Knock control method and device based on vehicle speed, electronic device and storage medium

Abstract

This application discloses a control method, device, electronic equipment, and storage medium for improving knock based on vehicle speed. By fully considering the core characteristic of decoupling engine operating conditions from vehicle speed in range-extended electric vehicles, this application initiates vehicle speed-based knock correction control when engine temperature and coolant temperature meet preset conditions. It constructs a multi-dimensional correction factor using vehicle speed, engine temperature, coolant temperature, and intake air temperature to specifically optimize the basic knock correction amount determined by engine speed and load, rather than using the single calibration logic of traditional gasoline vehicles. Therefore, it solves the technical problems of existing knock control methods being unsuitable for the characteristics of range-extended vehicles, resulting in easily perceptible knock at low speeds and high loads, deteriorating fuel economy at high speeds, and difficulty in balancing NVH performance and overall vehicle energy consumption. This achieves the technical effect of effectively suppressing knock and improving ride comfort at low speeds and high loads, while ensuring fuel economy at high speeds, thus realizing the synergistic optimization of NVH performance and overall vehicle energy consumption.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and in particular to a control method, apparatus, electronic device and storage medium for improving knock based on vehicle speed. Background Technology

[0002] Range-extended electric vehicles (REEVs), as an important branch of new energy vehicles, are widely used in urban commuting and long-distance travel. In related technologies, engine knock control utilizes multiple parameters such as engine speed, load, intake air temperature, coolant temperature, and exhaust gas recirculation rate (EGR) to construct a boundary calibration system based on steady-state operating conditions. Specifically, this control logic covers the entire process from sensor data acquisition to ignition angle correction decisions, aiming to ensure stable engine operation under various loads.

[0003] Existing knock control methods directly adopt the calibration strategies of traditional gasoline vehicles, without considering the decoupling characteristics of engine operating conditions and vehicle speed in range-extended vehicles. Under low-speed, high-load conditions, due to the lack of air cooling and low ambient noise, the tendency for engine knock increases significantly and is easily perceived by passengers. If the ignition timing is increased globally to avoid such knocking, it will lead to excessive ignition delay at high speeds, resulting in deteriorated fuel economy and making it difficult to balance noise, vibration, and harshness performance (NVH) with overall vehicle energy consumption. Summary of the Invention

[0004] This disclosure provides a control method, apparatus, electronic device, and storage medium for improving knock based on vehicle speed.

[0005] According to a first aspect of this disclosure, a method for improving knock control based on vehicle speed is provided, comprising:

[0006] Obtain the engine's operating status parameters; When the engine temperature and engine coolant temperature parameters meet the preset activation conditions, the speed-based knock correction control is activated. Determine the basic knock correction amount based on the engine's current speed and load; The first correction factor is determined based on the current vehicle speed and the current engine temperature, and the second correction factor is determined based on the current intake air temperature. The target knock correction amount is obtained by comprehensively correcting the basic knock correction amount using the first correction factor and the second correction factor. The engine's ignition advance angle is controlled based on the target knock correction amount.

[0007] Optionally, when the engine temperature and engine coolant temperature parameters meet preset activation conditions, activating the vehicle speed-based knock correction control includes: The engine coolant temperature (engine water temperature) is obtained. When the coolant temperature (engine water temperature) is greater than a preset temperature threshold, the activation condition is determined to be met.

[0008] Optionally, before determining that the activation condition is met when the coolant temperature / engine water temperature exceeds a preset temperature threshold, the method further includes: During the process of starting the engine from a cold state, the critical temperature at which the engine first experiences knocking is monitored, and the critical temperature minus a preset temperature difference offset is used as the temperature threshold.

[0009] Optionally, determining the basic knock correction amount based on the engine's current speed and load includes: Based on a pre-calibrated first mapping relationship with engine speed and load as coordinates, the basic knock correction amount corresponding to the current speed and load is queried. The first mapping relationship is obtained by calibrating knock tendency tests after traversing different engine speed and load operating points under the conditions that the engine is in a preset low ambient temperature range, the engine coolant temperature is in a preset hot engine temperature range, and the intake air temperature is lower than a preset intake air temperature limit.

[0010] Optionally, determining the first correction factor based on the current vehicle speed and the current engine temperature includes: Based on a pre-calibrated second mapping relationship with vehicle speed and engine temperature / coolant temperature as coordinates, a first correction factor corresponding to the current vehicle speed and current engine temperature / coolant temperature is queried. In the second mapping relationship, when the vehicle speed is higher than a preset high-speed threshold or the engine temperature / coolant temperature is lower than a preset low-temperature threshold, the first correction factor is calibrated to a value of zero or close to zero. When the vehicle speed is lower than a preset low-speed threshold and the engine temperature / coolant temperature is higher than a preset high-temperature threshold, the first correction factor is calibrated to a value of one or close to one.

[0011] Optionally, determining the second correction factor based on the current intake air temperature includes: Based on a pre-calibrated third mapping relationship with engine speed and intake air temperature as coordinates, a second correction factor corresponding to the current engine speed and current intake air temperature is obtained; wherein, in the third mapping relationship, when the intake air temperature is lower than or equal to a preset intake air temperature reference value, the second correction factor is calibrated to one, and when the intake air temperature is higher than the intake air temperature reference value, the second correction factor decreases as the intake air temperature increases.

[0012] According to a second aspect of this disclosure, a control device for improving knocking based on vehicle speed is provided, comprising: Acquisition unit, used to acquire engine operating status parameters; The starting unit is used to activate the vehicle speed-based knock correction control when the engine temperature and engine coolant temperature parameters meet the preset activation conditions. The first determining unit is used to determine the basic knock correction amount based on the current engine speed and load; The second determining unit is used to determine the first correction factor based on the current vehicle speed and the current engine temperature; The third determining unit is used to determine the second correction factor based on the current intake air temperature; The comprehensive correction unit is used to comprehensively correct the basic knock correction amount using the first correction factor and the second correction factor to obtain the target knock correction amount. The control unit is used to control the engine's ignition advance angle based on the target knock correction amount.

