Engine knocking mitigation system and method

Abstract

Engine knocking mitigation system and method The present invention relates to engines. The present invention provides a knock mitigation system (100) including a fuel injector configured to operate between a base injection mode and a knock resistance mode. The system (100) includes at least one sensing unit (102) configured to detect engine vibrations and a control unit (106) configured to receive the magnitude of the vibrations and generate a first actuation signal. Upon receiving the first actuation signal, the first actuator (116) varies ignition timing to mitigate engine vibrations. The control unit (106) generates a second actuation signal that, when received by a second actuator (118), switches the fuel injector to a knock resistance mode upon receiving the second actuation signal, and engine knock is mitigated upon evaluation of at least one critical parameter.

Description

[Technical Field]

[0001] The present invention relates to engines, and more particularly to mechanisms for mitigating knocking within an engine.

[0002] Definition of Terms As used herein, the following terms are generally intended to have the following defined meanings, unless the context indicates otherwise.

[0003] Research Octane Number (RON): The term "Research Octane Number (RON)" describes the combustion quality of an engine fuel at low speeds and low temperatures. RON reflects how the fuel behaves at idle and during acceleration. The higher the RON value, the greater the ability of a spark-ignition engine to resist compression before ignition and resist knocking. [Background technology]

[0004] The following background information is relevant to the present invention but is not necessarily prior art.

[0005] The detection and suppression of knock reduction in combustion engines is essential for the smooth operation of the engine. Conventionally, engines are equipped with sensors configured to detect vibrations associated with the engine. The vibrations are interpreted as voltage spikes that are directly proportional to a change in the voltage signal, i.e., knock reduction. A typical control measure is to retard the ignition timing of the ignition unit. Summary of the Invention [Problem to be solved by the invention]

[0006] The standard ignition timing retard value is calibrated during manufacturing and actively adapted by the vehicle engine management system for parallel engine operating conditions, i.e., speed and load. Retarding the ignition timing reduces peak operating pressures and engine operating temperatures, thereby mitigating knock. At the same time, retarding the ignition timing reduces torque because combustion is delayed. This results in incomplete combustion (reducing combustion quality), and a large portion of the heat energy from combustion is wasted, reducing thermal efficiency. As a result of the above phenomena, it takes longer for the engine to recover from knocking to its optimal setting.

[0007] Other conventional methods for knock mitigation include fuel injection using a pair of injectors per cylinder or dual fuel technology, which delivers a secondary fuel / anti-knock fluid along with the primary fuel, but neither of these methods overcomes the deficiencies inherent in these conventional measures.

[0008] Therefore, a need is recognized for a system that alleviates the above-mentioned drawbacks.

[0009] Object of the invention Some of the objects of the present invention, of which at least one embodiment is sufficient to be mentioned herein, are as follows.

[0010] One object of the present invention is to provide an engine knock mitigation system.

[0011] Another object of the present invention is to provide a system for mitigating engine torque loss.

[0012] It is yet another object of the present invention to provide a system for mitigating engine thermal efficiency losses.

[0013] Yet another object of the present invention is to provide a system that provides extended engine life.

[0014] It is yet another object of the present invention to provide a system for dynamically adjusting ignition timing in real time to optimize combustion efficiency while mitigating the occurrence of knock.

[0015] Other objects and advantages of the present invention will become more apparent from the following description, which is not intended to limit the scope of the invention thereto. [Means for solving the problem]

[0016] The present invention provides an engine knock mitigation system.

[0017] The engine is connected to an input unit configured to receive an input and generate an input signal corresponding to a desired engine output. The engine includes a fuel injection unit and an ignition unit. The fuel injector is configured to operate between a base injection mode and a knock resistance mode. The ignition unit is configured to operate at a predetermined ignition timing in response to the input signal. The system includes at least one detection unit, a first actuator, and a control unit.

[0018] The sensing unit is configured for mounting on the engine, the sensing unit is configured to sense vibrations of the engine in an operating configuration, and is further configured to generate first sensed signal data corresponding thereto. The control unit is configured to communicate with the detection unit to receive the first detection signal data, and the control unit is configured to generate a first actuation signal in response to the first detection signal data.

[0019] The first actuator is configured to communicate with the control unit and receive a first actuation signal, and the first actuator is configured to vary the ignition timing from a predetermined ignition timing based on the first actuation signal to reduce engine vibration.

