A method and electronic equipment for degrading knock in a fuel engine

Abstract

This application discloses a method and electronic device for controlling knock degradation in a fuel engine. By performing different treatments for different knock levels, the first level of knock only adjusts the ignition advance angle without affecting other parameters. The second level of knock introduces the adjustment of the excess air coefficient to avoid the efficiency loss, increased exhaust temperature, and deteriorated combustion stability caused by simply delaying the ignition advance angle. The third level of knock further introduces the adjustment of the intake air temperature after intercooling. This graded adjustment method ensures that the corrections in each dimension are controlled within a reasonable range, thereby preventing the engine from deviating from the optimal comprehensive operating point. Furthermore, the adjustment of the intake air temperature after intercooling directly reduces the compression start temperature by lowering the air temperature before it enters the cylinder, thereby weakening the physical conditions for auto-ignition during compression and fundamentally eliminating the triggering conditions for knock.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a method and electronic equipment for controlling knock degradation in a fuel engine. Background Technology

[0002] Fuel-fueled engines are widely used in power generation, marine propulsion, and large industrial drives, and typically employ lean-burn technology to improve thermal efficiency. However, under lean-burn conditions, the flame propagation speed is slower, and the end mixture is more prone to spontaneous combustion under high temperature and pressure, thus causing knocking.

[0003] Currently, when knock occurs in fuel engines, the common degrading method is to retard the ignition timing. The principle is to reduce the combustion temperature and pressure in the combustion chamber by delaying the ignition timing of the spark plug, thereby suppressing the continued occurrence of knock. However, this forced correction of a single dimension will cause the engine to deviate from the optimal overall operating point, resulting in problems such as reduced thermal efficiency, increased exhaust temperature, and worsened combustion stability. Furthermore, retarding the ignition timing can only temporarily suppress knock, but cannot fundamentally solve the knock problem. Summary of the Invention

[0004] In view of this, this application provides a method and electronic device for controlling knock degradation in a fuel engine, the specific solution of which is as follows:

[0005] A method for degrading knock in a fuel engine includes:

[0006] Obtain target information during engine operation;

[0007] Based on the target information, it is determined that there is a cylinder in the engine that is experiencing knocking;

[0008] In response to the presence of a first-order knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0009] In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is retarded by a set advance angle step, and the excess air coefficient of the engine is increased by a set correction step, wherein the excess air coefficient is used to characterize the ratio of the actual air volume to the theoretical air volume required for complete combustion, and the intensity of the second-stage knock is greater than the intensity of the first-stage knock.

[0010] In response to the presence of a third cylinder in the engine experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced, wherein the intensity of the third-degree knock is greater than the intensity of the second-degree knock.

[0011] Furthermore, reducing the intake air temperature after intercooling of the engine includes:

[0012] The target value of the intake air temperature after intercooling of the engine is reduced to the first target value;

[0013] The flow rate and circulation mode of the cryogenic coolant are adjusted by a temperature regulation structure installed in the cryogenic water circuit of the engine, so that the actual value of the intercooled intake air temperature of the engine follows the target value of the intercooled intake air temperature.

[0014] Furthermore, after adjusting the flow rate and circulation mode of the cryogenic coolant through the temperature regulating structure, the method further includes:

[0015] In response to the fact that the difference between the actual value of the intercooled intake temperature and the target value of the intercooled intake temperature is less than a first deviation threshold, the target value of the intercooled intake temperature is reduced from the first target value to the second target value.

[0016] Furthermore, determining, based on the target information, that there is a cylinder in the engine where knocking has occurred includes:

[0017] The target knock intensity of the cylinder in the engine is determined based on the target information;

[0018] In response to the target knock intensity being less than a first knock threshold, the cylinder corresponding to the target knock intensity is determined to be knock-free.

[0019] In response to the target knock intensity being greater than or equal to the first knock threshold and less than the second knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with first-level knock, and the second knock threshold is greater than the first knock threshold;

[0020] In response to the target knock intensity being greater than or equal to the second knock threshold and less than the third knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with second-level knock, wherein the third knock threshold is greater than the second knock threshold;

[0021] In response to the target detonation intensity being greater than the third detonation threshold, the cylinder corresponding to the target detonation intensity is determined to be a cylinder with third-level detonation.

[0022] Furthermore, it also includes:

[0023] If the recovery conditions are met, the delayed ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature will be restored to their initial values ​​according to their respective recovery steps.

[0024] Furthermore, the conditions for recovery include:

[0025] Determine whether the cylinders in the engine did not experience knocking within the target duration;

[0026] Determine whether the deviation between the actual value of the intercooled intake air temperature of the engine and the target value of the intercooled intake air temperature of the engine is less than a second deviation threshold.

[0027] Determine whether the current heat accumulation value is less than the target heat accumulation threshold. The heat accumulation value is an accumulated value used to characterize the degree of cylinder heat load, calculated based on the historical knock state of the engine.

[0028] In response to the fact that no knocking occurs in any cylinder within the engine within the target duration, the deviation between the actual value of the intercooled intake air temperature and the target value of the intercooled intake air temperature is less than a second deviation threshold, and the heat accumulation value is less than the target heat accumulation threshold, it is determined that the recovery condition is met.

[0029] Furthermore, determining whether the current accumulated heat value is less than the target accumulated heat threshold includes:

[0030] Based on the heat accumulation value of the previous time and the heat accumulation decay coefficient at the current time, determine the decayed heat accumulation value;

[0031] Based on the target detonation intensity and detonation intensity coefficient at the current moment, determine the current detonation contribution value;

[0032] Based on the attenuated heat accumulation value and the current knock contribution value, determine the heat accumulation value at the current moment;

[0033] The current heat accumulation value is compared with the target heat accumulation threshold to determine whether the current heat accumulation value is less than the target heat accumulation threshold.

[0034] Furthermore, the process of restoring to the initial value according to the corresponding recovery step size also includes:

[0035] Monitor the knocking state of each cylinder in the engine;

[0036] In response to the recurrence of knocking in the target cylinder within the engine, a target degradation parameter is determined from multiple degradation parameters based on the knocking level of the recurrence, and the restoration of the remaining degradation parameters other than the target degradation parameter is stopped.

[0037] The multiple degradation parameters include: ignition advance angle, excess air coefficient and intake temperature after intercooling. The target degradation parameter is a parameter used to suppress the recurrence of knocking. The target degradation parameter includes at least the ignition advance angle of the target cylinder.

[0038] Furthermore, the determination of the target degradation parameter from multiple degradation parameters based on the degradation level of the recurring detonation includes:

[0039] In response to the recurrence of detonation, the detonation level is determined to be the first-level detonation, and the target degradation parameter is determined to be the ignition advance angle of the target cylinder;

[0040] In response to the recurrence of detonation, the detonation level is classified as Level 2 detonation, and the target degradation parameters are determined as the ignition advance angle and excess air coefficient of the target cylinder.

[0041] In response to the recurrence of knocking, which is classified as Level 3 knocking, the target degradation parameters are determined as the ignition advance angle, excess air coefficient, and intercooled intake temperature of the target cylinder.

[0042] An electronic device, comprising:

[0043] Memory, used to store computer programs;

[0044] A processor is configured to execute the computer program to enable the electronic device to perform the following steps:

[0045] Obtain target information during engine operation;

[0046] Based on the target information, it is determined that there is a cylinder in the engine that is experiencing knocking;

[0047] In response to the presence of a first-order knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0048] In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is retarded by a set advance angle step, and the excess air coefficient of the engine is increased by a set correction step, wherein the excess air coefficient is used to characterize the ratio of the actual air volume to the theoretical air volume required for complete combustion, and the intensity of the second-stage knock is greater than the intensity of the first-stage knock.

[0049] In response to the presence of a third cylinder in the engine experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced, wherein the intensity of the third-degree knock is greater than the intensity of the second-degree knock.

[0050] As can be seen from the above technical solutions, the fuel engine knock degradation control method and electronic equipment disclosed in this application, when determining that there is a cylinder in the engine that is knocking based on the target information during engine operation, performs different processing methods based on the different levels of knocking in the cylinder. For the first level of knocking, the ignition advance angle of the corresponding cylinder is delayed according to the advance angle step. For the second level of knocking, while delaying the ignition advance angle of the corresponding cylinder, the excess air coefficient of the engine is increased according to the correction step. For the third level of knocking, while delaying the ignition advance angle of the corresponding cylinder and increasing the excess air coefficient of the engine, the intake air temperature after intercooling of the engine is reduced. This solution addresses different levels of knock by implementing different treatments. For the first level of knock, only the ignition advance angle is adjusted without affecting other parameters. For the second level of knock, the excess air coefficient is adjusted to avoid efficiency losses, increased exhaust temperature, and decreased combustion stability caused by drastically retarding the ignition advance angle alone. For the third level of knock, the intake air temperature after intercooling is further adjusted. This tiered adjustment method ensures that corrections in all dimensions are kept within a reasonable range, thus preventing the engine from deviating from its optimal operating point. Furthermore, adjusting the intake air temperature after intercooling lowers the air temperature before it enters the cylinder, directly reducing the compression start temperature and weakening the physical conditions for auto-ignition during compression, fundamentally eliminating the triggering conditions for knock. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a flowchart of a method for controlling knock degradation in a fuel engine, as disclosed in an embodiment of this application.

