CN119266996A - A method, device and system for identifying and processing pre-ignition phenomenon of a hydrogen engine - Google Patents

Abstract

The present invention relates to the technical field of hydrogen engines, and specifically discloses a method, device and system for identifying and processing the pre-ignition phenomenon of a hydrogen engine. The method comprises: when the hydrogen engine is operating normally, obtaining a vehicle gear position signal and a speed signal within a certain period of time in the current cycle, and when the vehicle gear position signal and the speed signal meet the requirements, obtaining a knock signal, hydrogen flow, exhaust temperature, coolant temperature and engine oil temperature at the end of the certain period of time; when the knock signal, hydrogen flow, exhaust temperature, coolant temperature and engine oil temperature meet the requirements, determining the target cylinder where pre-ignition occurs in the current cycle; determining the target hydrogen injection amount, target wastegate valve opening and target throttle opening of the next cycle, and controlling the hydrogen nozzle, turbocharger and throttle of the target cylinder to work according to the corresponding target values in the next cycle. The present invention can quickly solve the problem of engine pre-ignition and better protect the engine.

Description

Method, device and system for identifying and processing preignition phenomenon of hydrogen engine

Technical Field

The invention relates to the technical field of hydrogen engines, in particular to a method and a device for identifying and processing a hydrogen engine pre-ignition phenomenon and a system for identifying and processing the hydrogen engine pre-ignition phenomenon.

Background

Because of the characteristics of low ignition energy and easy ignition of hydrogen, the hydrogen engine is easy to generate preignition. The pre-ignition refers to abnormal combustion in which the mixture reaches an autoignition condition before normal ignition and a large area autoignition phenomenon occurs. The pre-ignition is usually caused by local hot spots formed by the residual engine oil in the cylinder, the residual combustion particles, the residual hydrogen flame in the metal protruding tip and the slit, and the like, and the local hot spots continuously heat up, and finally the hydrogen is ignited before the spark plug discharges, so that the pre-ignition phenomenon is caused. When pre-ignition occurs, typically high combustion temperatures and pressures are generated which directly affect the rise in engine load, and early pre-ignition does not cause destructive damage to the engine, but if not found and handled in time, continued pre-ignition can deteriorate combustion conditions within the engine combustion chamber until knock or super-knock occurs, so as to damage the engine.

Aiming at the phenomenon that a hydrogen engine has high compression ratio and is easy to generate pre-ignition, the existing technical means mainly comprises a knock sensor on the engine, and the technical means can only identify the phenomenon that the hydrogen engine knocks or super knocks due to long-time pre-ignition. The early-combustion phenomenon cannot be identified and correspondingly treated in time. Meanwhile, because the fuel mixing uniformity of each cylinder of the hydrogen engine is different, and the air inlet channels of the cylinders are different. The combustion uniformity of each cylinder is inconsistent, the probability of occurrence of pre-combustion of each cylinder is different, the prior art cannot identify which cylinder is pre-combustion, so that the hydrogen injection quantity, the ignition angle delay and the like can be uniformly reduced for all cylinders, the torque of an engine can be reduced to a great extent, and the drivability of the whole vehicle is influenced. Therefore, there is a need for a method that can identify and process at the beginning of the preignition of a hydrogen engine, and that can determine which cylinder is being preignited and process it specifically.

Disclosure of Invention

Aiming at the defects of the prior art, the invention provides a method and a device for identifying and processing the preignition phenomenon of a hydrogen engine, and a system for identifying and processing the preignition phenomenon of the hydrogen engine, which can identify and process a cylinder with the preignition phenomenon, quickly solve the problem of preignition and better protect the engine.

As a first aspect of the present invention, there is provided a method of identifying and processing a hydrogen engine pre-ignition phenomenon, the method comprising:

Step S1, when a hydrogen engine works normally, acquiring a whole vehicle gear signal D and an actual value n of an engine rotating speed signal in a certain period of time in a current engine working cycle period, and judging whether the whole vehicle gear signal D in the certain period of time is unchanged and whether the actual value n of the engine rotating speed signal in the certain period of time fluctuates abnormally;

Step S2, when the whole vehicle gear signal D is unchanged and the actual value n of the engine rotating speed signal abnormally fluctuates, acquiring an actual value K of a knocking signal and an actual value Q _{Hydrogen gas} of a hydrogen flow at the end of a certain time period in the current engine working cycle, calculating an actual error value Q of the hydrogen flow at the end of the certain time period according to the actual value Q _{Hydrogen gas} of the hydrogen flow at the end of the certain time period and a preset hydrogen flow threshold value Q ^, _{Hydrogen gas} , and judging whether the actual value K of the knocking signal is smaller than or equal to a preset knock signal threshold value Kmin and whether the actual error value Q of the hydrogen flow is smaller than or equal to a preset hydrogen flow error threshold value Qmin;

Step S3, when the knock signal actual value K is smaller than or equal to the knock signal threshold Kmin and the hydrogen flow actual error value Q is smaller than or equal to the hydrogen flow error threshold Qmin, acquiring an exhaust gas temperature actual value T _{Exhaust gas} , a cooling liquid temperature actual value T _{Liquid and its preparation method} and an engine oil temperature actual value T _{Engine oil} at the end of the certain period in the current engine working cycle, and judging whether the exhaust gas temperature actual value T _{Exhaust gas} is larger than or equal to a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the cooling liquid temperature actual value T _{Liquid and its preparation method} is larger than or equal to a preset cooling liquid temperature threshold T ^, _{Liquid and its preparation method} and whether the engine oil temperature actual value T _{Engine oil} is larger than or equal to a preset engine oil temperature threshold T ^, _{Engine oil} ;

Step S4, when the exhaust temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is greater than or equal to the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} , determining a target cylinder with a pre-ignition phenomenon in the current engine working cycle;

Step S5, calculating an engine temperature total change value delta T of the current engine working cycle according to the exhaust temperature actual value T _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} , the engine oil temperature actual value T _{Engine oil} , the exhaust temperature threshold value T ^, _{Exhaust gas} , the coolant temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature threshold value T ^, _{Engine oil} at the end of the certain time period in the current engine working cycle;

and S6, determining a target hydrogen injection amount, a target waste gate valve opening and a target throttle valve opening of the next engine working cycle according to the total variation value delta T of the engine temperature of the current engine working cycle, and controlling a hydrogen nozzle, a turbocharger and a throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in the next engine working cycle.

Further, before the step S1, the method includes:

Judging whether the hydrogen engine has a fault, ending the recognition and processing of the pre-ignition phenomenon of the hydrogen engine when the hydrogen engine has the fault, and executing the step S1 when the hydrogen engine does not have the fault, namely the hydrogen engine works normally.

