A method, device and vehicle for preventing blast shock

Abstract

This invention discloses an anti-knock control method, control device, and vehicle applied to an engine in a hybrid power system. The control method includes: adjusting the engine's initial demand torque change rate limit, initial torque limit, and initial speed limit to a first demand torque change rate limit, a first torque limit, and a first speed limit, respectively; acquiring the engine's knock intensity signal and knock thrust angle under normal operating conditions; determining the engine's knock risk based on the knock intensity signal and knock thrust angle; and correcting the first demand torque change rate limit, the first torque limit, and the first speed limit based on the knock risk. The anti-knock control method provided by this invention can adjust the engine's parameter usage limits in real time, using the engine to operate to the maximum extent possible and to prevent the risk of engine knock, thereby improving engine efficiency and economy.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to a method, device and vehicle for preventing knocking. Background Technology

[0002] Hydrogen / methanol engines are more prone to knocking than diesel engines due to the combustion characteristics and conditions of their fuels. Knocking reduces vehicle power and fuel economy, and localized high-pressure shocks can damage piston tops, cylinder walls, or valves. To prevent engine knocking, hybrid systems with dual power sources often restrict engine operating conditions based on the knock-prone areas, compensating for power loss with the electric motor. However, this can impact fuel economy, especially in direct-drive systems where direct engine drive minimizes electric motor assistance, resulting in the lowest energy loss and best fuel economy. Whether knocking occurs in the knock-prone areas depends on factors such as engine assembly, component quality, fuel and air quality, and ambient temperature; therefore, knocking zones cannot be simply defined. Summary of the Invention

[0003] This invention provides a method, device, and vehicle for preventing engine knock. By first increasing the limits of various engine parameters, when engine knock occurs, the current parameter settings are obtained, and the limits of each parameter are corrected accordingly. This can maximize engine performance while preventing engine knock, thereby improving engine efficiency and economy.

[0004] According to a first aspect of the present invention, a method for controlling knock resistance is provided, applied to an engine in a hybrid power system, the control method comprising:

[0005] The initial demand torque change rate limit, initial torque limit, and initial speed limit of the engine are adjusted to the first demand torque change rate limit, the first torque limit, and the first speed limit, respectively.

[0006] Under normal operating conditions, the knock intensity signal and knock thrust angle of the engine are acquired.

[0007] The knock risk of the engine is determined based on the knock intensity signal and the knock thrust angle;

[0008] The first required torque change rate limit, the first torque limit, and the first speed limit are adjusted based on the knock risk.

[0009] Optionally, determining the engine's operating state based on the knock intensity signal and the knock thrust angle includes:

[0010] When the knock intensity signal is greater than or equal to the first threshold and the delay angle of the knock push angle is greater than or equal to the second threshold, it is determined that the engine has a knock risk.

[0011] Optionally, after determining that the engine has a knock risk when the knock intensity signal is greater than or equal to a first threshold and the knock thrust delay angle is greater than or equal to a second threshold, the method further includes:

[0012] When the engine is at risk of knocking, the actual required torque change rate, actual torque value, and actual speed value of the engine are obtained.

[0013] Optionally, the step of correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the operating state includes:

[0014] When the actual required torque change rate of the engine is greater than or equal to the third threshold, the first required torque change rate limit is corrected to the actual required torque change rate.

[0015] Optionally, the step of correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the operating state includes:

[0016] Obtain the actual load rate of the engine;

[0017] When the actual load rate is greater than or equal to the fourth threshold, the first torque limit is corrected to the actual torque value.

[0018] Optionally, the step of correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the operating state includes:

[0019] When the actual engine speed is greater than or equal to the fifth threshold, the first speed limit is corrected to the actual speed, and the engine shift point is adjusted.

[0020] Optionally, after correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the knock risk, the method further includes:

[0021] The engine is controlled to operate continuously at limits set by the actual required torque change rate, the actual torque value, and the actual speed value;

[0022] When the engine again has the risk of knocking, and the actual torque demand change rate, the actual torque value, or the actual speed value of the engine is greater than or equal to the sixth threshold, then the actual torque demand change rate, the actual torque value, or the actual speed value shall be corrected.

