Engine knock monitoring system and method, electronic equipment and storage medium

Abstract

The invention discloses an engine knock monitoring system and method, electronic equipment and a storage medium. The method comprises the steps that a knock sensor is connected with an engine and used for generating a knock signal in response to monitoring that the engine is in a knock state; the compression ratio adjusting mechanism is connected with a cylinder of the engine and used for adjusting the compression ratio of gas in the cylinder; the control unit is connected with the knock sensor and the compression ratio adjusting mechanism and used for controlling the compression ratio adjusting mechanism to adjust the current compression ratio of the gas in the air cylinder to be the target compression ratio according to the first operation parameter of the engine under the condition that the knock signal is received, carrying out knock monitoring on the engine based on the knock sensor, and controlling the compression ratio adjusting mechanism to adjust the current compression ratio of the gas in the air cylinder to be the target compression ratio. The first monitoring result is used for representing whether the engine is still in the knocking state or not under the condition that the gas in the air cylinder is in the target compression ratio. The technical problem that in the prior art, the safety of an engine is low is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to an engine knock monitoring system, method, electronic device, and storage medium. Background Technology

[0002] In the field of contemporary high-performance vehicle engines, as engine design evolves towards greater power and higher efficiency, the limitations of traditional control strategies in dealing with complex operating conditions are becoming increasingly apparent, especially in the prevention and control of knock. Knock, a common engine anomaly under high load and high compression ratio conditions, not only severely affects power performance but also causes potential damage to the engine structure, shortening its service life.

[0003] However, traditional knock monitoring systems rely on a single vibration sensor, and their set thresholds are often fixed and cannot adapt to various operating conditions, making it difficult to achieve accurate engine knock monitoring, which in turn leads to lower engine safety in related technologies.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides an engine knock monitoring system, method, electronic device, and storage medium to at least address the technical problem of low engine safety in related technologies.

[0006] According to one aspect of the present invention, an engine knock monitoring system is provided, comprising: a knock sensor connected to an engine, for generating a knock signal in response to detecting that the engine is in a knocking state; a compression ratio adjustment mechanism connected to a cylinder of the engine, for adjusting the compression ratio of the gas in the cylinder; and a control unit connected to the knock sensor and the compression ratio adjustment mechanism, for controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio according to a first operating parameter of the engine when a knock signal is received, and performing knock monitoring on the engine based on the knock sensor to obtain a first monitoring result, wherein the first monitoring result is used to indicate whether the engine is still in a knocking state when the gas in the cylinder is at the target compression ratio.

[0007] Furthermore, the system also includes: an ignition advance angle adjustment mechanism connected to the engine's ignition system for adjusting the ignition advance angle of the ignition system; and a control unit connected to the ignition advance angle adjustment mechanism for adjusting the current ignition advance angle of the ignition system to a target ignition advance angle based on the engine's second operating parameters, when the first monitoring result indicates that the engine is still in a knocking state, and performing knock monitoring on the engine based on a knock sensor to obtain a second monitoring result, wherein the second monitoring result is used to indicate whether the engine is still in a knocking state when the ignition system is at the target ignition advance angle.

[0008] Furthermore, the system also includes: a fuel type identification module for identifying the fuel type of the engine; and a control unit connected to the fuel type identification module for controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio based on the first operating parameters and the fuel type, and controlling the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle based on the second operating parameters and the fuel type.

[0009] According to another aspect of the present invention, an engine knock monitoring method is also provided, comprising: responding to receiving an engine knock signal, controlling a compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio according to a first operating parameter of the engine, wherein the knock signal is generated when a knock sensor detects that the engine is in a knock state; after the compression ratio adjustment mechanism adjusts the current compression ratio of the gas in the cylinder to the target compression ratio, performing knock monitoring on the engine based on the knock sensor to obtain a first monitoring result, wherein the first monitoring result is used to indicate whether the engine is still in a knock state when the gas in the cylinder is at the target compression ratio.

[0010] Furthermore, the method also includes: in response to the first monitoring result indicating that the engine is still in a knocking state, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to a target ignition advance angle according to the second operating parameters of the engine; after adjusting the current ignition advance angle of the ignition system to the target ignition advance angle, performing knock monitoring on the engine based on the knock sensor to obtain a second monitoring result, wherein the second monitoring result is used to indicate whether the engine is still in a knocking state when the ignition system is at the target ignition advance angle.

[0011] Furthermore, based on the engine's second operating parameters, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: based on the first operating parameters and the engine's fuel type, controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio; and based on the engine's second operating parameters, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: based on the second operating parameters and the fuel type, controlling the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle.

[0012] Further, based on the first operating parameters and fuel type, controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio includes: predicting the knock state based on the first operating parameters and fuel type to obtain a first prediction result, wherein the first prediction result is used to represent the severity of knocking during engine operation under the first operating parameters; quantifying the first prediction result to obtain a first knock parameter; and controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio based on the first operating parameters and the first knock parameter.

[0013] Further, based on the second operating parameters and fuel type, the ignition advance angle control mechanism adjusts the current ignition advance angle of the ignition system to the target ignition advance angle, including: predicting the knock state based on the second operating parameters and fuel type to obtain a second prediction result, wherein the second prediction result is used to represent the knock severity of the engine operation under the second operating parameters; quantifying the second prediction result to obtain a second knock parameter; and based on the second operating parameters and the second knock parameter, adjusting the current ignition advance angle of the ignition system to the target ignition advance angle.

[0014] Furthermore, the method also includes: monitoring whether the vibration parameters of the engine are within the abnormal parameter range; determining that the engine is in a knocking state in response to the vibration parameters being within the abnormal parameter range; and determining that the engine is not in a knocking state in response to the vibration parameters not being within the abnormal parameter range.

[0015] According to another aspect of the present invention, an engine knock monitoring device is also provided, comprising: a control module, configured to, in response to receiving an engine knock signal, control a compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio based on a first operating parameter of the engine, wherein the knock signal is generated when a knock sensor detects that the engine is in a knocking state; and a monitoring module, configured to, after the compression ratio adjustment mechanism adjusts the current compression ratio of the gas in the cylinder to the target compression ratio, perform knock monitoring on the engine based on the knock sensor to obtain a first monitoring result, wherein the first monitoring result indicates whether the engine is still in a knocking state when the gas in the cylinder is at the target compression ratio.