Further, the determining whether the actual value n of the engine rotation speed signal in the certain period of time abnormally fluctuates further includes:

when the whole vehicle gear signal D in the certain time period is unchanged, taking the difference value between the actual value N of the engine speed signal in the certain time period and the preset engine speed signal reference value N _Datum as an engine speed signal fluctuation value in the certain time period, and then determining the maximum fluctuation value N _{Wave motion max} of the engine speed signal in the certain time period;

Multiplying the whole vehicle gear signal D within the certain time period by the maximum fluctuation value N _{Wave motion max} of the engine speed signal to calculate the actual abnormal fluctuation value P=D.N _{Wave motion max} of the engine speed signal within the certain time period, and judging whether the actual abnormal fluctuation value P of the engine speed signal is larger than or equal to a preset abnormal fluctuation threshold Pmax of the engine speed signal;

And (2) when the actual abnormal fluctuation value P of the engine speed signal is larger than or equal to the abnormal fluctuation threshold Pmax of the engine speed signal, the step (S2) is executed, otherwise, the actual value n of the engine speed signal in the certain period of time does not abnormally fluctuate, and the recognition and the processing of the hydrogen engine pre-ignition phenomenon are finished.

Further, in the determining whether the actual value K of the knock signal is less than or equal to a preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is less than or equal to a preset hydrogen flow error threshold Qmin, the method further includes:

and when the actual value K of the knocking signal is larger than the threshold Kmin of the knocking signal or the actual error value Q of the hydrogen flow is larger than the threshold Qmin of the hydrogen flow, ending the identification and processing of the pre-ignition phenomenon of the hydrogen engine.

Further, in the determining whether the exhaust gas temperature actual value T _{Exhaust gas} is equal to or greater than a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the coolant temperature actual value T _{Liquid and its preparation method} is equal to or greater than a preset coolant temperature threshold T ^, _{Liquid and its preparation method} , and whether the engine oil temperature actual value T _{Engine oil} is equal to or greater than a preset engine oil temperature threshold T ^, _{Engine oil} , the method further includes:

And when the exhaust gas temperature actual value T _{Exhaust gas} is smaller than the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is smaller than the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} or the engine oil temperature actual value T _{Engine oil} is smaller than the engine oil temperature threshold value T ^, _{Engine oil} , ending the identification and treatment of the hydrogen engine pre-ignition phenomenon.

Further, in the step S4, the method further includes:

When the exhaust gas temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} is greater than or equal to the coolant temperature threshold value T ^, _{Liquid and its preparation method} , and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} , obtaining an engine speed signal actual value n and a crank angle signal actual value G in the whole current engine working cycle;

comparing an actual value N of an engine rotating speed signal in a current engine working cycle period with a preset minimum value N _min of the engine rotating speed signal, selecting a target engine rotating speed signal actual value N smaller than the minimum value N _min of the engine rotating speed signal from the actual value N of the engine rotating speed signal in the current engine working cycle period according to a comparison result, and then determining a target crank angle signal actual value G corresponding to the target engine rotating speed signal actual value N;

and determining a target cylinder with the pre-ignition phenomenon in the current working cycle of the engine according to the actual value G of the target crank angle signal.

Further, in the step S5, the method further includes:

the calculation formula of the total engine temperature change value delta T of the current engine working cycle period is as follows:

ΔT=ΔT _{Exhaust gas} +ΔT _{Liquid and its preparation method} +ΔT _{Engine oil ,}

Wherein ,ΔT _{Exhaust gas} =n _{Exhaust gas} ·（T _{Exhaust gas} -T^, _{Exhaust gas} ）,ΔT _{Liquid and its preparation method} =n _{Liquid and its preparation method} ·（T _{Liquid and its preparation method} -T^, _{Liquid and its preparation method} ),ΔT _{Engine oil} =n _{Engine oil} ·(T _{Engine oil} -T^, _{Engine oil} ）;n _{Exhaust gas} 、n _{Liquid and its preparation method} 、n _{Engine oil} is the exhaust temperature coefficient, the cooling liquid temperature coefficient and the engine oil temperature coefficient respectively.

Further, in the step S6, the method further includes:

after controlling a hydrogen nozzle, a turbocharger and a throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in a next engine working cycle period, judging whether an exhaust temperature actual value T _{Exhaust gas} in the next engine working cycle period is smaller than an exhaust temperature threshold value T ^, _{Exhaust gas} , whether a cooling liquid temperature actual value T _{Liquid and its preparation method} is smaller than a cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} or whether an engine oil temperature actual value T _{Engine oil} is smaller than an engine oil temperature threshold value T ^, _{Engine oil} ;

When the actual exhaust temperature T _{Exhaust gas} in the working cycle period of the next engine is smaller than the exhaust temperature threshold T ^, _{Exhaust gas} and the actual coolant temperature T _{Liquid and its preparation method} is smaller than the coolant temperature threshold T ^, _{Liquid and its preparation method} or the actual engine oil temperature T _{Engine oil} is smaller than the engine oil temperature threshold T ^, _{Engine oil} , the identification and treatment of the preignition phenomenon of the hydrogen engine are finished, otherwise, early warning and torsion limiting are carried out.

As another aspect of the present invention, there is provided a hydrogen engine pre-ignition phenomenon recognition and processing apparatus for realizing the aforementioned hydrogen engine pre-ignition phenomenon recognition and processing method, the hydrogen engine pre-ignition phenomenon recognition and processing apparatus comprising:

The first judging module is used for acquiring a whole vehicle gear signal D and an actual value n of an engine rotating speed signal in a certain time period in the current engine working cycle period when the hydrogen engine works normally, and judging whether the whole vehicle gear signal D in the certain time period is unchanged and whether the actual value n of the engine rotating speed signal in the certain time period fluctuates abnormally;

The second judging module is used for acquiring a knock signal actual value K and a hydrogen flow actual value Q _{Hydrogen gas} at the end of the certain time period in the current engine working cycle period when the whole vehicle gear signal D is unchanged and the engine rotating speed signal actual value n abnormally fluctuates, calculating a hydrogen flow actual error value Q at the end of the certain time period according to the hydrogen flow actual value Q _{Hydrogen gas} at the end of the certain time period and a preset hydrogen flow threshold value Q ^, _{Hydrogen gas} , and judging whether the knock signal actual value K is smaller than or equal to a preset knock signal threshold value Kmin and whether the hydrogen flow actual error value Q is smaller than or equal to a preset hydrogen flow error threshold value Qmin;

A third judging module, configured to obtain an exhaust gas temperature actual value T _{Exhaust gas} , a coolant temperature actual value T _{Liquid and its preparation method} , and an engine oil temperature actual value T _{Engine oil} at the end of the certain period in the current engine operating cycle when the knock signal actual value K is equal to or less than the knock signal threshold Kmin and the hydrogen gas flow actual error value Q is equal to or less than the hydrogen gas flow error threshold Qmin, and judge whether the exhaust gas temperature actual value T _{Exhaust gas} is equal to or greater than a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the coolant temperature actual value T _{Liquid and its preparation method} is equal to or greater than a preset coolant temperature threshold T ^, _{Liquid and its preparation method} , and whether the engine oil temperature actual value T _{Engine oil} is equal to or greater than a preset engine oil temperature threshold T ^, _{Engine oil} ;

The determining module is used for determining a target cylinder with a pre-ignition phenomenon in the current engine working cycle when the exhaust gas temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is greater than or equal to the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} ;

A calculation module, configured to calculate an engine temperature total variation value Δt of a current engine duty cycle according to the exhaust gas temperature actual value T _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} , the engine oil temperature actual value T _{Engine oil} , the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the coolant temperature threshold value T ^, _{Liquid and its preparation method} , and the engine oil temperature threshold value T ^, _{Engine oil} at the end of the certain period in the current engine duty cycle;

And the control module is used for determining the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening of the next engine working cycle according to the total engine temperature change value delta T of the current engine working cycle, and controlling the hydrogen nozzle, the turbocharger and the throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in the next engine working cycle.