[0023] Optionally, when the engine again has the risk of knocking, and the actual torque demand change rate, the actual torque value, or the actual speed value of the engine is greater than or equal to the sixth threshold, after correcting the actual torque demand change rate, the actual torque value, or the actual speed value, the method further includes:

[0024] When the knock intensity signal of the engine is less than the first threshold and the knock thrust delay angle is less than the second threshold, the actual required torque change rate, the actual torque value, or the actual speed value is set as the final limit.

[0025] According to a second aspect of the present invention, an anti-knock control device is provided, applied to an engine of a hybrid power system, the control device being used to execute the anti-knock control method according to any one of the first aspects of the present invention, the control device comprising:

[0026] The limit adjustment module is used to adjust the initial demand torque change rate limit, the initial torque limit, and the initial speed limit of the engine to the first demand torque change rate limit, the first torque limit, and the first speed limit, respectively.

[0027] The acquisition module is used to acquire the knock intensity signal and knock thrust angle of the engine under normal operating conditions.

[0028] The judgment module is used to determine the knock risk of the engine based on the knock intensity signal and the knock angle;

[0029] The correction module is used to correct the first required torque change rate limit, the first torque limit, and the first speed limit based on the knock risk.

[0030] According to a third aspect of the present invention, a vehicle is provided, including a hybrid power system and the anti-knock control device described in the second aspect of the present invention.

[0031] This invention discloses an anti-knock control method, control device, and vehicle applied to an engine in a hybrid power system. The control method includes: adjusting the engine's initial demand torque change rate limit, initial torque limit, and initial speed limit to a first demand torque change rate limit, a first torque limit, and a first speed limit, respectively; acquiring the engine's knock intensity signal and knock thrust angle under normal operating conditions; determining the engine's knock risk based on the knock intensity signal and knock thrust angle; and correcting the first demand torque change rate limit, the first torque limit, and the first speed limit based on the knock risk. The anti-knock control method provided by this invention, by first increasing the limits of various engine parameters, and then acquiring the current parameter settings when engine knock occurs, and correcting the limits accordingly, can maximize engine performance while preventing engine knock, thereby improving engine efficiency and economy.

[0032] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a flowchart of a blast-proof control method provided in an embodiment of the present invention;

[0035] Figure 2 This is a schematic diagram of the hybrid power system structure provided in an embodiment of the present invention;

[0036] Figure 3 This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0037] Figure 4 This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0038] Figure 5 This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0039] Figure 6 This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0040] Figure 7This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0041] Figure 8 This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0042] Figure 9 This is a flowchart of another anti-explosion control method provided in an embodiment of the present invention;

[0043] Figure 10 This is a schematic diagram of the structure of an anti-explosion control device provided in an embodiment of the present invention. Detailed Implementation

[0044] 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.

[0045] 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.

[0046] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0047] Figure 1 This is a flowchart of a blast-proof control method provided in an embodiment of the present invention. Figure 2 This is a schematic diagram of the hybrid power system structure provided in an embodiment of the present invention; see reference. Figure 1 and Figure 2The anti-knock control method provided in this embodiment of the invention is applied to the engine of a hybrid power system. The hybrid power system includes an engine 1, a clutch 2, a motor 3, a motor controller 4, a power battery 5, and a transmission 6. The controller used to control the entire hybrid power system is a hydraulic control unit (HCU), which is the core execution component of the vehicle's electronic stability system. Based on the instructions of the electronic control unit (ECU), the hydraulic control unit precisely adjusts the hydraulic pressure of each wheel brake caliper through solenoid valves, thereby achieving functions such as anti-lock braking, anti-skid, and traction control.

[0048] Clutch 2 is located between engine 1 and motor 3. When clutch 2 is disengaged, only motor 3 drives the vehicle. When clutch 2 is engaged, the vehicle enters hybrid mode, and engine 1 and motor 3 drive the vehicle together.