[0016] According to another aspect of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0017] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0018] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0019] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0020] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0021] In this embodiment of the invention, an engine knock monitoring system is proposed. The system mainly includes a knock sensor, a compression ratio adjustment mechanism, and a control unit. The knock sensor is connected to the engine and generates a knock signal in response to detecting engine knock. The compression ratio adjustment mechanism is connected to the engine cylinder and adjusts the compression ratio of the gas in the cylinder. The control unit is connected to the knock sensor and the compression ratio adjustment mechanism, and upon receiving a knock signal, controls the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio based on the engine's first operating parameters. The system then performs knock monitoring on the engine based on the knock sensor to obtain a first monitoring result. It is noteworthy that this invention, by directly connecting the knock sensor in the system to the engine, enables the knock sensor to accurately capture knock signals generated during engine operation and promptly provide them to the control unit for processing, thus improving the system's response speed. Simultaneously, by connecting the control unit to the knock sensor and the compression ratio adjustment mechanism, upon receiving a knock signal from the knock sensor, the system can immediately control the operation of the compression ratio adjustment mechanism based on the first operating parameters to achieve real-time adjustment of the compression ratio. Furthermore, by connecting the compression ratio adjustment mechanism to the engine cylinder, the system is given the ability to dynamically adjust the compression ratio. Upon receiving instructions from the control unit, the compression ratio adjustment mechanism can quickly adjust the current compression ratio of the gas in the cylinder to the target compression ratio based on the engine's first operating parameters. This allows the engine to quickly respond to knock, avoiding performance degradation and structural damage caused by knock, significantly improving engine safety and reliability, and thus solving the technical problem of low engine safety in related technologies. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0023] Figure 1 This is a schematic diagram of an engine knock monitoring system according to an embodiment of the present invention;

[0024] Figure 2 This is a flowchart of an engine knock monitoring method according to an embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram of an engine knock monitoring device according to an embodiment of the present invention. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] According to embodiments of the present invention, an engine knock monitoring system is provided. Figure 1 This is a schematic diagram of an engine knock monitoring system according to an embodiment of the present invention, as shown below. Figure 1 As shown, the engine knock monitoring system includes:

[0029] The knock sensor 11, connected to the engine 12, generates a knock signal in response to the detection that the engine is in a knocking state.

[0030] Compression ratio adjustment mechanism 13 is connected to cylinder 14 of engine 11 and is used to adjust the compression ratio of gas in cylinder.

[0031] The control unit 15 is connected to the knock sensor 11 and the compression ratio adjustment mechanism 13. When a knock signal is received, the control unit 15 controls the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio according to the first operating parameters of the engine. The control unit 15 performs knock monitoring on the engine based on the knock sensor and obtains a first monitoring result. The first monitoring result indicates whether the engine is still in a knocking state when the gas in the cylinder is at the target compression ratio.

[0032] The aforementioned knock sensor can refer to a device for detecting engine knock. The types of knock sensors can include, but are not limited to, resonant knock sensors and non-resonant knock sensors. The specific type of knock sensor needs to be determined according to the actual monitoring target, and is not limited here. The knock sensor can be used to monitor the combustion process in the engine combustion chamber. When knock occurs, the knock sensor can sense abnormal pressure wave changes and generate corresponding knock signals.

[0033] The aforementioned engine refers to a crucial component that provides power to a vehicle. Engine types may include, but are not limited to, gasoline engines, diesel engines, and turbocharged engines. The specific engine type needs to be determined based on the vehicle system design and is not limited here. An engine converts the chemical energy of fuel into kinetic energy to propel the vehicle forward, and also affects the vehicle's acceleration, speed, fuel efficiency, and emissions. The engine in this application integrates Miller cycle technology, enabling it to dynamically adjust its compression ratio under different operating conditions to improve fuel efficiency and performance, and reduce the possibility of knocking.

[0034] The aforementioned knocking state can refer to an abnormal combustion phenomenon during engine operation, which usually occurs in high compression ratio gasoline engines. Knocking state can be affected by factors such as fuel quality, engine temperature, load, speed and compression ratio. Therefore, preventing and controlling knocking is a very important aspect in engine design and control strategies.

[0035] The aforementioned compression ratio adjustment mechanism can refer to a mechanism that can change the ratio of the volume of compressed gas in the engine cylinder to its initial volume. The type of compression ratio adjustment mechanism may include, but is not limited to, variable valve timing (VVT) and variable valve actuation (VVA). The specific compression ratio adjustment mechanism needs to be determined according to actual needs, and is not limited here. The compression ratio adjustment mechanism can be used to change the compression ratio of the gas in the cylinder, thereby reducing the occurrence of knock.

[0036] The aforementioned cylinder can refer to the space inside the engine used to house the piston and complete the combustion process. The type of cylinder can include, but is not limited to, single-cylinder, double-cylinder, and four-cylinder. The specific cylinder type needs to be determined according to the engine type and actual needs, and is not limited here. Inside the cylinder, the air-fuel mixture (fuel and air) is compressed and ignited at the appropriate time to generate an explosion that drives the piston to move, which is then converted into the kinetic energy for the rotation of the wheels.

[0037] The aforementioned control unit can refer to an electronic device. The type of control unit may include, but is not limited to, an electronic control unit (ECU), a microcontroller, etc. The specific control unit needs to be determined according to the system design and is not limited here. The control unit can be used to analyze the engine's first operating parameters (such as speed, load, temperature, etc.) after receiving the knock signal from the knock sensor, and decide whether and how to adjust the compression ratio adjustment mechanism to achieve a suitable compression ratio setting.