[0020] The system is characterized by a feedback, wherein the detection unit is further configured to detect vibration after the ignition timing is changed and generate second detection signal data in response to the changed vibration characteristic, and the control unit is further configured to receive the second detection signal data and generate a second actuation signal when the second detection signal data is greater than a predetermined threshold.

[0021] In one aspect, the system may not generate the second actuation signal if the first actuator is successful in damping engine vibration.

[0022] The system further comprises a second actuator coupled to the control unit and configured to receive second actuation signal data.

[0023] The second actuator is configured to switch the fuel injector to a knock resistant mode upon generation of the second actuation signal, whereupon the system dynamically controls engine parameters to mitigate knock and optimize engine performance.

[0024] In one aspect, the second actuator is configured to switch the fuel injector to the base injection mode when the second sensed signal data falls below a predetermined threshold. In one embodiment, the control unit comprises a processor comprising: a control device configured to detect receipt of the detection signal after actuation of the first actuator and to generate a ticket; a calculation unit coupled to the control device, and a crawler extractor unit for receiving extracted values, the calculation unit being configured to calculate instantaneous values ​​of all three key parameters simultaneously based on the first actuation signal upon receiving the ticket; and at least one comparator coupled to the computing unit, configured to receive the calculated value, the comparator configured to compare the calculated value with a predetermined threshold and further configured to generate a second activation signal when the calculated value is greater than or equal to a corresponding predetermined threshold.

[0025] In one embodiment, the critical parameter is at least one selected from the group consisting of a low RON factor, instantaneous ignition delay, processed average ignition delay, or a combination thereof.

[0026] The present invention also provides a turbocharged, direct-injection, spark-ignition engine connected to an input unit configured to receive an input corresponding to a desired engine power output and generate an input signal. The engine includes a fuel injector and an ignition unit, the fuel injector configured to operate between a base injection mode and a knock resistance mode. The ignition unit is configured to operate at a predetermined ignition timing in response to the input signal. The system includes a sensing unit configured to detect engine vibration intensity in the engine operating configuration and to generate first sensed signal data; a control unit configured to communicate with the sensing unit to receive the detected signal data and generate a first actuation signal; and a first actuator configured to vary the ignition timing based on the first actuation signal to facilitate reducing engine vibration, wherein the control unit is configured to generate a second actuation signal.

[0027] In one aspect, the system further comprises a second actuator coupled to the control unit to receive the second actuation signal, the second actuator configured to switch the fuel injector into a knock resistant mode upon generating the second actuation signal to mitigate engine knock.

[0028] The present invention also provides a method for knock mitigation in an internal combustion engine, wherein an engine is connected to an input unit configured to receive an input corresponding to a desired engine power output and generate an input signal, the engine having a fuel injector and an ignition unit, the fuel injector configured to operate between a base injection mode and a knock resistance mode, and the ignition unit configured to operate at a predetermined ignition timing in response to the input signal, the method comprising the steps of: detecting engine vibrations indicative of knocking with at least one detection unit, wherein the detection unit generates first detection signal data indicative of vibration intensity and frequency; transmitting first detection signal data to a control unit, wherein the control unit is configured to generate a first actuation signal corresponding to the first detection signal data; using a first actuator in response to a first actuation signal to change an ignition timing from a predetermined ignition timing to a modified ignition timing to mitigate knock-induced vibrations; detecting the vibration after adjusting the ignition timing with a detection unit in a feedback loop and generating second detection signal data representative of the modified vibration characteristic; Transferring the second detection signal data to the control unit; generating a second activation signal when the second detection signal data exceeds a predetermined threshold; Switching the fuel injector into a knock resistant mode using a second actuator in response to a second actuation signal, and dynamically controlling engine parameters to mitigate knock and optimize engine power. [Brief explanation of the drawings]

[0029] The present system and method for engine knock mitigation is described with reference to the accompanying drawings.

[0030] [Figure 1] 1 illustrates a block diagram of the system of the present invention. [Figure 2]1 illustrates a flow chart of important parameter check conditions according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0031] Embodiments of the present invention will now be described with reference to the accompanying drawings.

[0032] The embodiments described herein will enable those skilled in the art to fully and completely grasp the scope of the present invention. Numerous details relating to individual components may be described to fully grasp the embodiments of the present invention. It will be apparent to those skilled in the art that the details described in the embodiments cannot be construed as limiting the scope of the present invention. In some embodiments, well-known processes, well-known device structures, and well-known techniques are not described in detail.

