CN111997767B - Method and device for controlling air inflow for inhibiting knocking under pre-ignition and high-intensity knocking - Google Patents

Method and device for controlling air inflow for inhibiting knocking under pre-ignition and high-intensity knocking Download PDF

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CN111997767B
CN111997767B CN202010919203.6A CN202010919203A CN111997767B CN 111997767 B CN111997767 B CN 111997767B CN 202010919203 A CN202010919203 A CN 202010919203A CN 111997767 B CN111997767 B CN 111997767B
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ignition
engine
limit value
air quantity
knocking
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CN111997767A (en
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秦龙
刘磊
彭红涛
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Dongfeng Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • General Engineering & Computer Science (AREA)
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  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention discloses an air inflow control method and device for inhibiting knocking under pre-ignition and high-intensity knocking, belonging to the field of engine knocking and air flow control, wherein the method comprises the following steps: determining a first target air quantity limit value according to the occurrence frequency of the pre-ignition of the engine, inhibiting knocking by gradually reducing the air inflow of the engine when the pre-ignition of the engine occurs, and gradually recovering the maximum air inflow of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more; and determining a second target air quantity limit value according to the knock intensity of the engine, inhibiting the knock by gradually reducing the air input of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input of the engine to be the second target air quantity limit value after stabilizing the maximum air input for a first preset time after the high-intensity knock does not occur. The invention can effectively inhibit knocking.

Description

Method and device for controlling air inflow for inhibiting knocking under pre-ignition and high-intensity knocking
Technical Field
The invention belongs to the field of engine knock and air quantity control, and particularly relates to an engine air input control method and device for inhibiting knock under pre-ignition and high-intensity knock.
Background
Gasoline engine knock is an abnormal combustion in the cylinder. The serious detonation can destroy an oil film on the cylinder wall, and aggravate the abrasion of the cylinder wall, or directly cause the damage of parts such as a piston, an air valve and the like.
Modern engine control systems are all designed with knock control logic, and judge whether knock occurs or not by reading a knock sensor signal mounted on an engine cylinder, and when knock occurs, the knock is eliminated by adopting a way of removing an ignition advance angle.
Knocking is likely to occur when the engine is operating at a high temperature or the engine load is large, and the maximum intake air amount of the engine needs to be limited in order to suppress the occurrence of knocking.
Disclosure of Invention
Aiming at the defects or improvement requirements of the prior art, the invention provides an air inflow control method and device for inhibiting knocking under pre-ignition and high-intensity knocking, which can effectively inhibit knocking.
To achieve the above object, according to one aspect of the present invention, there is provided a method for controlling an intake air amount for suppressing knocking in pre-ignition and high intensity knocking, comprising:
determining a first target air quantity limit value according to the occurrence frequency of the pre-ignition of the engine, inhibiting knocking by gradually reducing the air inflow of the engine when the pre-ignition of the engine occurs, and gradually recovering the maximum air inflow of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more;
and determining a second target air quantity limit value according to the knock intensity of the engine, inhibiting the knock by gradually reducing the air input of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input of the engine to be the second target air quantity limit value after stabilizing the maximum air input for a first preset time after the high-intensity knock does not occur.