[0053] Figure 2 This is a flowchart of another fuel engine knock degradation control method disclosed in an embodiment of this application;

[0054] Figure 3This is a flowchart of another method for controlling knock degradation in a fuel engine disclosed in an embodiment of this application;

[0055] Figure 4 This is a flowchart of another method for controlling knock degradation in a fuel engine disclosed in an embodiment of this application;

[0056] Figure 5 This is a complete flowchart of a fuel engine knock degradation control method disclosed in an embodiment of this application;

[0057] Figure 6 This is a schematic diagram of the structure of a fuel engine knock degradation control system disclosed in an embodiment of this application;

[0058] Figure 7 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. Detailed Implementation

[0059] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0060] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0061] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0062] This application discloses a method for degrading knock in a fuel engine, the flowchart of which is shown below. Figure 1 As shown, it includes:

[0063] Step S11: Obtain target information during engine operation;

[0064] Step S12: Based on the target information, determine the cylinder in the engine where knocking has occurred;

[0065] Step S13: In response to the presence of a first-stage knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0066] Step S14: In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is retarded according to a set advance angle step, and the excess air coefficient of the engine is increased according to a set correction step. The excess air coefficient is used to characterize the ratio of the actual amount of air to the theoretical amount of air required for complete combustion. The intensity of the second-stage knock is greater than the intensity of the first-stage knock.

[0067] Step S15: In response to the presence of a third cylinder in the engine that has experienced a third-degree knock, the ignition advance angle of the third cylinder is delayed according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced. The intensity of the third-degree knock is greater than that of the second-degree knock.

[0068] Fuel-powered engines are widely used in power generation, marine propulsion, and large-scale industrial drives, such as natural gas engines, biogas engines, and coke oven gas engines of various cylinder diameters. They typically employ lean-burn technology to improve thermal efficiency. However, under lean-burn conditions, the flame propagation speed is slower, and the final mixture is more prone to auto-ignition under high temperature and pressure, leading to detonation. Detonation refers to the abnormally violent combustion phenomenon that occurs during the compression process, before the spark plug ignites, when the final mixture reaches its auto-ignition temperature. While delaying the ignition timing can suppress detonation, it only provides temporary relief and does not fundamentally solve the problem.

[0069] Based on this, this solution classifies knocking into different levels and applies different treatments to different levels of knocking. For lower-level knocking, only the ignition advance angle is retarded. For higher-level knocking, the excess air coefficient is increased in addition to the ignition advance angle retarding. For very high-level knocking, the intake air temperature after the intercooler is reduced in addition to the ignition advance angle retarding and the excess air coefficient increase, so that the temperature of the final air-fuel mixture is lower than the auto-ignition point, preventing auto-ignition and thus fundamentally solving the knocking problem. Furthermore, treating knocking according to different levels avoids the problems of efficiency loss, increased exhaust temperature, and deteriorated combustion stability caused by simply retarding the ignition advance angle.

[0070] During engine operation, it is necessary to obtain target information in real time. The target information is information that can determine whether the cylinders in the engine are knocking and the knocking level. The target information can be: cylinder block vibration information, which can be detected by knock sensors installed on each cylinder block in the engine to detect the violent vibration in a specific frequency band when knocking occurs. By analyzing the cylinder block vibration information, it can be determined whether there are knocking cylinders in the engine and the knocking level of the cylinders when knocking occurs.

[0071] In addition, the target information can also be: engine speed / load information, which can be detected by crankshaft position sensor or throttle position sensor, etc., to determine the current operating condition of each cylinder in the engine. The knock threshold is different under different operating conditions. That is, for different operating conditions, even if they are all first-level knock, the corresponding knock intensity range is different. Correspondingly, the knock intensity range corresponding to second-level knock is also different under different operating conditions, and the knock intensity range corresponding to third-level knock is also different under different operating conditions.

[0072] Secondly, the target information may also include: knock intensity, which is the signal energy or peak value obtained by directly bandpass filtering the cylinder block vibration signal, so as to determine whether there is a cylinder in the engine that is knocking and the knock level of the cylinder if a cylinder is knocking.

[0073] In this embodiment, the detonation level is divided into three levels: first-level detonation, second-level detonation, and third-level detonation. The intensity of the three levels of detonation increases sequentially, that is, the intensity of the first-level detonation is less than that of the second-level detonation, and the intensity of the second-level detonation is less than that of the third-level detonation.

[0074] Each cylinder in the engine is inspected individually to determine if knocking has occurred. If a cylinder in the engine exhibits first-degree knocking, it is designated as the first cylinder. The ignition advance angle of the first cylinder is then retarded according to the set advance angle step. For other cylinders in the engine that have not experienced knocking, there is no need to retard the ignition advance angle. Correspondingly, other cylinders in the engine that have experienced knocking do not need to be treated in the same way as the first cylinder. Instead, the knocking of each cylinder is downgraded and handled separately, especially in the case of first-degree knocking.

[0075] The advance angle step size is preset, or it can be determined based on the engine speed and the current knock intensity.

[0076] In this embodiment, it is not necessary to directly postpone the ignition advance angle of the first cylinder to the latest. Instead, the ignition advance angle of the first cylinder is gradually postponed according to a preset threshold, i.e., the advance angle step size. For example, if it is determined that the first cylinder in the engine has experienced first-level knocking based on the target information obtained in the nth time, the ignition advance angle of the first cylinder is postponed by one advance angle step size based on the current first ignition advance angle to obtain the second ignition advance angle. If it is determined that the first cylinder in the engine is still in first-level knocking based on the target information obtained in the (n+1)th time, the ignition advance angle of the first cylinder is postponed by one advance angle step size based on the current second ignition advance angle to obtain the third ignition advance angle. This process continues until the ignition advance angle of the first cylinder reaches the latest.

[0077] If there is a cylinder in the engine that experiences second-degree knocking, that cylinder is identified as the second cylinder. The ignition advance angle of the second cylinder is then retarded according to the set advance angle step size. At the same time, the excess air coefficient of the engine is increased according to the set correction step size.

[0078] The excess air coefficient λ is used to characterize the ratio of the actual amount of air to the theoretical amount of air required for complete combustion. When λ=1, it is the theoretical air-fuel ratio, that is, the air and fuel are perfectly matched. When λ>1, it indicates that there is too much air and too little fuel. The less fuel burns slowly and the flame temperature is low, which can effectively reduce the cylinder temperature and suppress knocking. However, when there is too little fuel, there may be problems such as difficulty in ignition and reduced power. When λ<1, there is too much fuel. At this time, the power is stronger, but the combustion temperature is high, resulting in problems such as fuel consumption and poor emissions.

[0079] The excess air coefficient applies to the entire engine. When the excess air coefficient changes, it affects not only the cylinder experiencing first-degree knock, but all cylinders in the engine. Therefore, the excess air coefficient is only introduced when there is a cylinder in the engine experiencing second-degree knock. The excess air coefficient is used to reduce the knock level of the cylinder. Furthermore, when second-degree knock occurs, it is not only the excess air coefficient that is increased, but also the ignition timing of the second cylinder experiencing second-degree knock is retarded. The two work together to reduce the knock level of the second cylinder, or even to prevent knocking from occurring in the second cylinder at all.

[0080] The excess air coefficient is also increased according to a set correction step size. Each time the excess air coefficient is increased, it is increased by only one correction step. If a retest confirms that the second cylinder is still in a second-level knock state, the excess air coefficient, which has already increased by one correction step, is increased by another correction step until the knock level of the second cylinder is determined to have decreased to first-level knock. At this point, the excess air coefficient is no longer adjusted; instead, the knock is adjusted solely by retarding the ignition timing of the second cylinder. The correction step size is also preset and can be determined by looking up a table or by the current engine speed and the current knock intensity.

[0081] Furthermore, since the excess air coefficient applies to the engine, affecting every cylinder, it can be implemented as follows: Knock adjustment using the excess air coefficient will only cease when there are no cylinders experiencing second-degree or third-degree knock. For example, if cylinders a and b both experience second-degree knock, the knock level of cylinder a is adjusted by retarding the ignition timing, and the knock level of cylinder b is adjusted by retarding the ignition timing. To reduce the knock level of cylinder b, the engine's excess air coefficient is increased. If increasing the excess air coefficient reduces the knock level of cylinder a to the first knock level, while the knock level of cylinder b remains at the second knock level, then for cylinder a, the knock level is adjusted by retarding the ignition timing; for cylinder b, the knock level is adjusted by retarding the ignition timing. Simultaneously, the engine's excess air coefficient is increased until the knock level of each cylinder in the engine is no greater than the first knock level.

[0082] If there is a cylinder in the engine that experiences third-degree knocking, that cylinder is identified as the third cylinder. The ignition advance angle of the third cylinder is then retarded according to the set advance angle step. At the same time, the excess air coefficient of the engine is increased according to the set correction step, and the intake air temperature after the intercooler is reduced.

[0083] Gas engines all have turbochargers. When the turbocharger compresses air, it generates intense heat. Therefore, the compressed air must first be cooled by a radiator before entering the cylinder. In this embodiment, the intercooled intake temperature refers to the temperature of the air after it has been cooled by the radiator. By lowering the intercooled intake temperature, the temperature of the air entering the cylinder is lowered, thus preventing the gas in the air from reaching its auto-ignition point. This fundamentally solves the problem of cylinder knocking.

