An engine ignition method and device, an engine, and a storage medium

Abstract

The present disclosure provides an engine ignition method and apparatus, an engine, and a storage medium. The engine ignition method includes: within the current working cycle of a cylinder of the engine, obtaining the combustion heat release data of the cylinder obtained by performing ignition processing on the cylinder based on a preset ignition angle; in the case where no knocking event occurs in the cylinder, determining a first ignition correction angle based on the combustion heat release data and preset combustion state parameters; wherein the preset ignition angle and the preset combustion state parameters are obtained in the case where a compression ignition event occurs in the cylinder; obtaining a first target ignition angle based on the preset ignition angle and the first ignition correction angle; and within the next working cycle of the cylinder, performing ignition processing on the cylinder based on the first target ignition angle. Through the engine ignition method proposed by the present disclosure, it is possible to adjust the ignition angle of the cylinder based on the preset ignition angle and the preset combustion state parameters corresponding to the compression ignition condition, so as to control the realization of spark-ignited compression ignition combustion in the cylinder of the engine.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to an engine ignition method and device, an engine, and a storage medium. Background Art

[0002] With the continuous progress and development of production and life, vehicles have become important tools for transportation, travel and other scenarios, and a good engine plays a vital role in the vehicle.

[0003] At present, automotive engines mainly include gasoline engines and diesel engines; gasoline engines use spark plugs to ignite gasoline to cause ignition and combustion in the cylinder to achieve power drive; diesel engines use compression stroke to compress the mixture of fuel and air to cause compression ignition and combustion in the cylinder to achieve power drive.

[0004] However, the diesel engine lacks a spark plug structure to promote ignition, which will cause the engine to lack oxygen and produce toxic gases, causing environmental pollution. The gasoline engine has a high fuel consumption rate and poor economy. Therefore, the spark ignition compression ignition gasoline engine is an important research direction in the current development of passenger car engines. The spark ignition compression ignition gasoline engine mainly combines spark plug ignition technology, compression stroke compression ignition technology and lean burn to achieve spark ignition compression ignition combustion in the cylinder, significantly improving combustion efficiency.

[0005] In a spark-ignition compression-ignition gasoline engine, how to control the engine's ignition to further achieve the engine's spark-ignition compression-ignition combustion has become a difficult problem that needs to be solved and overcome. Summary of the Invention

[0006] To overcome the problems existing in related technologies, the present disclosure provides an engine ignition method and device, an engine, and a storage medium. The engine ignition method proposed in this disclosure adjusts the cylinder ignition angle based on a preset ignition angle and preset combustion state parameters corresponding to a compression ignition condition, thereby controlling the combustion of the engine cylinders using ignition compression ignition.

[0007] The technical solution of the embodiment of the present disclosure is implemented as follows:

[0008] In a first aspect of an embodiment of the present disclosure, there is provided an engine ignition method, the method comprising:

[0009] Acquiring combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle during a current working cycle of the cylinder of the engine;

[0010] determining a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knock event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder;

[0011] Based on the preset ignition angle and the first ignition correction angle, a first target ignition angle is obtained;

[0012] In the next working cycle of the cylinder, ignition processing is performed on the cylinder based on the first target ignition angle.

[0013] In some embodiments, the combustion heat release data includes the actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes the preset crankshaft angle of the engine corresponding to the target combustion heat release rate when a compression ignition event occurs in the cylinder; determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter includes

[0014] Determining the actual crankshaft angle of the engine corresponding to the actual combustion heat release rate of the cylinder reaching the target combustion heat release rate;

[0015] Based on the difference between the actual crankshaft angle and the preset crankshaft angle, the first ignition correction angle is determined.

[0016] In some embodiments, the parameter value of the target combustion heat release rate includes 50%; determining the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle includes:

[0017] Based on the difference between the actual crankshaft angle corresponding to the parameter value of the actual combustion heat release rate of the cylinder reaching 50% and the preset crankshaft angle corresponding to the parameter value of the compression ignition combustion heat release rate of the cylinder reaching 50%, the first ignition correction angle is determined.

[0018] In some embodiments, the method further includes:

[0019] When it is detected that the knocking event occurs in the cylinder, based on the knocking condition of the knocking event, a second ignition correction angle is obtained;

[0020] Based on the preset ignition angle and the second ignition correction angle, a second target ignition angle is obtained;

[0021] In the next working cycle, ignition processing is performed on the engine based on the second target ignition angle.

[0022] In some embodiments, obtaining the second ignition correction angle based on the knocking condition of the knocking event includes:

[0023] Determining the knocking intensity of the knocking event;

[0024] Determine the second ignition correction angle corresponding to the knocking level according to the knocking level corresponding to the knocking intensity.

[0025] In some embodiments, there are multiple cylinders; the ignition process of the cylinders based on the first target ignition angle includes:

[0026] Based on the first target ignition angle corresponding to each of the multiple cylinders, perform individual ignition processing on each cylinder.

[0027] In some embodiments, the method further includes:

[0028] Within the historical working cycle of the cylinder, obtain a first signal generated by the cylinder, where the first signal is used to indicate that a compression ignition event occurs in the cylinder;

[0029] Based on the first signal, obtain the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

[0030] In some embodiments, the method further includes:

[0031] Within the historical working cycle, obtain a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by a preset angle increment;

[0032] Based on the plurality of crankshaft angles, determine the combustion heat release data of the cylinder;

[0033] Perform data analysis on the combustion heat release data to obtain an analysis result;

[0034] Generate the first signal when the analysis result exceeds the compression ignition threshold.

[0035] In a second aspect of the embodiments of the present disclosure, an engine ignition device is provided, and the device includes:

[0036] An acquisition module, configured to acquire the combustion heat release data of the cylinder obtained by performing ignition processing on the cylinder based on a preset ignition angle within the current working cycle of the cylinder of the engine;

[0037] A first determination module, configured to determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knocking event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder;

[0038] A first correction module, configured to obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle;

[0039] The first ignition module is configured to perform ignition processing on the cylinder based on the first target ignition angle within the next working cycle of the cylinder.