In some optional embodiments, the determining the first target air amount limit according to the number of times of occurrence of pre-ignition of the engine includes:
when the vehicle is powered on, the air quantity caused by pre-ignition is set to be unlimited, and the maximum allowable air quantity is set to be rhoDefault；
After the vehicle is electrified, accumulating the pre-ignition times from 0, accumulating the pre-ignition times of the engine for 1 time, and limiting the first target air quantity limit value to rhoLevel1(n), wherein n represents an engine speed;
first target air quantity limit rho of 1 cumulative occurrence of pre-ignition timesLevel1(n) after the duration time exceeds a second preset time, reducing the pre-ignition frequency to be 0, and recovering the first target air quantity limit value to be rhoDefault；
When the pre-ignition frequency is 1, if the engine pre-ignition occurs again, updating the pre-ignition frequency to be 2, and limiting the first target air quantity limit value to be rhoLevel2(N), when the pre-ignition frequency of the engine is N and N is more than 2, if the pre-ignition occurs again, accumulating the pre-ignition frequency, and limiting the first target air quantity limit value to rhoLevel2(n)；
Cumulatively displaying the first target gas amount limit rho occurring 2 times or more than 2 times in the pre-ignition timesLevel2(N) after the duration time exceeds a third preset time, reducing the pre-ignition frequency to be N-1, and if N-1 is more than or equal to 2, maintaining the first target gas quantity limit value to be rhoLevel2(n), continuously delaying the third preset time, and continuously reducing the number of pre-ignition times if the pre-ignition does not occur within the delayed third preset time; if N-1 is equal to 1, reducing the first target gas amount limit to rhoLevel1(n)。
In some alternative embodiments, the time at which the load increase caused the pre-ignition to occur in several experiments was collected and averaged after removing the maxima and minima as the second predetermined time.
In some alternative embodiments, the third predetermined time is greater than the second predetermined time.
In some optional embodiments, the determining a second target air amount limit based on engine knock intensity includes:
when the vehicle is powered on, taking the maximum air quantity of the engine according to the rotating speed of the engine and the limit value of the water temperature of the engine as the limit value of the second target air quantity;
when knocking occurs, if the engine is judged to generate high-intensity knocking, gradually reducing the current actual gas quantity of the engine until the high-intensity knocking is not met;
and when the high intensity knock is not satisfied, maintaining the stability of the current actual air inflow within the first preset time, and gradually increasing the current actual air inflow after the first preset time is exceeded until the current actual air inflow is recovered to the second target air amount limit value.
In some alternative embodiments, the amount of change in the ignition angle of the knock retard is not less than the difference between the ignition angle before the knock retard and the minimum ignition angle; or when the ignition angle variation of the knock delay reaches the maximum ignition angle variation of the knock delay when the knock occurs, determining that the engine knocks with high intensity.
In some optional embodiments, a minimum value between the first target air amount limit and the second target air amount limit is taken as the engine maximum air amount for suppressing knocking.
According to another aspect of the present invention, there is provided an intake air amount control device for suppressing knocking in pre-ignition and high intensity knocking, comprising:
the first knock suppression unit is used for determining a first target air quantity limit value according to the occurrence frequency of the pre-ignition of the engine, suppressing the knock by gradually reducing the air input of the engine when the pre-ignition of the engine occurs, and gradually recovering the maximum air input of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more;
and the second knock suppression unit is used for determining a second target air quantity limit value according to the knock intensity of the engine, suppressing the knock by gradually reducing the air input of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input of the engine to be the second target air quantity limit value after stabilizing the first preset time after the high-intensity knock does not occur.
According to another aspect of the invention, a computer-readable storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method of any of the above.
In general, compared with the prior art, the above technical solution contemplated by the present invention can achieve the following beneficial effects:
when the engine is pre-ignited, the air inflow of the engine is gradually reduced to inhibit knocking, and when the pre-ignition is not generated any more, the maximum air inflow of the engine is gradually recovered, and the dynamic property of the engine is gradually recovered; when high-intensity knocking occurs, the air inflow of the engine is gradually reduced to inhibit the knocking, and after the high-intensity knocking does not occur, the maximum air inflow of the engine is firstly stabilized for a period of time and then gradually recovered, so that the dynamic property of the engine is gradually recovered. The method can effectively inhibit the knocking.
Drawings
FIG. 1 is a schematic flow chart of a method for controlling an intake air amount for suppressing knocking under pre-ignition and high intensity knocking according to an embodiment of the present invention;
FIG. 2 is a flowchart illustrating a method for controlling an intake air amount for pre-ignition of an engine according to an embodiment of the present invention;
FIG. 3 is a flow chart illustrating a method for controlling an intake air amount of engine knocking with high intensity according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
In the present examples, "first", "second", etc. are used for distinguishing different objects, and are not necessarily used for describing a particular order or sequence.