As another aspect of the present invention, there is provided a recognition and processing system of a hydrogen engine pre-ignition phenomenon, comprising a gear recognition module, a rotation speed sensor, a hydrogen flow sensor, a knock sensor, an exhaust gas temperature sensor, a coolant temperature sensor, an engine oil temperature sensor, a crank position sensor, a hydrogen nozzle, a turbocharger, a throttle valve, and an electronic control unit, wherein the recognition module, the rotation speed sensor, the hydrogen flow sensor, the knock sensor, the exhaust gas temperature sensor, the coolant temperature sensor, the engine oil temperature sensor, the crank position sensor, the hydrogen nozzle, the turbocharger, and the throttle valve are all connected to the electronic control unit, and the electronic control unit comprises the recognition and processing device of the hydrogen engine pre-ignition phenomenon as described above;

The gear identification module is arranged on a speed changer of the whole vehicle and used for identifying a whole vehicle gear signal D in real time and sending the identified whole vehicle gear signal D to the electronic control unit;

The rotating speed sensor is arranged on a crank pulley of the hydrogen engine and is used for detecting an actual value n of an engine rotating speed signal of the hydrogen engine in real time and sending the detected actual value n of the engine rotating speed signal to the electronic control unit;

The hydrogen flow sensor is arranged on an air inlet manifold of the hydrogen engine and is used for detecting the actual value Q _{Hydrogen gas} of the hydrogen flow sprayed out by each hydrogen nozzle on the air inlet manifold of the hydrogen engine in real time and sending the detected actual value Q _{Hydrogen gas} of the hydrogen flow to the electronic control unit;

the knocking sensor is arranged on the air inlet side of the cylinder body of the hydrogen engine and is used for detecting the actual value K of a knocking signal of the hydrogen engine in real time and sending the detected actual value K of the knocking signal to the electronic control unit;

The exhaust temperature sensor is arranged on an exhaust manifold of the hydrogen engine and is used for detecting an actual exhaust temperature value T _{Exhaust gas} of the hydrogen engine in real time and sending the detected actual exhaust temperature value T _{Exhaust gas} to the electronic control unit;

the cooling liquid temperature sensor is arranged on a thermostat of the hydrogen engine and is used for detecting the actual cooling liquid temperature value T _{Liquid and its preparation method} of the hydrogen engine in real time and sending the detected actual cooling liquid temperature value T _{Liquid and its preparation method} to the electronic control unit;

the engine oil temperature sensor is arranged on a main oil duct of the hydrogen engine and is used for detecting an engine oil temperature actual value T _{Engine oil} of the hydrogen engine in real time and sending the detected engine oil temperature actual value T _{Engine oil} to the electronic control unit;

The crank position sensor is arranged at the rear end of a crank of the hydrogen engine and is used for detecting the actual value G of a crank angle signal of the hydrogen engine in real time and sending the detected actual value G of the crank angle signal to the electronic control unit;

The hydrogen nozzles are arranged on each air inlet manifold or in each cylinder of the hydrogen engine, and can adjust the flow of hydrogen entering the engine cylinder according to the target hydrogen injection amount;

the turbocharger is arranged between an exhaust pipe and an air inlet main pipe of the hydrogen engine, and can adjust the air pressure entering an engine cylinder according to the opening of the target waste gate valve;

The throttle valve is arranged between an air inlet manifold and an air inlet manifold of the hydrogen engine, and the air flow entering the engine cylinder can be adjusted according to the target throttle opening.

The method for identifying and treating the preignition phenomenon of the hydrogen engine has the following beneficial effects:

(1) The abnormal change of the rotating speed can be identified on the whole vehicle through the rotating speed sensor and the gear identification module, and the pre-ignition phenomenon can be identified later through the analysis of the signal values output by each sensor on the engine, and the pre-ignition phenomenon identification mode has high accuracy and high identification speed, and can be identified directly when the whole vehicle runs;

(2) The pre-ignition judging module can judge which cylinder has pre-ignition phenomenon based on the rotating speed signal output by the rotating speed sensor and the crank angle signal output by the engine crank sensor;

(3) The method can judge the severity of the preignition based on the recognized preignition phenomenon, and immediately adjusts the hydrogen injection quantity, the air inlet pressure and the air inlet flow through an actuator correction calculation module, so that the problem of the preignition is rapidly solved, and the engine is better protected.

Drawings

The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate the invention and together with the description serve to explain, without limitation, the invention.

Fig. 1 is a flow chart of a method for identifying and treating a hydrogen engine pre-ignition phenomenon provided by the invention.

Fig. 2 is a flowchart of an embodiment of a method for identifying and treating a hydrogen engine pre-ignition phenomenon according to the present invention.

Fig. 3 is a block diagram of the recognition and processing device for the pre-ignition phenomenon of the hydrogen engine provided by the invention.

Fig. 4 is a flowchart of the operation of the recognition and processing device for the pre-ignition phenomenon of the hydrogen engine provided by the invention.

Fig. 5 is a graph comparing a normal combustion curve of a cylinder with a pre-combustion curve of the cylinder.

Detailed Description

It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other. The invention will be described in detail below with reference to the drawings in connection with embodiments.

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate in order to describe the embodiments of the invention herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

In this embodiment, there is provided a method for identifying and processing a hydrogen engine pre-ignition phenomenon, as shown in fig. 1, including:

Step S1, when a hydrogen engine works normally, acquiring a whole vehicle gear signal D and an actual value n of an engine rotating speed signal in a certain period of time in a current engine working cycle period, and judging whether the whole vehicle gear signal D in the certain period of time is unchanged and whether the actual value n of the engine rotating speed signal in the certain period of time fluctuates abnormally;

Preferably, as shown in fig. 2, before the step S1, the method includes:

Judging whether the hydrogen engine has faults (fire, torsion limiting protection and the like), ending the identification and processing of the pre-ignition phenomenon of the hydrogen engine when the hydrogen engine has faults, and executing the step S1 when the hydrogen engine does not have faults, namely the hydrogen engine works normally.

Preferably, as shown in fig. 2, the determining whether the actual value n of the engine speed signal in the certain period of time fluctuates abnormally further includes:

When the whole vehicle gear signal D in the certain time period (for example, in 0.001S) is unchanged, taking a difference value between the actual value N of the engine speed signal in the certain time period and a preset engine speed signal reference value N _Datum as an engine speed signal fluctuation value in the certain time period, and then determining an engine speed signal maximum fluctuation value N _{Wave motion max} in the certain time period;

The engine rotation speed signal reference value N _Datum is an average value of the maximum engine rotation speed signal actual value and the minimum engine rotation speed signal actual value in the last engine working cycle period of normal operation;

Multiplying the whole vehicle gear signal D within the certain time period by the maximum fluctuation value N _{Wave motion max} of the engine speed signal to calculate the actual abnormal fluctuation value P=D.N _{Wave motion max} of the engine speed signal within the certain time period, and judging whether the actual abnormal fluctuation value P of the engine speed signal is larger than or equal to the abnormal fluctuation threshold Pmax of the engine speed signal preset under the working condition;

And (2) when the actual abnormal fluctuation value P of the engine speed signal is larger than or equal to the abnormal fluctuation threshold Pmax of the engine speed signal, the step (S2) is executed, otherwise, the actual value n of the engine speed signal in the certain period of time does not abnormally fluctuate, and the recognition and the processing of the hydrogen engine pre-ignition phenomenon are finished.