[0040] In some embodiments, the combustion heat release data includes the actual combustion heat release rate of the cylinder within the current working cycle, and the preset combustion state parameter includes the preset crankshaft angle of the engine corresponding to the target combustion heat release rate when a compression ignition event occurs in the cylinder.

[0041] The first determination module is further configured to determine the actual crankshaft angle of the engine corresponding to the actual combustion heat release rate of the cylinder reaching the target combustion heat release rate; and determine the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle.

[0042] In some embodiments, the first determination module is further configured to determine the first ignition correction angle based on the difference between the actual crankshaft angle corresponding to the parameter value of the actual combustion heat release rate of the cylinder reaching 50% and the preset crankshaft angle corresponding to the parameter value of the compression ignition combustion heat release rate of the cylinder reaching 50%.

[0043] In some embodiments, the device further includes:

[0044] A second determination module configured to obtain a second ignition correction angle based on the knocking condition of the knocking event when the knocking event in the cylinder is detected;

[0045] A second correction module configured to obtain a second target ignition angle based on the preset ignition angle and the second ignition correction angle;

[0046] A second ignition module configured to perform ignition processing on the engine based on the second target ignition angle within the next working cycle.

[0047] In some embodiments, the second determination module is further configured to determine the knocking intensity of the knocking event; and determine the second ignition correction angle corresponding to the knocking level according to the knocking level corresponding to the knocking intensity.

[0048] In some embodiments, there are multiple cylinders;

[0049] The first ignition module is further configured to perform separate ignition processing on each of the cylinders based on the first target ignition angle corresponding to each of the multiple cylinders.

[0050] In some embodiments, the acquisition module is further configured to, within the historical working cycle of the cylinder, acquire a first signal generated by the cylinder, where the first signal is used to indicate that a compression ignition event occurs in the cylinder; and based on the first signal, acquire the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

[0051] In some embodiments, the device further includes:

[0052] A signal generation module, configured to, within the historical working cycle, acquire a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by a preset angle increment; determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; perform data analysis on the combustion heat release data to obtain an analysis result; and generate the first signal when the analysis result exceeds a compression ignition threshold.

[0053] In a third aspect of the embodiments of the present disclosure, an engine is provided, including:

[0054] A memory for storing executable instructions;

[0055] A processor, configured to implement the engine ignition method proposed in the first aspect of the present disclosure when executing the executable instructions stored in the memory.

[0056] In a fourth aspect of the embodiments of the present disclosure, a computer-readable storage medium is provided, storing executable instructions for implementing the engine ignition method proposed in the first aspect of the present disclosure.

[0057] The technical solutions provided by the embodiments of the present disclosure may include the following beneficial effects:

[0058] In the embodiments of the present disclosure, by adjusting the ignition angle of the cylinder based on the preset ignition angle and the preset combustion state parameters corresponding to the compression ignition condition, it is possible to effectively control the realization of spark-ignited compression ignition combustion in the cylinder of the engine; moreover, the present disclosure takes into account the influence of interference factors such as the use environment, service life, and number of cycles on the combustion heat release state of the engine during the actual combustion process of the cylinder. By correcting the ignition angle with the preset combustion state parameters, the combustion state of the cylinder in the next working cycle can effectively meet the combustion state under the compression ignition condition, further improving the compression ignition combustion efficiency of the engine and optimizing the working scenario of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 is a flowchart showing the process of an engine ignition method according to an exemplary embodiment;

[0060] Figure 2 is a schematic diagram of an ignition strategy of an engine ignition method according to an exemplary embodiment;

[0061] Figure 3 is a schematic flowchart of a compression ignition event determination method shown according to an exemplary embodiment;

[0062] Figure 4 is a schematic block diagram of an engine shown according to an exemplary embodiment. Detailed implementation manners

[0063] To make the objectives, technical solutions, and advantages of the present disclosure clearer, the present disclosure will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be construed as limitations on the present disclosure. All other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present disclosure.

[0064] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments. However, it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0065] In the following description, the terms "first / second / third" are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence when allowed, so that the embodiments of the present disclosure described herein can be implemented in an order other than that illustrated or described herein.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this disclosure belongs. The terms used herein are only for the purpose of describing the embodiments of the present disclosure and are not intended to limit the present disclosure.

[0067] See Figure 1 , Figure 1 is a schematic flowchart of an engine ignition method shown according to an exemplary embodiment; as Figure 1 shown, the engine ignition method proposed by the present disclosure can be implemented through steps 101 to 104:

[0068] Step 101, within the current working cycle of the cylinder of the engine, obtain the combustion heat release data of the cylinder obtained by performing ignition processing on the cylinder based on a preset ignition angle;

[0069] Step 102, in the case where a knock event is not detected in the cylinder, determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters;

[0070] wherein, the preset ignition angle and the preset combustion state parameters are obtained in the case where a compression ignition event occurs in the cylinder;

[0071] Step 103: Obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle.

[0072] Step 104: In the next working cycle of the cylinder, perform ignition processing on the cylinder based on the first target ignition angle.

[0073] It should be noted that the engine ignition method proposed in this disclosure is applied to a gasoline engine with a combination of spark ignition and compression ignition.