Example one
In the embodiment of the invention, in order to prevent knocking, the air inflow of the engine in different degrees is limited under different working conditions, the air inflow is limited to a greater degree when knocking is easy to occur, and the dynamic property and the fuel economy of the engine are improved to the greatest extent under the working condition that knocking is not easy to occur.
Fig. 1 is a schematic flow chart of a method for controlling an intake air amount for suppressing knocking under pre-ignition and high intensity knocking according to an embodiment of the present invention, wherein the method shown in fig. 1 comprises the following steps:
s101: determining a first target air quantity limit value according to the occurrence frequency of the pre-ignition of the engine, inhibiting knocking by gradually reducing the air inflow of the engine when the pre-ignition of the engine occurs, and gradually recovering the maximum air inflow of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more;
in the embodiment of the invention, in step S101, the first target air amount limit value is determined according to the number of times of pre-ignition of the engine, which may be implemented by:
fig. 2 is a schematic flow chart of an intake air amount control method for engine pre-ignition according to an embodiment of the present invention, including:
(1) when the vehicle is powered on, the air quantity caused by pre-ignition is set to be unlimited, and the maximum allowable air quantity is set to be rhoDefault；
Wherein rhoDefaultThe value can be determined experimentally and can be set to 3000mg/l in the embodiment of the present invention, that is, the maximum air intake of the engine is obtained according to the bench test data as the maximum air amount allowed during power-up.
(2) After the vehicle is electrified, the pre-ignition times are accumulated from 0, the pre-ignition times of the engine are accumulated for 1 time, and the limit value of the first target air quantity is limited to rhoLevel1(n), wherein n represents an engine speed;
wherein the number of pre-ignition can be obtained by a counter.
Wherein rhoLevel1The value of (n) is determined by the engine speed n, and the engine air quantity when the pre-ignition of the engine just occurs once is taken as a first target air quantity limit rho by adjusting the accelerator under different engine speeds of the benchLevel1(n)。
In the embodiment of the present invention, the first target gas amount limit rho may be setLevel1(n) the engine did not pre-ignite following the calibration data of Table 1 below.
TABLE 1
Figure BDA0002666087570000051
(3) First target air quantity limit rho of 1 cumulative occurrence of pre-ignition timesLevel1(n) after the duration time exceeds a second preset time, reducing the pre-ignition frequency to be 0, and recovering the first target air quantity limit value to be rhoDefault；
In the embodiment of the present invention, T may be setLevel1Setting the second predetermined time may prevent the occurrence of pre-ignition due to rapidly increasing load, which may be based on analyzing data between the load increase of the engine and the occurrence of pre-ignition, and may specifically collect the load increase over several experimentsThe time causing the pre-ignition to occur is averaged after removing the maximum and minimum values as a second preset time TLevel1. After the second preset time T passesLevel1The first target gas quantity limit value of the post-recovery is rhoDefaultThe purpose of (2) is to ensure sufficient dynamic performance of the engine.
(4) When the pre-ignition frequency is 1, if the engine pre-ignition occurs again, updating the pre-ignition frequency to be 2, and limiting the first target air quantity limit value to be rhoLevel2(N), when the pre-ignition frequency of the engine is N and N is more than 2, if the pre-ignition occurs again, accumulating the pre-ignition frequency, and limiting the first target air quantity limit value to rhoLevel2(n)；
In the present embodiment, rhoLevel2The value of (n) is determined by the engine speed n, and the engine air quantity when the pre-ignition frequency of the engine is more than or equal to 2 times is taken as a first target air quantity limit rho by adjusting the accelerator under different engine speeds of the benchLevel2(n) of (a). The first target gas amount limit rho can be setLevel2(n) the engine did not pre-ignite following the calibration data set forth in Table 2 below.