[0038] The aforementioned first operating parameter can refer to a series of key indicators during engine operation. The first operating parameter may include, but is not limited to, speed, load, coolant temperature, intake pressure, etc. The specific first operating parameter needs to be determined according to the monitoring requirements and is not limited here. The first operating parameter can be used to reflect the real-time operating condition of the engine and to assist the control unit in making decisions on compression ratio adjustment, so as to ensure that the adjusted compression ratio can avoid knocking and will not excessively affect the engine's power output and fuel efficiency.

[0039] The current compression ratio mentioned above refers to the volume ratio of the gas in the cylinder before and after compression. It is an important parameter in engine design. When the system detects knocking, the current compression ratio will be used as a reference so that the control unit can calculate the change in the target compression ratio.

[0040] The aforementioned target compression ratio can refer to the ideal compression ratio that is desired to improve engine performance or solve the current knocking problem. The type of target compression ratio may include, but is not limited to, a target compression ratio preset based on historical data or a target compression ratio calculated in real time based on current operating parameters. The specific target compression ratio needs to be determined according to the system design requirements, and is not limited here. The target compression ratio can be used to instruct the compression ratio adjustment mechanism to make adjustments.

[0041] The aforementioned first monitoring result may refer to the data collected by the knock sensor after the compression ratio is adjusted. The first monitoring result can be used to help the system evaluate the effect of the compression ratio adjustment and make further decisions accordingly, such as whether it is necessary to readjust the compression ratio or other parameters.

[0042] In one optional embodiment, the engine knock monitoring system consists of three parts: a knock sensor, a compression ratio adjustment mechanism, and a control unit. The knock sensor is connected to the engine; the compression ratio adjustment mechanism is connected to the engine cylinders; and the control unit is connected to both the knock sensor and the compression ratio adjustment mechanism, together forming the engine knock monitoring system. When the knock sensor detects a knock signal within the engine cylinders, it immediately sends an alarm to the control unit. Upon receiving the signal, the control unit, based on the engine's current operating parameters, controls the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinders to the target compression ratio. Subsequently, the control unit transmits instructions to the compression ratio adjustment mechanism, which adjusts the timing or position of the intake and exhaust valves to further adjust the compression ratio of the gas in the cylinders, thereby reducing the tendency to knock. The entire process is a closed-loop feedback mechanism. The control unit continuously monitors the feedback from the knock sensor (the first monitoring result) and adjusts the compression ratio accordingly until the engine runs stably and knock is effectively controlled. This knock monitoring system, by adjusting the compression ratio in real time, can quickly respond to knock signals, effectively preventing potential damage to the engine caused by knock and ensuring safe engine operation.

[0043] In one optional embodiment, the engine knock monitoring system consists of three main modules: a knock sensor, a compression ratio adjustment mechanism, and a control unit. The knock sensor module can be composed of multiple high-sensitivity knock sensors, each fixed near the engine cylinder head, capable of accurately detecting abnormal pressure fluctuations within the cylinder. When knocking occurs in a cylinder, the corresponding sensor immediately generates an electrical signal, i.e., a "knock signal." The compression ratio adjustment mechanism module can refer to a Miller cycle compression ratio adjustment mechanism employing a combination of variable valve timing and variable valve lift technology. By precisely controlling the intake valve closing time, the compression ratio adjustment mechanism can dynamically adjust the compression ratio without changing the exhaust valve opening time. This mechanism is connected to all cylinders and can independently or synchronously adjust the compression ratio of each cylinder. The control unit module, composed of a high-performance microprocessor and related circuitry, is the "brain" of the entire system. It not only receives signals from the knock sensors but also continuously collects the engine's primary operating parameters, such as engine speed, load, intake pressure, and coolant temperature. Upon receiving a knock signal, the control unit quickly analyzes the current operating parameters and calculates a matching "target compression ratio" to reduce or eliminate knock. Subsequently, it sends a control command to the compression ratio adjustment mechanism to adjust the intake valve timing, thereby changing the compression ratio within the cylinder. Through the coordinated operation of the knock sensor, compression ratio adjustment mechanism, and control unit, this system can respond rapidly the instant knock occurs and effectively suppress knock through a precise compression ratio adjustment strategy, protecting the engine from damage.

[0044] In this embodiment of the invention, an engine knock monitoring system is proposed. The system mainly includes a knock sensor, a compression ratio adjustment mechanism, and a control unit. The knock sensor is connected to the engine and generates a knock signal in response to detecting engine knock. The compression ratio adjustment mechanism is connected to the engine cylinder and adjusts the compression ratio of the gas in the cylinder. The control unit is connected to the knock sensor and the compression ratio adjustment mechanism, and upon receiving a knock signal, controls the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio based on the engine's first operating parameters. The system then performs knock monitoring on the engine based on the knock sensor to obtain a first monitoring result. It is noteworthy that this invention, by directly connecting the knock sensor in the system to the engine, enables the knock sensor to accurately capture knock signals generated during engine operation and promptly provide them to the control unit for processing, thus improving the system's response speed. Simultaneously, by connecting the control unit to the knock sensor and the compression ratio adjustment mechanism, upon receiving a knock signal from the knock sensor, the system can immediately control the operation of the compression ratio adjustment mechanism based on the first operating parameters to achieve real-time adjustment of the compression ratio. Furthermore, by connecting the compression ratio adjustment mechanism to the engine cylinder, the system is given the ability to dynamically adjust the compression ratio. Upon receiving instructions from the control unit, the compression ratio adjustment mechanism can quickly adjust the current compression ratio of the gas in the cylinder to the target compression ratio based on the engine's first operating parameters. This allows the engine to quickly respond to knock, avoiding performance degradation and structural damage caused by knock, significantly improving engine safety and reliability, and thus solving the technical problem of low engine safety in related technologies.

[0045] Optionally, the system further includes: an ignition advance angle adjustment mechanism connected to the engine's ignition system for adjusting the ignition advance angle of the ignition system; and a control unit connected to the ignition advance angle adjustment mechanism for adjusting the current ignition advance angle of the ignition system to a target ignition advance angle based on a second operating parameter of the engine, when the first monitoring result indicates that the engine is still in a knocking state, and performing knock monitoring on the engine based on a knock sensor to obtain a second monitoring result, wherein the second monitoring result indicates whether the engine is still in a knocking state when the ignition system is at the target ignition advance angle.