[0074] Here, a gasoline engine with a combination of spark ignition and compression ignition has a new combustion mode that combines the spark ignition process and the compression ignition process. It is necessary to arrange an injector and a spark plug at the center of the spark ignition and compression ignition combustion chamber at the same time. One working stroke of a gasoline engine with a combination of spark ignition and compression ignition will control the injector to inject fuel twice and control the spark plug to ignite once. In the intake stroke of a gasoline engine with a combination of spark ignition and compression ignition, the piston moves downward to the bottom dead center, and the engine inhales air. Near the bottom dead center, a control module such as an Electronic Control Unit (ECU) controls the injector to inject fuel into the cylinder for the first time. The first fuel injection volume will be contained in the cylinder, and the fuel concentration is thin. In the compression stroke of a gasoline engine with a combination of spark ignition and compression ignition, the piston moves upward to the top dead center. When the piston runs near the top dead center, the ECU controls the injector to inject fuel into the central concave pit at the top of the piston for the second time. The second fuel injection volume will be contained in the central concave pit at the top of the piston, and the fuel concentration is high. The ECU controls the injector to complete the second fuel injection and controls the spark plug to ignite, igniting the second fuel injection volume in the central concave pit at the top of the piston to form a fire kernel. The fire kernel raises the temperature and pressure in the cylinder, promoting the lean fuel volume of the first fuel injection that has been compressed to be ignited by compression ignition when it reaches the top dead center, thus completing the entire spark ignition and compression ignition process.

[0075] During the exploration of a gasoline engine with a combination of spark ignition and compression ignition, the applicant found that when the ignition angle for controlling the spark plug ignition is different, different combustion conditions may occur in the gasoline engine. Correcting the actual ignition angle based on the preset combustion state parameters corresponding to the compression ignition event can help the engine accurately complete the spark ignition and compression ignition combustion process in subsequent working cycles. Therefore, through the embodiments proposed in this disclosure, it is possible to adjust the ignition angle of the cylinder based on the preset ignition angle and the preset combustion state parameters corresponding to the compression ignition condition without a knock event occurring in the cylinder, so as to control the realization of spark ignition and compression ignition combustion in the cylinder of the engine.

[0076] Here, in step 101, the cylinder of the engine is in the current working cycle. When the crankshaft rotates to the position of the preset ignition angle, the spark plug is used for ignition, and the combustion heat release data of the cylinder after the ignition process is obtained.

[0077] It should be noted that in one working cycle of the engine, the cylinders in the engine complete a complete energy conversion, specifically completing four working processes: intake, compression, ignition and combustion expansion, and exhaust; during the cyclic rotation of the engine crankshaft, the engine sequentially completes multiple working cycles to continuously provide driving force.

[0078] In the embodiments of the present disclosure, the preset ignition angle is obtained when a compression ignition event occurs in the cylinder; specifically, in a historical working cycle, if it is determined that a compression ignition event occurs in the cylinder, the ignition angle of the cylinder is obtained and written into the ignition angle three-dimensional table (MAP1); the preset ignition angle can be any ignition angle recorded in the ignition angle three-dimensional table (MAP1), or the ignition angle in the historical working cycle with a compression ignition event closest to the current working cycle, or the average value of multiple ignition angles recorded in the ignition angle three-dimensional table (MAP1), and the present disclosure does not further limit this.

[0079] Here, the generation of the ignition angle three-dimensional table (MAP1) can be obtained by performing a combustion heat release test on the cylinders of the engine; specifically, in multiple historical working cycles, the torque grid and / or the speed grid are sequentially adjusted through the torque three-dimensional table and / or the speed three-dimensional table, and in each working cycle, the combustion of the air-fuel mixture in the cylinder is controlled by ignition and fuel injection, and it is determined whether a compression ignition event occurs in the cylinder; when the occurrence rate of the compression ignition event is high, it is determined that the engine is operating under the compression ignition condition; and the ignition angle corresponding to the compression ignition event is written into the ignition angle three-dimensional table (MAP1). Here, the torque points in the torque three-dimensional table can be from 0 Nm to 200 Nm, with an interval of 10 Nm; the speed points in the speed three-dimensional table can be from 1000 rpm to 5000 rpm, with an interval of 500 rpm.

[0080] In the embodiments of the present disclosure, the combustion heat release data obtained by the ignition process in the current working cycle is used to reflect the actual combustion state of the gasoline and lean air-fuel mixture in the cylinders of the engine; in the present disclosure, the combustion heat release data includes but is not limited to the actual combustion heat release rate, cylinder pressure rise rate, mean effective pressure, etc. of the cylinder in the current working cycle.

[0081] In step 102, the engine is provided with a knock sensor for detecting knock events in the cylinder; in the case where no knock event is detected in the cylinder, the air-fuel mixture in the cylinder can be controlled to perform ignition compression combustion, and in the case where a knock event occurs, knock suppression processing needs to be performed first.

[0082] Here, knocking is an abnormal combustion phenomenon in a gasoline engine, which is specifically manifested as follows: before the combustion flame reaches the combustion chamber, the remote air-fuel mixture is compressed due to the pressure of the expanding combustion gas, resulting in a reduction in volume, an increase in temperature and pressure, causing a part of the air-fuel mixture to self-ignite and spread rapidly outward. When its flame wave meets the flame wave of normal combustion, it will generate a violent gas vibration, forming knocking. In the case of a knocking event, the compression ignition combustion ignition angle control cannot be carried out.

[0083] In the present disclosure, the preset combustion state parameter is also obtained in the case of a compression ignition event occurring in the cylinder, and the preset combustion state parameter is used to characterize the combustion heat release state of the cylinder operating under the compression ignition condition. In the present disclosure, the preset combustion state parameter includes, but is not limited to, the compression ignition combustion heat release rate, the compression ignition cylinder pressure rise rate, or the compression ignition mean effective pressure of the cylinder in the case of a compression ignition event occurring in the cylinder.

[0084] It should be noted that during the actual combustion process of the cylinder, interference factors such as the use environment, the use duration, and the number of cycles will affect the combustion heat release state of the engine in the current working cycle. Under the action of the preset ignition angle, the actual combustion heat release state may be lower than the ideal compression ignition combustion heat release state under the action of the above interference factors. Therefore, by correcting the ignition angle through the preset combustion state parameter, the combustion state of the cylinder can tend to the combustion state under the compression ignition condition.