[0013] Optionally, the starting unit is further configured to: The engine coolant temperature (engine water temperature) is obtained. When the coolant temperature (engine water temperature) is greater than a preset temperature threshold, the activation condition is determined to be met.

[0014] Optionally, the starting unit is further configured to: During the process of starting the engine from a cold state, the critical temperature at which the engine first experiences knocking is monitored, and the critical temperature minus a preset temperature difference offset is used as the temperature threshold.

[0015] Optionally, the first determining unit is further configured to: Based on a pre-calibrated first mapping relationship with engine speed and load as coordinates, the basic knock correction amount corresponding to the current speed and load is queried. The first mapping relationship is obtained by calibrating knock tendency tests after traversing different engine speed and load operating points under the conditions that the engine is in a preset low ambient temperature range, the engine coolant temperature is in a preset hot engine temperature range, and the intake air temperature is lower than a preset intake air temperature limit.

[0016] Optionally, the second determining unit is further configured to: Based on a pre-calibrated second mapping relationship with vehicle speed and engine temperature / coolant temperature as coordinates, a first correction factor corresponding to the current vehicle speed and current engine temperature / coolant temperature is queried. In the second mapping relationship, when the vehicle speed is higher than a preset high-speed threshold or the engine temperature / coolant temperature is lower than a preset low-temperature threshold, the first correction factor is calibrated to a value of zero or close to zero. When the vehicle speed is lower than a preset low-speed threshold and the engine temperature / coolant temperature is higher than a preset high-temperature threshold, the first correction factor is calibrated to a value of one or close to one.

[0017] Optionally, the third determining unit is further configured to: Based on a pre-calibrated third mapping relationship with engine speed and intake air temperature as coordinates, a second correction factor corresponding to the current engine speed and current intake air temperature is obtained; wherein, in the third mapping relationship, when the intake air temperature is lower than or equal to a preset intake air temperature reference value, the second correction factor is calibrated to one, and when the intake air temperature is higher than the intake air temperature reference value, the second correction factor decreases as the intake air temperature increases.

[0018] According to a third aspect of this disclosure, an electronic device is provided, comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method described in the first aspect above.

[0019] According to a fourth aspect of this disclosure, a non-transitory computer-readable storage medium is provided storing computer instructions, wherein the computer instructions are configured to cause the computer to perform the method described in the first aspect above.

[0020] According to a fifth aspect of this disclosure, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0021] The speed-based knock control method, device, electronic equipment, and storage medium disclosed herein, by fully considering the core characteristic of decoupling the engine operating conditions and vehicle speed of range-extended electric vehicles, initiate speed-based knock correction control when the engine temperature and engine coolant temperature meet preset conditions. By constructing a multi-dimensional correction factor using vehicle speed, engine temperature, engine coolant temperature, and intake air temperature, the basic knock correction amount determined by engine speed and load is specifically optimized, rather than using the single calibration logic of traditional gasoline vehicles. Therefore, it can solve the technical problems of existing knock control methods not being adapted to the characteristics of range-extended vehicles, resulting in easily perceptible knock at low speed and high load conditions, deterioration of fuel economy at high speed conditions, and difficulty in balancing NVH performance and overall vehicle energy consumption. It achieves the technical effect of effectively suppressing knock and improving ride comfort at low speed and high load conditions, while ensuring fuel economy at high speed conditions, thus realizing the synergistic optimization of NVH performance and overall vehicle energy consumption.

[0022] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0023] The accompanying drawings are provided to better understand this solution and do not constitute a limitation of this disclosure. Wherein: Figure 1 A schematic flowchart illustrating a vehicle speed-based method for controlling knocking according to an embodiment of this disclosure; Figure 2 A simplified logic diagram of a control provided in an embodiment of this application; Figure 3 A schematic diagram illustrating a method for confirming a water temperature threshold provided in an embodiment of this application; Figure 4 A flowchart illustrating the implementation of MAPA, MAPB, and MAPC provided in an embodiment of this application; Figure 5 A schematic diagram of a control device for improving knock based on vehicle speed, provided in an embodiment of this disclosure; Figure 6 A schematic block diagram of an example electronic device provided for embodiments of this disclosure. Detailed Implementation

[0024] The exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding, and should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0025] The following description, with reference to the accompanying drawings, outlines a vehicle speed-based method, apparatus, electronic device, and storage medium for improving knock control according to embodiments of this disclosure.

[0026] Figure 1 This is a schematic flowchart of a vehicle speed-based control method for improving knocking, provided as an embodiment of this disclosure.

[0027] like Figure 1 As shown, the method includes the following steps: Step 101: Obtain the engine's operating status parameters; The engine's operating state parameters are acquired, including at least thermal state parameters characterizing the engine's thermal state and vehicle speed parameters characterizing the vehicle's travel speed. Based on these parameters, it is determined whether the engine is in a thermal state range prone to speed-related knocking. If so, a knock suppression correction amount corresponding to the current vehicle speed is further determined. This correction amount is independent of the basic knock control parameters determined based on engine speed and load, and is used to additionally increase knock suppression intensity under low-speed conditions, while reducing or eliminating this additional suppression under medium- and high-speed conditions.

[0028] By using vehicle speed as an independent correction dimension, the engine can adaptively adjust the knock control boundary across different speed ranges. This effectively suppresses knock at low speeds while avoiding fuel economy losses due to over-correction at high speeds. As one implementation method, a speed-based correction logic can be triggered by a preset thermal threshold. The correction amount is calculated using calibration mapping relationships (such as MAPA, MAPB, MAPC) of multi-dimensional parameters including vehicle speed, engine coolant temperature, intake air temperature, and engine speed, enabling refined control under different thermal states and driving conditions.

[0029] Step 102: When the engine temperature and engine coolant temperature parameters meet the preset activation conditions, start the speed-based knock correction control. The system determines whether the engine's thermal state has reached a preset activation condition. This activation condition indicates that the engine has entered a thermal operating range where knock tendency is strongly correlated with vehicle speed. When the acquired temperature parameters meet the activation condition, vehicle speed-based knock correction control is triggered, making vehicle speed an active correction dimension independent of traditional knock control parameters (such as engine speed, load, and intake air temperature).