[0084] The third level of knock is the most intense. At this point, simply retarding the ignition timing and increasing the excess air coefficient is insufficient to reduce the knock level. Therefore, in addition to retarding the ignition timing and increasing the excess air coefficient, it is necessary to further reduce the intake air temperature after the intercooler to fundamentally eliminate the conditions for knock to occur, thereby reducing the knock level and preventing severe knock damage to the engine.

[0085] When there are no cylinders in the engine with third-degree knock, it is not necessary to reduce the knock level by lowering the intake air temperature after the intercooler. Instead, the ignition timing can be retarded (for cases with only first-degree knock), or the ignition timing can be retarded and the excess air coefficient can be increased (for cases with second-degree knock).

[0086] Among these parameters, ignition advance angle, excess air coefficient, and intercooled intake air temperature all have corresponding upper limits. For example, the upper limit for ignition advance angle retarding is a maximum retardation of 5 degrees Celsius; the upper limit for increasing excess air coefficient is a maximum increase of 0.1 degrees Celsius; and the upper limit for decreasing intercooled intake air temperature is a maximum decrease of 10 degrees Celsius. During the retardation, increase, and decrease processes, it is determined whether the current amount of ignition advance angle retarding, excess air coefficient increase, and intercooled intake air temperature decrease has reached the corresponding upper limit. When the correction amount of any parameter reaches the corresponding upper limit, further adjustment of that parameter is stopped to avoid over-correction that could affect engine performance.

[0087] The engine involved in this embodiment is a gas engine, such as a large-bore natural gas engine, a medium-bore natural gas engine, a biogas engine, a coke oven gas engine, a blast furnace gas engine, etc.

[0088] The degraded knock control method for fuel engines disclosed in this embodiment, when determining that a cylinder in the engine is experiencing knocking based on target information during engine operation, executes different processing methods based on different levels of knocking in the cylinder. For first-level knocking, the ignition advance angle of the corresponding cylinder is delayed according to the advance angle step size. For second-level knocking, while delaying the ignition advance angle of the corresponding cylinder, the excess air coefficient of the engine is increased according to the correction step size. For third-level knocking, while delaying the ignition advance angle of the corresponding cylinder and increasing the excess air coefficient of the engine, the intake air temperature after intercooling of the engine is reduced. This solution addresses different levels of knock by implementing different treatments. For the first level of knock, only the ignition advance angle is adjusted without affecting other parameters. For the second level of knock, the excess air coefficient is adjusted to avoid efficiency losses, increased exhaust temperature, and decreased combustion stability caused by drastically retarding the ignition advance angle alone. For the third level of knock, the intake air temperature after intercooling is further adjusted. This tiered adjustment method ensures that corrections in all dimensions are kept within a reasonable range, thus preventing the engine from deviating from its optimal operating point. Furthermore, adjusting the intake air temperature after intercooling lowers the air temperature before it enters the cylinder, directly reducing the compression start temperature and weakening the physical conditions for auto-ignition during compression, fundamentally eliminating the triggering conditions for knock.

[0089] Furthermore, the fuel engine knock degradation control method disclosed in this embodiment, based on target information to determine the cylinder in the engine where knocking occurs, can be specifically as follows:

[0090] Based on the target information, the target knock intensity of the cylinder in the engine is determined; in response to the target knock intensity being less than a first knock threshold, the cylinder corresponding to the target knock intensity is determined to be knock-free; in response to the target knock intensity being greater than or equal to the first knock threshold and less than a second knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with first-level knock, and the second knock threshold is greater than the first knock threshold; in response to the target knock intensity being greater than or equal to the second knock threshold and less than a third knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with second-level knock, and the third knock threshold is greater than the second knock threshold; in response to the target knock intensity being greater than the third knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with third-level knock.

[0091] The target information can be cylinder block vibration information detected by the knock sensor, or engine speed / load information. In addition, the target information can also include related parameters such as intake air temperature information, or the target information can include cylinder block vibration information, engine speed / load information and intake air temperature information.

[0092] By analyzing the target information, the target knock intensity of the cylinders in the engine can be determined. Taking cylinder vibration information as an example, the cylinder vibration information is filtered to remove the background vibration noise during normal engine operation. The filtered signal is then integrated or subjected to peak detection to extract the feature values ​​reflecting the knock intensity. The processed feature values ​​are compared with the background noise level under the current engine operating conditions to obtain the target knock intensity of each cylinder. This target knock intensity is a quantitative indicator reflecting the severity of knock, and its value is positively correlated with the energy intensity of the knock—the more severe the knock, the greater the target knock intensity value.

[0093] Multiple preset knock thresholds can be stored in advance, including a first knock threshold, a second knock threshold, and a third knock threshold. The multiple knock thresholds increase sequentially, i.e., the first knock threshold is less than the second knock threshold, and the second knock threshold is less than the third knock threshold. In one feasible implementation, the first detonation threshold can be A, the second detonation threshold is 1.2A, and the third detonation threshold is 1.5A, meaning there is a multiple relationship between the second and first detonation thresholds, and also a multiple relationship between the third and first detonation thresholds; alternatively, the first detonation threshold can be A1, the second detonation threshold is A2=1.2A1, and the third detonation threshold is A3=1.2A2, meaning there is a multiple relationship between the second and first detonation thresholds, and also a multiple relationship between the third and second detonation thresholds; of course, the first and second detonation thresholds, and the second and third detonation thresholds, can also be fixed intervals; or, the first, second, and third detonation thresholds can only have a sequentially increasing relationship without any other relationship. The above are merely illustrative examples.

[0094] The knock threshold can be determined through bench calibration tests. In engine bench tests, by changing parameters such as ignition advance angle, intake air temperature, and air-fuel mixture concentration, knock of different degrees is induced. At the same time, signals from the knock sensor and cylinder pressure sensor are collected. The amplitude of the high-frequency oscillation component in the cylinder pressure signal is used as the benchmark reference value for knock intensity. The safe knock limit value that will not cause any negative impact on the engine is calibrated as the first knock threshold (i.e., the critical value for knock to occur); the knock intensity value that begins to have a noticeable impact on engine performance and reliability is calibrated as the second knock threshold; and the knock intensity value that may cause serious damage to engine components is calibrated as the third knock threshold.

[0095] The specific value of the knock threshold can be related to factors such as engine model, compression ratio, fuel characteristics, and operating conditions. Different engine models, or even the same engine under different speeds and load conditions, may have different calibrated values ​​for each threshold.

[0096] The target knock intensity is compared with various knock thresholds to determine the knock level of the cylinder corresponding to the target knock intensity.

[0097] If the target knock intensity of a cylinder is less than the first knock threshold, the cylinder is determined to be knock-free. In this case, the combustion state of the cylinder is normal, and no downgrading measures are required. If the target knock intensity of a cylinder is greater than or equal to the first knock threshold and less than the second knock threshold, the cylinder is determined to have first-level knock, i.e., mild knock. In this case, the cylinder has slight knock and needs to be intervened by retarding the ignition timing. If the target knock intensity of a cylinder is greater than or equal to the second knock threshold and less than the third knock threshold, the cylinder is determined to have second-level knock, i.e., moderate knock. In this case, the knock of the cylinder is already quite obvious, and it is necessary to increase the excess air coefficient while retarding the ignition timing for coordinated intervention. If the target knock intensity of a cylinder is greater than or equal to the third knock threshold, the cylinder is determined to have third-level knock, i.e., severe knock. In this case, the knock of the cylinder is already quite severe, and it is necessary to further reduce the intake temperature after intercooling for three-dimensional coordinated intervention, based on the coordinated adjustment of increasing the excess air coefficient while retarding the ignition timing.

[0098] The fuel engine knock degradation control method disclosed in this embodiment quantifies the knock intensity into four discrete knock states: no knock, first level, second level, and third level, by setting three successively increasing knock thresholds. This enables the system to accurately distinguish different degrees of knock. The classification judgment result provides a reliable basis for subsequent differentiated degradation strategies, thereby realizing the implementation of different degradation strategies for different knock levels. This avoids the problems of over-correction or under-correction caused by taking the same measures regardless of the severity of knock in the prior art.

[0099] This embodiment discloses a method for degrading knock in a fuel engine, the flowchart of which is shown below. Figure 2 As shown, it includes:

[0100] Step S21: Obtain target information during engine operation;

[0101] Step S22: Based on the target information, determine the cylinder in the engine where knocking has occurred;

[0102] Step S23: In response to the presence of a first-stage knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0103] Step S24: In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is delayed according to a set advance angle step, and the excess air coefficient of the engine is increased according to a set correction step. The excess air coefficient is used to characterize the ratio of the actual amount of air to the theoretical amount of air required for complete combustion. The intensity of the second-stage knock is greater than the intensity of the first-stage knock.

[0104] Step S25: In response to the presence of a third cylinder in the engine that has experienced a third-level knock, the ignition advance angle of the third cylinder is delayed according to a set advance angle step, and the excess air coefficient of the engine is increased according to a set correction step, thereby reducing the target value of the intercooled intake air temperature of the engine to the first target value.

[0105] Step S26: Adjust the flow rate and circulation mode of the low-temperature coolant by setting the temperature regulation structure in the low-temperature water circuit of the engine, so that the actual value of the intercooled intake air temperature of the engine follows the target value of the intercooled intake air temperature.

