Engine control method and device

Abstract

The application discloses an engine control method, in which the knock coefficients of each cylinder in the engine are obtained, and the number of knocks of each cylinder in different knock intervals is counted. Each knock interval includes the lowest knock coefficient and the highest knock coefficient, and the knock coefficients corresponding to different knock intervals are not repeated. Then, the outlier value in the number of knocks corresponding to different knock intervals is identified by using an outlier value screening method. If there is an outlier value, the cylinder corresponding to the outlier value is determined as a candidate abnormal cylinder. If the number of candidate abnormal cylinders is less than or equal to a preset number threshold, the knock coefficient of a first cylinder in the candidate abnormal cylinders is greater than a first coefficient threshold, and the knock coefficients of each second cylinder in the engine are all less than a second coefficient threshold, the ignition angle of the first cylinder is adjusted to a first ignition angle. Through the above method, the misfire of the engine caused by the too large correction of the ignition angle due to abnormal knock can be avoided.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to an engine control method and device. Background Technology

[0002] In traditional spark-ignition engines, knocking can lead to serious reliability problems, such as cylinder scoring and piston crown melting. Knocking is an abnormal and highly destructive combustion phenomenon that occurs in the cylinder after the compression stroke in a spark-ignition engine.

[0003] To address this issue, the conventional approach is to reduce knock intensity by retarding the ignition timing. However, retarding the ignition timing slows down combustion, thus reducing engine power and fuel economy. Therefore, ignition timing control must be precise, and the precision of knock control depends on the accuracy of knock detection.

[0004] If knock detection malfunctions, it can lead to two extreme scenarios: knock is not detected or knock is over-detected. Over-detection is particularly prominent, causing the system to detect abnormally high knock signals, which in turn triggers excessive ignition timing corrections, and in severe cases, can even lead to engine misfire. Summary of the Invention

[0005] In view of this, this application provides an engine control method and device to avoid engine misfire caused by excessive ignition angle retardation due to abnormal knock signals.

[0006] To solve the above problems, the technical solution provided in this application is as follows: Firstly, an engine control method is provided. In this method, the knock coefficient of each cylinder in the engine is obtained, and the knock frequency of each cylinder in different knock intervals is counted. Each knock interval includes a minimum knock coefficient and a maximum knock coefficient, and the knock coefficients corresponding to different knock intervals are not repeated. Then, an outlier screening method is used to identify outliers in the knock frequency corresponding to different knock intervals. If an outlier exists, the cylinder corresponding to the outlier is identified as a candidate outlier cylinder. If the number of candidate outlier cylinders is less than or equal to a preset threshold, the knock coefficient of the first cylinder among the candidate outlier cylinders is greater than a first threshold, and the knock coefficients of all second cylinders in the engine are less than a second threshold, then the ignition angle of the first cylinder is adjusted to the first ignition angle. Here, the first threshold is greater than the second threshold, and the second cylinders are all cylinders in the engine other than the first cylinder.

[0007] As can be seen, this application identifies abnormal knock signals by using interval statistics and outlier screening, thereby improving the accuracy of abnormal knock signal identification. It also precisely locates the abnormal cylinder (i.e., the first cylinder) through a triple-condition judgment, avoiding misjudgment. Furthermore, after locating the abnormal cylinder, the ignition angle of that cylinder is adjusted to ignite it, preventing engine misfire and improving engine reliability and durability.

[0008] Secondly, this application provides an engine control device, the device comprising: Acquisition unit, used to acquire the knock coefficient of each cylinder in the engine; The statistics unit is used to count the number of knocks in each cylinder of the engine in different knock ranges. The knock range includes the lowest knock coefficient and the highest knock coefficient, and the knock coefficients corresponding to different knock ranges are not repeated. The identification unit is used to identify outliers in the number of detonations in the different detonation ranges using an outlier filtering method. The determining unit is used to determine the cylinder corresponding to the abnormal value as a candidate abnormal cylinder if an abnormal value exists. An adjustment unit is used to adjust the ignition angle of the first cylinder to a first ignition angle if the number of candidate abnormal cylinders is less than or equal to a preset number threshold, the knock coefficient of the first cylinder among the candidate abnormal cylinders is greater than a first coefficient threshold, and the knock coefficients of each second cylinder in the engine are all less than a second coefficient threshold. The first coefficient threshold is greater than the second coefficient threshold. The second cylinder refers to the cylinders in the engine other than the first cylinder.

[0009] Thirdly, this application provides an electronic device including a processor and a memory. The processor and the memory communicate with each other. The processor executes instructions stored in the memory to cause the electronic device to perform the engine control method as described in the first aspect.

[0010] Fourthly, this application provides a computer-readable storage medium storing instructions that instruct an electronic device to perform the engine control method described in the first aspect.