[0030] The speed-based knock correction control includes at least the following: determining an additional knock suppression amount based on the real-time vehicle speed, which is superimposed on the basic knock control parameters, and its value decreases or decays as the vehicle speed increases. By setting temperature-related activation conditions, unnecessary speed correction can be avoided when the engine is cold or not fully warmed up, thus enabling this function only in actual operating scenarios where knock is sensitive to vehicle speed.

[0031] As one implementation method, a water temperature threshold can be preset as an activation condition. When the measured water temperature is greater than the threshold, it is determined that the activation condition is met and the knock correction control based on vehicle speed is started. The threshold can be determined by the downward offset of the water temperature value from the engine cold start to the first occurrence of knock angle by a preset difference.

[0032] Step 103: Determine the basic knock correction amount based on the engine's current speed and load; The base knock correction value represents the knock suppression baseline value determined based on the engine's conventional operating point without incorporating the vehicle speed dimension. The additional knock suppression value generated by vehicle speed-based knock correction control, together with this base knock correction value, acts on the engine's ignition control to form the final ignition angle retraction.

[0033] The final applied knock suppression intensity consists of two superimposed parts: one part comes from the conventional knock control strategy based on engine speed and load, and the other part comes from an independently introduced vehicle speed correction component that is dynamically adjusted according to vehicle speed. Through this superposition mechanism, an additional knock suppression margin can be added for low-speed conditions on the basis of the engine's traditional knock boundary control, while maintaining or approaching the conventional control level for high-speed conditions.

[0034] As one implementation method, a base mapping table (e.g., MAPA) with engine speed and load as dimensions can be pre-calibrated, and the values ​​in the mapping table are the base knock correction values. Under the conditions of vehicle creeping or low speed driving and engine fully warmed up, the mapping table is calibrated by traversing the engine operating point and monitoring knock tendency, thereby obtaining a base correction reference independent of vehicle speed correction.

[0035] Step 104: Determine the first correction factor based on the current vehicle speed and the current engine temperature, and determine the second correction factor based on the current intake air temperature. The first correction factor characterizes the combined effect of vehicle speed and engine thermal state on knock tendency; its value decreases with increasing vehicle speed and increases with increasing engine temperature and coolant temperature. The second correction factor characterizes the regulating effect of intake air temperature on the vehicle speed-related knock correction requirement; its value decreases or remains unchanged with increasing intake air temperature. The additional knock suppression amount is determined jointly by the basic knock correction amount, the first correction factor, and the second correction factor, for example, by multiplying or weighting the basic knock correction amount with the first and second correction factors.

[0036] By introducing a first correction factor and a second correction factor, the speed-based knock correction control can adaptively adjust the additional suppression intensity according to different coolant temperature and intake air temperature conditions: under low coolant temperature or high intake air temperature conditions, the engine itself has a weak knock tendency or conventional knock correction has already intervened. At this time, by reducing the first correction factor or the second correction factor, the magnitude of the speed correction is weakened, so as to avoid excessive back angle leading to fuel consumption deterioration or abnormal combustion problems such as pre-ignition.

[0037] As one implementation method, a first correction factor mapping table (e.g., MAPB) with vehicle speed and engine coolant temperature as dimensions and a second correction factor mapping table (e.g., MAPC) with intake air temperature and engine speed as dimensions can be pre-calibrated, and the product of the basic knock correction amount (e.g., MAPA) and the above two correction factors can be used as an additional knock suppression amount, thereby achieving fine-grained knock management at multi-dimensional boundaries.

[0038] Step 105: Use the first correction factor and the second correction factor to comprehensively correct the basic detonation correction amount to obtain the target detonation correction amount; The comprehensive correction refers to applying correction factors introduced from the vehicle speed dimension, thermal state dimension, and intake air temperature dimension to the base knock correction amount, thereby generating a final knock suppression amount that integrates the traditional speed-load knock benchmark, the combined effect of vehicle speed-coolant temperature, and the intake air temperature regulation effect. Specifically, this comprehensive correction can use multiplication, weighted summation, or other mathematical combinations to synergistically amplify or reduce the base knock correction amount by the first and second correction factors, generating a target knock correction amount adapted to the current vehicle speed, coolant temperature, and intake air temperature conditions. In this way, the engine knock control boundary is no longer determined solely by speed and load, but is expanded to a multi-dimensional dynamic boundary including vehicle speed: under the combined conditions of low speed, high coolant temperature, and low intake air temperature, the target knock correction amount is relatively large to provide sufficient knock suppression; while under the combined conditions of high speed, low coolant temperature, or high intake air temperature, the target knock correction amount is relatively small or approaches zero to avoid unnecessary ignition angle retreat.

[0039] As one implementation method, the base knock correction amount can be multiplied by the first correction factor and the second correction factor, i.e., target knock correction amount = base knock correction amount × first correction factor × second correction factor; whereby the base knock correction amount comes from a calibration mapping table (such as MAPA) with speed and load as dimensions, the first correction factor comes from a calibration mapping table (such as MAPB) with vehicle speed and coolant temperature as dimensions, and the second correction factor comes from a calibration mapping table (such as MAPC) with intake air temperature and speed as dimensions. Multidimensional comprehensive correction is achieved by multiplying the three factors.

[0040] Step 106: Control the engine's ignition advance angle according to the target knock correction amount.

[0041] The target knock correction amount is applied as an ignition angle advance amount to the engine's base ignition angle to form the final ignition advance angle command. This target knock correction amount integrates the basic knock suppression requirements based on engine speed and load, as well as the vehicle speed-related additional suppression requirements based on multi-dimensional boundary conditions such as vehicle speed, coolant temperature, and intake air temperature. Therefore, the final executed ignition angle advance amount can adaptively adjust with vehicle speed: under low-speed driving conditions, the ignition advance angle advance is relatively large to suppress knocking caused by poor heat dissipation and high load; under medium- and high-speed driving conditions, the advance angle is correspondingly reduced or reduced to zero to maintain high combustion efficiency and fuel economy.