Step S2, when the whole vehicle gear signal D is unchanged and the actual value n of the engine rotating speed signal abnormally fluctuates, acquiring an actual value K of a knocking signal and an actual value Q _{Hydrogen gas} of a hydrogen flow at the end of a certain time period in the current engine working cycle period, calculating an actual error value Q of the hydrogen flow at the end of the certain time period according to the actual value Q _{Hydrogen gas} of the hydrogen flow at the end of the certain time period and a preset hydrogen flow threshold value Q ^, _{Hydrogen gas} , wherein Q= -is Q _{Hydrogen gas} －Q^, _{Hydrogen gas} -L, and judging whether the actual value K of the knocking signal is smaller than or equal to a preset knock signal threshold value Kmin and whether the actual error value Q of the hydrogen flow is smaller than or equal to a preset hydrogen flow error threshold value Qmin;

Preferably, as shown in fig. 2, the determining whether the actual value K of the knock signal is equal to or less than a preset knock signal threshold Kmin and whether the actual error value Q of the hydrogen flow is equal to or less than a preset hydrogen flow error threshold Qmin further includes:

and when the actual value K of the knocking signal is larger than the threshold Kmin of the knocking signal or the actual error value Q of the hydrogen flow is larger than the threshold Qmin of the hydrogen flow, ending the identification and processing of the pre-ignition phenomenon of the hydrogen engine.

Step S3, when the knock signal actual value K is smaller than or equal to the knock signal threshold Kmin and the hydrogen flow actual error value Q is smaller than or equal to the hydrogen flow error threshold Qmin, acquiring an exhaust gas temperature actual value T _{Exhaust gas} , a cooling liquid temperature actual value T _{Liquid and its preparation method} and an engine oil temperature actual value T _{Engine oil} at the end of the certain period in the current engine working cycle, and judging whether the exhaust gas temperature actual value T _{Exhaust gas} is larger than or equal to a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the cooling liquid temperature actual value T _{Liquid and its preparation method} is larger than or equal to a preset cooling liquid temperature threshold T ^, _{Liquid and its preparation method} and whether the engine oil temperature actual value T _{Engine oil} is larger than or equal to a preset engine oil temperature threshold T ^, _{Engine oil} ;

preferably, as shown in fig. 2, the determining whether the exhaust gas temperature actual value T _{Exhaust gas} is equal to or greater than a preset exhaust gas temperature threshold value T ^, _{Exhaust gas} , whether the coolant temperature actual value T _{Liquid and its preparation method} is equal to or greater than a preset coolant temperature threshold value T ^, _{Liquid and its preparation method} , and whether the oil temperature actual value T _{Engine oil} is equal to or greater than a preset oil temperature threshold value T ^, _{Engine oil} further includes:

And when the exhaust gas temperature actual value T _{Exhaust gas} is smaller than the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is smaller than the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} or the engine oil temperature actual value T _{Engine oil} is smaller than the engine oil temperature threshold value T ^, _{Engine oil} , ending the identification and treatment of the hydrogen engine pre-ignition phenomenon.

Step S4, when the exhaust temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is greater than or equal to the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} , determining a target cylinder with a pre-ignition phenomenon in the current engine working cycle;

Preferably, as shown in fig. 2, in step S4, the method further includes:

When the exhaust gas temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} is greater than or equal to the coolant temperature threshold value T ^, _{Liquid and its preparation method} , and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} , obtaining an engine speed signal actual value n and a crank angle signal actual value G in the whole current engine working cycle;

comparing an actual value N of an engine rotating speed signal in a current engine working cycle period with a preset minimum value N _min of the engine rotating speed signal, selecting a target engine rotating speed signal actual value N smaller than the minimum value N _min of the engine rotating speed signal from the actual value N of the engine rotating speed signal in the current engine working cycle period according to a comparison result, and then determining a target crank angle signal actual value G corresponding to the target engine rotating speed signal actual value N;

and determining a target cylinder with the pre-ignition phenomenon in the current working cycle of the engine according to the actual value G of the target crank angle signal.

In the embodiment of the invention, as shown in fig. 5, a four-cylinder engine with a working sequence of 1-3-4-2 is taken as an example, the actual value G of the crank angle signal is a rotation speed signal of 4 cylinders at 0-180 degrees, 2 cylinders at 180-360 degrees, 1 cylinder at 360-540 degrees and 3 cylinders at 540-720 degrees.

Step S5, calculating an engine temperature total change value delta T of the current engine working cycle according to the exhaust temperature actual value T _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} , the engine oil temperature actual value T _{Engine oil} , the exhaust temperature threshold value T ^, _{Exhaust gas} , the coolant temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature threshold value T ^, _{Engine oil} at the end of the certain time period in the current engine working cycle;

Preferably, in the step S5, the method further includes:

the calculation formula of the total engine temperature change value delta T of the current engine working cycle period is as follows:

ΔT=ΔT _{Exhaust gas} +ΔT _{Liquid and its preparation method} +ΔT _{Engine oil ,}

Wherein ,ΔT _{Exhaust gas} =n _{Exhaust gas} ·（T _{Exhaust gas} -T^, _{Exhaust gas} ）,ΔT _{Liquid and its preparation method} =n _{Liquid and its preparation method} ·（T _{Liquid and its preparation method} -T^, _{Liquid and its preparation method} ),ΔT _{Engine oil} =n _{Engine oil} ·(T _{Engine oil} -T^, _{Engine oil} ）;n _{Exhaust gas} 、n _{Liquid and its preparation method} 、n _{Engine oil} is the exhaust temperature coefficient, the cooling liquid temperature coefficient and the engine oil temperature coefficient respectively.

And S6, checking an actuator correction table according to the total variation value delta T of the engine temperature of the current engine working cycle period to determine a target hydrogen injection amount, a target waste gate valve opening and a target throttle valve opening of the next engine working cycle period, and controlling a hydrogen nozzle, a turbocharger and a throttle valve on an air intake manifold of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in the next engine working cycle period.

The method is characterized in that an actuator correction table is constructed according to total temperature change values delta T of the pre-combustions of different degrees under different working conditions in bench experiments, hydrogen flow to be met for solving the pre-combustions, the opening of a waste gate valve of the turbocharger to be met and the opening of a throttle valve to be met (namely, the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening) after the pre-combustions occur, and then the actuator correction table is pre-input into an electronic control unit.