[0046] The aforementioned ignition advance angle adjustment mechanism can refer to a mechanism used to adjust the ignition advance angle. The ignition advance angle adjustment mechanism can include, but is not limited to, adjusting the ignition advance angle by adjusting the camshaft phase, or directly adjusting the electronic control parameters of the ignition system. The specific ignition advance angle adjustment mechanism needs to be determined according to the actual needs of the ignition system, and is not limited here. The ignition advance angle adjustment mechanism can be used to change the timing of spark plug ignition relative to the piston reaching top dead center during engine operation.

[0047] The aforementioned ignition system can refer to an important component in the engine. Ignition systems can include, but are not limited to, traditional distributor-type ignition systems, electronic ignition systems, and distributorless ignition systems. The specific ignition system needs to be determined based on the actual system design, and is not limited here. The ignition system is responsible for igniting the fuel-air mixture with sufficient energy at the appropriate time, starting and maintaining the combustion process, and is one of the key factors in engine performance.

[0048] The aforementioned ignition advance angle refers to the angular difference between the spark plug ignition time and the piston reaching top dead center. This angle determines the timing of combustion initiation. When knock occurs, reducing the ignition advance angle, i.e., retarding the ignition timing, can lower the peak pressure in the combustion chamber and reduce the intensity of knock.

[0049] The aforementioned second operating parameter can refer to the operating parameters when the engine is still in a knocking state after the compression ratio is adjusted. The second operating parameter may include, but is not limited to, intake air temperature, cylinder pressure, fuel quality, etc. The specific second operating parameter needs to be determined according to actual needs and is not limited here. The second operating parameter can be used to provide a basis for adjusting the ignition advance angle to ensure that the adjusted ignition timing can reduce knocking without excessively sacrificing engine performance or fuel efficiency.

[0050] The aforementioned current ignition advance angle can refer to the ignition angle set by the engine ignition system before any adjustments are made. The current ignition advance angle can serve as the basis for the control unit to calculate the target ignition advance angle for comparison and adjustment.

[0051] The aforementioned target ignition advance angle can refer to the ignition advance angle that the system expects to achieve. The type of target ignition advance angle may include, but is not limited to, setting an ideal target ignition advance angle based on historical experience, or a target ignition advance angle dynamically calculated based on real-time operating parameters. The specific target ignition advance angle needs to be determined according to actual control requirements, and is not limited here. The target ignition advance angle can be used to further adjust the engine operating state after knock detection and compression ratio adjustment to ensure that the engine finds a balance between high efficiency and low knock risk.

[0052] The aforementioned second monitoring result refers to the data or signals collected by the knock sensor after adjusting the ignition advance angle and monitoring the engine status again. This second monitoring result can reflect the effect of the ignition advance angle adjustment. It can serve as feedback information to help the control unit assess whether the ignition advance angle adjustment has effectively mitigated knocking and whether further control operations are needed.

[0053] In one optional embodiment, the engine knock monitoring system provides a more comprehensive and precise knock suppression method by introducing an ignition advance angle adjustment mechanism to work in conjunction with the existing compression ratio adjustment mechanism. Specifically, when the system initially attempts to reduce knock by adjusting the compression ratio but finds the effect limited—that is, when the first monitoring result shows that engine knock still exists—the control unit immediately activates another contingency plan. Based on the engine's second operating parameters, it controls the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle. The entire process is also based on a closed-loop feedback mechanism; the control unit continuously analyzes the feedback results from the knock sensor, i.e., the second monitoring results, until the engine operation stabilizes and the knock situation is completely alleviated.

[0054] The system not only addresses knocking through compression ratio adjustment but also utilizes ignition advance angle adjustment, forming a dual defense that significantly enhances knock prevention and control capabilities. This allows for adjustments to the ignition advance angle, even if initial compression ratio adjustment fails to eliminate knocking, further reducing engine component wear caused by knocking and extending engine life. This combination of multiple operating parameters and control strategies enables the system to better adapt to various driving conditions and environmental changes, ensuring the engine is always in optimal operating condition.

[0055] Optionally, the system further includes: a fuel type identification module for identifying the fuel of the engine and obtaining the fuel type of the engine; and a control unit connected to the fuel type identification module for controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio according to the first operating parameters and the fuel type, and controlling the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle according to the second operating parameters and the fuel type.

[0056] The aforementioned fuel type identification module can refer to a component specifically designed to distinguish and identify the type of fuel used by an engine. The fuel type identification module can be used to identify what type of fuel the engine is currently using. By obtaining fuel type information, the control unit can make more accurate adjustment decisions to adapt to differences in fuel characteristics, thereby improving engine performance and reducing knocking.

[0057] The fuel type identification module can be implemented in the following ways, including but not limited to:

[0058] The first method, based on spectral analysis, determines the fuel type by measuring the absorption or emission spectrum of the fuel at a specific wavelength.

[0059] The second method is resistivity measurement. Since some fuels have unique resistivity or conductivity, the fuel type can be determined by obtaining the resistivity of the fuel.

[0060] The third method is combustion characteristic analysis, which indirectly identifies fuel type by monitoring changes in sound, temperature, or pressure during the combustion process.

[0061] The above implementation is only an example. The specific implementation, i.e. the fuel type identification module, needs to be determined according to actual needs, and is not limited here.

[0062] The fuel type mentioned above refers to the category of energy material used by the engine. Fuel types may include, but are not limited to, gasoline, diesel, natural gas, liquefied petroleum gas, and biofuels. The specific fuel type needs to be determined according to the engine type and requirements, and is not limited here. Fuel type information is crucial for the control unit to formulate adjustment strategies for compression ratio and ignition advance angle, which can help the system operate effectively under different fuel conditions and avoid knocking.