[0042] In this way, the engine control system achieves refined management of the knock boundary, enabling the ignition timing setting to not only meet the anti-knock requirements at the traditional operating point but also dynamically adjust the additional back angle based on the actual vehicle speed range. This balances the conflict between low-speed knock suppression and high-speed fuel consumption optimization at the vehicle level. As one implementation method, the target knock correction amount (e.g., the additional back angle value determined by the product of MAPA, MAPB, and MAPC) can be superimposed on the base back angle value output by the conventional knock control strategy, or the target knock correction amount can be directly used as the final back angle command, with the engine electronic control unit (EMS) adjusting the ignition advance angle. When the speed-based correction function is not activated, the ignition advance angle is set only according to the traditional knock control strategy.

[0043] In some embodiments, the step of activating vehicle speed-based knock correction control when the engine temperature and engine coolant temperature parameters meet preset activation conditions includes: The engine coolant temperature (engine water temperature) is obtained. When the coolant temperature (engine water temperature) is greater than a preset temperature threshold, the activation condition is determined to be met.

[0044] The engine electronic control unit (EMS) acquires the engine coolant temperature in real time via a water temperature sensor integrated into the engine coolant circulation loop. This sensor is typically installed at the outlet of the engine block or cylinder head to accurately reflect the thermal state of the engine during operation. The acquired coolant temperature is then compared with a pre-calibrated temperature threshold stored in the EMS's non-volatile memory.

[0045] This temperature threshold is a preset fixed value, representing the critical point where the engine has fully warmed up and entered the thermal operating range where knock tendency is strongly correlated with vehicle speed. When the real-time coolant temperature and engine water temperature are greater than this temperature threshold, the electronic control unit determines that the activation condition is met and then allows the speed-based knock correction control logic to enter the enabled state. Conversely, if the coolant temperature and engine water temperature are less than or equal to this temperature threshold, the engine is determined to be in a cold or semi-warm state. In this case, even if the vehicle is traveling at low speed, it is unlikely to experience significant speed-related knocking, so the correction control is not activated to avoid unnecessary ignition timing backoff.

[0046] In one optional threshold calibration method, the temperature threshold is set to a preset difference between the coolant temperature and engine water temperature at which the engine first experiences knock retraction. For example, if the temperature at which the first knock retraction occurs is denoted as T2, then the temperature threshold is T2 minus 5°C. This method ensures that speed-based corrective control is activated before knock actually occurs, thus providing preventative suppression. In practical engineering applications, the temperature threshold corresponding to engines of different displacements or compression ratios can be specifically determined within the range of 30°C to 70°C based on bench calibration results. For example, for a certain range-extended engine, this temperature threshold is calibrated to 50°C.

[0047] In some embodiments, before determining that the activation condition is met when the coolant temperature / engine water temperature is greater than a preset temperature threshold, the method further includes: During the process of starting the engine from a cold state, the critical temperature at which the engine first experiences knocking is monitored, and the critical temperature minus a preset temperature difference offset is used as the temperature threshold.

[0048] During the engine's initial operation from a cold start, the electronic control unit continuously monitors the engine's knock tendency and records the coolant temperature and engine water temperature at the first occurrence of knock as critical temperatures. This monitoring process is typically performed under specific conditions during the engine bench calibration phase or the vehicle development phase: for example, when the vehicle is in a low-speed, high-load driving mode (such as low-speed hill climbing in fuel priority mode or forced generator operation with low battery), the engine is started from a cold start (coolant temperature and engine water temperature are close to the ambient temperature, such as 20°C), and the vibration signal of the engine block is collected in real time by the knock sensor. Combined with the feedback control of the ignition advance angle, it is determined whether knock has occurred.

[0049] When the knock sensor detects that the vibration amplitude of the characteristic frequency exceeds the preset threshold, or when the electronic control unit starts to perform the normal knock retraction action, the coolant temperature and engine water temperature measured by the water temperature sensor at this moment are recorded. This temperature is the critical temperature, denoted as T2.

[0050] Subtracting a preset temperature difference offset from the critical temperature, the resulting difference is used as the preset temperature threshold as described in claim 2, denoted as A, i.e., A = T² - ΔT. The temperature difference offset ΔT is a fixed value, determined based on the engine's thermal inertia and knock response delay characteristics, typically between 3°C and 10°C. In a preferred embodiment, the temperature difference offset is set to 5°C, i.e., A = T² - 5°C. By subtracting this offset, the temperature threshold can be made slightly lower than the critical temperature at which engine knock actually begins, thereby activating speed-based knock correction control before knock actually occurs, thus playing a preventative role.

[0051] After the above calibration is completed, the temperature threshold is stored in the calibration data area of ​​the engine electronic control unit for real-time judgment during actual vehicle operation. It should be noted that this calibration process can be performed individually for each engine model, or it can be completed once during the calibration stage of the engine control software, and it is not required to repeat the process after each vehicle leaves the factory.

[0052] In some embodiments, determining the base knock correction based on the engine's current speed and load includes: Based on a pre-calibrated first mapping relationship with engine speed and load as coordinates, the basic knock correction amount corresponding to the current speed and load is queried. The first mapping relationship is obtained by calibrating knock tendency tests after traversing different engine speed and load operating points under the conditions that the engine is in a preset low ambient temperature range, the engine coolant temperature is in a preset hot engine temperature range, and the intake air temperature is lower than a preset intake air temperature limit.