[0049] S101. Adjust the initial demand torque change rate limit, initial torque limit and initial speed limit of the engine to the first demand torque change rate limit, the first torque limit and the first speed limit, respectively.

[0050] Specifically, each engine has pre-set parameter limits at the factory, based on different standards and manufacturers, to ensure the engine operates safely and normally during normal operation. Step S101 is achieved through calibration. For example, the maximum external torque corresponding to 1200 rpm is 600 Nm (i.e., the parameter limit at the factory). To prevent the risk of engine knock (knock refers to the combustion of unburned mixture before it is ignited in the combustion chamber due to high temperature and pressure, resulting in multiple flames),... (The sharp and violent collision causes high-frequency pressure oscillation and metallic knocking sounds). The HCU calibrates the maximum torque limit of the engine's external characteristics at 1200 rpm as 450 Nm (i.e., the initial torque limit in step S101). With this setting, the maximum torque limit of the engine's external characteristics at 1200 rpm will be below 450 Nm during use, and it cannot be used in the area above 450 Nm, in order to prevent the engine from knocking. In step S101, the initial torque limit (450 Nm) is adjusted to the first torque limit (i.e., 600 Nm).

[0051] The engine's operating speed is not allowed to exceed 1800 rpm, and is limited to 1600 rpm (initial speed limit). It is then adjusted to 1800 rpm (i.e., the first speed limit). Similarly, the initial torque change rate limit of the engine is adjusted to the first torque change rate limit in turn to achieve the engine's maximum performance and improve its working efficiency.

[0052] S102. Under normal operating conditions, acquire the engine knock intensity signal and knock thrust angle.

[0053] Specifically, to ensure the engine runs normally, knock sensors are installed inside the engine cylinders. The core function of the knock sensor is to monitor whether the engine knocks. When the piezoelectric ceramic element inside the knock sensor is subjected to the vibration pressure caused by knocking, it generates an AC voltage signal. The stronger the vibration, the higher the pressure signal. The feedback on the vehicle is displayed on the display device using numbers "1, 2, 3..." to show the degree of engine knocking.

[0054] Knock advance refers to the action taken by the ECU when it detects engine knocking via the knock sensor—that is, retarding the ignition timing.

[0055] The knock intensity signal and knock angle of the engine under normal operating conditions are obtained through the knock sensor and ECU.

[0056] S103. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0057] Specifically, the knock risk of the engine is determined based on the knock intensity signal and knock thrust angle obtained in step S102 above. For example, if the knock intensity signal is greater than or equal to 5 and the knock thrust angle delay angle is greater than 10 degrees, the engine is determined to have a knock risk; otherwise, the engine is determined to be in normal working condition.

[0058] S104. Adjust the first demand torque change rate limit, the first torque limit, and the first speed limit based on the knock risk.

[0059] Specifically, based on the engine knock risk determined in step S103 above, the first demand torque change rate limit, the first torque limit, and the first speed limit of the engine are corrected in real time according to the knock risk. That is, the first demand torque change rate limit, the first torque limit, and the first speed limit are adjusted in real time based on the engine knock risk.

[0060] The control method provided in this embodiment of the invention first raises the limits of various engine parameters, and when engine knock occurs, obtains the current parameter settings and corrects the limits of each parameter accordingly. This can maximize engine performance while preventing engine knock, thereby improving engine efficiency and economy.

[0061] Based on the above embodiments, the present invention further refines the determination of engine operating status based on knock intensity signal and knock thrust angle. Figure 3 This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 3The anti-knock control method provided in this embodiment of the invention includes:

[0062] S201. Adjust the initial demand torque change rate limit, initial torque limit and initial speed limit of the engine to the first demand torque change rate limit, the first torque limit and the first speed limit, respectively.

[0063] S202. Under normal operating conditions, acquire the engine knock intensity signal and knock thrust angle.

[0064] S203. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0065] S204. Compare the detonation intensity signal with the first threshold, and compare the detonation push angle delay angle with the second threshold.

[0066] Specifically, the knock intensity signal obtained by the engine knock sensor is compared with a first threshold (e.g., the knock intensity signal is 3), and the knock push angle delay angle is compared with a second threshold (e.g., the delay angle is 20 degrees).