[0063] In one optional embodiment, the engine knock monitoring system further includes a fuel type identification module. This module can quickly and accurately determine the type of fuel currently being used by the engine, and this information is transmitted to the control unit in real time. Upon receiving the fuel type data, the control unit combines it with a first operating parameter to calculate the ideal compression ratio suitable for the current fuel, and controls the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio. Similarly, based on a second operating parameter and the fuel type, the control unit also determines the target ignition advance angle and controls the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle, ensuring the ignition timing matches the fuel characteristics. The introduction of the fuel type identification module enables the system to adjust the control strategy according to the anti-knock performance of the fuel, improving the compatibility and control effectiveness of different fuel types. This allows the engine to achieve efficient and stable operation when faced with different fuels, effectively preventing knocking.

[0064] According to an embodiment of the present invention, an embodiment of an engine knock monitoring method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0065] Figure 2This is a flowchart of an engine knock monitoring method according to an embodiment of the present invention, such as... Figure 2 As shown, the method includes the following steps:

[0066] Step S202: In response to receiving an engine knock signal, the compression ratio adjustment mechanism is controlled to adjust the current compression ratio of the gas in the cylinder to the target compression ratio according to the first operating parameters of the engine. The knock signal is generated when the knock sensor detects that the engine is in a knocking state.

[0067] In one optional embodiment, when the engine is started and running, the knock sensor continuously monitors the combustion status inside the cylinder. Once knocking is detected, a knocking signal is emitted. This signal is quickly transmitted to the control unit, triggering the system's knock response program. The control unit then reads the engine's current first operating parameters and, based on these parameters and a preset compression ratio adjustment algorithm, calculates a target compression ratio suitable for the current operating conditions. Next, the control unit sends a command to the compression ratio adjustment mechanism, which dynamically adjusts the gas compression ratio inside the cylinder by changing the opening and closing times or valve lift of the intake and exhaust valves, thereby mitigating or eliminating knocking. This process, through immediate response to knocking signals and intelligent adjustment of the compression ratio, significantly improves the engine's reliability and durability.

[0068] Step S204: After the compression ratio adjustment mechanism adjusts the current compression ratio of the gas in the cylinder to the target compression ratio, knock monitoring of the engine is performed based on the knock sensor to obtain a first monitoring result. The first monitoring result is used to indicate whether the engine is still in a knocking state when the gas in the cylinder is at the target compression ratio.

[0069] In one optional embodiment, upon receiving a knock signal, the control unit quickly calculates a more suitable target compression ratio based on the engine's current operating parameters. This target aims to reduce knocking tendency. Subsequently, the control unit sends a command to the compression ratio adjustment mechanism to adjust the current compression ratio to the target compression ratio by adjusting the timing of the intake and exhaust valves or changing the valve lift. This adjustment process is dynamic, meaning it can continue until a compression ratio that both avoids knocking and maintains efficient engine operation is found. After adjustment, the knock sensor continues to monitor the engine status and generates a first monitoring result, reflecting whether the adjusted compression ratio has successfully suppressed knocking. By implementing this method, the system can not only react quickly when knocking occurs but also continuously monitor the adjustment effect, ensuring the engine operates in a suitable state, avoiding performance degradation and safety risks caused by knocking, and greatly improving the driving experience and overall vehicle performance.

[0070] Optionally, the method further includes: in response to a first monitoring result indicating that the engine is still in a knocking state, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to a target ignition advance angle according to a second operating parameter of the engine; after adjusting the current ignition advance angle of the ignition system to the target ignition advance angle, performing knock monitoring on the engine based on a knock sensor to obtain a second monitoring result, wherein the second monitoring result is used to indicate whether the engine is still in a knocking state when the ignition system is at the target ignition advance angle.

[0071] In one optional embodiment, when the system initially attempts to mitigate knock by adjusting the compression ratio, but the first monitoring result indicates that the engine knock condition has not been eliminated, the control unit will activate a second-level response mechanism. The ECU analyzes the second operating parameters at this time, and, in conjunction with fuel information provided by the fuel type identification module, calculates a target ignition advance angle that can further suppress knock. Subsequently, the control unit instructs the ignition advance angle adjustment mechanism to adjust the current ignition advance angle to the target ignition advance angle. After the ignition advance angle is adjusted to the target ignition advance angle, the knock sensor continues to monitor the engine, generating a second monitoring result to evaluate the knock suppression effect after the ignition advance angle adjustment. This method suppresses knock through a multi-level strategy and, combined with a closed-loop feedback control mechanism, achieves refined management of the engine's operating state, significantly enhancing engine stability and safety, while also providing the driver with a smoother and more fuel-efficient driving experience.

[0072] Optionally, according to the engine's second operating parameters, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: according to the first operating parameters and the engine's fuel type, controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio; and according to the engine's second operating parameters, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: according to the second operating parameters and the fuel type, controlling the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle.

[0073] In one optional embodiment, when the system detects a knock signal during engine operation, the control unit first calculates a target compression ratio that can reduce the risk of knocking based on the real-time first operating parameters and the fuel characteristic information provided by the fuel type identification module. Then, the control unit sends a command to the compression ratio adjustment mechanism to adjust the intake and exhaust valve timing or valve lift, thereby adjusting the current compression ratio of the gas in the cylinder to the target compression ratio, thus achieving precise control of the compression ratio.

[0074] Following this, if adjusting the compression ratio does not eliminate knocking, the control unit will proceed to the next stage of adjustment. Based on the updated second operating parameters and fuel type, a target ignition advance angle is calculated. Subsequently, the control unit instructs the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle, ensuring that the spark plugs activate at the most appropriate time to further suppress knocking and improve combustion efficiency. By adjusting the compression ratio and ignition advance angle in stages, the system can provide a multi-layered suppression strategy for knocking, effectively preventing performance degradation and engine damage caused by knocking.

[0075] Optionally, according to the first operating parameters and fuel type, controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio includes: predicting the knock state based on the first operating parameters and fuel type to obtain a first prediction result, wherein the first prediction result is used to represent the severity of knocking during engine operation under the first operating parameters; quantifying the first prediction result to obtain a first knock parameter; and controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio based on the first operating parameters and the first knock parameter.

[0076] The aforementioned first prediction result can refer to the prediction of the severity of engine knocking that may be encountered by the engine under the first operating parameters, combined with the type of fuel currently used by the engine, through a mathematical model or machine learning algorithm. The first prediction result can be used to help the control unit understand in advance whether the engine has a high risk of knocking under the current operating conditions, and the extent to which knocking may occur.