[0033] In the present invention, the terms used are used only to describe specific embodiments and should not be construed as limiting the scope of the present invention. The nouns used in the present invention include plurals unless the context dictates otherwise. Terms such as "comprised of," "comprising," "consisting of," and "including" are transitional terms that include other terms and thus specify the presence of a function, feature, element, module, unit, or component described herein, but do not exclude the presence or addition of other functions, elements, components, or groups of components.

[0034] The engine knock mitigation system (100) of the present invention will now be described with reference to FIGS.

[0035] The engine is connected to an input unit configured to receive an input and generate an input signal corresponding to a desired engine output. The engine includes a fuel injection unit and an ignition unit. The fuel injector is configured to operate between a base injection mode and a knock resistance mode. The ignition unit is configured to operate at a predetermined ignition timing in response to the input signal. The system includes at least one sensing unit (102), a first actuator (116), and a control unit (106).

[0036] The detection unit (102) is configured to be mounted on the engine, the detection unit (102) is configured to detect vibrations of the engine when the engine is in an operating configuration, and is further configured to generate corresponding first detection signal data.

[0037] The control unit (106) is configured to communicate with the detection unit (102) to receive the first detection signal and convert the first detection signal into first detection signal data, and the control unit (106) is configured to generate a first actuation signal in response to the first detection signal data.

[0038] The first actuator 116 is connected to the control unit 106 and configured to receive a first actuation signal. The first actuator 116 is configured to vary the ignition timing from a predetermined ignition timing based on the first actuation signal to reduce engine vibration.

[0039] In one aspect, the first actuator (116) is configured to retard or advance the ignition timing from a predetermined ignition timing, specifically relative to top dead center of the engine, thereby reducing peak engine operating pressures and temperatures and facilitating vibration mitigation.

[0040] In one preferred embodiment, the ignition timing continues to be retarded until the detection unit 102 is no longer able to detect vibration. In this situation, the first actuator 116 is configured to advance the ignition timing to coincide with the predetermined ignition timing. As long as the ignition timing equalization is in effect, the detection unit 102 continues to detect a gradual increase in engine vibration.

[0041] The system is configured with a feedback loop that further dampens vibrations and reduces engine rocking. Thus, the feedback loop enables the detection unit to detect vibrations after a change in ignition timing and generate second detection signal data in response to the changed vibration characteristics. The control unit (106) is further configured to generate a second actuation signal when the second detection signal data is greater than a predetermined threshold.

[0042] In one aspect, if the first actuator is successful in damping engine vibration, the second actuation signal is not generated by the control unit.

[0043] The system 100 further comprises a second actuator 118 configured in communication with the control unit 106 to receive the second actuation signal. The second actuator 118 is configured to switch the fuel injector to a knock resistance mode upon generation of the second actuation signal, whereby the system 100 dynamically controls engine parameters to mitigate knocking and optimize engine performance. Meanwhile, the second actuator 118 is configured to switch the fuel injector to a base injection mode when the second sensed data falls below a predetermined threshold.

[0044] The base injection mode is a single injection strategy that generates an injection pulse only during the intake stroke. Meanwhile, the knock resistance mode employs a dual injection strategy that induces a first injection pulse during the intake stroke and a second injection pulse later in the compression stroke. Splitting the fuel injection event into multiple pulses increases the number of injections, which promotes dynamic changes within the engine cylinder, thereby reducing knock during combustion. Therefore, to enable the knock resistance mode, the second actuator (118) modifies the number of injections when switching from the base injection mode to the knock resistance injection mode.

[0045] In one embodiment, the second sensed signal data is generated from the controller regardless of the success of the first actuator signal. However, the system is capable of switching on the second actuation signal if at least one critical parameter check condition is met. The critical parameter check conditions are illustrated by the flow chart in Figure 2. The critical parameter check conditions include: i) whether the low RON factor exceeds a threshold value, ii) whether the instantaneous ignition delay exceeds a threshold value, and iii) whether the average ignition delay exceeds a threshold value. Therefore, if any of the above critical parameters is TRUE, i.e., exceeds a set threshold value, the second actuation signal enables switching the injection mode from the base injection mode to the knock resistant injection mode. Furthermore, if all the critical parameters are determined to be FALSE, the mode is switched back. However, the first instantaneous response is activated by a first activation signal when the first detected signal data of the engine vibration exceeds a defined threshold.

[0046] In one embodiment, the control unit (106) includes a repository (108) configured to store a list of ignition timing deviation values ​​corresponding to different values ​​of desired engine power output, the repository (108) further configured to store a predetermined threshold value corresponding to at least one critical parameter.