TABLE 2
Figure BDA0002666087570000061
(5) Cumulatively displaying the first target gas amount limit rho occurring 2 times or more than 2 times in the pre-ignition timesLevel2(N) after the duration time exceeds a third preset time, reducing the pre-ignition frequency to be N-1, and if N-1 is more than or equal to 2, maintaining the first target gas quantity limit value to be rhoLevel2(n), continuously delaying the third preset time, and continuously reducing the number of pre-ignition times if the pre-ignition does not occur within the delayed third preset time; if N-1 is equal to 1, the first target gas amount limit is reduced to rhoLevel1(n)。
In the embodiment of the invention, the third preset time TLevel2Is more than the second preset time TLevel1Which means that after two light-offs have occurred to avoid the light-off reoccurrence, a further delay in increasing the engine air flow is required, which is generally a second predetermined time TLevel12 times to 3 times of the total weight of the product.
In the embodiment of the invention, the third preset time TLevel2The engine air quantity can be set to be a fixed calibration value, and the purpose of gradually recovering the air quantity after the delay time is met is to gradually improve the dynamic property of the engine.
In the embodiment of the invention, the actual limited engine air amount rho when the final pre-ignition occursLim2The gas flow change rate is limited and gradually changed until the actual gas flow reaches the first target gas flow limit value. In the embodiment of the invention, the gas quantity increase change rate can be limited to 360mg/l/s, the gas quantity does not limit the change rate when the gas quantity is required to be reduced, the gas quantity is ensured to be reduced to the maximum extent, and the further occurrence of pre-ignition is avoided; but during the increase of the demand for recovery of the gas quantity, the rate of change is limited in order to avoid the occurrence of pre-ignition. The limitation change rate is too small, the dynamic performance is influenced, the change rate is too large, the pre-ignition recurrence is influenced, and the engine dynamic performance is improved by verifying through tests that the pre-ignition recovery is not caused and the maximum change rate is realized as far as possible.
In step S101, the engine intake air amount is limited to different degrees according to the number of times (severity) of occurrence of the pre-ignition of the engine, and the dynamics of the engine can be maintained as much as possible while suppressing the further occurrence of the pre-ignition.
S102: and determining a second target air quantity limit value according to the knock intensity of the engine, inhibiting the knock by gradually reducing the air input of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input of the engine to be the second target air quantity limit value after stabilizing the maximum air input for a first preset time after the high-intensity knock does not occur.
In the embodiment of the present invention, in step S102, determining a second target air amount limit value according to the engine knock intensity includes:
fig. 3 is a schematic flow chart of an intake air amount control method for high intensity knocking of an engine according to an embodiment of the present invention, including:
(a) when the vehicle is powered on, taking the maximum air quantity of the engine according to the rotating speed of the engine and the limit value of the water temperature of the engine as a second target air quantity limit value;
in the embodiment of the invention, the engine is operatedWhen the knock does not occur, the engine speed n and the engine water temperature T are used as the basisCoolantLimited maximum gas quantity rho of engine4As an initial second target gas amount limit; adjusting the water temperature of the engine at different engine rotating speeds of the rack, and taking the corresponding engine air quantity at the occurrence of a knock critical point as the maximum air quantity rho limited based on the engine rotating speed and the water temperature4As shown in table 3 below:
TABLE 3
Figure BDA0002666087570000081
(b) When knocking occurs, if the engine is judged to generate high-intensity knocking, gradually reducing the current actual gas quantity of the engine until the high-intensity knocking is not met;
in the embodiment of the invention, the amount of change in the ignition angle of the knock retard is not smaller than the difference between the ignition angle before the knock retard and the minimum ignition angle; or when the ignition angle variation of the knock delay reaches the maximum ignition angle variation of the knock delay when the knock occurs, determining that the engine knocks with high intensity.
In the embodiment of the invention, when high intensity knocking occurs, in order to further suppress the knocking and reduce the engine knocking, the rate C can be changedDecReducing the air inflow at 400mg/l/s to gradually reduce the current actual air amount rho of the engine until the two conditions for generating high-intensity knocking are not met, and entering the next step (c); the dynamic performance of the engine is reduced too much due to too fast reduction of the air volume change rate, the knocking suppression effect of the engine is poor due to too small reduction of the air volume change rate, and the influence on the dynamic performance of the engine is small as much as possible while the knocking suppression effect is verified through experiments.