The maximum exhaust temperature, the maximum cooling liquid temperature and the maximum engine oil temperature when the hydrogen engine is not in the preignition during normal combustion under different working conditions are obtained based on bench tests, the limiting temperatures are respectively used as an exhaust temperature threshold T ^, _{Exhaust gas} , a cooling liquid temperature threshold T ^, _{Liquid and its preparation method} and an engine oil temperature threshold T ^, _{Engine oil} , and meanwhile, the minimum knock signal value and the minimum hydrogen flow error value when the hydrogen engine is not in the preignition during normal combustion and the actual abnormal fluctuation value P of the engine rotating speed signal is smaller than the abnormal fluctuation threshold Pmax of the engine rotating speed signal are respectively used as a knock signal threshold Kmin and a hydrogen flow error threshold Qmin.

Preferably, as shown in fig. 2, in step S6, the method further includes:

After controlling a hydrogen nozzle, a turbocharger and a throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in a next engine working cycle period, namely, after reducing the hydrogen injection amount of the hydrogen nozzle, the waste gate valve opening and the throttle valve opening in the next engine working cycle period, judging whether an exhaust temperature actual value T _{Exhaust gas} in the next engine working cycle period is smaller than an exhaust temperature threshold value T ^, _{Exhaust gas} , a coolant temperature actual value T _{Liquid and its preparation method} is smaller than a coolant temperature threshold value T ^, _{Liquid and its preparation method} or an engine oil temperature actual value T _{Engine oil} is smaller than an engine oil temperature threshold value T ^, _{Engine oil} ;

When the actual exhaust temperature T _{Exhaust gas} and the actual coolant temperature T _{Liquid and its preparation method} in the working cycle period of the next engine are smaller than the exhaust temperature threshold T ^, _{Exhaust gas} and the coolant temperature threshold T ^, _{Liquid and its preparation method} or the actual engine oil temperature T _{Engine oil} is smaller than the engine oil temperature threshold T ^, _{Engine oil} , the identification and the treatment of the pre-ignition phenomenon of the hydrogen engine are finished, otherwise, the pre-ignition fault early warning is carried out, and meanwhile, the torsion is limited to different degrees according to the occurrence times and the duration of the pre-ignition. If the long-time continuous pre-combustion is performed, the engine is stopped for protection, meanwhile, a user is reminded of timely overhauling on an instrument panel of the whole automobile, and finally, the recognition and treatment of the pre-combustion phenomenon of the hydrogen engine are finished.

The method for identifying and processing the preignition phenomenon of the hydrogen engine provided by the embodiment of the invention can identify and process the cylinder with the preignition phenomenon, so that the problem of preignition is rapidly solved, and the engine is better protected.

As another embodiment of the present invention, there is provided an apparatus for recognizing and processing a hydrogen engine pre-ignition phenomenon, for implementing the foregoing method for recognizing and processing a hydrogen engine pre-ignition phenomenon, as shown in fig. 3 to 4, the apparatus comprising:

The first judging module is used for acquiring a whole vehicle gear signal D and an actual value n of an engine rotating speed signal in a certain time period in the current engine working cycle period when the hydrogen engine works normally, and judging whether the whole vehicle gear signal D in the certain time period is unchanged and whether the actual value n of the engine rotating speed signal in the certain time period fluctuates abnormally;

The second judging module is used for acquiring a knock signal actual value K and a hydrogen flow actual value Q _{Hydrogen gas} at the end of the certain time period in the current engine working cycle period when the whole vehicle gear signal D is unchanged and the engine rotating speed signal actual value n abnormally fluctuates, calculating a hydrogen flow actual error value Q at the end of the certain time period according to the hydrogen flow actual value Q _{Hydrogen gas} at the end of the certain time period and a preset hydrogen flow threshold value Q ^, _{Hydrogen gas} , and judging whether the knock signal actual value K is smaller than or equal to a preset knock signal threshold value Kmin and whether the hydrogen flow actual error value Q is smaller than or equal to a preset hydrogen flow error threshold value Qmin;

A third judging module, configured to obtain an exhaust gas temperature actual value T _{Exhaust gas} , a coolant temperature actual value T _{Liquid and its preparation method} , and an engine oil temperature actual value T _{Engine oil} at the end of the certain period in the current engine operating cycle when the knock signal actual value K is equal to or less than the knock signal threshold Kmin and the hydrogen gas flow actual error value Q is equal to or less than the hydrogen gas flow error threshold Qmin, and judge whether the exhaust gas temperature actual value T _{Exhaust gas} is equal to or greater than a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the coolant temperature actual value T _{Liquid and its preparation method} is equal to or greater than a preset coolant temperature threshold T ^, _{Liquid and its preparation method} , and whether the engine oil temperature actual value T _{Engine oil} is equal to or greater than a preset engine oil temperature threshold T ^, _{Engine oil} ;

The determining module is used for determining a target cylinder with a pre-ignition phenomenon in the current engine working cycle when the exhaust gas temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is greater than or equal to the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} ;

A calculation module, configured to calculate an engine temperature total variation value Δt of a current engine duty cycle according to the exhaust gas temperature actual value T _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} , the engine oil temperature actual value T _{Engine oil} , the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the coolant temperature threshold value T ^, _{Liquid and its preparation method} , and the engine oil temperature threshold value T ^, _{Engine oil} at the end of the certain period in the current engine duty cycle;

And the control module is used for determining the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening of the next engine working cycle according to the total engine temperature change value delta T of the current engine working cycle, and controlling the hydrogen nozzle, the turbocharger and the throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in the next engine working cycle.

Preferably, the recognition and processing device of the hydrogen engine pre-ignition phenomenon further comprises an OBD fault diagnosis module, wherein the OBD fault diagnosis module is used for judging whether the hydrogen engine has a fault or not, ending the recognition and processing of the hydrogen engine pre-ignition phenomenon when judging that the hydrogen engine has the fault, and entering the execution process of the first judgment module when judging that the hydrogen engine does not have the fault, namely, the hydrogen engine works normally.

The control module is specifically configured to determine whether an actual exhaust gas temperature value T _{Exhaust gas} in a next engine working cycle period is smaller than the exhaust gas temperature threshold value T ^, _{Exhaust gas} , whether an actual coolant temperature value T _{Liquid and its preparation method} is smaller than the coolant temperature threshold value T ^, _{Liquid and its preparation method} or whether an actual engine oil temperature value T _{Engine oil} is smaller than the engine oil temperature threshold value T ^, _{Engine oil} after controlling the hydrogen nozzle, the turbocharger and the throttle of the target cylinder to operate according to the target hydrogen injection amount, the target exhaust gas bypass valve opening and the target throttle opening, respectively, in the next engine working cycle period, that is, after reducing the hydrogen injection amount of the hydrogen nozzle, reducing the exhaust gas bypass valve opening and reducing the throttle opening in the next engine working cycle period;

When the actual exhaust temperature T _{Exhaust gas} and the actual coolant temperature T _{Liquid and its preparation method} in the working cycle period of the next engine are smaller than the exhaust temperature threshold T ^, _{Exhaust gas} and the coolant temperature threshold T ^, _{Liquid and its preparation method} or the actual engine oil temperature T _{Engine oil} is smaller than the engine oil temperature threshold T ^, _{Engine oil} , the identification and the processing of the pre-ignition phenomenon of the hydrogen engine are finished, otherwise, the pre-ignition fault early warning is carried out through the OBD fault diagnosis module, and meanwhile, different degrees of torsion limiting are carried out according to the occurrence times and the duration time of the pre-ignition. If the long-time continuous pre-combustion is performed, the engine is stopped for protection, meanwhile, a user is reminded of timely overhauling on an instrument panel of the whole automobile, and finally, the recognition and treatment of the pre-combustion phenomenon of the hydrogen engine are finished.