[0053] The first mapping relationship uses engine speed as the first coordinate axis and engine load (e.g., represented by cylinder charge coefficient, intake manifold absolute pressure, or relative charge percentage) as the second coordinate axis, forming a two-dimensional lookup table (e.g., denoted as MAPA). During actual operation, the engine electronic control unit (ECU) collects the engine's current speed and load in real time, using these two parameters as indexes to read the corresponding values ​​from this two-dimensional table as the basic knock correction. To ensure that this basic knock correction accurately reflects the engine's intrinsic knock characteristics under conditions unaffected by vehicle speed and without other additional corrections, this first mapping relationship is obtained under strictly controlled calibration conditions. Specifically, the calibration process must meet the following three environmental and thermal conditions: First, the vehicle must be placed in a preset low ambient temperature range, typically below 10°C, to avoid additional interference from high ambient temperatures on intake air temperature and engine thermal balance. Second, the engine coolant temperature must be within a preset warm-up temperature range, for example, ensuring the coolant temperature and engine coolant temperature are between 80°C and 95°C (e.g., 90°C), to indicate that the engine has fully warmed up and entered a stable thermal operating state. Third, the engine intake air temperature must be controlled below a preset intake air temperature limit, for example, maintaining the intake air temperature below 38°C, under which the engine can operate at the basic ignition angle without additional conventional knock angle correction.

[0054] After the above conditions are met, the engine operating conditions are fully traversed through the vehicle controller or calibration tool. That is, the engine is run one by one according to each speed point (e.g., from 1000r / min to 6000r / min, taking a point at intervals of 500r / min or 1000r / min) and each load point (e.g., from 10% to 180%, taking a point at intervals of a certain percentage) covered in the first mapping relationship. Each operating condition point is run continuously for a preset time (e.g., 5 minutes). During this period, the presence of knocking phenomenon is monitored by the knock sensor. The basic knocking correction value corresponding to the operating condition point is determined based on the single cylinder knocking angle not exceeding -3° or the customer not perceiving knocking.

[0055] The values ​​are between -6° and 0°. After calibration, the values ​​corresponding to each operating point are entered into a two-dimensional table and stored in the memory of the engine electronic control unit for use in real-time control.

[0056] In some embodiments, determining the first correction factor based on the current vehicle speed and the current engine temperature includes: Based on a pre-calibrated second mapping relationship with vehicle speed and engine temperature / coolant temperature as coordinates, a first correction factor corresponding to the current vehicle speed and current engine temperature / coolant temperature is queried. In the second mapping relationship, when the vehicle speed is higher than a preset high-speed threshold or the engine temperature / coolant temperature is lower than a preset low-temperature threshold, the first correction factor is calibrated to a value of zero or close to zero. When the vehicle speed is lower than a preset low-speed threshold and the engine temperature / coolant temperature is higher than a preset high-temperature threshold, the first correction factor is calibrated to a value of one or close to one.

[0057] The second mapping relationship uses vehicle speed as the first coordinate axis and engine temperature / coolant temperature as the second coordinate axis, forming a two-dimensional lookup table (e.g., denoted as MAPB). The vehicle speed coordinate axis covers the typical speed range of vehicle operation, such as from 0 km / h to 100 km / h or higher; the engine temperature / coolant temperature coordinate axis covers the engine temperature range from cold to fully warmed up, such as from 10°C to 100°C. During actual operation, the engine electronic control unit acquires the current vehicle speed signal (usually from wheel speed sensors or transmission output shaft speed sensors) and the current engine temperature / coolant temperature (e.g., coolant temperature, engine water temperature, or engine oil temperature) in real time. Using these two parameters as indexes, it reads the corresponding values ​​from this two-dimensional table as the first correction factor.

[0058] The calibration of the second mapping relationship follows these principles: In operating conditions where the engine coolant temperature is below a preset low-temperature threshold (e.g., 40°C) or the vehicle speed is above a preset high-speed threshold (e.g., 50 km / h), the knock tendency is minimally affected by vehicle speed. Therefore, the first correction factor is calibrated to a value of zero or close to zero (e.g., between 0 and 0.2), resulting in minimal or zero additional knock suppression after subsequent comprehensive correction. In operating conditions where the vehicle speed is below a preset low-speed threshold (e.g., 15 km / h) and the engine coolant temperature is above a preset high-temperature threshold (e.g., 80°C), the knock tendency is most significant under the combination of low speed and high temperature. Therefore, the first correction factor is calibrated to a value of one or close to one (e.g., between 0.8 and 1), ensuring that the basic knock correction amount is fully preserved or nearly fully transferred to the target knock correction amount.

[0059] In the transition region between the low-speed and high-speed thresholds, and between the low-temperature and high-temperature thresholds, the first correction factor gradually increases from near zero to near one according to linear interpolation or a preset gradient curve to achieve a smooth transition. In a specific calibration implementation, the calibration process is performed in a normal or low-temperature environment (ambient temperature < 10°C) and must be executed after the MAPA calibration is completed.

[0060] During calibration, the intake air temperature was controlled at 38°C or below, and all MAPC values ​​were set to 1. Knock tendency was monitored under different combinations of vehicle speed and engine coolant temperature to determine the values ​​of each grid point in the MAPB. For example, for a condition with a vehicle speed of 0 km / h and a coolant temperature of 80°C, if significant knocking was detected, the point was calibrated to 1; for a condition with a vehicle speed of 50 km / h and a coolant temperature of 40°C, if no knocking was detected, the point was calibrated to 0. The values ​​of intermediate points were determined through linear interpolation and bench testing for fine-tuning. After calibration, the two-dimensional mapping table was stored in the memory of the engine electronic control unit.

[0061] In some embodiments, determining the second correction factor based on the current intake air temperature includes: Based on a pre-calibrated third mapping relationship with engine speed and intake air temperature as coordinates, a second correction factor corresponding to the current engine speed and current intake air temperature is obtained; wherein, in the third mapping relationship, when the intake air temperature is lower than or equal to a preset intake air temperature reference value, the second correction factor is calibrated to one, and when the intake air temperature is higher than the intake air temperature reference value, the second correction factor decreases as the intake air temperature increases.