[0067] S2041. When the knock intensity signal is greater than or equal to the first threshold and the knock push angle delay angle is greater than or equal to the second threshold, the engine is determined to have a knock risk.

[0068] Specifically, when the engine knock intensity signal obtained in step S202 is greater than or equal to the first threshold (e.g., knock intensity signal 3), and the delay angle of the knock push angle is greater than or equal to the second threshold (e.g., the delay angle is 20 degrees), the engine is determined to be in a knock risk operating state.

[0069] S2042. When the knock intensity signal is less than the first threshold or the knock push angle delay angle is less than the second threshold, the engine is determined to be in normal working condition.

[0070] Specifically, when the engine knock intensity signal obtained in step S202 is less than the first threshold (e.g., knock intensity signal 3), and the delay angle of the knock push angle is less than the second threshold (e.g., the delay angle is 20 degrees), the engine is determined to be in normal working condition.

[0071] S205. The first demand torque change rate limit, the first torque limit, and the first speed limit are modified according to the knock risk.

[0072] Based on the above embodiments, the present invention further refines the determination that an engine has a knock risk when the knock intensity signal is greater than or equal to a first threshold and the knock delay angle is greater than or equal to a second threshold. Figure 4This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 4 The anti-knock control method provided in this embodiment of the invention includes:

[0073] S301. Adjust the engine's initial demand torque change rate limit, initial torque limit, and initial speed limit to the first demand torque change rate limit, the first torque limit, and the first speed limit, respectively.

[0074] S302. Under normal operating conditions, acquire the engine knock intensity signal and knock thrust angle.

[0075] S303. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0076] S304. Compare the detonation intensity signal with the first threshold, and compare the detonation push angle delay angle with the second threshold.

[0077] S305. When the knock intensity signal is greater than or equal to the first threshold and the knock push angle delay angle is greater than or equal to the second threshold, the engine is determined to have a knock risk.

[0078] S306. When there is a risk of engine knocking, obtain the actual required torque change rate, actual torque value, and actual speed value of the engine.

[0079] Specifically, when it is determined that there is a risk of engine knocking at this moment, the engine ECU obtains and records the actual torque change rate of the engine at this moment based on the change value of the required torque and the preset time period; the engine ECU obtains the actual torque value of the engine based on sensor signals and preset models; and the engine ECU obtains and records the actual speed value of the engine based on the speed sensor installed on the engine crankshaft.

[0080] S307. The first demand torque change rate limit, the first torque limit, and the first speed limit are modified according to the knock risk.

[0081] Based on the above embodiments, the present invention further refines the modification of the first demand torque change rate limit, the first torque limit, and the first speed limit according to the knock risk. Figure 5 This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 5 The control method provided in this embodiment of the invention includes:

[0082] S401. Adjust the engine's initial demand torque change rate limit, initial torque limit, and initial speed limit to the first demand torque change rate limit, the first torque limit, and the first speed limit, respectively.

[0083] S402. Under normal operating conditions, acquire the engine knock intensity signal and knock thrust angle.

[0084] S403. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0085] S404. When there is a risk of engine knocking, obtain the actual required torque change rate, actual torque value, and actual speed value of the engine.

[0086] S405. Adjust the first demand torque change rate limit, the first torque limit, and the first speed limit based on the knock risk.

[0087] S406. When the actual required torque change rate of the engine is greater than or equal to the third threshold, the first required torque change rate limit is corrected to the actual required torque change rate.

[0088] Specifically, when the actual torque demand change rate when the engine is at risk of knocking is greater than or equal to the third threshold, the first torque demand change rate limit is corrected to the actual torque demand change rate. For example, if the actual torque demand change rate when the engine is at risk of knocking is 500 Nm / s, which is higher than the 200 Nm / s set before the engine left the factory (i.e., the third threshold), then the first torque demand change rate limit of 1000 Nm / s is corrected to the actual torque demand change rate of 500 Nm / s.