(c) And when the high intensity knocking is not satisfied, keeping the current actual air inflow stable within a first preset time, and gradually increasing the current actual air inflow after the first preset time is exceeded until the current actual air inflow recovers to a second target air amount limit value.
In the embodiment of the invention, two conditions for generating high intensity knocking satisfyAfter the maximum air quantity of the engine is reduced, the maximum air quantity of the engine is firstly within a first preset time T when two conditions are not metHiKnockRemains stable for 1s, beyond which time THiKnockThen gradually using the current actual air inlet quantity and the change rate CIncIncreasing the air intake amount to 420mg/l/s until the actual air intake amount is recovered to the second target air amount limit rho4Then not adding up, then adding the maximum gas quantity rho4And the maximum air quantity limit value of the high intensity knock is the second target air quantity limit value so as to meet the dynamic property of the engine. If step (b) is fulfilled during step (c), directly jumping to step (b), i.e. step (b) is prioritized higher.
In some optional embodiments, the minimum value of the actually limited engine air quantity when the pre-ignition occurs and the maximum air quantity according to the knock intensity of the engine is taken as the maximum air quantity rho of the engine for inhibiting the occurrence of the knockKnockLim＝min(rhoLim2,rhoLim3) Wherein rho isLim2Indicating the actual limited engine gas quantity, rho, at which the final pre-ignition occursLim3Representing the actual maximum amount of air determined from the intensity of engine knock. That is, the minimum value between the first target air amount limit and the second target air amount limit is taken as the engine maximum air amount for suppressing knocking. Finally, the maximum gas quantity rho of the engineKnockLimAs an input of the engine intake air amount control, the maximum value of the intake air amount thereof is limited, thereby suppressing knocking.
Example two
Fig. 4 is a schematic structural diagram of an apparatus according to an embodiment of the present invention, including:
the first knock suppression unit 201 is used for determining a first target air quantity limit value according to the occurrence frequency of the engine pre-ignition, suppressing the knock by gradually reducing the air input of the engine when the engine pre-ignition occurs, and gradually restoring the maximum air input of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more;
and the second knock suppression unit 202 is used for determining a second target air quantity limit value according to the knock intensity of the engine, suppressing the knock by gradually reducing the air input quantity of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input quantity of the engine to be the second target air quantity limit value after stabilizing the maximum air input quantity for a first preset time after the high-intensity knock does not occur.
In the embodiment of the present invention, the specific implementation of each unit may refer to the description in the first method embodiment, and the embodiment of the present invention will not be repeated.
EXAMPLE III
The present application also provides a computer-readable storage medium, such as a flash memory, a hard disk, a multimedia card, a card-type memory (e.g., SD or DX memory, etc.), a Random Access Memory (RAM), a Static Random Access Memory (SRAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a programmable read-only memory (PROM), a magnetic memory, a magnetic disk, an optical disk, a server, an App application mall, etc., on which a computer program is stored, which when executed by a processor, implements the intake air amount control method for suppressing knocking under pre-ignition and high-intensity knocking in the method embodiments.
When the engine is pre-ignited, the air inflow of the engine is gradually reduced to inhibit knocking, and when the pre-ignition is not generated any more, the maximum air inflow of the engine is gradually recovered, and the dynamic property of the engine is gradually recovered; and finally, when high-intensity knocking occurs, the knocking is inhibited by gradually reducing the air inflow of the engine, the maximum air inflow of the engine is gradually recovered after the high-intensity knocking does not occur for a period of time, and the dynamic property of the engine is gradually recovered.