[0085] In the historical working cycle, if it is determined that a compression ignition event occurs in the cylinder, the preset combustion state parameter is obtained and recorded in the parameter three-dimensional table. Taking the preset state parameter as the compression ignition mean effective pressure as an example, the obtained compression ignition mean effective pressure can be any one of the mean effective pressures in the parameter three-dimensional table, or the mean effective pressure corresponding to the historical working cycle with a compression ignition event closest to the current working cycle, or the average value of multiple mean effective pressures recorded in the parameter three-dimensional table. The present disclosure does not further limit this.

[0086] In the present disclosure, determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter can be implemented as: determining the difference between the mean effective pressure of the cylinder in the current working cycle and the obtained compression ignition mean effective pressure; determining the ratio between this difference and the compression ignition mean effective pressure, and taking the product of this ratio and the set angle as the first ignition correction angle. Among them, the set angle is preset. Exemplarily, the set angle can be 10 degrees.

[0087] Here, by monitoring the difference between the actual mean effective pressure in the current working cycle and the mean effective pressure of the cylinder under the compression ignition condition, and obtaining the first ignition correction angle based on this difference, in the next working cycle, the cylinder can be controlled to have spark compression ignition combustion through this ignition correction angle, and the actual combustion heat release state can be controlled to tend towards the ideal spark compression ignition combustion heat release state.

[0088] In step 103, the first ignition correction angle can be the logical AND result of the preset ignition angle and the first ignition correction angle to obtain the first target ignition angle.

[0089] For example, defining the calibrated crankshaft angle (the crankshaft angle corresponding to the piston of the cylinder reaching the top dead center of compression) as 0 degrees, the preset ignition angle can be -5 degrees; when the determined first ignition correction angle is 2 degrees, the target ignition angle is -3 degrees.

[0090] In step 104, in the next working cycle of the cylinder, based on the first target ignition angle, ignition treatment is performed on the cylinder, which can effectively control the spark compression ignition combustion in the cylinder and make the combustion in the cylinder tend towards the ideal compression ignition combustion heat release state.

[0091] In the embodiments of the present disclosure, by adjusting the ignition angle of the cylinder based on the preset ignition angle and the preset combustion state parameters corresponding to the compression ignition condition, the spark compression ignition combustion can be effectively controlled in the cylinder of the engine; moreover, the present disclosure takes into account the influence of interference factors such as the use environment, use duration, and number of cycles on the engine combustion heat release state during the actual combustion process of the cylinder. By correcting the ignition angle through the preset combustion state parameters, the combustion state of the cylinder in the next working cycle can effectively meet the combustion state under the compression ignition condition, further improving the compression ignition combustion efficiency of the engine and optimizing the working scenario of the engine.

[0092] In some embodiments, the combustion heat release data includes the actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameters include the preset crankshaft angle of the engine corresponding to the compression ignition combustion heat release rate of the cylinder reaching the target combustion heat release rate when a compression ignition event occurs in the cylinder; determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameters in step S102 includes

[0093] Determining the actual crankshaft angle of the engine corresponding to the actual combustion heat release rate of the cylinder reaching the target combustion heat release rate;

[0094] Based on the difference between the actual crankshaft angle and the preset crankshaft angle, determining the first ignition correction angle.

[0095] In the present disclosure, a first ignition correction angle is obtained by comparing the difference between the actual combustion heat release rate of the cylinder and the compression ignition combustion heat release rate of the cylinder under the compression ignition condition.

[0096] Exemplarily, the parameter value of the target combustion heat release rate may include 90%, and the preset crankshaft rotation angle is the preset CA90; at this time, the actual crankshaft rotation angle corresponding to the actual combustion heat release rate of the cylinder reaching 90% is determined as the measured CA90. The difference between the measured CA90 and the preset CA90 is used as the first ignition correction angle.

[0097] Here, by monitoring the difference between the crankshaft rotation angle corresponding to the combustion heat release rate reaching the target combustion heat release rate within the current working cycle and the crankshaft rotation angle corresponding to the target combustion heat release rate of the cylinder under the compression ignition condition, and obtaining the first ignition correction angle based on this difference, it is possible to control the cylinder to approach the compression ignition combustion state towards the compression ignition condition through the first ignition correction angle, thereby improving the combustion heat release efficiency of the engine.

[0098] In some embodiments, the parameter value of the target combustion heat release rate includes 50%; determining the first ignition correction angle based on the difference between the actual crankshaft rotation angle and the preset crankshaft rotation angle includes:

[0099] Determining the first ignition correction angle based on the difference between the actual crankshaft rotation angle corresponding to the parameter value of the actual combustion heat release rate of the cylinder reaching 50% and the preset crankshaft rotation angle corresponding to the parameter value of the compression ignition combustion heat release rate of the cylinder reaching 50%.

[0100] Here, the preset crankshaft rotation angle corresponding to the parameter value of the compression ignition combustion heat release rate of the cylinder reaching 50% is the midpoint of the compression ignition combustion, i.e., the preset CA50; at this time, the actual crankshaft rotation angle corresponding to the actual combustion heat release rate of the cylinder reaching 90% is determined as the measured combustion midpoint, i.e., the measured CA50. The difference between the measured CA50 and the preset CA50 is used as the first ignition correction angle.

[0101] It should be noted that when the parameter value of the target combustion heat release rate is 50%, the combustion heat release effect is the best; thus, by monitoring the difference between the crankshaft rotation angle corresponding to the combustion heat release rate reaching 50% within the current working cycle and the crankshaft rotation angle corresponding to the compression ignition combustion heat release rate of the cylinder reaching 50% under the compression ignition condition, it is possible to control the cylinder to approach the best state of the compression ignition combustion towards the compression ignition condition, thereby improving the combustion heat release efficiency of the engine.

[0102] In some embodiments, within the next working cycle of the cylinder, the method further includes:

[0103] Obtaining an ignition control signal;

[0104] When the ignition control signal includes the first control signal, perform the ignition process on the cylinder based on the first target ignition angle in step 104;

[0105] When the ignition control signal includes the second control signal, perform the ignition process on the cylinder based on the ignition ignition angle;

[0106] Wherein, the first control signal is used to indicate the compression ignition combustion control of the cylinder; the second control signal is used to indicate the spark ignition combustion control of the cylinder.