[0106] When it is determined that the first cylinder in the engine is experiencing first-degree knock, the ignition advance angle of the first cylinder is retarded according to the advance angle step. When it is determined that the second cylinder in the engine is experiencing second-degree knock, the ignition advance angle of the second cylinder is retarded according to the advance angle step, and the excess air coefficient of the engine is increased according to the correction step. When it is determined that the third cylinder in the engine is experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to the advance angle step, and the excess air coefficient of the engine is increased according to the correction step. At the same time, the intake air temperature after intercooling of the engine is reduced. This allows for different degradation control based on different knock levels, thereby avoiding the efficiency loss, increased exhaust temperature, and deteriorated combustion stability caused by simply retarding the ignition advance angle. Furthermore, it can fundamentally solve the knock problem.

[0107] Specifically, reducing the intercooled intake air temperature of the engine can be achieved by: lowering the target value of the intercooled intake air temperature of the engine to a first target value; and adjusting the flow rate and circulation mode of the low-temperature coolant through a temperature regulation structure installed in the engine's low-temperature water circuit, so that the actual value of the intercooled intake air temperature of the engine follows the reduction of the target value of the intercooled intake air temperature.

[0108] During engine operation, the turbocharger compresses the intake air, significantly increasing its temperature. This high-temperature air entering the cylinder raises the initial compression temperature, consequently increasing the final air-fuel mixture temperature and increasing the risk of knocking. Therefore, the air compressed by the turbocharger needs to be cooled by the intercooler before entering the cylinder. In other words, when third-degree knocking occurs in any cylinder, the intake air temperature after intercooling needs to be lowered to fundamentally suppress knocking. Therefore, precise control of the intake air temperature after intercooling is crucial for achieving fundamental knock suppression.

[0109] In this embodiment, a temperature regulation structure is set in the engine's cryogenic water circuit. This temperature regulation structure can be a cryogenic water electronic thermostat, which is an intelligent electronically controlled temperature control valve in the cryogenic water circuit. It differs from the traditional mechanical thermostat, which relies on the physical expansion of the temperature-sensing wax to passively adjust the valve opening. The traditional mechanical thermostat has a slow response speed and low control accuracy. In contrast, the cryogenic water electronic thermostat receives the electronic control command of the system and can actively and accurately adjust the valve opening according to the control signal, thereby realizing active control of the cryogenic coolant flow rate, flow direction, and circulation mode. The system is the engine knock degradation control system on which the engine knock degradation control method disclosed in this embodiment is based.

[0110] If a third cylinder in the engine is confirmed to be experiencing level 3 knock, in addition to retarding the ignition timing of the third cylinder and increasing the excess air coefficient, the intercooled intake air temperature also needs to be reduced. To achieve this reduction, the target value for the intercooled intake air temperature can be lowered first. For example, if the target value is reduced from the current value to a first target value, the current value will necessarily be greater than the first target value. The first target value is the value obtained by reducing the current value by a set step size. For example, if the set step size is 2 degrees Celsius and the current value is 45 degrees Celsius, then the first target value is 43 degrees Celsius. This set step size can be determined based on the response characteristics and control accuracy requirements of the temperature regulation, or based on the current operating conditions of the engine and the knock intensity.

[0111] After setting the intercooled intake air temperature target value as the first target value, the flow rate and circulation mode of the low-temperature coolant are adjusted by the temperature regulation structure set in the engine's low-temperature water circuit, so that the actual value of the engine's intercooled intake air temperature decreases in line with the intercooled intake air temperature target value.

[0112] As the actual value of the intercooled intake air temperature decreases following the target value, the actual value of the intercooled intake air temperature is collected in real time. Closed-loop control is then performed on the target value and the actual value of the intercooled intake air temperature. The closed-loop control can employ a proportional-integral-derivative (PID) control algorithm. The target opening degree of the temperature regulation structure is calculated based on the deviation between the target value and the actual value. Specifically, the calculation process for the target opening degree can be as follows: calculate the deviation between the target value and the actual value of the intercooled intake air temperature; then, based on this deviation, calculate the basic opening degree adjustment through a proportional element, eliminate steady-state error through an integral element, and suppress overshoot through a derivative element; finally, the outputs of each element are superimposed to obtain the target opening degree of the temperature regulation structure.

[0113] After determining the target opening degree, it is sent to the actuator of the temperature regulation structure to adjust the flow rate and circulation mode of the cryogenic coolant. When it is necessary to reduce the intake air temperature after intercooling, the opening degree of the temperature regulation structure is increased, allowing more cryogenic coolant to flow through the intercooler, enhancing the cooling effect, and thus reducing the intake air temperature after intercooling. Specifically, when the actual intake air temperature after intercooling is higher than the target value, the opening degree of the temperature regulation structure is increased to allow more cryogenic coolant to flow into the intercooler, enhancing the cooling effect; when the actual intake air temperature after intercooling is lower than the target value, the opening degree of the temperature regulation structure is decreased to reduce the flow rate of cryogenic coolant and prevent the intake air temperature from becoming too low.

[0114] The above control process is a dynamic closed-loop adjustment process: the system continuously monitors the actual value of the intake air temperature after the intercooler, compares it with the current first target value, and adjusts the opening of the temperature regulation structure in real time according to the deviation between the actual value and the first target value, so that the actual value always stably follows the target value.

[0115] The fuel engine knock degradation control method disclosed in this embodiment, when it is determined that there is a third cylinder with third-level knock in the engine, retardes the ignition advance angle of the third cylinder according to a set advance angle step size, and increases the excess air coefficient of the engine according to a set correction step size. At the same time, the target value of the intercooled intake air temperature of the engine is reduced to a first target value. The flow rate and circulation mode of the cryogenic coolant are adjusted by a temperature regulation structure set in the cryogenic water circuit of the engine, so that the actual value of the intercooled intake air temperature of the engine follows the decrease of the target value of the intercooled intake air temperature. This allows the actual value of the intercooled intake air temperature to actively decrease according to the knock degradation requirements. Furthermore, it has high control precision and fast response speed, and achieves fundamental suppression of knock.

[0116] Furthermore, the fuel engine knock degradation control method disclosed in this embodiment, after adjusting the flow rate and circulation mode of the cryogenic coolant through the temperature regulation structure, may further include:

[0117] In response to the fact that the difference between the actual value of the intercooled intake temperature and the target value of the intercooled intake temperature is less than the first deviation threshold, the target value of the intercooled intake temperature is reduced from the first target value to the second target value.

[0118] During engine operation, the regulation of the intake air temperature after intercooling is actually a thermodynamic process. When the flow rate and circulation mode of the low-temperature coolant are adjusted by the temperature regulation structure, the low-temperature coolant flows through the intercooler and exchanges heat with the high-temperature compressed air. This heat exchange process takes a certain amount of time to complete. Specifically, it takes time for the coolant to flow from the thermostat to the intercooler, for the heat exchange between the coolant and the compressed air, and for the temperature change of the compressed air to be transmitted to the temperature sensor. Therefore, the change in the intake air temperature after intercooling has a significant delay characteristic, that is, there is a noticeable time lag from the system issuing a control command to the actual value of the intake air temperature after intercooling responding and stabilizing at the target value.

[0119] Due to the aforementioned delay characteristics, if the system lowers the target value of the intercooled intake temperature again before the temperature adjustment is completed and the actual intercooled intake temperature has not yet stabilized and followed the target value, problems such as control overshoot and control oscillation may occur.

[0120] To avoid the aforementioned problems, this embodiment introduces a temperature following judgment mechanism. That is, during the process of reducing the target value of the intercooled intake air temperature from the current value to the first target value and adjusting the low-temperature coolant through the temperature adjustment structure to make the actual value of the intercooled intake air temperature follow the first target value, the change of the actual value of the intercooled intake air temperature is continuously monitored, the difference between the actual value of the intercooled intake air temperature and the first target value is calculated in real time, i.e., the deviation, and the deviation is compared with the pre-calibrated first deviation threshold.

[0121] The first deviation threshold is a pre-set allowable temperature deviation value, which can be determined by those skilled in the art through bench calibration tests based on factors such as the specific engine model, the heat exchange characteristics of the intercooler, and the measurement accuracy of the temperature sensor. When the deviation between the actual value of the intercooled intake air temperature and the first target value is less than this threshold, it is considered that the actual value has sufficiently followed the first target value, the temperature regulation process has been basically completed, and the system is in a stable state. At this point, in order to solve the problem of third-level knocking, it is necessary to readjust the target value of the intercooled intake air temperature, reducing it from the first target value to the second target value, and again control the actual value of the intercooled intake air temperature to decrease in line with the decrease of the second target value. The second target value is the value obtained by subtracting the set step size from the first target value.

[0122] Additionally, if the difference between the actual value of the intercooled rear intake temperature and the first target value is greater than or equal to the first deviation threshold, it indicates that the current actual value has not yet fully followed the target value, and the temperature adjustment process is still in progress. At this time, the target value of the intercooled rear intake temperature is not adjusted, but the current target value of the intercooled rear intake temperature is kept unchanged, and the low-temperature coolant is adjusted through the temperature adjustment structure. The actual value is waited to move closer to the first target value until the deviation is less than the first deviation threshold before the target value of the intercooled rear intake temperature is adjusted.