[0089] Based on the above embodiments, the present invention further refines the modification of the first demand torque change rate limit, the first torque limit, and the first speed limit according to the knock risk. Figure 6 This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 6 The control method provided in this embodiment of the invention includes:

[0090] S501, Adjust the initial demand torque change rate limit, initial torque limit and initial speed limit of the engine to the first demand torque change rate limit, the first torque limit and the first speed limit, respectively.

[0091] S502. Under normal operating conditions, the engine knock intensity signal and knock thrust angle are acquired.

[0092] S503. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0093] S504. When there is a risk of engine knocking, obtain the actual required torque change rate, actual torque value, and actual speed value of the engine.

[0094] S505. The first demand torque change rate limit, the first torque limit, and the first speed limit are modified according to the knock risk.

[0095] S506, Obtain the actual load rate of the engine.

[0096] Specifically, the engine's actual load rate reflects the ratio of the engine's actual output power to its maximum capacity, and is calculated by the engine's ECU.

[0097] S507. When the actual load rate is greater than or equal to the fourth threshold, the first torque limit is corrected to the actual torque value.

[0098] Specifically, when the actual load rate of the engine is greater than or equal to the fourth threshold, it indicates that the engine's required load is high at this moment, such as when the vehicle is under high load or climbing. In this case, the first torque limit is corrected to the actual torque value. For example, when it is determined that there is a risk of engine knocking, the engine speed is 1200 rpm, and the engine's operating torque is 550 Nm (actual torque value), which is higher than the previous anti-knock operating torque limit of 450 Nm (fourth threshold) at 1200 rpm. In this case, the first torque limit (600 Nm) is corrected to the actual torque value (550 Nm).

[0099] Based on the above embodiments, the present invention further refines the modification of the first required torque change rate limit, the first torque limit, and the first speed limit according to the working state. Figure 7 This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 7 The control method provided in this embodiment of the invention includes:

[0100] S601, Adjust the initial demand torque change rate limit, initial torque limit and initial speed limit of the engine to the first demand torque change rate limit, the first torque limit and the first speed limit, respectively.

[0101] S602. Under normal operating conditions, acquire the engine knock intensity signal and knock thrust angle.

[0102] S603. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0103] S604. When there is a risk of engine knocking, obtain the actual required torque change rate, actual torque value, and actual speed value of the engine.

[0104] S605. The first demand torque change rate limit, the first torque limit, and the first speed limit are modified according to the knock risk.

[0105] S606. When the actual engine speed is greater than or equal to the fifth threshold, the first speed limit is corrected to the actual speed, and the engine shift point is adjusted.

[0106] Specifically, when the actual engine speed detected by the engine speed sensor is greater than or equal to the fifth threshold, the first speed limit is corrected to the actual speed value, and the engine shift point is adjusted. For example, when the engine is determined to have a knock risk, if the current engine speed is 1750 rpm (actual speed value), the first speed limit (1800 rpm) is corrected to the actual speed value (1750 rpm), and the engine shift point is adjusted in time to achieve the speed limit.

[0107] Based on the above embodiments, the embodiments of the present invention further refine the first demand torque change rate limit, the first torque limit, and the first speed limit after modifying them according to the knock risk. Figure 8 This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 8 The control method provided in this embodiment of the invention includes:

[0108] S701, Adjust the initial demand torque change rate limit, initial torque limit and initial speed limit of the engine to the first demand torque change rate limit, the first torque limit and the first speed limit, respectively.

[0109] S702. Under normal operating conditions, the engine knock intensity signal and knock thrust angle are acquired.

[0110] S703. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0111] S704. When there is a risk of engine knocking, obtain the actual required torque change rate, actual torque value, and actual speed value of the engine.

[0112] S705. The first demand torque change rate limit, the first torque limit, and the first speed limit are modified according to the knock risk.

[0113] S706 controls the engine to operate continuously with limits set by the actual required torque change rate, actual torque value, and actual speed value.