[0011] Fifthly, this application provides a computer program product containing instructions that, when run on an electronic device, causes the electronic device to perform the engine control method described in the first aspect above.

[0012] Based on the implementation methods provided in the above aspects, this application can be further combined to provide more implementation methods. Attached Figure Description

[0013] Figure 1 A flowchart of an engine control method provided in an embodiment of this application; Figure 2 A schematic diagram of different cylinder knock coefficients provided in the embodiments of this application; Figure 3 A schematic diagram illustrating ignition angle correction for different cylinders, provided for embodiments of this application; Figure 4 A schematic diagram illustrating the misfire rate of different cylinders provided in an embodiment of this application; Figure 5 This is a schematic diagram illustrating the implementation framework of an engine control method provided in an embodiment of this application; Figure 6 A structural diagram of an engine control device provided in an embodiment of this application; Figure 7 An electronic device structure is provided as an embodiment of this application. Detailed Implementation

[0014] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the embodiments of this application will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0015] To facilitate understanding of the technical solution of this application, the technical terms involved in this application will be explained below.

[0016] Knock signal: The knock sensor is installed on the engine block. When knock occurs, the vibration signal caused by combustion is transmitted to the engine block, and the engine block vibrates accordingly. The knock sensor then detects an increase in voltage, and this voltage signal is the knock signal.

[0017] Knock signal limit: If the knock signal detected by the knock sensor exceeds the knock signal limit, it is considered that the engine is knocking, and the Electronic Control Unit (ECU) increases the ignition timing retarding. Generally, the knock signal limit is divided into a normal vibration signal limit and a severe vibration signal limit, and these two knock signal limits correspond to different ignition timing retarding amounts.

[0018] The ignition retard amount refers to the specific angle by which the engine control unit (ECU) shifts the ignition advance angle from its current value towards a retardation direction (i.e., closer to or later than top dead center) to suppress knocking. Generally, a larger retardation amount means that the ignition timing occurs later.

[0019] Currently, knock intensity is typically reduced by retarding the ignition angle. However, retarding the ignition angle slows down combustion and reduces engine power. To achieve precise control of the ignition angle, accurate knock signal identification is crucial. Over-identification of knock is particularly problematic, leading to abnormally high knock signals and excessive ignition angle corrections, which can even cause engine misfires in severe cases.

[0020] In traditional knock control, the ECU simply compares the knock signals of each cylinder with preset knock signal limits and uniformly executes a conventional "stepped ignition retarding" strategy. This strategy has a fundamental flaw: it assumes all knock signals are genuine and reliable, lacking a mechanism to verify the authenticity of the knock signals themselves. For example, when a knock sensor in a cylinder generates an abnormally high voltage signal (i.e., an abnormal knock signal) due to aging, loosening, wiring interference, or resonance, the conventional control strategy will misinterpret it as genuine knock and continuously retard the ignition angle for that cylinder. Since this signal is not genuine knock, retarding the ignition angle not only fails to eliminate the signal but also leads to excessive retardation, causing combustion deterioration in that cylinder and ultimately misfires, potentially even causing mechanical damage to the engine.

[0021] Based on this, this application provides an engine control method. First, the knock coefficient of each cylinder in the engine is obtained, and the knock frequency of each cylinder in different knock intervals is counted. Then, an outlier screening method is used to identify outliers in the knock frequency corresponding to different knock intervals. If an outlier exists, the cylinder corresponding to the outlier is identified as a candidate outlier cylinder. If the number of candidate outlier cylinders is less than a preset threshold, the knock coefficient of the first cylinder among the candidate outlier cylinders is greater than a first coefficient threshold, and the knock coefficients of all second cylinders in the engine are less than a second coefficient threshold, the ignition angle of the first cylinder is adjusted to the first ignition angle. It can be seen that the above method can identify abnormal, false knocks from multiple cylinders and implement targeted corrections to avoid the risk of engine misfire due to misjudgment by conventional knock control strategies.

[0022] To facilitate understanding of the technical solution of this application, the following description will be provided in conjunction with the accompanying drawings.

[0023] See Figure 1 The figure is a flowchart of an engine control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes: S101: Obtain the knock coefficient of each cylinder of the engine.

[0024] In this embodiment, the ECU can obtain the knock coefficient of each cylinder in the engine corresponding to different combustion cycles. The knock coefficient ranges from [0, 1].

[0025] Specifically, the knock coefficient of a cylinder in the current combustion cycle can be obtained by: obtaining the knock energy of the cylinder in the current combustion cycle; comparing the knock energy with at least one knock energy threshold to obtain a comparison result; determining the step size adjustment based on the comparison result; and determining the knock coefficient of the cylinder in the current combustion cycle based on the historical knock coefficient of the cylinder in the previous combustion cycle and the step size adjustment. That is, this embodiment continuously quantifies the cylinder knock level by iteratively updating the knock coefficient cycle by cycle.