[0062] The third mapping relationship uses engine speed as the first coordinate axis and intake air temperature as the second coordinate axis to form a two-dimensional lookup table (e.g., denoted as MAPC). During actual operation, the engine electronic control unit obtains the air temperature in the engine intake manifold in real time through the intake air temperature sensor, and at the same time obtains the current engine speed. Using these two parameters as indexes, it reads the corresponding values ​​from this two-dimensional table as the second correction factor. The calibration of the third mapping relationship follows these principles: When the intake air temperature is lower than or equal to a preset intake air temperature reference value, the engine intake air temperature is low under these conditions, and conventional knock control has not yet intervened or has only intervened with a small amount of ignition angle. At this time, additional correction related to vehicle speed is still necessary. Therefore, the second correction factor is calibrated to one, indicating that no additional attenuation is applied to the product determined by the first and second mapping relationships. When the intake air temperature is higher than the intake air temperature reference value, as the intake air temperature increases, the engine's conventional knock control strategy (non-vehicle speed-based correction) has already actively yielded a significant amount of ignition angle. If additional ignition angle correction related to vehicle speed is added at this time, it is easy to cause excessive ignition angle yielding, leading to fuel consumption deterioration or even the risk of pre-ignition. Therefore, the second correction factor is calibrated to a value that decreases with the increase of intake air temperature to weaken or attenuate the intensity of vehicle speed-related correction.

[0063] In one specific implementation, the intake air temperature reference value is set to 38°C. At and below this temperature, the second correction factor for all engine speeds in MAPC is calibrated to 1. When the intake air temperature exceeds 38°C, the second correction factor begins to decay, and the decay rate can vary with engine speed. For example, in the low-to-mid speed range of 1000 r / min to 3000 r / min, the second correction factor gradually decays from 1 at 38°C to approximately 0.4 at 80°C; while in the high speed range of 4000 r / min and above, due to the better heat dissipation of the engine and more aggressive intervention of conventional knock control at high speeds, the second correction factor decays faster, for example, it can decay to 0.1 at 80°C. The calibration of this third mapping relationship is performed under high-temperature conditions (ambient temperature > 30°C) and must be executed after both MAPA and MAPB calibrations have been completed.

[0064] During calibration, under different combinations of intake air temperature and engine speed, with the boundary of not causing additional fuel consumption deterioration and pre-ignition, the minimum attenuation coefficient that just suppresses low-speed knock was determined through experiments and filled into each grid point of the MAPC. After calibration, the two-dimensional mapping table is stored in the memory of the engine electronic control unit.

[0065] The following example illustrates a method for controlling vehicle speed to improve knocking, as provided in an embodiment of this application. Please refer to [link / reference]. Figure 2 , Figure 2 A simplified logic diagram of a control provided in an embodiment of this application is shown below. Figure 2 As shown: including: Step 1: Because the tendency for knocking is relatively weak before the engine is fully warmed up, one condition that reflects whether the engine is fully warmed up is the engine coolant temperature (which the EMS can obtain through a coolant temperature sensor). Therefore, the EMS introduces a coolant temperature threshold as a judgment condition based on the vehicle speed-corrected knocking angle trigger condition; please refer to [link to relevant documentation]. Figure 3 , Figure 3 A schematic diagram of a method for confirming a water temperature threshold provided in an embodiment of this application is shown below. Figure 3 As shown: Specifically, if the engine coolant temperature T1 > A℃ (when the engine coolant temperature is greater than A℃, it is considered that the engine is fully warmed up; or in actual operation, when the engine coolant temperature exceeds A℃, knocking occurs at low vehicle speeds; the specific value of A varies depending on the project, but is generally between 30 and 70℃), the function logic based on vehicle speed to correct the knocking angle will function. Otherwise, this function will not work, and no additional knocking angle correction is needed. The value of A can be determined using the following method. EMS starts performing fuel replenishment when the engine is cold and confirms that there is knocking when the coolant temperature is T2. To completely avoid knocking, EMS will adjust the trigger condition of the knocking back angle control logic based on vehicle speed - water temperature threshold A=T2-5℃; Step 2: After the vehicle speed-based knock angle correction function takes effect, confirm the specific value of the additional compensation knock angle B; in this invention, B=MAPA MAPB The specific meanings, practical applications, and confirmation methods of MAPC, MAPA, MAPB, and MAPC are as follows: Please refer to [link / reference]. Figure 4 , Figure 4 A flowchart illustrating the implementation of MAPA, MAPB, and MAPC provided in an embodiment of this application is shown below. Figure 4 As shown.

[0066] (1) MAPA (Motor Speed ​​and Load Map): MAPA is a MAP (Motion Map of Engine Speed ​​and Load) where load represents the relative cylinder charge in the combustion chamber, with different values ​​representing different intake air volumes. This MAPA can characterize all engine operating conditions and is the most basic MAP based on vehicle speed to correct for knock angle. Detailed calibration values ​​in the MAPA can be verified as follows: ① Under normal or low temperature conditions (ambient temperature < 10℃), drive the vehicle in a creeping motion and allow the engine to fully warm up (95℃ > water temperature T1 > 80℃). ② Use the VCU to perform a comprehensive scan of the engine operating conditions according to the following MAPA, with each point lasting 5 minutes. During this period, ensure that the engine intake air temperature is below 38°C (the reason for maintaining this intake air temperature is that at this intake air temperature, the engine operates at the basic ignition angle without any other knocking angle correction). Calibrate all the values ​​in the MAPA, which are usually between -6 and 0 (the calibration is based on a single-cylinder knocking angle > -3° or that the customer cannot perceive it, but in order to improve NVH, it is usually controlled to have no knocking at all).