[0077] The aforementioned first knock parameter can refer to the data index obtained after quantifying the first prediction result. The first knock parameter may include, but is not limited to, knock threshold, knock probability, knock intensity, etc. The specific first knock parameter needs to be determined according to the actual situation, and is not limited here. The first knock parameter can be used to specifically measure the knock tendency of the engine under specific operating conditions.

[0078] In one optional embodiment, after the engine starts running, the system, based on real-time collected first operating parameters and fuel type, and using a preset knock prediction model or algorithm, assesses the knock tendency under the current operating conditions and generates a first prediction result. This prediction model may be based on a complex physical model or trained using machine learning techniques with a large amount of historical data, capable of predicting the possibility and severity of knock. Subsequently, the system quantifies the first prediction result, converting it into specific first knock parameters, such as knock probability or expected knock intensity value. This parameter directly reflects the quantitative indicator of the engine's knock risk. Finally, based on the engine's first operating parameters and the first knock parameters, the system determines the target compression ratio and sends a command to the compression ratio adjustment mechanism. By adjusting the timing of the intake and exhaust valves or changing the valve lift, the current compression ratio of the gas in the cylinder is adjusted to the target compression ratio. This adjustment process is dynamic; the control unit continuously monitors the effect of the adjustment to ensure that the change in compression ratio effectively suppresses knock while minimizing the impact on engine performance. By predicting the severity of knock and quantifying it as knock parameters, the system gains a deeper understanding of the potential impact of knock before adjustments are made, thus generating more precise control commands. This improves the targeting and effectiveness of the control strategy, reduces unnecessary parameter adjustments, and enhances overall engine performance.

[0079] For example, suppose a high-performance gasoline car equipped with variable compression ratio technology and an intelligent knock prediction algorithm is traveling at high speed on a mountain road. At this time, the knock prediction algorithm in the engine knock monitoring system calculates a first prediction result based on the current first operating parameters and fuel type. This prediction result shows that due to high speed and high load, the engine currently faces a high risk of knocking, with a predicted knock probability of 85% and a high expected knock intensity. Subsequently, the system quantifies this prediction result, converting it into a specific first knock parameter. For example, the knock tendency is quantified into a numerical value, such as a knock index of 8.2 (out of 10; the higher the index, the more pronounced the knock tendency). Based on the first operating parameters and the first knock parameter (high knock tendency), the system determines that the current compression ratio of 11:1 is too high and needs to be reduced to a safer 8.5:1. The ECU sends a command to the compression ratio adjustment mechanism to adjust the timing and lift of the intake and exhaust valves to achieve the target compression ratio reduction from 11:1 to 8.5:1. This adjustment process may take several seconds, during which the system continuously collects sensor data to monitor the effect of the adjustment. After adjustment, the system continuously monitors the engine status through the knock sensor, confirming that the new compression ratio effectively suppresses knock, allowing the engine to continue operating under safe conditions while preserving its performance advantages at high speeds and high loads as much as possible.

[0080] The above process, through intelligent prediction and parameter adjustment, dynamically adjusts the compression ratio to effectively control knocking, protect the engine, and maintain good engine performance and driving experience. The values ​​above are for illustrative purposes only; specific values ​​need to be determined based on actual conditions and are not limited here.

[0081] Optionally, based on the second operating parameters and fuel type, the ignition advance angle control mechanism adjusts the current ignition advance angle of the ignition system to the target ignition advance angle, including: predicting the knock state based on the second operating parameters and fuel type to obtain a second prediction result, wherein the second prediction result is used to represent the severity of knocking in engine operation under the second operating parameters; quantifying the second prediction result to obtain a second knock parameter; and adjusting the current ignition advance angle of the ignition system to the target ignition advance angle based on the second operating parameters and the second knock parameter.

[0082] The aforementioned second prediction result can refer to the prediction of the future tendency of engine knocking based on the second operating parameters and fuel type. This second prediction result can be used as a basis for decision-making regarding ignition advance angle adjustment, helping the system assess the engine's knocking risk level under current operating parameters and fuel type conditions. If the predicted knocking severity is high, the ignition advance angle needs to be adjusted to prevent knocking; otherwise, the current setting may be maintained or other adjustments may be made.

[0083] The aforementioned second knock parameter can refer to the data indicators obtained after quantifying the second prediction result. The second knock parameter may include, but is not limited to, knock probability, knock intensity prediction, ignition advance angle correction value, etc. The specific second knock parameter needs to be determined based on the second prediction result, and is not limited here. The second knock parameter can be used to specifically measure the expected severity and probability of knock, and at the same time guide the adjustment of the ignition advance angle.

[0084] In one optional embodiment, a second prediction result is generated based on the second operating parameters and fuel type using a built-in knock prediction algorithm. Subsequently, the second prediction result is quantified to obtain second knock parameters, such as knock probability and intensity estimates. Finally, based on the second operating parameters and the second knock parameters, a target ignition advance angle is calculated, and a command is sent to the ignition advance angle mechanism to adjust the current ignition advance angle to the target ignition advance angle, thereby achieving effective knock suppression. This process, through the application of the second prediction result and the second knock parameters, achieves precise adjustment of the ignition advance angle, effectively suppressing knock and improving the overall engine performance.

[0085] For example, when a high-performance diesel vehicle is cruising at high speed, its engine and control system continuously collect and analyze operating status data to improve performance and ensure safe operation.

[0086] First, using the built-in intelligent knock prediction model, the knock probability is calculated in real time based on the aforementioned second operating parameters and fuel type. The model predicts that under the current operating conditions, due to the high engine load and cylinder pressure, the knock risk is slightly increased, with a predicted knock probability of 35% and an expected knock intensity of moderate. Subsequently, the system quantifies the second prediction result, converting it into second knock parameters. This process may involve converting the knock probability and intensity into numerical ranges that the system can understand, such as converting the 35% probability into a knock risk level identified by the system, and converting the expected moderate intensity into a specific knock intensity index.