[0026] In practical implementation, the knock signal corresponding to the cylinder is acquired based on the knock sensor, and the knock energy is extracted from the knock signal. The relationship between this knock energy and the second knock energy threshold E2, the third knock energy threshold E3, and the fourth knock energy threshold E4 is determined. If the knock energy is less than or equal to the second knock energy threshold E2, it is determined that the cylinder has not knocked, and the step size adjustment is K0; if the knock energy is greater than E2 and less than or equal to E3, it is determined that the cylinder has experienced slight knocking, and the step size adjustment is K1; if the knock energy is greater than E3, it is determined that the cylinder has experienced severe knocking, and the step size adjustment is K2.

[0027] If no knocking occurs in the cylinder, the knocking coefficient of the cylinder in the previous combustion cycle is subtracted from K0 to obtain the knocking coefficient of the cylinder in the current combustion cycle.

[0028] If slight knocking occurs in the cylinder, add K1 to the historical knocking coefficient of the cylinder in the previous combustion cycle to obtain the knocking coefficient of the cylinder in the current combustion cycle.

[0029] If severe knocking occurs in the cylinder, add K2 to the historical knocking coefficient of the cylinder in the previous combustion cycle to obtain the knocking coefficient of the cylinder in the current combustion cycle.

[0030] Typically, after obtaining the knock coefficient of a cylinder in the current combustion cycle, the actuated ignition angle of that cylinder can be determined based on this knock coefficient. For example, the actuated ignition angle = current ignition angle - knock coefficient. Maximum knock correction ignition angle.

[0031] S102: Count the number of knocks in each cylinder of the engine in different knock ranges.

[0032] The knocking range includes the lowest and highest knocking coefficients, and the knocking coefficients corresponding to different knocking ranges are not repeated. For example, there are three knocking ranges: [0.4, 0.6), [0.6, 0.8), and [0.8, 1.0]. Specifically, the number of knocks in each cylinder of the engine within different knocking ranges can be counted within a preset time period.

[0033] For example, as shown in Table 1, the engine includes 6 cylinders, numbered 1 to 6. The number of knocks occurring in these 6 cylinders in different knock ranges is recorded. For cylinder 1, the number of knocks in the knock range [0.4, 0.6) is 7710, the number of knocks in the knock range [0.6, 0.8) is 2315, and the number of knocks in the knock range [0.8, 1.0] is 65080.

[0034] Table 1. Statistics of Knock Coefficient

[0035] Among them, the knock coefficient of each cylinder is as follows Figure 2 As shown, Figure 2 The graph shows the knock coefficients for different cylinders at different time points, indicating that cylinder 1 exhibits an abnormal knock coefficient. It should be noted that cylinders 4 and 6 had knock coefficients of 0 during the statistical period and were not included in the data set. Figure 2 As shown.

[0036] S103: Use outlier screening to identify outliers in the number of detonations corresponding to different detonation intervals.

[0037] In this implementation, outlier screening is used to identify the number of abnormal explosions in different explosion intervals. Outlier screening refers to a general term for statistical methods used to identify values ​​in a dataset that significantly deviate from other observations; these significantly deviating values ​​are called "outliers," "outliers," or "suspicious values." For example, outlier screening can be Dixon's Q test, also known as the Q-value test or the range test. The Q-value test calculates the difference between a "suspicious value" and its nearest neighbor, and measures the proportion of this difference to the data's range (maximum value minus minimum value) (i.e., the Q-value). If this Q-value exceeds a critical value table, the suspicious value is considered an outlier. The range test directly uses the data's range (the difference between the maximum and minimum values) to assess data dispersion.

[0038] In the Q-value verification method, the "suspicious value" is usually the maximum or minimum value in a set of data. In this embodiment, the "suspicious value" is the maximum value, i.e., the maximum number of detonations in the detonation interval. Specifically, the Q-value verification method is used to identify outliers in the number of detonations in different detonation intervals, including: for any detonation interval, calculating the first difference between the first and second detonations in the multiple detonations corresponding to that detonation interval; calculating the second difference between the first and third detonations in the multiple detonations; obtaining the ratio of the first difference to the second difference; if the ratio is greater than a preset ratio threshold, the first detonation is determined to be an outlier. Here, the first detonation is the maximum number of detonations in the multiple detonations, the second detonation is the second largest number of detonations in the multiple detonations, and the third detonation is the minimum number of detonations in the multiple detonations. The preset ratio threshold is looked up from a critical value table.