[0047] In one embodiment, the control unit (106) includes a converter configured to convert the detection signal into detection data. In another embodiment, the control unit (106) includes a crawler-extractor unit (110) configured to receive the detection signal. The crawler-extractor unit (110) is configured to crawl a stored list to extract an ignition timing deviation value based on the received input signal, and further to generate a first actuation signal.

[0048] In yet another embodiment, the first actuator (116) is configured to retard the ignition timing from the predetermined ignition timing based on the actuation signal.

[0049] In one embodiment, the control unit (106) includes a processor (109) including a control device (111), a calculation unit (112) coupled to the control device (111) and the crawler-extractor unit (110), and at least one comparator (114) coupled to the calculation unit (112). The control device (111) is configured to detect receipt of a detection signal after activation of the first actuator and generate a ticket. The calculation unit (112) receives the extracted value and the ticket and is configured to calculate an instantaneous value of at least one decision parameter upon receipt of the ticket. The comparator (114) is configured to compare the calculated value with a predetermined threshold and generate a second activation signal if the calculated value is greater than or equal to a corresponding stored value.

[0050] In one embodiment, the critical parameter is at least one selected from the group consisting of a low RON factor, an instantaneous ignition delay, an average ignition delay, or a combination thereof. In another embodiment, if any of the vapor parameters is greater than a threshold, the knock resistant injection mode continues until the excess condition is eliminated.

[0051] In one embodiment, the comparator (114) is configured to generate a third actuation signal when all of the critical parameters are FALSE, i.e., when all of the critical parameters are below a threshold value. The second actuator is configured to receive the third actuation signal and exit the knock resistant injection mode. The second actuator is configured to switch the fuel injector to a base injection mode when the second detection data is below a predetermined threshold value.

[0052] The present invention also provides a turbocharged direct injection spark ignition engine (hereinafter referred to as "turbocharged engine").

[0053] The engine is connected to an input unit configured to receive an input corresponding to a desired engine output and generate an input signal. The turbocharged engine includes a fuel injection unit and an ignition unit. The fuel injector is configured to operate between a base injection mode and a knock resistance mode. The ignition unit is configured to operate at a predetermined ignition timing in response to the input signal. The turbocharged engine is provided with a system (100) for mitigating knocking. The system comprises at least one sensing unit (102), a first actuator (116), and a control unit (106). The sensing unit (102) is configured to be mounted on the turbocharged engine. The sensing unit (102), in an operating configuration of the turbocharged engine, is configured to detect engine vibrations and to generate a first sensing signal.

[0054] The control unit (106) is configured to receive the first detection signal and convert the first detection signal into first detection signal data. The control unit (106) is configured to generate a first actuation signal in response to the first detection signal data.

[0055] The first actuator 116 is connected to the control unit 106 and configured to receive a first actuation signal. The first actuator 116 is configured to vary the ignition timing from a predetermined ignition timing to dampen engine vibrations.

[0056] The system is configured with a feedback loop that further dampens vibrations to reduce turbocharged engine locking. Thus, the feedback loop enables the detection unit to further detect vibrations after a change in ignition timing and generate second detection signal data in response to the changed vibration characteristics. The control unit (106) is further configured to generate a second actuation signal when the second detection signal data is greater than a predetermined threshold. In one embodiment, when the first actuator damps engine vibrations, the second actuation signal is not generated by the control unit.

[0057] The system 100 further comprises a second actuator 118 configured in communication with the control unit 106 to receive the second actuation signal. The second actuator 118 is configured to switch the fuel injector to a knock resistance mode upon receiving the second actuation signal, whereby the system 100 dynamically controls engine parameters to mitigate knocking and optimize engine performance. Meanwhile, the second actuator 118 is configured to switch the fuel injector to a base injection mode when the second sensed data falls below a predetermined threshold.

[0058] The system (100) of the present invention not only protects the engine from knock caused by poor fuel quality, but also maintains engine performance and thermal efficiency. More specifically, the system (100) allows the engine to recover torque and efficiency lost during initial spark timing deviations while switching between operating modes to suppress knocking. Table 1 below shows the observed improvement in torque versus speed. [Table 1]

[0059] The torque obtained (shown in Table 1) is observed for the fuel with the highest knocking frequency, which is a fuel with a research octane number (RON) of 91 or less.

[0060] The above description of the embodiments has been provided for illustrative purposes and is not intended to limit the scope of the present invention solely to the scope of this description. Individual components of a particular example are generally not limited to that particular example and may be interchanged. Such variations cannot be considered distinct from the present invention, and all such variations are considered to be within the scope of the present invention.