It should be noted that, according to the implementation requirement, each step/component described in the present application can be divided into more steps/components, and two or more steps/components or partial operations of the steps/components can be combined into new steps/components to achieve the purpose of the present invention.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (7)

1. A method for controlling an amount of intake air for suppressing knocking in a pre-ignition and high intensity knocking, comprising:
determining a first target air quantity limit value according to the occurrence frequency of the pre-ignition of the engine, inhibiting knocking by gradually reducing the air inflow of the engine when the pre-ignition of the engine occurs, and gradually recovering the maximum air inflow of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more;
wherein, the determining the first target air quantity limit value according to the number of times of the pre-ignition of the engine comprises the following steps:
when the vehicle is powered on, the air quantity caused by pre-ignition is set to be unlimited, and the maximum allowable air quantity is set to be
Figure 136767DEST_PATH_IMAGE001
；
After the vehicle is electrified, accumulating the pre-ignition times from 0, accumulating the pre-ignition times of the engine for 1 time, and limiting the first target air quantity to be
Figure 622106DEST_PATH_IMAGE002
Wherein, in the step (A),nrepresenting engine speed;
first target air quantity limit value of accumulated occurrence of 1 time at pre-ignition times
Figure 651242DEST_PATH_IMAGE003
Reducing the pre-ignition frequency to 0 after the duration time exceeds a second preset time, and recovering the first target air quantity limit value to
Figure 688468DEST_PATH_IMAGE001
；
When the pre-ignition frequency is 1, if the pre-ignition of the engine occurs again, updating the pre-ignition frequency to be 2, and limiting the first target air quantity limit value to be
Figure 294899DEST_PATH_IMAGE004
If the pre-ignition frequency of the engine is N and N is more than 2, the pre-ignition will occur againAccumulating the pre-ignition times, and limiting the first target air quantity to be
Figure 442983DEST_PATH_IMAGE005
；
The first target air quantity limit value which is generated 2 times or more than 2 times is displayed in an accumulated mode in the number of times of pre-ignition
Figure 201992DEST_PATH_IMAGE005
Reducing the pre-ignition frequency to be N-1 after the duration time exceeds a third preset time, and if N-1 is more than or equal to 2, maintaining the first target air quantity limit value to be N-1
Figure 410119DEST_PATH_IMAGE005
If the pre-ignition does not occur within the delayed third preset time, the pre-ignition frequency is continuously reduced; if N-1 is equal to 1, the first target gas amount limit value is reduced to
Figure 379212DEST_PATH_IMAGE002
The third preset time is longer than the second preset time;
the gas quantity actually limited by the engine during the final pre-ignition can limit the gas quantity change rate, the gas quantity is gradually changed until the actual gas quantity reaches the first target gas quantity limit value, the gas quantity is not limited in the gas quantity reduction request, the gas quantity is reduced to the maximum extent, and the further pre-ignition is avoided; in the process of requesting the increase of the gas quantity, limiting the gas quantity increase change rate to be a preset value in order to avoid the occurrence of the pre-ignition;
and determining a second target air quantity limit value according to the knock intensity of the engine, inhibiting the knock by gradually reducing the air input of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input of the engine to be the second target air quantity limit value after stabilizing the maximum air input for a first preset time after the high-intensity knock does not occur.
2. The method of claim 1, wherein the time at which the load increase causes pre-ignition to occur is collected over several experiments, and the average is taken after removing maxima and minima as the second predetermined time.
3. The method of claim 1, wherein determining a second target air amount limit based on engine knock intensity comprises:
when the vehicle is powered on, taking the maximum air quantity of the engine according to the rotating speed of the engine and the limit value of the water temperature of the engine as the limit value of the second target air quantity;
when knocking occurs, if the engine is judged to generate high-intensity knocking, gradually reducing the current actual gas quantity of the engine until the high-intensity knocking is not met;
and when the high intensity knock is not satisfied, maintaining the stability of the current actual air inflow within the first preset time, and gradually increasing the current actual air inflow after the first preset time is exceeded until the current actual air inflow is recovered to the second target air amount limit value.