[0039] For example, the knock counts for different gears are sorted as follows: knock counts for 0.4-0.6 knock coefficient [1332, 1972, 2671, 7710, 8805, 9590]; knock counts for 0.6-0.8 knock coefficient [1106, 1248, 1331, 2315, 7010, 7440]; knock counts for 0.8-1.0 knock coefficient [633, 716, 820, 1516, 2787, 65080]. Dixon's Q test: The Q(0.4-0.6) value is calculated as (9590-8805) / (9590-1332) = 0.095, the Q(0.6-0.8) value is calculated as (7440-7010) / (7440-1106) = 0.06, and the Q(0.8-0.1) value is calculated as (65080-2787) / (65080-633) = 0.97. If the critical value is set to 0.56, then detonation can be determined to exist, with an anomaly value of 65080.

[0040] When the outlier screening method is the range method, the calculation method is the same as that for the Q value, but the judgment is based on the engineering experience threshold rather than the statistical critical value.

[0041] In some implementations, before executing S103, the method further includes: obtaining the engine's total mileage or total number of ignitions; if the engine's total mileage exceeds a preset mileage threshold or the engine's total number of ignitions exceeds a preset number of ignitions threshold, then S103 and subsequent operations are executed. That is, considering that new engines typically do not exhibit abnormal knocking signals, abnormal knocking signal detection is performed after a specific mileage and number of ignitions to ensure that this function is not enabled on new engines, thus reducing the ECU load.

[0042] S104: If an outlier exists, the cylinder corresponding to the outlier is identified as a candidate outlier cylinder.

[0043] In this embodiment, after determining that an outlier exists, the cylinder corresponding to the outlier is identified as a candidate outlier cylinder. For example, if the outlier is determined to be 65080 after step S103, and the cylinder corresponding to the outlier is cylinder 1, then cylinder 1 is identified as a candidate outlier cylinder.

[0044] This embodiment divides the knock coefficient into multiple level intervals and counts the knock frequency of each cylinder in different intervals. Outlier screening methods (such as Dixon's Q test or range method) are used to statistically detect anomalies in the knock frequency of each cylinder. This allows for objective and quantitative identification of cylinders with knock frequencies that significantly deviate from the normal distribution from multi-cylinder data. This identification mechanism does not rely on instantaneous comparison of a single knock energy threshold; instead, it uses statistical principles to determine anomalies in cumulative data. This effectively distinguishes between abnormal sensor signals (abnormal knock signals) and genuine knock, avoiding the pitfall of conventional techniques that misjudge false knock signals as genuine knock.

[0045] That is, this embodiment uses Dixon's Q test to detect data anomalies under steady-state operation of the excavator by statistically analyzing the frequency of detonation in different detonation intervals, in order to identify abnormal detonation signals that are not caused by combustion.

[0046] S105: If the number of candidate abnormal cylinders is less than or equal to a preset number threshold, the knock coefficient of the first cylinder among the candidate abnormal cylinders is greater than the first coefficient threshold, and the knock coefficient of each second cylinder in the engine is less than the second coefficient threshold, adjust the ignition angle of the first cylinder to the first ignition angle.

[0047] Here, the first cylinder refers to a cylinder within the candidate cylinders whose knock coefficient is greater than a first threshold value. The second cylinder refers to any cylinder other than the first cylinder within the engine's multiple cylinders whose knock coefficient is less than a second threshold value. The first threshold value is greater than the second threshold value. For example, the first threshold value is 0.5 and the second threshold value is 0.1. The knock coefficient of the first cylinder refers to the knock coefficient in the current combustion cycle, and the knock coefficient of the second cylinder also refers to the knock coefficient in the current combustion cycle.

[0048] In this embodiment, the ECU corrects the ignition angle of the first cylinder under the following conditions: the number of candidate abnormal cylinders is less than or equal to a preset threshold, the knock coefficient of the first cylinder is greater than a first threshold, and the knock coefficients of all cylinders other than the first cylinder are less than a second threshold. If these conditions are met, the ECU corrects the ignition angle of the first cylinder to the first ignition angle; if none of these conditions are met, the ECU may not correct the ignition angle of the first cylinder. The preset threshold can be configured according to the actual application scenario; for example, the preset threshold may be 2.

[0049] In other words, based on the detection of statistical anomalies, a more stringent entry condition is introduced: the number of candidate abnormal cylinders is extremely small (less than the first quantity threshold), the knock coefficient of that cylinder is abnormally high (greater than the first coefficient threshold), and the knock coefficients of all other cylinders are at extremely low levels (less than the second coefficient threshold). This triple verification mechanism can accurately pinpoint a single target cylinder whose signal distortion is caused by sensor failure, circuit abnormality, or local mechanical problems, eliminating the interference of knocking of the entire cylinder caused by other factors, and achieving precise localization of abnormal signals.