[0067] (2) MAPB (MAP diagram of vehicle speed and engine coolant temperature): MAPB is a map showing vehicle speed and engine coolant temperature. Because under the same engine speed and load, lower coolant temperature and higher vehicle speed reduce the tendency for knocking, MAPB is introduced to correct for MAPA. Detailed calibration values ​​in MAPB can be verified as follows. ①MAPA calibration completed; ② Under normal or low temperature conditions (ambient temperature < 10℃), before the engine coolant temperature reaches 80℃, confirm the knocking tendency at different vehicle speeds. Usually, no correction is needed at high vehicle speed and low coolant temperature, and the coefficient is marked as 0. As the coolant temperature increases, the coefficient gradually approaches 1, and as the vehicle speed increases, the coefficient gradually decreases to 0. MAPC (Magnetic Map of Intake Air Temperature and Engine Speed) MAPC is a map showing engine intake air temperature and engine speed. Because conventional knocking at high intake air temperatures already has knock correction under different engine speed loads, excessive correction is generally unnecessary at low speeds to avoid over-correction of the knocking angle, which could lead to increased fuel consumption or even pre-ignition problems. Therefore, MAPC is introduced to complement MAPA. MAPB requires further correction; the detailed calibration values ​​in MAPC need to be confirmed under high-temperature conditions. The specific confirmation method is as follows: ① The calibration of both MAPA and MAPB has been completed; ② This MAPC focuses on calibration corrections at high intake air temperatures. Therefore, all intake air temperatures up to 38°C need to be calibrated to 1. Other intake air temperatures and engine speeds need to be calibrated under high-temperature conditions (ambient temperature > 30°C). Because the higher the intake air temperature, the more the conventional knock angle has already been corrected, the less knock angle correction is needed at low speeds in high-temperature environments compared to normal or low temperatures. This is sufficient to suppress knock (if additional corrections are applied, it can easily lead to increased fuel consumption or even pre-ignition). Therefore, the correlation coefficient will gradually decrease. The specific decrease depends on the specific vehicle model. It is also possible that some models have a severe tendency to knock at high temperatures, requiring more corrections.

[0068] Corresponding to the aforementioned control method for improving knock based on vehicle speed, this invention also proposes a control device for improving knock based on vehicle speed. Since the device embodiments of this invention correspond to the aforementioned method embodiments, details not disclosed in the device embodiments can be referred to the aforementioned method embodiments, and will not be repeated here.

[0069] Figure 5 This is a schematic diagram of a control device for improving knock based on vehicle speed, provided in an embodiment of this disclosure. Figure 5 As shown, it includes: Acquisition unit 21 is used to acquire the engine's operating status parameters; The starting unit 22 is used to start the vehicle speed-based knock correction control when the engine temperature and engine coolant temperature parameters meet the preset activation conditions. The first determining unit 23 is used to determine the basic knock correction amount based on the current engine speed and load; The second determining unit 24 is used to determine the first correction factor based on the current vehicle speed and the current engine temperature; The third determining unit 25 is used to determine the second correction factor based on the current intake air temperature; The comprehensive correction unit 26 is used to comprehensively correct the basic knock correction amount using the first correction factor and the second correction factor to obtain the target knock correction amount. Control unit 27 is used to control the ignition advance angle of the engine according to the target knock correction amount.

[0070] Furthermore, in one possible implementation of this disclosure, the starting unit 22 is further configured to: The engine coolant temperature (engine water temperature) is obtained. When the coolant temperature (engine water temperature) is greater than a preset temperature threshold, the activation condition is determined to be met.

[0071] Furthermore, in one possible implementation of this disclosure, the starting unit 22 is further configured to: During the process of starting the engine from a cold state, the critical temperature at which the engine first experiences knocking is monitored, and the critical temperature minus a preset temperature difference offset is used as the temperature threshold.

[0072] Furthermore, in one possible implementation of this disclosure, the first determining unit 23 is further configured to: Based on a pre-calibrated first mapping relationship with engine speed and load as coordinates, the basic knock correction amount corresponding to the current speed and load is queried. The first mapping relationship is obtained by calibrating knock tendency tests after traversing different engine speed and load operating points under the conditions that the engine is in a preset low ambient temperature range, the engine coolant temperature is in a preset hot engine temperature range, and the intake air temperature is lower than a preset intake air temperature limit.

[0073] Furthermore, in one possible implementation of this disclosure, the second determining unit 24 is further configured to: Based on a pre-calibrated second mapping relationship with vehicle speed and engine temperature / coolant temperature as coordinates, a first correction factor corresponding to the current vehicle speed and current engine temperature / coolant temperature is queried. In the second mapping relationship, when the vehicle speed is higher than a preset high-speed threshold or the engine temperature / coolant temperature is lower than a preset low-temperature threshold, the first correction factor is calibrated to a value of zero or close to zero. When the vehicle speed is lower than a preset low-speed threshold and the engine temperature / coolant temperature is higher than a preset high-temperature threshold, the first correction factor is calibrated to a value of one or close to one.

[0074] Furthermore, in one possible implementation of this disclosure, the third determining unit 25 is further configured to: Based on a pre-calibrated third mapping relationship with engine speed and intake air temperature as coordinates, a second correction factor corresponding to the current engine speed and current intake air temperature is obtained; wherein, in the third mapping relationship, when the intake air temperature is lower than or equal to a preset intake air temperature reference value, the second correction factor is calibrated to one, and when the intake air temperature is higher than the intake air temperature reference value, the second correction factor decreases as the intake air temperature increases.

[0075] It should be noted that the foregoing explanation of the method embodiments also applies to the apparatus of the embodiments of this disclosure, and the principle is the same. Therefore, the embodiments of this disclosure are not limited thereto.

[0076] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0077] Figure 6 A schematic block diagram of an example electronic device 400 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0078] like Figure 6 As shown, device 400 includes a computing unit 401, which can perform various appropriate actions and processes based on a computer program stored in ROM (Read-Only Memory) 402 or a computer program loaded from storage unit 408 into RAM (Random Access Memory) 403. RAM 403 may also store various programs and data required for the operation of device 400. The computing unit 401, ROM 402, and RAM 403 are interconnected via bus 404. I / O (Input / Output) interface 405 is also connected to bus 404.