[0123] The fuel engine knock degradation control method disclosed in this embodiment fully considers the delay characteristics of intercooled intake air temperature regulation. It adds a judgment on whether the difference between the actual value of intercooled intake air temperature and the target value of intercooled intake air temperature is less than a first deviation threshold. This ensures that each adjustment is performed when the actual value of intercooled intake air temperature has decreased along with the decrease of the target value of intercooled intake air temperature and has reached a stable state. This effectively avoids overshoot and oscillation, and improves the stability and reliability of temperature control.

[0124] This embodiment discloses a method for degrading knock in a fuel engine, the flowchart of which is shown below. Figure 3 As shown, it includes:

[0125] Step S31: Obtain target information during engine operation;

[0126] Step S32: Based on the target information, determine the cylinder in the engine where knocking has occurred;

[0127] Step S33: In response to the presence of a first-stage knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0128] Step S34: In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is delayed according to a set advance angle step, and the excess air coefficient of the engine is increased according to a set correction step. The excess air coefficient is used to characterize the ratio of the actual amount of air to the theoretical amount of air required for complete combustion. The intensity of the second-stage knock is greater than the intensity of the first-stage knock.

[0129] Step S35: In response to the presence of a third cylinder in the engine that has experienced a third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced. The intensity of the third-degree knock is greater than that of the second-degree knock.

[0130] Step S36: Under the condition that the recovery conditions are met, restore the delayed ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature to their initial values ​​according to the corresponding recovery step size.

[0131] When it is determined that the first cylinder in the engine is experiencing first-degree knock, the ignition advance angle of the first cylinder is retarded according to the advance angle step. When it is determined that the second cylinder in the engine is experiencing second-degree knock, the ignition advance angle of the second cylinder is retarded according to the advance angle step, and the excess air coefficient of the engine is increased according to the correction step. When it is determined that the third cylinder in the engine is experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to the advance angle step, and the excess air coefficient of the engine is increased according to the correction step. At the same time, the intake air temperature after intercooling of the engine is reduced. This allows for different degradation control based on different knock levels, thereby avoiding the efficiency loss, increased exhaust temperature, and deteriorated combustion stability caused by simply retarding the ignition advance angle. Furthermore, it can fundamentally solve the knock problem.

[0132] Furthermore, the scheme disclosed in this embodiment may also include: when the recovery conditions are met, restoring the delayed ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature to their initial values ​​according to their respective recovery step sizes.

[0133] During engine operation, when the system implements the corresponding degradation strategy based on the knock level—such as retarding the ignition timing, increasing the excess air coefficient, and reducing the intercooler intake temperature—the engine's combustion state is improved, and knock is gradually suppressed. However, these correction values ​​should not be permanently maintained after knock is suppressed. These correction values ​​are the adjusted values ​​for the degradation parameters, namely, the amount of ignition timing retarding, the amount of excess air coefficient increase, and the amount of intercooler intake temperature reduction. These correction values ​​are essentially temporary adjustment measures taken to address knock. They can cause the engine to deviate from its calibrated optimal combined operating point. If these correction values ​​do not return to zero for an extended period after knock is eliminated, the engine will continue to operate in a suboptimal state, leading to problems such as reduced thermal efficiency and worsened emissions.

[0134] Based on this, this embodiment adopts a correction value recovery mechanism to continuously monitor the engine during the execution of the degradation strategy so as to trigger the recovery process when the recovery conditions are met.

[0135] For different correction values, recovery is performed according to their respective recovery step sizes. Specifically, the recovery step sizes for ignition advance angle, excess air coefficient, and intercooled intake air temperature are independent and preset separately. These three can be the same or different, determined through calibration based on the sensitivity of each parameter to engine performance. Furthermore, the recovery step size is opposite in direction to the correction step size or advance angle step size. That is, the correction step size or advance angle step size is used to increase the correction amount, while the recovery step size is used to decrease the correction amount. In the actual control logic, the recovery step size can be set to the same value as the correction step size or advance angle step size (i.e., reverting at the same speed), or it can be set to a different value (i.e., reverting at a slower or faster speed).

[0136] Restoring to initial values ​​refers to the normal values ​​of each parameter before correction. For example, with ignition advance angle, restoring to initial values ​​means gradually adjusting the delayed ignition advance angle back to the original ignition timing angle before knocking occurred. Similarly, with excess air coefficient, restoring to initial values ​​means gradually adjusting the increased excess air coefficient back to the original setting value before knocking occurred. And with intercooler rear intake temperature, restoring to initial values ​​means gradually adjusting the decreased intercooler rear intake temperature back to the original target temperature value before knocking occurred. Initial values ​​are specific to each degradation event, i.e., the original settings of each parameter before the current degradation strategy was executed.

[0137] During the recovery process, multiple dimensions can be recovered simultaneously, or they can be recovered in a certain order. For example, the ignition advance angle can be recovered to its initial value first, and then the excess air coefficient can be recovered. Alternatively, all three dimensions can be recovered simultaneously with their respective recovery steps.

[0138] If only Level 1 knock occurs in the engine, during recovery, only the retarded ignition advance angle needs to be restored to its initial value. If only Level 2 knock occurs in the engine, or only Level 2 knock and Level 1 knock occur, during recovery, only the retarded ignition advance angle and the increased excess air coefficient need to be restored to their initial values. If Level 3 knock occurs in the engine, the retarded ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature all need to be restored to their initial values.

[0139] It should be noted that the ignition advance angle is restored independently for each cylinder, and there may be differences between cylinders due to their respective knocking history. However, the restoration of the excess air coefficient is a unified restoration for the entire engine, with all cylinders sharing the same restoration process. Similarly, the restoration of the intake air temperature after intercooling is also a unified restoration for the entire engine.

[0140] Furthermore, the recovery conditions in this embodiment can be specifically defined as follows:

[0141] Determine whether no knocking occurred in the cylinders of the engine within the target duration; determine whether the deviation between the actual value of the intercooled intake air temperature and the target value of the intercooled intake air temperature is less than a second deviation threshold; determine whether the current heat accumulation value is less than the target heat accumulation threshold, the heat accumulation value being an accumulated value used to characterize the degree of cylinder thermal load, calculated based on the engine's historical knocking conditions; in response to the fact that no knocking occurred in all cylinders of the engine within the target duration, the deviation between the actual value of the intercooled intake air temperature and the target value of the intercooled intake air temperature is less than the second deviation threshold, and the heat accumulation value is less than the target heat accumulation threshold, determine that the recovery conditions are met.

[0142] Determining whether the recovery conditions are met requires judgment based on three conditions: knock condition, i.e., whether no knocking has occurred in the cylinders of the engine within the target time period; temperature condition, i.e., whether the deviation between the actual value of the intake air temperature after intercooling and the target value of the intake air temperature after intercooling is less than the second deviation threshold; and heat accumulation condition, i.e., whether the current heat accumulation value is less than the target heat accumulation value. Only when all three conditions are met can it be determined that the recovery conditions are met. If any one of the conditions is not met, it can be determined that the recovery conditions are not met.

[0143] A target duration is set, starting from the last detected knock and ending when the target duration is reached. If no knock occurs in any cylinder of the engine during this time period, the condition of no knock within the target duration is met. The target duration is determined through bench calibration tests based on the engine's combustion stability, system response speed, and the random fluctuation characteristics of the knock signal. Specifically, calibration requires comprehensive consideration of the following factors: the statistical period of the engine's combustion cycle variation under stable operating conditions, the signal-to-noise ratio and false trigger rate of the knock signal, and the time required for the correction value to return to its initial value after the recovery process begins. For example, the target duration is set to a time window that covers multiple engine operating cycles to ensure that the absence of any detected knock signal within this time window is statistically significant and reliably indicates that knock has been truly suppressed.

[0144] If knocking occurs in any cylinder of the engine within the target duration, the timer will be reset and the timing will restart.

[0145] The criterion for determining whether the deviation between the actual and target values ​​of the intercooled intake air temperature is less than a second deviation threshold is as follows: If the deviation is less than the second deviation threshold, the temperature regulation process can be considered essentially complete in practical engineering, and the system is in a thermal equilibrium steady state. Since the intercooled intake air temperature in current engine systems does not experience rapid temperature rise or high-frequency oscillations, a deviation falling within the second deviation threshold range signifies that the system is approaching a steady state. Therefore, this deviation threshold condition is used as a measurable engineering criterion for determining whether the actual temperature has stably followed the target value.

[0146] The determination of whether the current heat accumulation value is less than the target heat accumulation threshold is used to confirm whether the heat load of the engine cylinder has been restored to a safe level, rather than relying solely on the correction value to temporarily suppress knocking. Therefore, the determination is made by the heat accumulation value that characterizes the degree of cylinder heat load.

[0147] The occurrence of knocking depends not only on the current combustion state but also on the engine's thermal history. For example, when an engine operates under high load for an extended period, the temperature of components such as the cylinder walls, piston tops, and cylinder heads gradually increases. These high-temperature components continue to heat the air-fuel mixture entering the cylinder during subsequent operating cycles. Even if the ignition timing has been retarded, the excess air coefficient has been increased, and the intake air temperature has been reduced, localized hot spots may still exist within the cylinder, inducing auto-ignition of the final mixture. In other words, the factors inducing knocking include both current combustion conditions and accumulated thermal history. The correction value adjusts the current combustion conditions, while the accumulated thermal history reflects the combined impact of accumulated thermal history on the cylinder's thermal load.