[0050] In some implementations, the first ignition angle can be the average of the ignition angles corresponding to all the second cylinders, or the minimum ignition angle among all the second cylinders. That is, after locking the cylinder with the abnormal knock signal (i.e., the first cylinder), the ignition angle of that cylinder is directly switched to the average or minimum value of the ignition angles of the other normal cylinders, instead of executing the conventional "step-by-step retardation" strategy. This correction mechanism fundamentally cuts off the continuous misleading effect of false high knock signals on ignition angle control, preventing the ECU from indefinitely retarding the ignition angle due to continuously receiving abnormally high signals. This effectively prevents in-cylinder combustion deterioration, misfires, and even engine mechanical damage caused by excessive ignition angle retardation, significantly improving the engine's operational reliability under abnormal knock sensor signal conditions. For example... Figure 3 and Figure 4 The conventional ignition timing correction method shown in the figure resulted in excessive correction, leading to a higher misfire rate in cylinder 1.

[0051] Furthermore, by switching the ignition angle of the first cylinder to the same level as the other normal cylinders, the actual ignition angle of this cylinder is kept basically consistent with that of the other cylinders, avoiding the overall engine torque fluctuation caused by a significant decrease in the work capacity of a single cylinder due to excessive retardation of the ignition angle. At the same time, since the knock coefficients of the other normal cylinders are all at extremely low levels (less than the second coefficient threshold), it indicates that there is no real risk of knocking in the engine under the current operating conditions. Therefore, this correction mechanism can both ensure that the cylinder does not misfire and maintain its normal power output, thereby ensuring the smooth operation and combustion stability of the entire engine.

[0052] In some implementations, after adjusting the ignition angle of the first cylinder to the first ignition angle, the knock coefficient of the first cylinder can be reset to zero, and the average value of the self-learned ignition angle values ​​of the second cylinders or the minimum self-learned ignition angle value corresponding to the second cylinder can be stored in the ignition angle self-learning table corresponding to the first cylinder. That is, the average value of the self-learned ignition angles of all second cylinders is calculated, and this average value is stored in the ignition angle self-learning table corresponding to the first cylinder. Alternatively, the minimum ignition angle among the ignition angles corresponding to each of the second cylinders is determined, and this minimum ignition angle is stored in the ignition angle self-learning table corresponding to the first cylinder.

[0053] In some implementations, if the knock energy of the first cylinder is lower than a first knock energy threshold or the knock coefficient of the second cylinder is greater than a third coefficient threshold, the ignition angle of the first cylinder is adjusted to the second ignition angle. The first and second ignition angles are different. That is, when either of the above conditions is met, the ignition angle of the first cylinder is no longer the first ignition angle, but is adjusted to the second ignition angle. The first knock energy threshold and the third coefficient threshold can be configured according to the actual application scenario; for example, the first knock energy threshold is 5, and the third coefficient threshold is 0.1.

[0054] The second ignition angle is determined by the controller based on the conventional knock control strategy after the first cylinder exits the abnormal knock correction mode. The conventional knock control strategy involves gradually adjusting the ignition angle of the second cylinder by a preset step size, based on a comparison between the knock energy of the second cylinder and a preset knock energy threshold. In other words, this embodiment includes a mechanism for exiting the abnormal knock correction mode; after meeting preset conditions, it switches to the conventional knock control strategy.

[0055] For example, the real-time knock energy of the first cylinder in the current combustion cycle is obtained; the real-time knock energy is compared with a preset conventional knock energy limit; if the real-time knock energy is less than the conventional knock energy limit, the ignition angle of the first cylinder is gradually increased by a preset recovery step size until it approaches the optimal ignition angle under this condition. The current ignition angle value in this gradual increase process is the second ignition angle.

[0056] If the real-time knock energy is greater than or equal to the conventional knock energy limit, the ignition angle of the first cylinder is gradually reduced by a preset back angle step size until the knock energy drops below the conventional knock energy limit. The current ignition angle value during this gradual reduction process is the second ignition angle.

[0057] For a better understanding of the technical implementation framework of this application, please refer to [link / reference]. Figure 5 The diagram shown illustrates a framework for an engine control method, as follows: Figure 5 As shown: (1) Identify the current ignition cylinder.

[0058] (2) Based on the detonation signal, extract the detonation energy E of the current combustion cycle.

[0059] (3) Determine whether the detonation energy E is less than or equal to E1. If so, proceed to step (4); otherwise, proceed to step (5).

[0060] (4) Decrease the knock coefficient with a step size of K0 to obtain the knock coefficient of the ignition cylinder in the current combustion cycle, and then execute steps (8) and (10) respectively.