[0061] Technological advances The present disclosure described herein has several technical advantages, including but not limited to providing an engine knock mitigation system and method that have the following features: Allows the engine to recover from knocking relatively quickly to optimal settings, - Reduces engine torque loss, - Relatively reduces engine thermal efficiency loss, · Extend engine life.

[0062] The foregoing description has been made with reference to accompanying embodiments which are not intended to limit the scope and spirit of the invention, the description being given for purposes of example and illustration only.

[0063] The details of the embodiments of the present invention and various features and advantages are described below with reference to non-limiting examples. Descriptions of well-established, existing components and processing techniques are omitted so as not to unnecessarily complicate the understanding of the embodiments of the present invention. The experiments used in the present invention are merely intended to facilitate the understanding of how the embodiments of the present invention can be put into practice and to enable those skilled in the art to practice the embodiments of the present invention. Therefore, the examples should not be construed as limiting the scope of the embodiments of the present invention.

[0064] The description of the specific embodiments above sufficiently clarifies the general nature of the embodiments of the present invention, so that by applying current knowledge, the specific embodiments can be modified or adapted for different uses without departing from the general concept, and therefore, it should be and is intended that the adaptations / modifications be understood in the sense and scope of equivalents to the embodiments of the present invention.

[0065] The phrases and terms used herein are for purposes of description and not limitation. Therefore, while the embodiments described herein are described based on preferred embodiments, those skilled in the art will recognize that the embodiments described herein can be practiced with modifications within the spirit and scope of the embodiments described herein.

[0066] Any discussion of materials, devices, articles of manufacture, or the like contained herein is included solely for the purpose of providing a context for the present disclosure and should not be construed as an admission that any or all of the foregoing constitutes part of the known inventive art or is common general knowledge in the art relevant to the present invention that existed anywhere prior to the priority date of this application.

[0067] Numerical values ​​representing various physical parameters, variables, dimensions, and quantities are approximations, and values ​​higher or lower than the numerical values ​​substituted for the parameters, variables, dimensions, and quantities are intended to be within the scope of the present invention, unless otherwise stated in the specification.

[0068] Although considerable emphasis has been placed on the different components and component parts of the preferred embodiment, many embodiments are possible, and many changes can be made to the preferred embodiment without departing from the principles of the invention. It will be apparent to those skilled in the art that the present invention or the preferred embodiment, as well as other embodiments, can be modified in their nature, and it should be clearly understood that the above descriptive matter is merely for the purpose of illustrating the present invention and should not be construed as limiting. [Explanation of symbols]

[0069] 100-piece system 102 Detection Unit 106 Control Unit 108 repositories 109 processors 110 Crawler Extractor Unit 111 Control device 112 computing units 114 Comparator 116 First Actuator 118 Second Actuator

Claims

1. An engine knock mitigation system (100), comprising: an engine connected to an input unit configured to receive an input corresponding to a desired engine power output and generate an input signal; the engine including a fuel injector and an ignition unit, the fuel injector configured to operate between a base injection mode and a knock resistance mode, and the ignition unit configured to operate at a predetermined ignition timing corresponding to the input signal; the system (100) comprising: at least one sensing unit (102) mounted on the engine, the at least one sensing unit (102) configured to detect an intensity of vibration of the engine in an operating configuration of the engine and generate corresponding first sensing signal data; a control unit (106) configured to communicate with the detection unit to receive the first detection signal data, and configured to generate a first actuation signal corresponding to the first detection signal data; a first actuator (116) configured to communicate with the control unit (106) and receive the first actuation signal, the first actuator (106) configured to vary an ignition timing from the predetermined ignition timing based on the first actuation signal to enable mitigation of the vibrations of the engine; The system comprises: a feedback loop, wherein the detection unit (102) is configured to detect vibrations after the ignition timing is changed and generate second detection signal data corresponding to a modified vibration characteristic, and the control unit (106) is configured to receive the second detection signal data and generate a second actuation signal when the second detection signal data is higher than a predetermined threshold; The system comprises: a second actuator (118) connected to the control unit (106) and configured to receive the second actuation signal, the second actuator (118) configured to switch the fuel injector to the knock resistance mode when the second actuation signal is generated, whereby the system (100) is configured to dynamically control parameters of the engine to mitigate knocking and optimize engine performance. Engine knock mitigation system (100).

2. 2. The system (100) of claim 1, wherein the second actuator (118) is configured to switch the fuel injector to the base injection mode when the second detection data falls below the predetermined threshold.