[0148] Among these conditions, the knocking condition ensures that knocking is truly quelled, not merely temporarily suppressed; the temperature condition ensures that the intake air temperature is properly regulated after intercooling, eliminating the risk of temperature fluctuations; and the heat accumulation condition ensures that the thermal load on the cylinder components is sufficiently attenuated, leaving no residual hot spots. All three conditions must be met simultaneously. If knocking is quelled but temperature regulation is inadequate, knocking may be triggered again during the recovery process due to temperature fluctuations. If knocking is quelled and temperature regulation is adequate, but heat accumulation remains high, knocking may be triggered again during the recovery process due to residual heat. If all three conditions are met, it indicates that the root cause of knocking has been eliminated, combustion conditions have stabilized, and the thermal state of the components is safe, thus reaching the appropriate time for recovery.

[0149] Furthermore, in the fuel engine knock degradation control method disclosed in this embodiment, determining whether the current heat accumulation value is less than the target heat accumulation threshold includes:

[0150] Based on the heat accumulation value of the previous time and the heat accumulation attenuation coefficient, determine the attenuated heat accumulation value; based on the target detonation intensity and detonation intensity coefficient at the current time, determine the current detonation contribution value; based on the attenuated heat accumulation value and the current detonation contribution value, determine the heat accumulation value at the current time; compare the heat accumulation value at the current time with the target heat accumulation threshold to determine whether the heat accumulation value at the current time is less than the target heat accumulation threshold.

[0151] In this embodiment, the current heat accumulation value can be obtained based on a heat accumulation model, which can be determined based on the cumulative effect of historical heat input and the new heat input represented by the current knock intensity. The cumulative effect of historical heat input is reflected through decay. Even if no new knock occurs, the heat accumulated by previous knocks will not disappear instantly, but will gradually dissipate over time through the heat dissipation effect of the cooling system. This decay is a gradual process. The new heat input represented by the current knock intensity is reflected through contribution. When knock occurs at a certain moment, the additional heat generated by the knock will be superimposed on the existing heat accumulation, further increasing the thermal load of the cylinder. The greater the knock intensity, the more additional heat is released per unit time, and the greater the contribution to heat accumulation.

[0152] Specifically, the implementation logic of the thermal accumulation model can be as follows: determine the thermal accumulation value after decay, determine the current knock contribution value, and determine the thermal accumulation value at the current moment based on the thermal accumulation value after decay and the current knock contribution value.

[0153] The decayed heat accumulation value can be determined based on the heat accumulation value of the previous moment and the heat accumulation decay coefficient. That is, the decayed heat accumulation value is obtained by multiplying the heat accumulation value of the previous moment by the heat accumulation decay coefficient. The heat accumulation decay coefficient is a value between 0 and 1, which is used to characterize the proportion of the heat accumulation value of the previous moment after one calculation cycle without new knocking. This decay coefficient reflects the engine cooling system's ability to dissipate heat from the cylinder. The higher the cooling efficiency and the faster the heat dissipation, the smaller the decay coefficient value; conversely, the lower the cooling efficiency and the slower the heat dissipation, the larger the decay coefficient value.

[0154] The decayed heat accumulation value reflects the residual effect of historical heat accumulation after a period of time. For example, if the heat accumulation value at the previous moment was 100 and the decay coefficient was 0.95, then the decayed heat accumulation value was 95, indicating that after one calculation cycle, 5% of the heat accumulation was lost and the remaining 95% was retained.

[0155] The current knock contribution value can be determined based on the target knock intensity and knock intensity coefficient at the current moment. This is achieved by multiplying the target knock intensity by the knock intensity coefficient. The knock intensity coefficient characterizes the contribution weight of a unit knock intensity to the heat accumulation value; it is essentially a proportional factor that converts knock intensity into an equivalent heat accumulation increment. The value of the knock intensity coefficient is related to factors such as the specific engine structure, combustion chamber design, and cooling system characteristics, and can be determined through bench calibration tests. This knock intensity coefficient reflects what proportion of the extra heat released by knock can be effectively absorbed and converted into heat accumulation by boundary components such as the cylinder walls.

[0156] Specifically, when the engine is not experiencing knocking at the current moment, the knock intensity coefficient can be set to zero. In this case, regardless of the target knock intensity value at the current moment (which should actually be zero or a very low background noise value), the knock contribution value is zero. This design ensures that the heat accumulation value only increases when knocking actually occurs, and does not accumulate incorrectly when knocking does not occur.

[0157] Adding the attenuated cumulative heat value to the current knock contribution value yields the current cumulative heat value. Comparing this current cumulative heat value to the target cumulative heat threshold determines whether it is less than the target threshold. The target cumulative heat threshold is a pre-defined safety boundary value. When the cumulative heat value is below this threshold, the engine is in a thermally safe state and will not spontaneously knock due to thermal history accumulation. When the cumulative heat value is above this threshold, it indicates that the cylinder thermal load is still high, posing a potential risk of knock recurrence; in this case, the correction value should not be restored.

[0158] The fuel engine knock degradation control method disclosed in this embodiment executes different degradation strategies for different levels of knock, and restores various correction values ​​when the recovery conditions are met. Specifically, the delayed ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature are restored to their initial values ​​according to their respective recovery step sizes. This achieves automatic and orderly regression of each correction value, ensuring that the engine can return to the optimal comprehensive operating point in a timely manner after knock is eliminated. This avoids the comprehensive performance loss caused by long-term deviation from the optimal operating point, realizes dynamic response and continuous management of engine knock state, and significantly improves the adaptability and reliability of control.

[0159] This embodiment discloses a method for degrading knock in a fuel engine, the flowchart of which is shown below. Figure 4 As shown, it includes:

[0160] Step S41: Obtain target information during engine operation;

[0161] Step S42: Based on the target information, determine the cylinder in the engine where knocking has occurred;

[0162] Step S43: In response to the presence of a first-stage knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0163] Step S44: In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is delayed according to a set advance angle step, and the excess air coefficient of the engine is increased according to a set correction step. The excess air coefficient is used to characterize the ratio of the actual air volume to the theoretical air volume required for complete combustion. The intensity of the second-stage knock is greater than the intensity of the first-stage knock.

[0164] Step S45: In response to the presence of a third cylinder in the engine that has experienced a third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced. The intensity of the third-degree knock is greater than that of the second-degree knock.

[0165] Step S46: Under the condition that the recovery conditions are met, restore the delayed ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature to their initial values ​​according to the corresponding recovery step size.

[0166] Step S47: During the process of restoring to the initial value, monitor the knocking status of each cylinder in the engine;

[0167] Step S48: In response to the recurrence of knocking in the target cylinder within the engine, a target degradation parameter is determined from multiple degradation parameters based on the knocking level of the recurrence, and the restoration of the remaining degradation parameters other than the target degradation parameter is stopped. The multiple degradation parameters include: ignition advance angle, excess air coefficient, and intake air temperature after intercooling. The target degradation parameter is a parameter used to suppress the recurrence of knocking, and the target degradation parameter includes at least the ignition advance angle of the target cylinder.

[0168] When it is determined that the first cylinder in the engine is experiencing first-degree knock, the ignition advance angle of the first cylinder is retarded according to the advance angle step. When it is determined that the second cylinder in the engine is experiencing second-degree knock, the ignition advance angle of the second cylinder is retarded according to the advance angle step, and the excess air coefficient of the engine is increased according to the correction step. When it is determined that the third cylinder in the engine is experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to the advance angle step, and the excess air coefficient of the engine is increased according to the correction step. At the same time, the intake air temperature after intercooling of the engine is reduced. This allows for different degradation control based on different knock levels, thereby avoiding the efficiency loss, increased exhaust temperature, and deteriorated combustion stability caused by simply retarding the ignition advance angle. Furthermore, it can fundamentally solve the knock problem.

[0169] Furthermore, in this embodiment, when the recovery conditions are met, each degraded parameter is recovered. During the recovery process, the knocking state of each cylinder in the engine is continuously monitored. In response to the target cylinder in the engine knocking again, a target degraded parameter is determined from multiple degraded parameters based on the knocking level of the recurring knocking, and the recovery of the remaining degraded parameters other than the target degraded parameter is stopped. The multiple degraded parameters include: ignition advance angle, excess air coefficient, and intake air temperature after intercooling. The target degraded parameter is a parameter used to suppress the recurrence of knocking, and the target degraded parameter includes at least the ignition advance angle of the target cylinder.

[0170] During engine operation, once the recovery conditions are met and the recovery process is initiated, the combustion state of the engine may change during this time, and knocking may recur in a particular cylinder. For example, if the ignition advance angle correction value recovers too quickly, resulting in premature ignition, or if the excess air coefficient correction value recovers too quickly, resulting in a richer mixture, the previously suppressed knocking may reappear.

[0171] Based on this, in this embodiment, during the recovery process, the knocking state of each cylinder in the engine is continuously monitored. The monitoring method can be: detecting cylinder vibration information by using a knock sensor installed on the cylinder block, or monitoring engine speed / load information, etc., in order to determine whether there are any cylinders that knock again during the recovery process.