[0061] (5) Determine whether the knock energy E is greater than E1 and less than or equal to E1. If so, proceed to step (6); otherwise, proceed to step (7). (6) Increase the knock coefficient by step K1 to obtain the knock coefficient of the ignition cylinder in the current combustion cycle, and then proceed to steps (8) and (10) respectively.

[0062] (7) Increase the knock coefficient by K2 step size to obtain the knock coefficient of the ignition cylinder in the current combustion cycle, and then execute steps (8) and (10) respectively.

[0063] (8) Calculate the firing angle based on the knock coefficient.

[0064] The ignition angle can be calculated using the following formula: Execution ignition angle = Current ignition angle - Knock coefficient Maximum knock correction ignition angle.

[0065] (9) Correct the firing angle.

[0066] (10) Count the number of knocks in different cylinders in different knock ranges.

[0067] (11) Determine whether the current total mileage of the engine is greater than the preset mileage threshold or whether the number of ignitions is greater than the preset number of ignitions threshold. If yes, execute step (12); otherwise, repeat step (10).

[0068] (12) Based on the Q-value test, determine whether there are outliers in different detonation intervals. If there are, execute step (13); otherwise, return to execute step (1).

[0069] (13) The cylinders corresponding to the abnormal values ​​are identified as candidate abnormal cylinders.

[0070] (14) Determine whether the number of candidate abnormal cylinders N is less than or equal to 2, whether the knock dilution of the first cylinder is greater than K1 and whether the knock coefficient of the second cylinder is less than K2. If all of the above are satisfied, then execute step (15); otherwise, return to execute step (1).

[0071] The preset quantity threshold is 2, the first coefficient threshold is K1, and the second coefficient threshold is K2.

[0072] (15) Adjust the ignition angle of the first cylinder to the average or minimum value of the ignition angles of all the second cylinders.

[0073] (16) Determine whether the knock energy of the first cylinder is less than E3 or whether the knock coefficient of the second cylinder is greater than K3. If yes, execute (17); otherwise, continue to execute step (15).

[0074] Among them, E3 corresponds to Figure 1 In the embodiment shown, the first detonation energy threshold and K3 are the third coefficient thresholds.

[0075] (17) Exit the correction of the ignition angle of the first cylinder using the average or minimum value of the second cylinder.

[0076] The above text combined Figures 1 to 5 The engine control method provided in the embodiments of this application has been described in detail. The apparatus and equipment provided in the embodiments of this application will be described below with reference to the accompanying drawings.

[0077] See Figure 6 The figure is a schematic diagram of an engine control device structure provided in an embodiment of this application, as shown below. Figure 6 As shown, the control device 600 may include an acquisition unit 601, a statistics unit 602, an identification unit 603, a determination unit 604, and an adjustment unit 605.

[0078] The acquisition unit 601 is used to acquire the knock coefficient of each cylinder in the engine; The statistics unit 602 is used to count the number of knocks in each cylinder of the engine in different knock ranges. The knock range includes the lowest knock coefficient and the highest knock coefficient. The knock coefficients corresponding to different knock ranges are not repeated. The identification unit 603 is used to identify outliers in the number of detonations in the different detonation ranges using an outlier filtering method. The determining unit 604 is used to determine the cylinder corresponding to the abnormal value as a candidate abnormal cylinder if an abnormal value exists. The adjustment unit 605 is used to adjust the ignition angle of the first cylinder to a first ignition angle if the number of candidate abnormal cylinders is less than or equal to a preset number threshold, the knock coefficient of the first cylinder among the candidate abnormal cylinders is greater than a first coefficient threshold, and the knock coefficient of each second cylinder in the engine is less than a second coefficient threshold. The first coefficient threshold is greater than the second coefficient threshold. The second cylinder refers to the cylinder in the engine other than the first cylinder.

[0079] In some implementations, the identification unit 603 is specifically configured to, for any detonation interval, calculate a first difference between a first detonation number and a second detonation number among a plurality of detonation numbers corresponding to the detonation interval, wherein the first detonation number is the maximum detonation number among the plurality of detonation numbers, and the second detonation number is the second maximum detonation number among the plurality of detonation numbers; calculate a second difference between the first detonation number and a third detonation number among the plurality of detonation numbers, wherein the third detonation number is the minimum detonation number among the plurality of detonation numbers; obtain the ratio of the first difference to the second difference; and if the ratio is greater than a preset ratio threshold, determine that the first detonation number is an abnormal value.

[0080] In some embodiments, the acquisition unit 601 is also used to acquire the total mileage or total number of ignitions of the engine; The identification unit 603 is used to identify outliers in the number of knocks corresponding to different knock intervals by using an outlier filtering method if the total mileage of the engine is greater than a preset mileage threshold or the total number of ignitions of the engine is greater than a preset number threshold.