[0107] Here, the ignition ignition angle is preset. When the piston moves to the position corresponding to the ignition ignition angle, control the spark plug to perform the spark ignition control.

[0108] In some embodiments, the method further includes:

[0109] When it is detected that the knocking event occurs in the cylinder, based on the knocking condition of the knocking event, obtain the second ignition correction angle;

[0110] Based on the preset ignition angle and the second ignition correction angle, obtain the second target ignition angle;

[0111] In the next working cycle, perform the ignition process on the engine based on the second target ignition angle.

[0112] Here, the engine is provided with a knocking sensor for detecting the knocking event in the cylinder. Specifically, based on the signal collected by the knocking sensor for spectrum analysis, when the result after spectrum analysis exceeds the knocking threshold, it is determined that the knocking event occurs in the cylinder.

[0113] When it is detected that the knocking event occurs in the cylinder, it is necessary to perform the knocking suppression process first. Specifically, the way of the knocking suppression process is to adjust the ignition position according to the second target correction angle to suppress the knocking of the engine. Here, the second target ignition angle can be the logical AND result based on the preset ignition angle and the second ignition correction angle to obtain the second target ignition angle.

[0114] In the actual implementation process, the knocking can be suppressed by delaying the ignition angle. For example: the preset ignition angle is -5 degrees; the first ignition correction angle is determined to be -2 degrees through the result of spectrum analysis. At this time, the second target ignition angle is -7 degrees.

[0115] The embodiment of the present disclosure detects the knocking condition through the knocking sensor, and suppresses the occurrence of knocking by delaying the ignition angle, reduces the abnormal combustion phenomenon in the working condition, and optimizes the working scenario of the engine.

[0116] In some embodiments, obtaining the second ignition correction angle based on the knocking condition of the knocking event includes:

[0117] Determining the knocking intensity of the knocking event;

[0118] Determining the second ignition correction angle corresponding to the knocking level according to the knocking level corresponding to the knocking intensity.

[0119] In the present disclosure, the analysis result of the spectrum analysis of the signal collected by the knocking sensor includes the knocking intensity of the knocking event; here, when the knocking intensity is within the first intensity range, the knocking level is primary knocking; when the knocking intensity is within the second intensity range, the knocking level is intermediate knocking, and when the knocking intensity is within the third intensity range, the knocking level is super knocking. Here, the intensity value within the first intensity range is less than the intensity value within the second intensity range, and the intensity value within the second intensity range is less than the intensity value within the third intensity range.

[0120] Here, a corresponding relationship table between the knocking level and the second ignition correction angle is preset. It should be noted that there is a positive correlation between the knocking level and the absolute value of the second ignition correction angle. The higher the knocking level, the greater the absolute value of the second ignition correction angle, and correspondingly, the greater the correction degree of the ignition angle.

[0121] After determining the knocking intensity, determine the knocking level according to the intensity range where the knocking intensity is located, and look up the corresponding relationship table to determine the second ignition correction angle.

[0122] Through the embodiments of the present disclosure, an appropriate second ignition correction angle can be determined according to the actual situation of the knocking event, which helps to better achieve knocking suppression.

[0123] In some embodiments, the method further includes:

[0124] In the historical working cycle of the cylinder, obtaining a first signal generated by the cylinder, where the first signal is used to indicate that a compression ignition event occurs in the cylinder;

[0125] Based on the first signal, obtaining the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

[0126] Here, determining the ignition angle three-dimensional table (MAP1) and the parameter three-dimensional table recording the preset combustion state parameters can be obtained by performing combustion heat release tests on the cylinders of the engine; in multiple historical working cycles of the test session, the engine speed and the intake air volume per cycle in the cylinder need to be used as inputs, and the ignition angle is continuously adjusted; and the combustion heat release data of the cylinder is used to determine whether a compression ignition event occurs.

[0127] In the present disclosure, the first signal and the second signal are signals output from a cylinder corresponding to a determination result of a compression ignition event.

[0128] Exemplarily, the first signal is output as a high-level digital signal, indicating that a compression ignition event occurs in the cylinder. After receiving the first signal, a preset ignition angle corresponding to the cylinder is written into the ignition angle three-dimensional table, and a preset combustion state parameter is written into the parameter three-dimensional table; the second signal is output as a low-level digital signal, indicating that no compression ignition event occurs in the cylinder. In actual implementation, the first signal can be transmitted in the form of signal 1 (true), and the second signal can be transmitted in the form of 0 (false).

[0129] Here, the ignition angle three-dimensional table implements an open-loop control strategy and does not require feedback control after outputting the preset ignition angle; the parameter three-dimensional table implements a closed-loop control strategy and requires feedback control for outputting the preset combustion state parameter.

[0130] In the embodiments of the present disclosure, based on obtaining the first signal and the second signal, the determination result of the compression ignition event can be known, which helps to determine the working condition of the engine during the test. Moreover, based on the first signal, the preset ignition angle and the preset combustion state parameter when the compression ignition event occurs can be determined, which helps to control the cylinder to achieve compression ignition combustion in actual work.

[0131] In some embodiments, the method further includes:

[0132] In the historical working cycle, obtaining a plurality of crankshaft angles obtained by the crankshaft of the engine rotating in sequence by a preset angle increment;

[0133] Based on the plurality of crankshaft angles, determining the combustion heat release data of the cylinder;

[0134] Performing data analysis on the combustion heat release data to obtain an analysis result;

[0135] Generating the first signal when the analysis result exceeds a compression ignition threshold.