[0079] Multiple components in device 400 are connected to I / O interface 405, including: input unit 406, such as keyboard, mouse, etc.; output unit 407, such as various types of monitors, speakers, etc.; storage unit 408, such as disk, optical disk, etc.; and communication unit 409, such as network card, modem, wireless transceiver, etc. Communication unit 409 allows device 400 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0080] The computing unit 401 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 401 include, but are not limited to, CPUs (Central Processing Units), GPUs (Graphics Processing Units), various special-purpose AI (Artificial Intelligence) computing chips, various computing units running machine learning model algorithms, DSPs (Digital Signal Processors), and any suitable processor, controller, microcontroller, etc. The computing unit 401 performs the various methods and processes described above, such as a vehicle speed-based knock control method. For example, in some embodiments, the vehicle speed-based knock control method can be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 408. In some embodiments, part or all of the computer program can be loaded and / or installed on device 400 via ROM 402 and / or communication unit 409. When the computer program is loaded into RAM 403 and executed by the computing unit 401, one or more steps of the methods described above can be performed. Alternatively, in other embodiments, the computing unit 401 may be configured to perform the aforementioned speed-based knock control method by any other suitable means (e.g., by means of firmware).

[0081] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, FPGAs (Field Programmable Gate Arrays), ASICs (Application-Specific Integrated Circuits), ASSPs (Application-Specific Standard Products), SOCs (System-on-Chips), CPLDs (Complex Programmable Logic Devices), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0082] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0083] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, RAM, ROM, EPROM (Electrically Programmable Read-Only Memory) or flash memory, optical fiber, CD-ROM (Compact Disc Read-Only Memory), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0084] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (Cathode-Ray Tube) or LCD (Liquid Crystal Display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0085] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include LANs (Local Area Networks), WANs (Wide Area Networks), the Internet, and blockchain networks.

[0086] Computer systems can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. A server can be a cloud server, also known as a cloud computing server or cloud host, a hosting product within the cloud computing service system that addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability. Servers can also be servers for distributed systems or servers incorporating blockchain technology.

[0087] It's important to note that artificial intelligence (AI) is the study of enabling computers to simulate certain human thought processes and intelligent behaviors (such as learning, reasoning, thinking, and planning). It encompasses both hardware and software technologies. AI hardware technologies generally include sensors, dedicated AI chips, cloud computing, distributed storage, and big data processing. AI software technologies primarily include computer vision, speech recognition, natural language processing, machine learning / deep learning, big data processing, and knowledge graph technologies.

[0088] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0089] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. 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 disclosure should be included within the scope of protection of this disclosure.

Claims

1. A control method for improving knocking based on vehicle speed, characterized in that, include: Obtain the engine's operating status parameters; When the engine temperature and engine coolant temperature parameters meet the preset activation conditions, the speed-based knock correction control is activated. Determine the basic knock correction amount based on the engine's current speed and load; The first correction factor is determined based on the current vehicle speed and the current engine temperature, and the second correction factor is determined based on the current intake air temperature. The target knock correction amount is obtained by comprehensively correcting the basic knock correction amount using the first correction factor and the second correction factor. The engine's ignition advance angle is controlled based on the target knock correction amount.

2. The method according to claim 1, characterized in that, When the engine temperature and engine coolant temperature parameters meet the preset activation conditions, the speed-based knock correction control is initiated, including: The engine coolant temperature (engine water temperature) is obtained. When the coolant temperature (engine water temperature) is greater than a preset temperature threshold, the activation condition is determined to be met.

3. The method according to claim 2, characterized in that, Before determining that the activation condition is met when the coolant temperature / engine water temperature exceeds a preset temperature threshold, the method further includes: During the process of starting the engine from a cold state, the critical temperature at which the engine first experiences knocking is monitored, and the critical temperature minus a preset temperature difference offset is used as the temperature threshold.

4. The method according to claim 1, characterized in that, The determination of the basic knock correction amount based on the engine's current speed and load includes: Based on a pre-calibrated first mapping relationship with engine speed and load as coordinates, the basic knock correction amount corresponding to the current speed and load is queried. The first mapping relationship is obtained by calibrating knock tendency tests after traversing different engine speed and load operating points under the conditions that the engine is in a preset low ambient temperature range, the engine coolant temperature is in a preset hot engine temperature range, and the intake air temperature is lower than a preset intake air temperature limit.

5. The method according to claim 1, characterized in that, The determination of the first correction factor based on the current vehicle speed and the current engine temperature includes: Based on a pre-calibrated second mapping relationship with vehicle speed and engine temperature / coolant temperature as coordinates, a first correction factor corresponding to the current vehicle speed and current engine temperature / coolant temperature is queried. In the second mapping relationship, when the vehicle speed is higher than a preset high-speed threshold or the engine temperature / coolant temperature is lower than a preset low-temperature threshold, the first correction factor is calibrated to a value of zero or close to zero. When the vehicle speed is lower than a preset low-speed threshold and the engine temperature / coolant temperature is higher than a preset high-temperature threshold, the first correction factor is calibrated to a value of one or close to one.

6. The method according to claim 1, characterized in that, The determination of the second correction factor based on the current intake air temperature includes: Based on a pre-calibrated third mapping relationship with engine speed and intake air temperature as coordinates, a second correction factor corresponding to the current engine speed and current intake air temperature is obtained; wherein, in the third mapping relationship, when the intake air temperature is lower than or equal to a preset intake air temperature reference value, the second correction factor is calibrated to one, and when the intake air temperature is higher than the intake air temperature reference value, the second correction factor decreases as the intake air temperature increases.

7. A control device for improving knocking based on vehicle speed, characterized in that, include: Acquisition unit, used to acquire engine operating status parameters; The starting unit is used to activate the vehicle speed-based knock correction control when the engine temperature and engine coolant temperature parameters meet the preset activation conditions. The first determining unit is used to determine the basic knock correction amount based on the current engine speed and load; The second determining unit is used to determine the first correction factor based on the current vehicle speed and the current engine temperature; The third determining unit is used to determine the second correction factor based on the current intake air temperature; The comprehensive correction unit is used to comprehensively correct the basic knock correction amount using the first correction factor and the second correction factor to obtain the target knock correction amount. The control unit is used to control the engine's ignition advance angle based on the target knock correction amount.

8. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-6.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1-6.

10. 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 1-6.

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