[0081] In some embodiments, the first ignition angle is the average of the ignition angles corresponding to all the second cylinders, or the first ignition angle is the minimum ignition angle among all the ignition angles corresponding to all the second cylinders.

[0082] In some embodiments, the device further includes a processing unit and a storage unit. The processing unit is used to reset the knock coefficient of the first cylinder to zero. The storage unit is used to store the average value of the ignition angle self-learning value corresponding to each of the second cylinders under the current operating condition or the minimum ignition angle self-learning value corresponding to each of the second cylinders into the ignition angle self-learning table corresponding to the first cylinder.

[0083] In some embodiments, the adjustment unit 605 is further configured to adjust the ignition angle of the first cylinder to a second ignition angle if the knock energy of the first cylinder is lower than a first knock energy threshold or the knock coefficient of the second cylinder is greater than a third coefficient threshold. The first ignition angle is different from the second ignition angle. The second ignition angle is determined based on a conventional knock control strategy after the first cylinder exits the abnormal knock correction mode. The conventional knock control strategy refers to gradually adjusting the ignition angle of the second cylinder with a preset step size based on a comparison between the knock energy of the second cylinder and a preset knock energy threshold.

[0084] In some embodiments, the acquisition unit 601 is specifically used to acquire the knock energy of any cylinder; determine a step size adjustment amount based on the comparison result of the knock energy of the cylinder with at least one preset knock energy threshold; and determine the knock coefficient of the cylinder in the current combustion cycle based on the historical knock coefficient of the cylinder in the previous combustion cycle and the step size adjustment amount.

[0085] The control device 600 of this application embodiment can correspond to executing the method described in the embodiments of this application, and the above and other operations and / or functions of each module / unit of the control device 600 are respectively for implementing Figure 1 For the sake of brevity, the corresponding processes of each method in the illustrated embodiments will not be described in detail here.

[0086] This application also provides an electronic device. This electronic device is specifically used to implement, as described above. Figure 6 The function of the control device 600 in the illustrated embodiment.

[0087] Figure 7 A structural schematic diagram of an electronic device 700 is provided, such as... Figure 7 As shown, the electronic device 700 includes a bus 701, a processor 702, a communication interface 703, and a memory 704. The processor 702, the memory 704, and the communication interface 703 communicate with each other via the bus 701.

[0088] The 701 bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0089] The processor 702 can be any one or more of the following processors: central processing unit (CPU), graphics processing unit (GPU), microprocessor (MP), or digital signal processor (DSP).

[0090] Communication interface 703 is used for external communication. For example, communication interface 703 can be used to communicate with a terminal.

[0091] Memory 704 may include volatile memory, such as random access memory (RAM). Memory 704 may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD).

[0092] The memory 704 stores executable code, and the processor 702 executes the executable code to perform the aforementioned task flow repair method.

[0093] Specifically, in achieving Figure 6 In the case of the illustrated embodiment, and Figure 6 When the modules or units of the control device 600 described in the embodiment are implemented by software, the following applies: Figure 6 The software or program code required for the functions of each module / unit can be partially or wholly stored in memory 704. Processor 702 executes the program code corresponding to each unit stored in memory 704 and performs the aforementioned data access method.

[0094] This application also provides a computer-readable storage medium. The computer-readable storage medium can be any available medium that an electronic device can store, or a data storage device such as a data center containing one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive). The computer-readable storage medium includes instructions that instruct the electronic device to execute the engine control method applied to the control device 600 described above.

[0095] This application also provides a computer program product comprising one or more computer instructions. When the computer instructions are loaded and executed on an electronic device, all or part of the processes or functions described in this application are generated.

[0096] 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, or data center to another website, computer, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means.

[0097] When the computer program product is executed by a computer, the computer performs any of the aforementioned data access methods. The computer program product can be a software installation package; when any of the aforementioned task flow repair methods is required, the computer program product can be downloaded and executed on the computer.

[0098] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0099] The units described in the embodiments of this application can be implemented in software or hardware. The names of the units / modules do not necessarily limit the specific unit itself.

[0100] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip (SoCs), complex programmable logic devices (CPLDs), and so on.