[0172] When knocking is detected in a cylinder of the engine again, that cylinder is identified as the target cylinder. The target cylinder may be the first cylinder that previously experienced first-level knocking, the second cylinder that previously experienced second-level knocking, or the third cylinder that previously experienced third-level knocking. Regardless of the level of knocking that occurred previously, it will not affect the level of knocking that occurs again.

[0173] The current knock level of the target cylinder that will knock again is determined, and the degradation parameters are controlled according to the current knock level. That is, the target degradation parameter is determined from multiple degradation parameters, and degradation control is performed according to the target degradation parameter to suppress the knock that will knock again.

[0174] The target degradation parameters are: ignition advance angle, excess air coefficient, and intake air temperature after intercooling. The target degradation parameter can be one or more of these parameters, depending on the current knock level. At least the target cylinder's ignition advance angle must be included in the target degradation parameters. This is because the ignition advance angle is an independently adjustable parameter for each cylinder, providing the most direct and rapid response to knock in each cylinder, and is the primary means of suppressing knock. The higher the current knock level, the more degradation parameters are included in the target degradation parameters.

[0175] Specifically: if the knock level is classified as Level 1 knock in response to a recurrence of knocking, the target degradation parameter is determined to be the ignition advance angle of the target cylinder; if the knock level is classified as Level 2 knock in response to a recurrence of knocking, the target degradation parameters are determined to be the ignition advance angle and excess air coefficient of the target cylinder; if the knock level is classified as Level 3 knock in response to a recurrence of knocking, the target degradation parameters are determined to be the ignition advance angle, excess air coefficient, and intercooled intake temperature of the target cylinder.

[0176] If, during the recovery process, it is determined that the target cylinder experiences first-level knock again, the target degradation parameter is determined to be the ignition advance angle of the target cylinder. At this point, the ignition advance angle of the target cylinder is delayed according to the set advance step size, based on the current angle. After each delay, the knock status of the target cylinder is monitored. If the knock intensity is still greater than or equal to the first knock threshold and less than the second knock threshold, the delay continues; if the knock intensity decreases below the first knock threshold, the delay stops. Since first-level knock is mild, it can be effectively suppressed by local adjustment of the ignition advance angle of a single cylinder, without the need for global excess air coefficient and intercooler intake temperature adjustment, thus minimizing the impact of degradation on the overall engine performance.

[0177] If, during the recovery process, it is determined that the target cylinder experiences a second-degree knock again, the target degradation parameters are determined to be the ignition advance angle of the target cylinder and the engine's excess air coefficient. At this point, the ignition advance angle of the target cylinder is retarded according to a set advance step size until the knock intensity decreases below the second knock threshold or reaches the upper limit of the retardation. Simultaneously, the engine's excess air coefficient is increased according to a set correction step size. After each increase, the knock status of the target cylinder is monitored. If the knock intensity is still greater than or equal to the second knock threshold and less than the third knock threshold, the increase continues; if the knock intensity decreases below the second knock threshold, the increase stops. Since second-degree knock is moderate knock, it requires the coordinated suppression of both the ignition advance angle and the excess air coefficient, but it is not severe enough to necessitate reducing the intake temperature after the intercooler. Therefore, it is not necessary to reduce the intake temperature after the intercooler.

[0178] If, during the recovery process, it is determined that the target cylinder experiences third-degree knock again, the target degradation parameters are determined as the ignition advance angle of the target cylinder, the engine's excess air coefficient, and the engine's intercooled intake air temperature. At this point, the ignition advance angle of the target cylinder is retarded according to the set advance angle step size until the knock intensity is reduced below the third-degree knock threshold or reaches the upper limit of the retardation; simultaneously, the engine's intercooled intake air temperature is reduced. The target degradation parameters include all three degradation parameters because third-degree knock is a severe knock, requiring comprehensive and coordinated suppression across all three dimensions to fundamentally eliminate the temperature conditions that cause knock.

[0179] Furthermore, while determining the target degradation parameter, for other degradation parameters besides the target degradation parameter, their current values ​​are maintained and they are not restored to their initial values. For example, if the target cylinder experiences knocking again at the first knocking level, then only the ignition advance angle of the target cylinder needs to be readjusted to suppress the recurrence of knocking. In this case, the target degradation parameter is the ignition advance angle of the target cylinder. At this time, the ignition advance angle of the target cylinder is delayed according to the set advance angle step, and the restoration of other degradation parameters stops, that is, the restoration of the excess air coefficient and the intercooled intake temperature is stopped, so that the excess air coefficient and the intercooled intake temperature remain unchanged at their current values ​​and are not restored to their initial values. Another example: if the target... If the knocking level of the cylinder is the second knocking level, then the target degradation parameters are the ignition advance angle and excess air coefficient of the target cylinder. At the same time, the intake air temperature after intercooling stops recovering. For example, if the knocking level of the target cylinder is the third knocking level, then the target degradation parameters are the ignition advance angle, excess air coefficient, and intake air temperature after intercooling. In this case, no degradation parameters are in a state of cessation of recovery. However, each degradation parameter participates in the process of reducing the knocking level as a target degradation parameter.

[0180] Stopping recovery means interrupting the recovery process of the parameter gradually decreasing towards the initial value, so that it stops at the current value. If the current value of a parameter is already the initial value, that is, the recovery is complete, then stopping recovery is equivalent to keeping the initial value unchanged; if the current value of a parameter is still deviating from the initial value, that is, the recovery is not yet complete, then stopping recovery means keeping it at the current deviation value and no longer continuing the recovery.

[0181] Specifically, based on the above content, the complete flowchart of the fuel engine knock degradation control method of this embodiment can be as follows: Figure 5 As shown.

[0182] For cylinders that have not experienced knocking again in the engine, the ignition advance angle of the corresponding cylinder can continue to be restored to the initial value according to the cylinder's recovery step; for cylinders that have never experienced knocking in the engine, no adjustment is required.

[0183] Furthermore, it may also include: if the number of times a third-degree knock occurs in the engine within a certain time range reaches a threshold, then the engine is controlled to stop suddenly to ensure the safe operation of the engine.

[0184] The fuel engine knock degradation control method disclosed in this embodiment continuously monitors the knock state of each cylinder during the recovery process and restarts the corresponding degradation strategy according to its level when knock recurs. This achieves a complete closed-loop control of degradation, recovery, and re-degradation. This mechanism enables the scheme disclosed in this embodiment to dynamically respond to real-time changes in the engine combustion state, and can intervene in a timely and effective manner regardless of when or under what state knock occurs. The target degradation parameters are determined according to the level of the recurring knock. This precise intervention method avoids over-intervention or under-intervention caused by restoring all degradation parameters or re-correcting all parameters indiscriminately when knock recurs. While effectively suppressing recurring knock, it minimizes the impact on the overall performance of the engine.

[0185] This embodiment discloses a de-knock control system for a fuel engine, the schematic diagram of which is shown below. Figure 6 As shown, it includes:

[0186] The system includes a receiving unit 61, a determining unit 62, a first downgrade unit 63, a second downgrade unit 64, and a third downgrade unit 65.

[0187] Among them, the obtaining unit 61 is used to obtain target information during engine operation;

[0188] The determining unit 62 is used to determine, based on the target information, the cylinder in the engine where knocking has occurred;

[0189] The first degrading unit 63 is used to retard the ignition advance angle of the first cylinder in response to the presence of a first-level knock in the engine, according to a set advance angle step size.

[0190] The second degrading unit 64 is used to respond to the presence of a second cylinder in the engine that has a second-level knock, to retard the ignition advance angle of the second cylinder according to a set advance angle step, and to increase the excess air coefficient of the engine according to a set correction step. The excess air coefficient is used to characterize the ratio of the actual air volume to the theoretical air volume required for complete combustion. The intensity of the second-level knock is greater than the intensity of the first-level knock.

[0191] The third degradation unit 65 is used to respond to the presence of a third cylinder in the engine that has experienced a third-level knock. It retardes the ignition advance angle of the third cylinder according to a set advance angle step, increases the excess air coefficient of the engine according to a set correction step, and reduces the intake air temperature after intercooling of the engine. The intensity of the third-level knock is greater than that of the second-level knock.

[0192] The fuel engine knock degradation control system disclosed in this embodiment is based on the fuel engine knock degradation control method disclosed in the above embodiment, and will not be described again here.

[0193] The fuel engine knock degradation control system disclosed in this embodiment, when determining that a cylinder in the engine is experiencing knocking based on target information during engine operation, executes different processing methods based on different levels of knocking in the cylinder. For first-level knocking, the ignition advance angle of the corresponding cylinder is delayed according to the advance angle step size. For second-level knocking, while delaying the ignition advance angle of the corresponding cylinder, the excess air coefficient of the engine is increased according to the correction step size. For third-level knocking, while delaying the ignition advance angle of the corresponding cylinder and increasing the excess air coefficient of the engine, the intake air temperature after intercooling of the engine is reduced. This solution addresses different levels of knock by implementing different treatments. For the first level of knock, only the ignition advance angle is adjusted without affecting other parameters. For the second level of knock, the excess air coefficient is adjusted to avoid efficiency losses, increased exhaust temperature, and decreased combustion stability caused by drastically retarding the ignition advance angle alone. For the third level of knock, the intake air temperature after intercooling is further adjusted. This tiered adjustment method ensures that corrections in all dimensions are kept within a reasonable range, thus preventing the engine from deviating from its optimal operating point. Furthermore, adjusting the intake air temperature after intercooling lowers the air temperature before it enters the cylinder, directly reducing the compression start temperature and weakening the physical conditions for auto-ignition during compression, fundamentally eliminating the triggering conditions for knock.