[0087] Next, based on the second operating parameters and the second knock parameters, a target ignition advance angle is calculated to reduce knock tendency while maintaining efficient engine operation. Assuming the current ignition advance angle is 15 degrees, system analysis shows that to reduce knock risk, the ignition advance angle needs to be adjusted to 10 degrees, i.e., the target ignition advance angle is 10 degrees. The control unit then sends a command to the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle. After adjusting the ignition advance angle, the system continues to monitor the engine's operating status, including key indicators such as cylinder pressure, engine vibration, and combustion efficiency, to verify the adjustment's effectiveness. If the monitoring results show a significant reduction in knock risk, the system will maintain this adjustment; otherwise, it will reassess the second prediction results and readjust the ignition advance angle or take other compensatory measures, such as increasing the fuel injection quantity, to further adjust the knock control strategy.

[0088] The above process dynamically adjusts the control strategy based on real-time engine operating parameters and fuel characteristics, ensuring stable engine operation under various conditions and improving engine performance and fuel economy. The values ​​above are for illustrative purposes only; specific values ​​need to be determined based on actual circumstances and are not limited here.

[0089] Optionally, the method further includes: monitoring whether the vibration parameters of the engine are within an abnormal parameter range; determining that the engine is in a knocking state in response to the vibration parameters being within an abnormal parameter range; and determining that the engine is not in a knocking state in response to the vibration parameters not being within an abnormal parameter range.

[0090] The vibration parameters mentioned above refer to data indicators reflecting the vibration characteristics of the engine collected by sensors during engine operation. Vibration parameters may include, but are not limited to, cylinder vibration parameters, crankshaft vibration parameters, overall engine vibration parameters, frequency-specific vibration parameters, etc. The specific vibration parameters need to be determined according to the monitoring purpose, and are not limited here. Vibration parameters can serve as an important basis for judging whether the internal components of the engine are working properly. By monitoring the engine's vibration parameters, the system can determine in real time whether knocking has occurred.

[0091] The aforementioned abnormal parameter range can refer to a set of predefined numerical ranges. Abnormal parameter ranges may include, but are not limited to, knock vibration range, overheat vibration range, fault vibration range, etc. The specific abnormal parameter range needs to be determined according to the type of vibration parameter, which is not limited here. Abnormal parameter ranges can be used for early warning of faults. When the engine vibration parameters enter the abnormal range, the system can immediately identify and issue an alarm, allowing the driver or control system to take action and handle the fault before it worsens.

[0092] In one optional embodiment, by comparing real-time collected vibration parameters with abnormal parameter ranges, changes in engine operating status can be quickly identified. When the vibration parameters are within the abnormal parameter range, it is determined that the engine is in a knocking state, allowing for timely measures to prevent potential malfunctions, such as adjusting the ignition advance angle to address knocking or prompting the driver to perform maintenance checks to address wear. When the vibration parameters are not within the abnormal parameter range, it is determined that the engine is not in a knocking state, thus stopping further testing and avoiding wasted resources. This vibration parameter-based monitoring mechanism not only improves engine reliability but also provides drivers with a smoother driving experience, reducing performance losses and safety hazards caused by malfunctions.

[0093] In one alternative embodiment, vibration sensors in the system continuously monitor the engine's vibration parameters, capturing changes in vibration frequency and intensity at every moment. These vibration parameters are then input to the vehicle's electronic control unit (ECU), which analyzes the vibration parameters using built-in signal processing algorithms and a knock detection model.

[0094] When vibration data is analyzed, the control unit compares the current vibration parameters with the abnormal parameter range. The abnormal parameter range is established based on statistical analysis of a large amount of engine operating data and expert experience, accurately distinguishing between normal vibration and abnormal vibration caused by knock. Once the detected vibration intensity or frequency pattern matches the abnormal parameter range, the knock judgment logic within the system is immediately triggered, and the control unit immediately determines that the engine is in a knocking state. In response to this state, the control unit rapidly adjusts the engine's operating parameters, including but not limited to reducing the ignition advance angle, adjusting the fuel injection quantity, or changing the intake air volume, to suppress knocking and restore smooth engine operation. When the vibration parameters remain within the normal range and do not exhibit abnormal patterns, the control unit confirms that the engine is not in a knocking state, maintains the current operating parameters unchanged, and ensures that the engine achieves a balance between high performance and fuel economy.

[0095] The above process, through precise knock monitoring and control mechanisms, greatly improves the reliability and durability of the engine and reduces long-term maintenance costs.

[0096] According to an embodiment of the present invention, an embodiment of an engine knock monitoring device is provided. It should be noted that the device can be used to perform the above-described engine knock monitoring method. The specific implementation method and preferred application scenarios are the same as those in the above embodiment, and will not be repeated here.

[0097] Figure 3 This is a schematic diagram of an engine knock monitoring device according to an embodiment of the present invention, as shown below. Figure 3 As shown, the device includes the following: control module 302 and monitoring module 304.

[0098] The control module 302 is used to respond to receiving an engine knock signal and, based on the engine's first operating parameters, control the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio. The knock signal is generated when the knock sensor detects that the engine is in a knocking state. The monitoring module 304 is used to perform knock monitoring on the engine based on the knock sensor after the compression ratio adjustment mechanism adjusts the current compression ratio of the gas in the cylinder to the target compression ratio, and obtain a first monitoring result. The first monitoring result indicates whether the engine is still in a knocking state when the gas in the cylinder is at the target compression ratio.

[0099] Optionally, the device is further configured to, in response to a first monitoring result indicating that the engine is still in a knocking state, control the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to a target ignition advance angle based on a second operating parameter of the engine; and to, after adjusting the current ignition advance angle of the ignition system to the target ignition advance angle, perform knock monitoring on the engine based on a knock sensor to obtain a second monitoring result, wherein the second monitoring result indicates whether the engine is still in a knocking state when the ignition system is at the target ignition advance angle.

[0100] Optionally, the device is also used to control the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio according to the first operating parameters and the fuel type of the engine; and to control the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle according to the second operating parameters and the fuel type.

