again; When the count value of the first pre-ignition counter is greater than the second limit value, the limit torque coefficient is directly assigned a second preset coefficient value, at which time the engine system enters a second limit torque mode to limit the engine torque, and the pre-ignition protection control method of the hydrogen engine further comprises: After the engine system enters the second limit torque mode, if the count value of any of the third pre-ignition counters is greater than a fourth limit value, a fuel cut request for the corresponding engine cylinder is triggered to control the engine system to cut off the injection of the corresponding engine cylinder nozzle according to a calibrated fuel cut cycle number and then restore the injection.

7. The pre-ignition protection control method for the hydrogen engine according to any one of claims 1 to 6, characterized by, The limit torque coefficient is at least used to limit the maximum output torque of the engine to make the engine work in a preset low torque region.

8. A pre-ignition protection control device for a hydrogen engine, characterized by comprising: A device for executing the pre-ignition protection control method of the hydrogen engine as claimed in any one of claims 1-7; The pre-ignition protection control device of the hydrogen engine at least comprises: A pre-ignition judgment module for continuously obtaining knock sensing signals during vehicle operation to judge in real time whether pre-ignition occurs in the engine system; A first limit torque module for starting to accumulate pre-ignition counting by a first pre-ignition counter with a first preset threshold as a step after the first occurrence of pre-ignition in the engine system, and starting integration by a limit torque integrator with a first integral input parameter group and outputting a limit torque coefficient to limit the engine torque; A count control module for starting to decrease by the first pre-ignition counter with a second preset threshold as a step before the count value of the first pre-ignition counter is greater than a first limit value if pre-ignition does not occur within a preset time range after any pre-ignition time of the engine system, and continuing to accumulate pre-ignition counting with the first preset threshold as a step after pre-ignition is triggered again; A second limit torque module for setting the first pre-ignition counter to zero and directly assigning the limit torque coefficient a first preset coefficient value when the count value of the first pre-ignition counter is greater than the first limit value, at which time the engine system enters a first limit torque mode to limit the engine torque; A third limit torque module for maintaining the count value of the first pre-ignition counter or starting to decrease by the first pre-ignition counter with a third preset threshold as a step, and integrating the limit torque integrator with a second integral input parameter group and outputting the limit torque coefficient until the limit torque coefficient accumulates to a set coefficient value and no longer limits the engine torque if pre-ignition does not occur within the preset time range after any pre-ignition time of the engine system after the engine system enters the first limit torque mode.

9. An electronic device comprising a memory and a processor, said memory storing a computer program operable on said processor, characterized in that, The processor, when executing the program, implements the steps in the pre-ignition protection control method of the hydrogen engine according to any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by the processor, implements the steps in the pre-ignition protection control method of the hydrogen engine according to any one of claims 1 to 7.

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