The working principle of the device for identifying and treating the preignition phenomenon of the hydrogen engine provided by the invention can refer to the description of the method for identifying and treating the preignition phenomenon of the hydrogen engine, and the description is omitted herein.

As another embodiment of the present invention, there is provided a recognition and processing system of a hydrogen engine pre-ignition phenomenon, including a gear recognition module, a rotation speed sensor, a hydrogen flow sensor, a knock sensor, an exhaust gas temperature sensor, a coolant temperature sensor, an engine oil temperature sensor, a crank position sensor, a hydrogen nozzle, a turbocharger, a throttle valve, and an electronic control unit, wherein the gear recognition module, the rotation speed sensor, the hydrogen flow sensor, the knock sensor, the exhaust gas temperature sensor, the coolant temperature sensor, the engine oil temperature sensor, the crank position sensor, the hydrogen nozzle, the turbocharger, and the throttle valve are all connected to the electronic control unit, and the electronic control unit includes the recognition and processing device of a hydrogen engine pre-ignition phenomenon as described above;

The gear identification module is arranged on a speed changer of the whole vehicle and used for identifying a whole vehicle gear signal D in real time and sending the identified whole vehicle gear signal D to the electronic control unit;

The speed sensor is arranged on a crank pulley of the hydrogen engine and is used for detecting the actual value n of an engine speed signal of the hydrogen engine in real time and sending the detected actual value n of the engine speed signal to the electronic control unit, and the detection frequency of the speed sensor is required to be larger than 10000hz.

The hydrogen flow sensor is arranged on an air inlet manifold of the hydrogen engine and is used for detecting the actual value Q _{Hydrogen gas} of the hydrogen flow sprayed out by each hydrogen nozzle on the air inlet manifold of the hydrogen engine in real time and sending the detected actual value Q _{Hydrogen gas} of the hydrogen flow to the electronic control unit;

the knocking sensor is arranged on the air inlet side of the cylinder body of the hydrogen engine and is used for detecting the actual value K of a knocking signal of the hydrogen engine in real time and sending the detected actual value K of the knocking signal to the electronic control unit;

The exhaust temperature sensor is arranged on an exhaust manifold of the hydrogen engine and is used for detecting an actual exhaust temperature value T _{Exhaust gas} of the hydrogen engine in real time and sending the detected actual exhaust temperature value T _{Exhaust gas} to the electronic control unit;

the cooling liquid temperature sensor is arranged on a thermostat of the hydrogen engine and is used for detecting the actual cooling liquid temperature value T _{Liquid and its preparation method} of the hydrogen engine in real time and sending the detected actual cooling liquid temperature value T _{Liquid and its preparation method} to the electronic control unit;

the engine oil temperature sensor is arranged on a main oil duct of the hydrogen engine and is used for detecting an engine oil temperature actual value T _{Engine oil} of the hydrogen engine in real time and sending the detected engine oil temperature actual value T _{Engine oil} to the electronic control unit;

The crank position sensor is arranged at the rear end of a crank of the hydrogen engine and is used for detecting the actual value G of a crank angle signal of the hydrogen engine in real time and sending the detected actual value G of the crank angle signal to the electronic control unit;

Wherein the hydrogen nozzles are arranged on each intake manifold or in each cylinder of the hydrogen engine (for the in-cylinder direct injection hydrogen engine), and can adjust the flow of hydrogen entering the engine cylinder according to the target hydrogen injection amount;

the turbocharger is arranged between an exhaust pipe and an air inlet main pipe of the hydrogen engine, and can adjust the air pressure entering an engine cylinder according to the opening of the target waste gate valve;

The throttle valve is arranged between an air inlet manifold and an air inlet manifold of the hydrogen engine, and the air flow entering the engine cylinder can be adjusted according to the target throttle opening.

The working principle of the recognition and processing system for the hydrogen engine pre-ignition phenomenon provided by the embodiment of the invention can refer to the description of the recognition and processing method for the hydrogen engine pre-ignition phenomenon, and the description is omitted here.

The recognition and processing system for the pre-combustion phenomenon of the hydrogen engine provided by the embodiment of the invention can be used for (1) recognizing abnormal change of the rotating speed on the whole vehicle through the rotating speed sensor and the gear recognition module and then recognizing the pre-combustion phenomenon through analysis of signal values output by various sensors on the engine, is high in accuracy and high in recognition speed, can be used for recognizing the pre-combustion phenomenon directly when the whole vehicle is running, (2) judging which cylinder is in particular in the pre-combustion phenomenon through the pre-combustion judgment module based on the rotating speed signal output by the rotating speed sensor and the crank angle signal output by the engine crank shaft sensor, (3) judging the severity of the pre-combustion based on the recognized pre-combustion phenomenon, and immediately adjusting the hydrogen injection amount, the air inlet pressure and the air inlet flow through the executor correction calculation module, so that the pre-combustion problem is rapidly solved, and the engine is better protected.

It is to be understood that the above embodiments are merely illustrative of the application of the principles of the present invention, but not in limitation thereof. Various modifications and improvements may be made by those skilled in the art without departing from the spirit and substance of the invention, and are also considered to be within the scope of the invention.

Claims (10)

1. A method for identifying and handling hydrogen engine pre-ignition phenomena, the method comprising:

Step S1, when a hydrogen engine works normally, acquiring a whole vehicle gear signal D and an actual value n of an engine rotating speed signal in a certain period of time in a current engine working cycle period, and judging whether the whole vehicle gear signal D in the certain period of time is unchanged and whether the actual value n of the engine rotating speed signal in the certain period of time fluctuates abnormally;

Step S2, when the whole vehicle gear signal D is unchanged and the actual value n of the engine rotating speed signal abnormally fluctuates, acquiring an actual value K of a knocking signal and an actual value Q _{Hydrogen gas} of a hydrogen flow at the end of a certain time period in the current engine working cycle, calculating an actual error value Q of the hydrogen flow at the end of the certain time period according to the actual value Q _{Hydrogen gas} of the hydrogen flow at the end of the certain time period and a preset hydrogen flow threshold value Q ^, _{Hydrogen gas} , and judging whether the actual value K of the knocking signal is smaller than or equal to a preset knock signal threshold value Kmin and whether the actual error value Q of the hydrogen flow is smaller than or equal to a preset hydrogen flow error threshold value Qmin;

Step S3, when the knock signal actual value K is smaller than or equal to the knock signal threshold Kmin and the hydrogen flow actual error value Q is smaller than or equal to the hydrogen flow error threshold Qmin, acquiring an exhaust gas temperature actual value T _{Exhaust gas} , a cooling liquid temperature actual value T _{Liquid and its preparation method} and an engine oil temperature actual value T _{Engine oil} at the end of the certain period in the current engine working cycle, and judging whether the exhaust gas temperature actual value T _{Exhaust gas} is larger than or equal to a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the cooling liquid temperature actual value T _{Liquid and its preparation method} is larger than or equal to a preset cooling liquid temperature threshold T ^, _{Liquid and its preparation method} and whether the engine oil temperature actual value T _{Engine oil} is larger than or equal to a preset engine oil temperature threshold T ^, _{Engine oil} ;