3. 2. The system (100) of claim 1, wherein the control unit (106) includes a repository (108) configured to store a list of ignition timing deviation values ​​corresponding to desired engine power output and predetermined threshold values ​​corresponding to at least one critical parameter.

4. 4. The system (100) of claim 3, wherein the control unit (106) includes a converter configured to convert the detection signal into the detection signal data.

5. The system (100) according to claim 4, wherein the control unit (106) comprises a crawler-extractor unit (110) configured to receive the detection data, the crawler-extractor unit (110) configured to crawl a stored list to extract an ignition timing deviation value based on the received input signal, and further configured to generate a first actuation signal.

6. The system (100) according to claim 5, wherein the first actuator (116) is configured to retard or advance the ignition timing by a deviation amount from a predetermined ignition timing based on the actuation signal.

7. 7. The system (100) of claim 6, wherein the control unit (106) includes a processor (109) comprising: a control device (111) configured to identify receipt of the detection signal even after activation of the first actuator and to generate a ticket; a calculation unit (112) coupled to the control device (111), the calculation unit (112) configured to receive the extracted values ​​from the crawler-extractor unit (110), the calculation unit (112) configured to calculate instantaneous values ​​of all three key parameters simultaneously based on a first activation signal upon receiving a ticket; At least one comparator (114) coupled to the calculation unit (112), the comparator (114) configured to compare the calculated value with the predetermined threshold and generate the second activation signal if the calculated value is abnormal to a corresponding predetermined threshold.

8. 8. The system (100) of claim 7, wherein the critical parameter is at least one selected from the group consisting of a low RON factor, an instantaneous ignition delay, an average ignition delay, or a combination thereof.

9. 1. A turbocharged direct injection spark ignition engine connected to an input unit configured to receive an input corresponding to a desired engine power output and generate an input signal, a system (100) for mitigating knocking within the turbocharged engine, the system comprising a fuel injection unit and an ignition unit, the fuel injection unit configured to be operable between a base injection mode and a knock resistance mode, the ignition unit configured to operate at a predetermined ignition timing corresponding to the input signal; The system (100) comprises: at least one sensing unit (102) mounted on the engine, the at least one sensing unit (102) configured to detect an intensity of vibration of the engine in an operating configuration of the engine and generate first sensing signal data; a control unit (106) configured to communicate with the detection unit (102) to receive the first detection signal data, and configured to generate a first actuation signal corresponding to the first detection signal data; a first actuator (116) in communication with the control unit (106) and configured to receive the first actuation signal, the first actuator (116) configured to vary an ignition timing from the predetermined ignition timing based on the first actuation signal to enable mitigation of the vibrations of the engine; The system (100) comprises: a feedback loop, wherein the detection unit (102) is configured to detect vibrations after the ignition timing is changed and generate a second detection signal value corresponding to a modified vibration characteristic, and the control unit (106) is configured to receive the second detection signal value and generate a second actuation signal when the second detection signal data is higher than a predetermined threshold; The system (100) comprises: a second actuator (118) connected to the control unit (106) and configured to receive the second actuation signal, the second actuator (118) configured to switch the fuel injection unit to the knock resistance mode when the second actuation signal is generated to mitigate engine knocking.

10. 1. A method for mitigating knock in an internal combustion engine, the engine being connected to an input unit configured to receive an input corresponding to a desired engine power output and generate an input signal, the engine including a fuel injection unit and an ignition unit, the fuel injection unit configured to operate between a base injection mode and a knock resistance mode, and the ignition unit configured to operate at a predetermined ignition timing corresponding to the input signal, the method comprising: detecting, by at least one detection unit (102), engine vibrations indicative of knocking, wherein the detection unit (102) generates first detection signal data representative of the intensity and frequency of the vibrations; transferring the first detection signal data to a control unit (106), the control unit (106) being configured to generate a first actuation signal corresponding to the first detection signal data; using a first actuator (116) to change the ignition timing from the predetermined ignition timing to a modified ignition timing in response to the first actuation signal to mitigate knock-induced vibrations; detecting vibrations after adjusting the ignition timing by the detection unit (102) in a feedback loop and generating second detection signal data representative of a modified vibration characteristic; transferring the second detection signal data to the control unit (106); generating a second actuation signal if the second detection signal data exceeds a predetermined threshold; switching the fuel injection unit to the knock resistance mode using a second actuator (118) in response to the second actuation signal to dynamically control engine parameters to mitigate knocking and optimize engine performance; A method comprising:

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