[0136] Here, within the working cycle of the cylinder, determining a plurality of crankshaft angles obtained by the crankshaft of the engine rotating in sequence by a preset angle increment along a preset rotation direction, and obtaining cylinder characteristic data corresponding to each crankshaft angle; here, the cylinder characteristic data includes but is not limited to cylinder pressure, piston position, cylinder volume, etc. Exemplarily, the preset angle increment can be 1 degree.

[0137] In the present disclosure, the combustion heat release data is used to reflect the combustion state of gasoline and lean mixture in the cylinder of the engine. In some examples, the combustion heat release data proposed in the present disclosure may include a combustion heat release rate curve.

[0138] In some embodiments, determining the combustion heat release data of the cylinder based on a plurality of the crankshaft angles includes:

[0139] Determining the cylinder pressure data and the cylinder volume corresponding to each of the plurality of crankshaft angles;

[0140] Determining a combustion heat release rate curve of the cylinder of the engine according to the cylinder pressure data and the cylinder volume corresponding to each crankshaft angle.

[0141] Here, the combustion heat release rate curve is formed based on the combustion heat release rates of the cylinder at a plurality of crankshaft angles; specifically, the combustion heat release rate is determined by the cylinder characteristic data (including cylinder pressure data and cylinder volume) corresponding to each crankshaft angle θ, and then the combustion heat release rate curve is obtained based on the combustion heat release rates at a plurality of crankshaft angles θ; here, the combustion heat release rate (dQ / dθ) is used to characterize the change amount of the instantaneous heat release energy Q corresponding to the cylinder at each crankshaft angle θ based on the crankshaft angle θ.

[0142] In some embodiments, for the above embodiments of the present disclosure: determining the combustion heat release data of the cylinder of the engine according to the cylinder pressure data and the cylinder volume corresponding to each crankshaft angle includes:

[0143] Determining the i-th degree crankshaft angle among the plurality of crankshaft angles, where i is an integer;

[0144] Determining the cylinder pressure difference between the cylinder pressure data corresponding to the (i + 1)-th degree crankshaft angle and the cylinder pressure data corresponding to the (i - 1)-th degree crankshaft angle;

[0145] Determining the volume difference between the cylinder volume corresponding to the (i + 1)-th degree crankshaft angle and the cylinder volume corresponding to the (i - 1)-th degree crankshaft angle;

[0146] Determining the combustion heat release rate curve of the cylinder based on the product of the volume difference and the cylinder pressure data corresponding to the i-th degree crankshaft angle, and the product of the cylinder pressure difference and the cylinder volume corresponding to the i-th degree crankshaft angle.

[0147] Here, first, the calibrated crankshaft angle (the crankshaft angle corresponding to the piston of the cylinder reaching the top dead center position of compression) is defined as 0 degree. During the rotation of the crankshaft angle, the i-th degree crankshaft angle corresponding to the cylinder after each preset angular increment of rotation is determined; it should be noted that the preset angular increment proposed by the present disclosure is an integer, and the angular intervals between i and i - 1, and between i and i + 1 are the same as the preset angular increment. Here, the preset angular increment is 1 degree.

[0148] In the present disclosure, the cylinder pressure data (Pi) corresponding to the i-th crankshaft angle can be obtained from the cylinder pressure signal output by the cylinder pressure sensor; the cylinder volume (Vi) corresponding to the i-th crankshaft angle can be obtained by the following formulas (1) and (2):

[0149]

[0150]

[0151] Here, Vc is the volume of the combustion chamber on the top surface of the piston in the cylinder, B is the cylinder bore of the cylinder; Si is the position of the current piston in the piston; l is the length of the crank connecting rod, a is the crank radius, where i ∈ [-180, 180].

[0152] In the embodiments of the present disclosure, based on the cylinder pressure data and cylinder volume corresponding to the i-th crankshaft angle, the (i - 1)-th crankshaft angle, and the (i + 1)-th crankshaft angle respectively, the combustion heat release rate (dQ / di, that is, Qi) can be obtained by formula (3):

[0153]

[0154] Here, Pi is the cylinder pressure data corresponding to the i-th crankshaft angle; Vi is the cylinder volume corresponding to the i-th crankshaft angle; Pi-1 is the cylinder pressure data corresponding to the (i - 1)-th crankshaft angle, Vi-1 is the cylinder volume corresponding to the (i - 1)-th crankshaft angle; Pi+1 is the cylinder pressure data corresponding to the (i + 1)-th crankshaft angle, Vi+1 is the cylinder volume corresponding to the (i + 1)-th crankshaft angle; k is the thermodynamic polytropic coefficient, which is a preset parameter. In the embodiments of the present disclosure, k for the spark-ignition compression-ignition gasoline engine can be set to 1.35, where i ∈ [-180, 180].

[0155] In the embodiments of the present disclosure, through the cylinder pressure data and cylinder volume corresponding to the i-th crankshaft angle, the (i - 1)-th crankshaft angle, and the (i + 1)-th crankshaft angle respectively, the change in the combustion heat release amount when the crankshaft angle changes is effectively determined, that is, the combustion heat release rate is obtained, and a combustion heat release rate curve is obtained to visually represent the combustion heat release data in the cylinder with the combustion heat release rate curve.

[0156] In some embodiments, the analysis result includes a curve change value; the data analysis of the combustion heat release data proposed in the above embodiments of the present disclosure to obtain the analysis result includes:

[0157] Determine the preset crankshaft angle interval corresponding to the cylinder;

[0158] Based on the preset crankshaft angle interval, perform data analysis on the combustion heat release rate curve of the cylinder to obtain the curve change value of the combustion heat release rate curve within the preset crankshaft angle interval.

[0159] Thus, when the curve change value exceeds the compression ignition threshold, it is determined that a compression ignition event occurs in the cylinder, and a first signal is generated; when the curve change value does not exceed the compression ignition threshold, it is determined that no compression ignition event occurs in the cylinder, and a second signal is generated.