Step S4, when the exhaust temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is greater than or equal to the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} , determining a target cylinder with a pre-ignition phenomenon in the current engine working cycle;

Step S5, calculating an engine temperature total change value delta T of the current engine working cycle according to the exhaust temperature actual value T _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} , the engine oil temperature actual value T _{Engine oil} , the exhaust temperature threshold value T ^, _{Exhaust gas} , the coolant temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature threshold value T ^, _{Engine oil} at the end of the certain time period in the current engine working cycle;

and S6, determining a target hydrogen injection amount, a target waste gate valve opening and a target throttle valve opening of the next engine working cycle according to the total variation value delta T of the engine temperature of the current engine working cycle, and controlling a hydrogen nozzle, a turbocharger and a throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in the next engine working cycle.

2. The method for recognizing and treating a hydrogen engine pre-ignition phenomenon according to claim 1, characterized by comprising, before said step S1:

Judging whether the hydrogen engine has a fault, ending the recognition and processing of the pre-ignition phenomenon of the hydrogen engine when the hydrogen engine has the fault, and executing the step S1 when the hydrogen engine does not have the fault, namely the hydrogen engine works normally.

3. The method for recognizing and processing a hydrogen engine pre-ignition phenomenon according to claim 1, wherein said determining whether said engine rotational speed signal actual value n fluctuates abnormally within the certain period of time further comprises:

when the whole vehicle gear signal D in the certain time period is unchanged, taking the difference value between the actual value N of the engine speed signal in the certain time period and the preset engine speed signal reference value N _Datum as an engine speed signal fluctuation value in the certain time period, and then determining the maximum fluctuation value N _{Wave motion max} of the engine speed signal in the certain time period;

Multiplying the whole vehicle gear signal D within the certain time period by the maximum fluctuation value N _{Wave motion max} of the engine speed signal to calculate the actual abnormal fluctuation value P=D.N _{Wave motion max} of the engine speed signal within the certain time period, and judging whether the actual abnormal fluctuation value P of the engine speed signal is larger than or equal to a preset abnormal fluctuation threshold Pmax of the engine speed signal;

And (2) when the actual abnormal fluctuation value P of the engine speed signal is larger than or equal to the abnormal fluctuation threshold Pmax of the engine speed signal, the step (S2) is executed, otherwise, the actual value n of the engine speed signal in the certain period of time does not abnormally fluctuate, and the recognition and the processing of the hydrogen engine pre-ignition phenomenon are finished.

4. The method for recognizing and processing a preignition phenomenon of a hydrogen engine according to claim 1, wherein said determining whether said actual knock signal value K is equal to or smaller than a preset knock signal threshold Kmin and said actual hydrogen flow error value Q is equal to or smaller than a preset hydrogen flow error threshold Qmin, further comprises:

and when the actual value K of the knocking signal is larger than the threshold Kmin of the knocking signal or the actual error value Q of the hydrogen flow is larger than the threshold Qmin of the hydrogen flow, ending the identification and processing of the pre-ignition phenomenon of the hydrogen engine.

5. The method for recognizing and treating a hydrogen engine pre-ignition phenomenon according to claim 1, wherein the determining whether the exhaust gas temperature actual value T _{Exhaust gas} is equal to or greater than a preset exhaust gas temperature threshold value T ^, _{Exhaust gas} , whether the coolant temperature actual value T _{Liquid and its preparation method} is equal to or greater than a preset coolant temperature threshold value T ^, _{Liquid and its preparation method} , and whether the oil temperature actual value T _{Engine oil} is equal to or greater than a preset oil temperature threshold value T ^, _{Engine oil} further includes:

And when the exhaust gas temperature actual value T _{Exhaust gas} is smaller than the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is smaller than the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} or the engine oil temperature actual value T _{Engine oil} is smaller than the engine oil temperature threshold value T ^, _{Engine oil} , ending the identification and treatment of the hydrogen engine pre-ignition phenomenon.

6. The method for recognizing and treating a hydrogen engine pre-ignition phenomenon according to claim 1, characterized in that in step S4, further comprising:

When the exhaust gas temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} is greater than or equal to the coolant temperature threshold value T ^, _{Liquid and its preparation method} , and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} , obtaining an engine speed signal actual value n and a crank angle signal actual value G in the whole current engine working cycle;

comparing an actual value N of an engine rotating speed signal in a current engine working cycle period with a preset minimum value N _min of the engine rotating speed signal, selecting a target engine rotating speed signal actual value N smaller than the minimum value N _min of the engine rotating speed signal from the actual value N of the engine rotating speed signal in the current engine working cycle period according to a comparison result, and then determining a target crank angle signal actual value G corresponding to the target engine rotating speed signal actual value N;

and determining a target cylinder with the pre-ignition phenomenon in the current working cycle of the engine according to the actual value G of the target crank angle signal.

7. The method for recognizing and treating a hydrogen engine pre-ignition phenomenon according to claim 1, characterized in that in step S5, further comprising:

The calculation formula of the total engine temperature change value T of the current engine working cycle period is as follows:

ΔT=ΔT _{Exhaust gas} +ΔT _{Liquid and its preparation method} +ΔT _{Engine oil ,}

Wherein ,ΔT _{Exhaust gas} =n _{Exhaust gas} ·（T _{Exhaust gas} -T^, _{Exhaust gas} ）,ΔT _{Liquid and its preparation method} =n _{Liquid and its preparation method} ·（T _{Liquid and its preparation method} -T^, _{Liquid and its preparation method} ),ΔT _{Engine oil} =n _{Engine oil} ·(T _{Engine oil} -T^, _{Engine oil} ）;n _{Exhaust gas} 、n _{Liquid and its preparation method} 、n _{Engine oil} is the exhaust temperature coefficient, the cooling liquid temperature coefficient and the engine oil temperature coefficient respectively.

8. The method for recognizing and treating a hydrogen engine pre-ignition phenomenon according to claim 1, characterized in that in step S6, further comprising:

after controlling a hydrogen nozzle, a turbocharger and a throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in a next engine working cycle period, judging whether an exhaust temperature actual value T _{Exhaust gas} in the next engine working cycle period is smaller than an exhaust temperature threshold value T ^, _{Exhaust gas} , whether a cooling liquid temperature actual value T _{Liquid and its preparation method} is smaller than a cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} or whether an engine oil temperature actual value T _{Engine oil} is smaller than an engine oil temperature threshold value T ^, _{Engine oil} ;

When the actual exhaust temperature T _{Exhaust gas} in the working cycle period of the next engine is smaller than the exhaust temperature threshold T ^, _{Exhaust gas} and the actual coolant temperature T _{Liquid and its preparation method} is smaller than the coolant temperature threshold T ^, _{Liquid and its preparation method} or the actual engine oil temperature T _{Engine oil} is smaller than the engine oil temperature threshold T ^, _{Engine oil} , the identification and treatment of the preignition phenomenon of the hydrogen engine are finished, otherwise, early warning and torsion limiting are carried out.