[0114] Specifically, after the engine corrects the first required torque change rate limit, the first torque limit, and the first speed limit to the actual required torque change rate, the actual torque value, and the actual speed value, respectively, the engine continues to operate within the limits of the actual required torque change rate, the actual torque value, and the actual speed value. In other words, at this moment, the engine's required torque change rate, torque limit, and speed limit are no longer the limits when the engine first left the factory, but the corrected limits, namely the actual required torque change rate, the actual torque value, and the actual speed value. At this moment, the engine operates with the required torque change rate, torque value, and speed value not exceeding the actual required torque change rate, the actual torque value, and the actual speed value.

[0115] S707. When the engine is at risk of knocking again, and the actual torque demand change rate, actual torque value, and actual speed value are greater than or equal to the sixth threshold, the actual torque demand change rate, actual torque value, and actual speed value shall be corrected.

[0116] Specifically, in step S706 above, when the engine is running with the actual required torque change rate, actual torque value, and actual speed value as limits, if the engine has a knock risk again, and the actual required torque change rate, actual torque value, and actual speed value are greater than or equal to the sixth threshold (i.e., the limits set by the engine at the factory), it proves that the engine limits at this time have not been corrected to the optimal performance state that the engine can achieve. Therefore, the actual required torque change rate, actual torque value, and actual speed value are further corrected.

[0117] Based on the above embodiments, this invention further refines the modification of the actual required torque change rate, actual torque value, or actual speed value when the engine again faces the risk of knocking, and the actual required torque change rate, actual torque value, or actual speed value is greater than or equal to the sixth threshold. Figure 9 This is a flowchart of another anti-knock control method provided in an embodiment of the present invention, for reference. Figure 9 The control method provided in this embodiment of the invention includes:

[0118] S801, Adjust the initial demand torque change rate limit, initial torque limit and initial speed limit of the engine to the first demand torque change rate limit, the first torque limit and the first speed limit, respectively.

[0119] S802. Under normal operating conditions, the engine knock intensity signal and knock thrust angle are acquired.

[0120] S803. Determine the engine's knock risk based on the knock intensity signal and knock thrust angle.

[0121] S804. When there is a risk of engine knocking, obtain the actual required torque change rate, actual torque value, and actual speed value of the engine.

[0122] S805. The first demand torque change rate limit, the first torque limit, and the first speed limit are modified according to the knock risk.

[0123] S806 controls the engine to operate continuously with limits set by the actual required torque change rate, actual torque value, and actual speed value.

[0124] S807. When the engine is at risk of knocking again, and the actual torque demand change rate, actual torque value, and actual speed value are greater than or equal to the sixth threshold, the actual torque demand change rate, actual torque value, and actual speed value shall be corrected.

[0125] S808. When the engine knock intensity signal is less than the first threshold and the knock thrust angle delay angle is less than the second threshold, the actual required torque change rate, actual torque value and actual speed value shall be kept as the final limit.

[0126] Specifically, if the knock intensity signal obtained in step S802 is less than the first threshold and the knock push angle delay angle is less than the second threshold, then when the engine is in normal working condition, it proves that the engine running at the actual required torque change rate, actual torque value or actual speed value will not have knock risk. Therefore, the actual required torque change rate, actual torque value or actual speed value is set as the final limit value of the engine.

[0127] Based on the same inventive concept Figure 10 This is a schematic diagram of an anti-explosion control device provided in an embodiment of the present invention, for reference. Figure 10 This invention also provides an anti-knock control device applied to an engine in a hybrid power system. The control device is used to execute the anti-knock control method in any of the above embodiments. The control device includes:

[0128] The limit adjustment module 100 is used to adjust the initial demand torque change rate limit, the initial torque limit, and the initial speed limit of the engine to the first demand torque change rate limit, the first torque limit, and the first speed limit, respectively.

[0129] The acquisition module 200 is used to acquire the engine knock intensity signal and knock thrust angle under normal operating conditions.

[0130] The judgment module 300 is used to determine the engine knock risk based on the knock intensity signal and knock thrust angle.

[0131] The correction module 400 is used to correct the first demand torque change rate limit, the first torque limit, and the first speed limit based on the knock risk.