[0101] In the context of embodiments of this application, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0102] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0103] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0104] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0105] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0106] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine control method, characterized in that, The method includes: Obtain the knock coefficient of each cylinder in the engine; The number of knocks in each cylinder of the engine in different knock ranges is counted. The knock range includes the lowest knock coefficient and the highest knock coefficient. The knock coefficients corresponding to different knock ranges are not repeated. Outlier screening method is used to identify outliers in the number of detonations corresponding to different detonation intervals; If an outlier is found, the cylinder corresponding to the outlier will be identified as a candidate outlier cylinder. If the number of candidate abnormal cylinders is less than or equal to a preset number threshold, the knock coefficient of the first cylinder among the candidate abnormal cylinders is greater than a first coefficient threshold, and the knock coefficient of each second cylinder in the engine is less than a second coefficient threshold, the ignition angle of the first cylinder is adjusted to a first ignition angle, the first coefficient threshold is greater than the second coefficient threshold, and the second cylinder refers to the cylinder in the engine other than the first cylinder.

2. The method according to claim 1, characterized in that, The method of identifying outliers in the number of detonations in different detonation ranges using outlier screening includes: For any detonation interval, calculate the first difference between the first detonation number and the second detonation number among multiple detonation numbers corresponding to the detonation interval, where the first detonation number is the maximum detonation number among the multiple detonation numbers, and the second detonation number is the second maximum detonation number among the multiple detonation numbers; Calculate a second difference between the first detonation number and the third detonation number among the plurality of detonation numbers, wherein the third detonation number is the minimum detonation number among the plurality of detonation numbers; Obtain the ratio of the first difference to the second difference; If the ratio is greater than a preset ratio threshold, the first number of knocks is determined to be an abnormal value.

3. The method according to claim 1 or 2, characterized in that, The method for identifying outliers in the number of detonations corresponding to different detonation intervals using an outlier screening method further includes: Obtain the total mileage or total number of ignitions of the engine; If the total mileage of the engine is greater than a preset mileage threshold or the total number of ignitions of the engine is greater than a preset number threshold, then an outlier is identified in the number of knocks corresponding to different knock intervals using an outlier filtering method, and subsequent operations are performed.

4. The method according to claim 1, characterized in that, The first ignition angle is the average of the ignition angles corresponding to all the second cylinders, or the first ignition angle is the smallest ignition angle among all the ignition angles corresponding to all the second cylinders.

5. The method according to claim 1 or 4, characterized in that, The method further includes: Set the knock coefficient of the first cylinder to zero; The average value of the ignition angle self-learning value corresponding to each of the second cylinders under the current operating condition or the minimum ignition angle self-learning value corresponding to each of the second cylinders is stored in the ignition angle self-learning table corresponding to the first cylinder.

6. The method according to claim 1, characterized in that, The method further includes: If the knock energy of the first cylinder is lower than the first knock energy threshold or the knock coefficient of the second cylinder is greater than the third coefficient threshold, the ignition angle of the first cylinder is adjusted to the second ignition angle. The first ignition angle is different from the second ignition angle. The second ignition angle is the ignition angle determined based on the conventional knock control strategy after the first cylinder exits the abnormal knock correction mode. The conventional knock control strategy refers to adjusting the ignition angle of the second cylinder step by step with a preset step size based on the comparison result between the knock energy of the second cylinder and the preset knock energy threshold.

7. The method according to claim 1, characterized in that, The process of obtaining the knock coefficient of each cylinder in the engine includes: For any given cylinder, obtain the knock energy of that cylinder; The step size adjustment amount is determined based on the comparison result between the knock energy of the cylinder and at least one preset knock energy threshold. The knock coefficient of the cylinder in the current combustion cycle is determined based on the historical knock coefficient of the cylinder in the previous combustion cycle and the step size adjustment.

8. An engine control device, characterized in that, The device includes: Acquisition unit, used to acquire the knock coefficient of each cylinder in the engine; The statistics unit is used to count the number of knocks in each cylinder of the engine in different knock ranges. The knock range includes the lowest knock coefficient and the highest knock coefficient, and the knock coefficients corresponding to different knock ranges are not repeated. The identification unit is used to identify outliers in the number of detonations in the different detonation ranges using an outlier filtering method. The determining unit is used to determine the cylinder corresponding to the abnormal value as a candidate abnormal cylinder if an abnormal value exists. An adjustment unit is used to adjust the ignition angle of the first cylinder to a first ignition angle if the number of candidate abnormal cylinders is less than or equal to a preset number threshold, the knock coefficient of the first cylinder among the candidate abnormal cylinders is greater than a first coefficient threshold, and the knock coefficients of each second cylinder in the engine are all less than a second coefficient threshold. The first coefficient threshold is greater than the second coefficient threshold. The second cylinder refers to the cylinders in the engine other than the first cylinder.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory; The processor is configured to execute instructions stored in the memory, causing the electronic device to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Includes instructions that instruct an electronic device to perform the method as described in any one of claims 1 to 7.

11. A computer program product, characterized in that, The computer program product includes computer-readable instructions for implementing the method according to any one of claims 1 to 7.

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