4. The method according to claim 3, characterized in that the amount of change in the ignition angle of the knock retard is not smaller than the difference between the ignition angle before the knock retard and the minimum ignition angle; or when the variation of the ignition angle delayed by the knocking reaches the maximum variation of the ignition angle delayed by the knocking, determining that the engine knocks with high intensity, wherein the variation of the ignition angle delayed by the knocking means that the ignition angle is delayed when the knocking occurs, the ignition is delayed, so that the continuous occurrence of the knocking is avoided, and the ignition is delayed when the knocking occurs, so that the combustion deterioration is reduced, and the engine is protected; the ignition angle before the knock retard refers to an ignition angle normally set when knocking does not occur, the minimum ignition angle refers to a limit ignition angle, the maximum ignition angle allowing retard, i.e., the latest ignition timing, and the maximum amount of change in the ignition angle of the knock retard refers to the maximum value of the ignition angle of the knock retard.
5. The method of claim 1, wherein a minimum value between the first target air quantity limit and the second target air quantity limit is taken as a knock suppressing engine maximum air quantity.
6. An intake air amount control apparatus for suppressing knocking in pre-ignition and high intensity knocking, comprising:
the first knock suppression unit is used for determining a first target air quantity limit value according to the occurrence frequency of the pre-ignition of the engine, suppressing the knock by gradually reducing the air input of the engine when the pre-ignition of the engine occurs, and gradually recovering the maximum air input of the engine to be the first target air quantity limit value when the pre-ignition does not occur any more;
wherein, the determining the first target air quantity limit value according to the number of times of the pre-ignition of the engine comprises the following steps:
when the vehicle is powered on, the air quantity caused by pre-ignition is set to be unlimited, and the maximum allowable air quantity is set to be
Figure 691507DEST_PATH_IMAGE001
；
After the vehicle is electrified, accumulating the pre-ignition times from 0, accumulating the pre-ignition times of the engine for 1 time, and limiting the first target air quantity to be
Figure 695235DEST_PATH_IMAGE002
Wherein, in the step (A),nrepresenting engine speed;
first target air quantity limit value of accumulated occurrence of 1 time at pre-ignition times
Figure 215209DEST_PATH_IMAGE003
Reducing the pre-ignition frequency to 0 after the duration time exceeds a second preset time, and recovering the first target air quantity limit value to
Figure 406019DEST_PATH_IMAGE001
；
When the pre-ignition frequency is 1, if the pre-ignition of the engine occurs again, updating the pre-ignition frequency to be 2, and limiting the first target air quantity limit value to be
Figure 161486DEST_PATH_IMAGE004
If the number of pre-ignition times of the engine is N and N is more than 2, accumulating the number of pre-ignition times if the pre-ignition occurs again, and limiting the first target air quantity limit value to be N
Figure 613196DEST_PATH_IMAGE005
；
The first target air quantity limit value which is generated 2 times or more than 2 times is displayed in an accumulated mode in the number of times of pre-ignition
Figure 428705DEST_PATH_IMAGE005
Reducing the pre-ignition frequency to be N-1 after the duration time exceeds a third preset time, and if N-1 is more than or equal to 2, maintaining the first target air quantity limit value to be N-1
Figure 247756DEST_PATH_IMAGE005
If the pre-ignition does not occur within the delayed third preset time, the pre-ignition frequency is continuously reduced; if N-1 is equal to 1, the first target gas amount limit value is reduced to
Figure 541334DEST_PATH_IMAGE002
The third preset time is longer than the second preset time;
the gas quantity actually limited by the engine during the final pre-ignition can limit the gas quantity change rate, the gas quantity is gradually changed until the actual gas quantity reaches the first target gas quantity limit value, the gas quantity is not limited in the gas quantity reduction request, the gas quantity is reduced to the maximum extent, and the further pre-ignition is avoided; in the process of requesting the increase of the gas quantity, limiting the gas quantity increase change rate to be a preset value in order to avoid the occurrence of the pre-ignition;
and the second knock suppression unit is used for determining a second target air quantity limit value according to the knock intensity of the engine, suppressing the knock by gradually reducing the air input of the engine when the high-intensity knock occurs, and gradually recovering the maximum air input of the engine to be the second target air quantity limit value after stabilizing the first preset time after the high-intensity knock does not occur.
7. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 5.
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