9. A hydrogen engine pre-ignition phenomenon recognition and processing apparatus for realizing the hydrogen engine pre-ignition phenomenon recognition and processing method according to any one of claims 1 to 8, characterized in that the hydrogen engine pre-ignition phenomenon recognition and processing apparatus comprises:

The first judging module is used for acquiring a whole vehicle gear signal D and an actual value n of an engine rotating speed signal in a certain time period in the current engine working cycle period when the hydrogen engine works normally, and judging whether the whole vehicle gear signal D in the certain time period is unchanged and whether the actual value n of the engine rotating speed signal in the certain time period fluctuates abnormally;

The second judging module is used for acquiring a knock signal actual value K and a hydrogen flow actual value Q _{Hydrogen gas} at the end of the certain time period in the current engine working cycle period when the whole vehicle gear signal D is unchanged and the engine rotating speed signal actual value n abnormally fluctuates, calculating a hydrogen flow actual error value Q at the end of the certain time period according to the hydrogen flow actual value Q _{Hydrogen gas} at the end of the certain time period and a preset hydrogen flow threshold value Q ^, _{Hydrogen gas} , and judging whether the knock signal actual value K is smaller than or equal to a preset knock signal threshold value Kmin and whether the hydrogen flow actual error value Q is smaller than or equal to a preset hydrogen flow error threshold value Qmin;

A third judging module, configured to obtain an exhaust gas temperature actual value T _{Exhaust gas} , a coolant temperature actual value T _{Liquid and its preparation method} , and an engine oil temperature actual value T _{Engine oil} at the end of the certain period in the current engine operating cycle when the knock signal actual value K is equal to or less than the knock signal threshold Kmin and the hydrogen gas flow actual error value Q is equal to or less than the hydrogen gas flow error threshold Qmin, and judge whether the exhaust gas temperature actual value T _{Exhaust gas} is equal to or greater than a preset exhaust gas temperature threshold T ^, _{Exhaust gas} , whether the coolant temperature actual value T _{Liquid and its preparation method} is equal to or greater than a preset coolant temperature threshold T ^, _{Liquid and its preparation method} , and whether the engine oil temperature actual value T _{Engine oil} is equal to or greater than a preset engine oil temperature threshold T ^, _{Engine oil} ;

The determining module is used for determining a target cylinder with a pre-ignition phenomenon in the current engine working cycle when the exhaust gas temperature actual value T _{Exhaust gas} is greater than or equal to the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the cooling liquid temperature actual value T _{Liquid and its preparation method} is greater than or equal to the cooling liquid temperature threshold value T ^, _{Liquid and its preparation method} and the engine oil temperature actual value T _{Engine oil} is greater than or equal to the engine oil temperature threshold value T ^, _{Engine oil} ;

A calculating module, configured to calculate an engine temperature total variation value T in the current engine working cycle according to the exhaust gas temperature actual value T _{Exhaust gas} , the coolant temperature actual value T _{Liquid and its preparation method} , the engine oil temperature actual value T _{Engine oil} , the exhaust gas temperature threshold value T ^, _{Exhaust gas} , the coolant temperature threshold value T ^, _{Liquid and its preparation method} , and the engine oil temperature threshold value T ^, _{Engine oil} at the end of the certain period in the current engine working cycle;

And the control module is used for determining the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening of the next engine working cycle according to the total engine temperature change value T of the current engine working cycle, and controlling the hydrogen nozzle, the turbocharger and the throttle valve of the target cylinder to work according to the target hydrogen injection amount, the target waste gate valve opening and the target throttle valve opening respectively in the next engine working cycle.

10. The recognition and treatment system for the pre-ignition phenomenon of the hydrogen engine is characterized by comprising a gear recognition module, a rotating speed sensor, a hydrogen flow sensor, a knock sensor, an exhaust gas temperature sensor, a cooling liquid temperature sensor, an engine oil temperature sensor, a crankshaft position sensor, a hydrogen nozzle, a turbocharger, a throttle valve and an electronic control unit, wherein the gear recognition module, the rotating speed sensor, the hydrogen flow sensor, the knock sensor, the exhaust gas temperature sensor, the cooling liquid temperature sensor, the engine oil temperature sensor, the crankshaft position sensor, the hydrogen nozzle, the turbocharger and the throttle valve are all connected with the electronic control unit, and the electronic control unit comprises the recognition and treatment device for the pre-ignition phenomenon of the hydrogen engine according to claim 9;

The gear identification module is arranged on a speed changer of the whole vehicle and used for identifying a whole vehicle gear signal D in real time and sending the identified whole vehicle gear signal D to the electronic control unit;

The rotating speed sensor is arranged on a crank pulley of the hydrogen engine and is used for detecting an actual value n of an engine rotating speed signal of the hydrogen engine in real time and sending the detected actual value n of the engine rotating speed signal to the electronic control unit;

The hydrogen flow sensor is arranged on an air inlet manifold of the hydrogen engine and is used for detecting the actual value Q _{Hydrogen gas} of the hydrogen flow sprayed out by each hydrogen nozzle on the air inlet manifold of the hydrogen engine in real time and sending the detected actual value Q _{Hydrogen gas} of the hydrogen flow to the electronic control unit;

the knocking sensor is arranged on the air inlet side of the cylinder body of the hydrogen engine and is used for detecting the actual value K of a knocking signal of the hydrogen engine in real time and sending the detected actual value K of the knocking signal to the electronic control unit;

The exhaust temperature sensor is arranged on an exhaust manifold of the hydrogen engine and is used for detecting an actual exhaust temperature value T _{Exhaust gas} of the hydrogen engine in real time and sending the detected actual exhaust temperature value T _{Exhaust gas} to the electronic control unit;

the cooling liquid temperature sensor is arranged on a thermostat of the hydrogen engine and is used for detecting the actual cooling liquid temperature value T _{Liquid and its preparation method} of the hydrogen engine in real time and sending the detected actual cooling liquid temperature value T _{Liquid and its preparation method} to the electronic control unit;

the engine oil temperature sensor is arranged on a main oil duct of the hydrogen engine and is used for detecting an engine oil temperature actual value T _{Engine oil} of the hydrogen engine in real time and sending the detected engine oil temperature actual value T _{Engine oil} to the electronic control unit;

The crank position sensor is arranged at the rear end of a crank of the hydrogen engine and is used for detecting the actual value G of a crank angle signal of the hydrogen engine in real time and sending the detected actual value G of the crank angle signal to the electronic control unit;

The hydrogen nozzles are arranged on each air inlet manifold or in each cylinder of the hydrogen engine, and can adjust the flow of hydrogen entering the engine cylinder according to the target hydrogen injection amount;

the turbocharger is arranged between an exhaust pipe and an air inlet main pipe of the hydrogen engine, and can adjust the air pressure entering an engine cylinder according to the opening of the target waste gate valve;

The throttle valve is arranged between an air inlet manifold and an air inlet manifold of the hydrogen engine, and the air flow entering the engine cylinder can be adjusted according to the target throttle opening.