[0101] Optionally, the device is further configured to predict the knock state based on the first operating parameters and fuel type to obtain a first prediction result, wherein the first prediction result is used to represent the severity of knocking during engine operation under the first operating parameters; to quantify the first prediction result to obtain a first knock parameter; and to control the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio based on the first operating parameters and the first knock parameter.

[0102] Optionally, the device is further configured to predict the knock state based on the second operating parameters and fuel type to obtain a second prediction result, wherein the second prediction result is used to represent the knock severity of the engine operation under the second operating parameters; to quantify the second prediction result to obtain a second knock parameter; and to control the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle based on the second operating parameters and the second knock parameter.

[0103] Optionally, the device is also used to monitor whether the vibration parameters of the engine are within the abnormal parameter range; to determine that the engine is in a knocking state in response to the vibration parameters being within the abnormal parameter range; and to determine that the engine is not in a knocking state in response to the vibration parameters not being within the abnormal parameter range.

[0104] Embodiments of this application also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of the present invention during runtime.

[0105] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0106] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0107] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0108] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0109] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0110] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0111] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0112] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0113] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0114] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An engine knock monitoring system characterized by, include: A knock sensor, connected to the engine, is used to generate a knock signal in response to the detection that the engine is in a knocking state; A compression ratio adjustment mechanism is connected to the cylinder of the engine and is used to adjust the compression ratio of the gas in the cylinder; The control unit, connected to the knock sensor and the compression ratio adjustment mechanism, is used to, upon receiving the knock signal, control the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to a target compression ratio based on the first operating parameters of the engine, and to perform knock monitoring on the engine based on the knock sensor to obtain a first monitoring result, wherein the first monitoring result is used to indicate whether the engine is still in the knock state when the gas in the cylinder is at the target compression ratio.

2. The engine knock monitoring system of claim 1, wherein, The system also includes: An ignition advance angle adjustment mechanism is connected to the ignition system of the engine and is used to adjust the ignition advance angle of the ignition system. The control unit, connected to the ignition advance angle adjustment mechanism, is used to, when the first monitoring result indicates that the engine is still in the knock state, control the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to a target ignition advance angle according to the second operating parameters of the engine, and perform knock monitoring on the engine based on the knock sensor to obtain a second monitoring result, wherein the second monitoring result is used to indicate whether the engine is still in the knock state when the ignition system is at the target ignition advance angle.

3. The engine knock monitoring system of claim 2, wherein, The system also includes: A fuel type identification module is used to identify the fuel type of the engine and obtain the fuel type of the engine. The control unit is connected to the fuel type identification module and is used to control the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio according to the first operating parameters and the fuel type, and to control the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle according to the second operating parameters and the fuel type.

4. An engine knock monitoring method characterized by, The engine knock monitoring system according to any one of claims 1-3 includes: In response to receiving an engine knock signal, the compression ratio adjustment mechanism is controlled to adjust the current compression ratio of the gas in the cylinder to a target compression ratio based on the first operating parameters of the engine. The knock signal is generated when the knock sensor detects that the engine is in a knocking state. After the compression ratio adjustment mechanism adjusts the current compression ratio of the gas in the cylinder to the target compression ratio, the engine is monitored for knock based on the knock sensor to obtain a first monitoring result, wherein the first monitoring result is used to indicate whether the engine is still in the knock state when the gas in the cylinder is at the target compression ratio.

5. The engine knock monitoring method according to claim 4, characterized by, The method further includes: In response to the first monitoring result indicating that the engine is still in the knocking state, the ignition advance angle adjustment mechanism is controlled to adjust the current ignition advance angle of the ignition system to the target ignition advance angle according to the second operating parameters of the engine. After adjusting the current ignition advance angle of the ignition system to the target ignition advance angle, knock monitoring of the engine is performed based on the knock sensor to obtain a second monitoring result, wherein the second monitoring result is used to indicate whether the engine is still in the knock state when the ignition system is at the target ignition advance angle.

6. The engine knock monitoring method according to claim 5, characterized in that, Based on the second operating parameters of the engine, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: Based on the first operating parameters and the fuel type of the engine, the compression ratio adjustment mechanism is controlled to adjust the current compression ratio of the gas in the cylinder to the target compression ratio; Based on the second operating parameters of the engine, controlling the ignition advance angle adjustment mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: Based on the second operating parameters and the fuel type, the ignition advance angle mechanism is controlled to adjust the current ignition advance angle of the ignition system to the target ignition advance angle.

7. The engine knock monitoring method according to claim 6, characterized by, Based on the first operating parameters and the fuel type, controlling the compression ratio adjustment mechanism to adjust the current compression ratio of the gas in the cylinder to the target compression ratio includes: The knocking state is predicted based on the first operating parameters and the fuel type to obtain a first prediction result, wherein the first prediction result is used to represent the severity of knocking of the engine under the first operating parameters; The first prediction result is quantified to obtain the first detonation parameter; Based on the first operating parameters and the first knock parameters, the compression ratio adjustment mechanism is controlled to adjust the current compression ratio of the gas in the cylinder to the target compression ratio.

8. The engine knock monitoring method according to claim 6, characterized in that, Based on the second operating parameters and the fuel type, controlling the ignition advance angle mechanism to adjust the current ignition advance angle of the ignition system to the target ignition advance angle includes: The knocking state is predicted based on the second operating parameters and the fuel type to obtain a second prediction result, wherein the second prediction result is used to represent the severity of knocking of the engine under the second operating parameters; The second prediction result is quantified to obtain the second detonation parameter; Based on the second operating parameters and the second knock parameters, the ignition advance angle mechanism is controlled to adjust the current ignition advance angle of the ignition system to the target ignition advance angle.

9. The engine knock monitoring method according to any one of claims 4-8, characterized in that, The method further includes: Monitor whether the vibration parameters of the engine are within the abnormal parameter range; In response to the vibration parameter being within the abnormal parameter range, it is determined that the engine is in the knocking state; In response to the vibration parameter not being within the abnormal parameter range, it is determined that the engine is not in the knocking state.

10. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 4 to 9.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method of any one of claims 4 to 9.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 4 to 9.

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