[0160] Here, the preset crankshaft angle interval is an interval formed by the crankshaft angles corresponding to the positions of the piston near the top dead center of compression. Here, the calibrated crankshaft angle (the crankshaft angle corresponding to the position where the piston of the cylinder reaches the top dead center of compression) is 0 degrees, and the preset crankshaft angle interval can be (-20, 70) degrees.

[0161] In the present disclosure, the curve change value includes the maximum value of the curve values of the combustion heat release rate curve within the preset crankshaft angle interval; here, the curve values of the combustion heat release rate curve corresponding to all crankshaft angles within the preset crankshaft angle interval, that is, the combustion heat release rate (dQ / di) corresponding to all crankshaft angles, are sorted to determine the maximum value of the curve values.

[0162] Thus, when the maximum value of the curve values exceeds the first compression ignition threshold limit1, it can be determined that a compression ignition event occurs in the cylinder; here, the first compression ignition threshold is the maximum value of the curve values of the compression ignition combustion heat release rate curve when the cylinder is in the compression ignition working condition, and is used to characterize that efficient compression ignition combustion occurs in the cylinder. Exemplarily, the first compression ignition threshold limit1 can be set between 70% and 90%.

[0163] Here, according to the relationship between the maximum value of the curve values and the first compression ignition threshold, the occurrence of the compression ignition event can be quickly determined, and a first signal is generated, which helps to accelerate the subsequent engine ignition control process.

[0164] In the present disclosure, the curve change value further includes the extreme value of the curvature change of the combustion heat release rate curve within the preset crankshaft angle interval; here, the combustion heat release rate curve within the preset crankshaft angle interval is differentiated to obtain the curvature change value (2dQ / di) of the combustion heat release rate (dQ / di) between two adjacent crankshaft angles (i.e., separated by a preset angle increment), and the minimum value among the curvature change values (2dQ / di) within the preset crankshaft angle interval is determined, and the absolute value of the minimum value is used as the extreme value of the curvature change.

[0165] Thus, when the extreme value of the curvature change exceeds the second compression ignition threshold limit2, it can be determined that a compression ignition event occurs in the cylinder; here, the second compression ignition threshold is the extreme value of the curvature change of the compression ignition combustion heat release rate curve when the cylinder is in the compression ignition working condition. Here, the extreme value of the curvature change is the minimum value of the curvature change value, and is used to characterize the position corresponding to the maximum change degree of the compression ignition combustion heat release rate.

[0166] In the present disclosure, the second auto-ignition threshold is different from the first auto-ignition threshold. Exemplarily, the second auto-ignition threshold limit can be set between 3 and 5.

[0167] Here, according to the relationship between the extreme value of the curvature change and the second auto-ignition threshold, the occurrence of the auto-ignition event can be more accurately determined, which is helpful for the accuracy of subsequent engine ignition control.

[0168] In some embodiments, there are multiple cylinders; the ignition process of the cylinders based on the first target ignition angle includes:

[0169] Based on the first target ignition angle corresponding to each of the multiple cylinders, individual ignition processing is performed on each of the cylinders.

[0170] Here, the spark-ignition compression-ignition gasoline engine proposed in the present disclosure can have multiple cylinders. Here, the multiple cylinders can be three, four, five, etc., and the present disclosure does not limit this.

[0171] It should be noted that the combustion in each cylinder is independent; therefore, obtaining the combustion heat release data in the cylinder, determining the first ignition correction angle and the first target ignition angle of the cylinder, and the ignition control of the cylinder in the next working cycle, etc., are all independently processed for each cylinder by the engine control module. Here, each cylinder has its own ignition angle three-dimensional table (MAP1) and a parameter three-dimensional table recording preset combustion state parameters. In the present disclosure, the determination of the auto-ignition event in the cylinder is also independently processed.

[0172] By independently processing data and performing ignition control on multiple cylinders of the engine in the embodiments of the present disclosure, compared with unified ignition control, the differences between the cylinders are taken into account, and the combustion efficiency of the engine is further improved.

[0173] In other embodiments, the ignition process of the cylinders based on the second target ignition angle includes:

[0174] Based on the second target ignition angle corresponding to each of the multiple cylinders, individual ignition processing is performed on each of the cylinders.

[0175] It should be noted that each cylinder has a corresponding knock sensor. Therefore, for knock detection in the cylinder, determining the second ignition correction angle and the second target ignition angle of the cylinder, and knock suppression processing of each cylinder in the next working cycle, etc., are all independently processed for each cylinder by the engine control module.

[0176] In the embodiments of the present disclosure, by performing independent knock detection and knock suppression processing on multiple cylinders of the engine, the differences between the cylinders are taken into account, and the combustion efficiency of the engine is further improved.

[0177] Next, in combination with the content of the above embodiments of the present disclosure, a specific application embodiment of the engine ignition method proposed by the present disclosure will be described.

[0178] Here, the engine ignition method can be implemented in a spark-ignition compression-ignition gasoline engine; see Figure 2 ; Figure 2 is a schematic diagram of the ignition strategy of the engine ignition method shown according to an exemplary embodiment; as Figure 2 shown, the engine ignition method proposed by the present disclosure can be implemented in the following manner:

[0179] First, set the operating conditions of the engine in the spark-ignition compression-ignition state, take the engine speed and the intake air volume per cycle in the cylinder as inputs, and determine the control interval of spark-ignition compression-ignition; subsequently, obtain the ignition control signal (including the first control signal and the second control signal), and determine whether spark-ignition compression-ignition control is required according to the ignition control signal; if so, execute the engine ignition scheme for controlling spark-ignition compression-ignition combustion based on the first control signal; if not, execute the engine ignition scheme for controlling spark ignition combustion based on the second control signal; here, the engine ignition scheme for controlling spark ignition combustion includes: igniting the cylinder through the ignition angle.

[0180] In the execution of the engine ignition scheme for controlling spark-ignition compression-ignition combustion, it is necessary to obtain the preset ignition angle and the preset combustion state parameters; here, the preset ignition angle is recorded in the ignition angle three-dimensional table (MAP1), and the preset combustion state parameters are recorded in the parameter three-dimensional table. The ignition angle in the ignition angle three-dimensional table and the combustion state parameters in the parameter three-dimensional table are recorded under the condition of a compression-ignition event occurring in the cylinder.