[0132] The anti-blast control device provided in this embodiment of the invention can achieve the same technical effect as the anti-blast control method provided in any of the above embodiments of the invention, and will not be described again here.

[0133] Based on the same inventive concept, and referring to Figure 2 The present invention also provides a vehicle, including a hybrid power system and the anti-knock control device described in the above embodiments.

[0134] The vehicle provided in this embodiment of the invention can achieve the same technical effect as the anti-knock control device provided in the above-described embodiment of the invention, and will not be described again here.

[0135] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling blast shock, characterized in that, The control method, applied to an engine in a hybrid power system, includes: The initial demand torque change rate limit, initial torque limit, and initial speed limit of the engine are respectively increased to the first demand torque change rate limit, the first torque limit, and the first speed limit; Under normal operating conditions, the engine's knock intensity signal and knock thrust angle are acquired. The knock risk of the engine is determined based on the knock intensity signal and the knock thrust angle; The first required torque change rate limit, the first torque limit, and the first speed limit are adjusted based on the knock risk.

2. The anti-knock control method according to claim 1, characterized in that, Determining the engine's operating state based on the knock intensity signal and the knock thrust angle includes: When the knock intensity signal is greater than or equal to the first threshold and the delay angle of the knock push angle is greater than or equal to the second threshold, it is determined that the engine has a knock risk.

3. The anti-blast control method according to claim 2, characterized in that, After determining that the engine has a knock risk when the knock intensity signal is greater than or equal to a first threshold and the knock thrust delay angle is greater than or equal to a second threshold, the method further includes: When the engine is at risk of knocking, the actual required torque change rate, actual torque value, and actual speed value of the engine are obtained.

4. The anti-knock control method according to claim 3, characterized in that, The step of correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the operating state includes: When the actual required torque change rate of the engine is greater than or equal to the third threshold, the first required torque change rate limit is corrected to the actual required torque change rate.

5. The anti-knock control method according to claim 3, characterized in that, The step of correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the operating state includes: Obtain the actual load rate of the engine; When the actual load rate is greater than or equal to the fourth threshold, the first torque limit is corrected to the actual torque value.

6. The anti-knock control method according to claim 3, characterized in that, The step of correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the operating state includes: When the actual engine speed is greater than or equal to the fifth threshold, the first speed limit is corrected to the actual speed, and the engine shift point is adjusted.

7. The anti-knock control method according to claim 3, characterized in that, After correcting the first required torque change rate limit, the first torque limit, and the first speed limit based on the knock risk, the method further includes: The engine is controlled to operate continuously at limits set by the actual required torque change rate, the actual torque value, and the actual speed value; When the engine again has the risk of knocking, and the actual torque demand change rate, the actual torque value, or the actual speed value of the engine is greater than or equal to the sixth threshold, then the actual torque demand change rate, the actual torque value, or the actual speed value shall be corrected.

8. The anti-knock control method according to claim 3, characterized in that, When the engine again experiences the risk of knocking, and the actual torque demand change rate, the actual torque value, or the actual speed value is greater than or equal to the sixth threshold, the method of correcting the actual torque demand change rate, the actual torque value, or the actual speed value further includes: When the knock intensity signal of the engine is less than the first threshold and the knock thrust delay angle is less than the second threshold, the actual required torque change rate, the actual torque value, or the actual speed value is set as the final limit.

9. A control device for preventing explosions, characterized in that, An engine applied to a hybrid power system, wherein the control device is used to execute the anti-knock control method according to any one of claims 1 to 8, the control device comprising: The limit enhancement module is used to enhance the initial demand torque change rate limit, the initial torque limit, and the initial speed limit of the engine to the first demand torque change rate limit, the first torque limit, and the first speed limit, respectively. The acquisition module is used to acquire the knock intensity signal and knock thrust angle of the engine under normal operating conditions. The judgment module is used to determine the knock risk of the engine based on the knock intensity signal and the knock angle; The correction module is used to correct the first required torque change rate limit, the first torque limit, and the first speed limit based on the knock risk.

10. A vehicle, characterized in that, It includes a hybrid power system and the anti-knock control device as described in claim 9.

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