[0194] This embodiment discloses an electronic device, the structural schematic diagram of which is shown below. Figure 7 As shown, it includes:

[0195] Processor 71 and memory 72.

[0196] Among them, memory 72 is used to store computer programs;

[0197] Processor 71 is used to execute computer programs to enable the electronic device to perform the following steps:

[0198] Obtain target information during engine operation;

[0199] Based on the target information, it was determined that there was a cylinder in the engine where knocking occurred;

[0200] In response to the presence of a first-order knock in the first cylinder of the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step.

[0201] In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is retarded according to a set advance angle step, and the excess air coefficient of the engine is increased according to a set correction step. The excess air coefficient is used to characterize the ratio of the actual amount of air to the theoretical amount of air required for complete combustion. The intensity of the second-stage knock is greater than that of the first-stage knock.

[0202] In response to the presence of a third cylinder in the engine that experiences third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced. The intensity of third-degree knock is greater than that of second-degree knock.

[0203] The electronic device disclosed in this embodiment is based on the fuel engine knock degradation control method disclosed in the above embodiments, and will not be described again here.

[0204] The electronic device disclosed in this embodiment, when determining that a cylinder in the engine is experiencing knocking based on target information during engine operation, performs different processing methods based on different levels of knocking. For first-level knocking, the ignition advance angle of the corresponding cylinder is delayed according to the advance angle step. For second-level knocking, while delaying the ignition advance angle of the corresponding cylinder, the excess air coefficient of the engine is increased according to the correction step. For third-level knocking, while delaying the ignition advance angle of the corresponding cylinder and increasing the excess air coefficient of the engine, the intake air temperature after intercooling of the engine is reduced. This solution addresses different levels of knock by implementing different treatments. For the first level of knock, only the ignition advance angle is adjusted without affecting other parameters. For the second level of knock, the excess air coefficient is adjusted to avoid efficiency losses, increased exhaust temperature, and decreased combustion stability caused by drastically retarding the ignition advance angle alone. For the third level of knock, the intake air temperature after intercooling is further adjusted. This tiered adjustment method ensures that corrections in all dimensions are kept within a reasonable range, thus preventing the engine from deviating from its optimal operating point. Furthermore, adjusting the intake air temperature after intercooling lowers the air temperature before it enters the cylinder, directly reducing the compression start temperature and weakening the physical conditions for auto-ignition during compression, fundamentally eliminating the triggering conditions for knock.

[0205] This application embodiment also provides a readable storage medium storing a computer program, which is loaded and executed by a processor to implement the steps of the above-described fuel engine knock degradation control method. The specific implementation process can be referred to the description of the corresponding part of the above embodiment, and will not be repeated in this embodiment.

[0206] This application also proposes a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the methods provided in the various optional implementations of the above-described fuel engine knock degradation control method. Specific implementation processes can be referred to the descriptions of the corresponding embodiments above, and will not be repeated here.

[0207] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0208] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0209] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0210] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A method for controlling knock degradation in a fuel engine, characterized in that, include: Obtain target information during engine operation; Based on the target information, it is determined that there is a cylinder in the engine that is experiencing knocking; In response to the presence of a first-order knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step. In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is retarded by a set advance angle step, and the excess air coefficient of the engine is increased by a set correction step, wherein the excess air coefficient is used to characterize the ratio of the actual air volume to the theoretical air volume required for complete combustion, and the intensity of the second-stage knock is greater than the intensity of the first-stage knock. In response to the presence of a third cylinder in the engine experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced, wherein the intensity of the third-degree knock is greater than the intensity of the second-degree knock.

2. The method according to claim 1, characterized in that, The reduction of the intercooled intake air temperature of the engine includes: The target value of the intake air temperature after intercooling of the engine is reduced to the first target value; The flow rate and circulation mode of the cryogenic coolant are adjusted by a temperature regulation structure installed in the cryogenic water circuit of the engine, so that the actual value of the intercooled intake air temperature of the engine follows the target value of the intercooled intake air temperature.

3. The method according to claim 2, characterized in that, After adjusting the flow rate and circulation mode of the cryogenic coolant through the temperature regulation structure, the method further includes: In response to the fact that the difference between the actual value of the intercooled intake temperature and the target value of the intercooled intake temperature is less than a first deviation threshold, the target value of the intercooled intake temperature is reduced from the first target value to the second target value.

4. The method according to claim 1, characterized in that, The step of determining, based on the target information, that there is a cylinder in the engine where knocking has occurred includes: The target knock intensity of the cylinder in the engine is determined based on the target information; In response to the target knock intensity being less than a first knock threshold, the cylinder corresponding to the target knock intensity is determined to be knock-free. In response to the target knock intensity being greater than or equal to the first knock threshold and less than the second knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with first-level knock, and the second knock threshold is greater than the first knock threshold; In response to the target knock intensity being greater than or equal to the second knock threshold and less than the third knock threshold, the cylinder corresponding to the target knock intensity is determined to be a cylinder with second-level knock, wherein the third knock threshold is greater than the second knock threshold; In response to the target detonation intensity being greater than the third detonation threshold, the cylinder corresponding to the target detonation intensity is determined to be a cylinder with third-level detonation.

5. The method according to claim 1, characterized in that, Also includes: If the recovery conditions are met, the delayed ignition advance angle, the increased excess air coefficient, and the reduced intercooler intake temperature will be restored to their initial values ​​according to their respective recovery steps.

6. The method according to claim 5, characterized in that, The conditions for recovery include: Determine whether the cylinders in the engine did not experience knocking within the target duration; Determine whether the deviation between the actual value of the intercooled intake air temperature of the engine and the target value of the intercooled intake air temperature of the engine is less than a second deviation threshold. Determine whether the current heat accumulation value is less than the target heat accumulation threshold. The heat accumulation value is an accumulated value used to characterize the degree of cylinder heat load, calculated based on the historical knock state of the engine. In response to the fact that no knocking occurs in any cylinder within the engine within the target duration, the deviation between the actual value of the intercooled intake air temperature and the target value of the intercooled intake air temperature is less than a second deviation threshold, and the heat accumulation value is less than the target heat accumulation threshold, it is determined that the recovery condition is met.

7. The method according to claim 6, characterized in that, Determining whether the current heat accumulation value is less than the target heat accumulation threshold includes: Based on the heat accumulation value of the previous time and the heat accumulation decay coefficient at the current time, determine the decayed heat accumulation value; Based on the target detonation intensity and detonation intensity coefficient at the current moment, determine the current detonation contribution value; Based on the attenuated heat accumulation value and the current knock contribution value, determine the heat accumulation value at the current moment; The current heat accumulation value is compared with the target heat accumulation threshold to determine whether the current heat accumulation value is less than the target heat accumulation threshold.

8. The method according to claim 5, characterized in that, The process of restoring to the initial value according to the corresponding recovery step size also includes: Monitor the knocking state of each cylinder in the engine; In response to the recurrence of knocking in the target cylinder within the engine, a target degradation parameter is determined from multiple degradation parameters based on the knocking level of the recurrence, and the restoration of the remaining degradation parameters other than the target degradation parameter is stopped. The multiple degradation parameters include: ignition advance angle, excess air coefficient and intake temperature after intercooling. The target degradation parameter is a parameter used to suppress the recurrence of knocking. The target degradation parameter includes at least the ignition advance angle of the target cylinder.

9. The method according to claim 8, characterized in that, The determination of the target degradation parameter from multiple degradation parameters based on the degradation level of the recurring detonation includes: In response to the recurrence of detonation, the detonation level is determined to be the first-level detonation, and the target degradation parameter is determined to be the ignition advance angle of the target cylinder; In response to the recurrence of detonation, the detonation level is classified as Level 2 detonation, and the target degradation parameters are determined as the ignition advance angle and excess air coefficient of the target cylinder. In response to the recurrence of knocking, which is classified as Level 3 knocking, the target degradation parameters are determined as the ignition advance angle, excess air coefficient, and intercooled intake temperature of the target cylinder.

10. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor is configured to execute the computer program to enable the electronic device to perform the following steps: Obtain target information during engine operation; Based on the target information, it is determined that there is a cylinder in the engine that is experiencing knocking; In response to the presence of a first-order knock in the engine, the ignition advance angle of the first cylinder is retarded according to a set advance angle step. In response to the presence of a second cylinder in the engine that experiences second-stage knock, the ignition advance angle of the second cylinder is retarded by a set advance angle step, and the excess air coefficient of the engine is increased by a set correction step, wherein the excess air coefficient is used to characterize the ratio of the actual air volume to the theoretical air volume required for complete combustion, and the intensity of the second-stage knock is greater than the intensity of the first-stage knock. In response to the presence of a third cylinder in the engine experiencing third-degree knock, the ignition advance angle of the third cylinder is retarded according to a set advance angle step, the excess air coefficient of the engine is increased according to a set correction step, and the intake air temperature after intercooling of the engine is reduced, wherein the intensity of the third-degree knock is greater than the intensity of the second-degree knock.

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