[0181] Here, see Figure 3 ; Figure 3 is a schematic flowchart of the compression-ignition event determination method shown according to an exemplary embodiment; as Figure 3 shown, the method for determining the compression-ignition event in the cylinder can be implemented through the following steps:

[0182] Step 301, measure the combustion heat release rate of the actual cylinder based on the crankshaft angle.

[0183] Here, the engine has multiple cylinders; with the crankshaft angle as the reference axis, the in-cylinder pressure, the current crankshaft angle, and the in-cylinder volume of each cylinder at every 1° of crankshaft rotation of the engine are monitored. By processing the above data, the combustion heat release rate (dQ / dθ) of each cylinder is obtained. Here, the combustion heat release rate (dQ / dθ) is used to characterize the change in the instantaneous heat release energy Q corresponding to the cylinder based on the crankshaft angle θ at each crankshaft angle θ.

[0184] Here, the combustion heat release rate (dQ / dθ) of the crankshaft angle, that is, Qi, can be obtained by formula (3):

[0185]

[0186] It should be noted that Pi is the cylinder pressure data corresponding to the i-th degree of crankshaft angle; Vi is the in-cylinder volume corresponding to the i-th degree of crankshaft angle; Pi-1 is the cylinder pressure data corresponding to the (i - 1)-th degree of crankshaft angle, Vi-1 is the in-cylinder volume corresponding to the (i - 1)-th degree of crankshaft angle; Pi+1 is the cylinder pressure data corresponding to the (i + 1)-th degree of crankshaft angle, Vi+1 is the in-cylinder volume corresponding to the (i + 1)-th degree of crankshaft angle; k is 1.35, where i ∈ [-180, 180].

[0187] Step 302, obtain the combustion heat release rate curve corresponding to the combustion heat release rate.

[0188] Step 303, obtain the maximum value of the curve values of the combustion heat release rate curve within a preset crankshaft angle range.

[0189] Here, the preset crankshaft angle range is the range formed by the crankshaft angles corresponding to the positions near the top dead center of piston compression. Here, the calibrated crankshaft angle (the crankshaft angle corresponding to the position where the piston of the cylinder reaches the top dead center of compression) is 0 degrees, and the preset crankshaft angle range can be (-20, 70) degrees. The maximum value of the curve values of the combustion heat release rate curve within the preset crankshaft angle range (that is, the combustion heat release rate dQ / di) Here, i ∈ (-20, 70).

[0190] Step 304, obtain the compression ignition threshold.

[0191] Here, the compression ignition threshold limit can be set between 3 and 5.

[0192] Step 305, determine whether the maximum value is greater than the compression ignition threshold; if so, execute Step 306, if not, execute Step 307.

[0193] Step 306, determine that a compression ignition event occurs in the cylinder and generate a first signal.

[0194] Here, the first signal is transmitted in the form of a digital signal 1 (true).

[0195] Step 307, determine that no compression ignition event occurs in the cylinder, and generate a second signal.

[0196] Here, the second signal is transmitted in the form of digital signal 0 (false).

[0197] Steps 306 and 307 can be implemented in the following manner:

[0198] When ..., transmit the determination result with signal 1 (true), and when ..., transmit the determination result with signal 0 (false).

[0199] Step 308, obtain a preset ignition angle and preset combustion state parameters.

[0200] Here, the preset combustion parameters include the preset crankshaft angle corresponding to the parameter value of the compression ignition combustion heat release rate reaching 50%, that is, the preset CA50 at the midpoint of the spark compression ignition combustion. Write the preset CA50 in the three-dimensional table of the spark compression ignition combustion midpoint (MAP2), and write the preset ignition angle (preset SA) into the three-dimensional table of the ignition angle (MAP1).

[0201] Combined with Figure 2 As shown in the strategy diagram, in actual implementation, according to the preset ignition angle (preset SA) output by the three-dimensional table of the ignition angle (MAP1) and the preset CA50 at the midpoint of the spark compression ignition combustion output by the three-dimensional table of the spark compression ignition combustion midpoint (MAP2), execute the engine ignition scheme for controlling the spark compression ignition combustion. Specifically:

[0202] Based on the preset ignition angle, perform ignition processing on the cylinders of the engine, and obtain the actual crankshaft angle corresponding to the actual combustion heat release rate of the cylinder reaching 90%, that is, the measured CA50 at the measured combustion midpoint;

[0203] Compare the preset CA50 with the measured CA50 to obtain the first ignition correction angle SA1, and control the ignition processing based on the first ignition correction angle SA1 to promote the occurrence of compression ignition.

[0204] Here, each cylinder performs independent data acquisition, signal processing, and feedback of the measured CA50, so as to correct the ignition angle of the corresponding cylinder through the first ignition correction angle SA1.

[0205] Combined with Figure 2 As shown in the strategy diagram, in actual implementation, within the current working cycle of the engine, detect the knocking event in the cylinder through the knocking sensor provided on the cylinder.

[0206] Determine whether a knocking event occurs in the cylinder. If so, obtain a second ignition correction angle SA2 according to the knocking condition, add the second ignition correction angle SA2 to the preset ignition angle to obtain a second target ignition angle, and control ignition through the second target ignition angle to suppress knocking in the engine. If not, control the ignition process based on the first ignition correction angle SA1, add the first ignition correction angle SA1 to the preset ignition angle to obtain a first target ignition angle, and control ignition through the first target ignition angle to promote the occurrence of compression ignition.

[0207] Next, an engine device for implementing the above engine ignition method according to an embodiment of the present disclosure will be described. Refer to Figure 4 , Figure 4 FIG. is a schematic block diagram of an engine shown according to an exemplary embodiment. As Figure 4 shown, the engine 400 includes at least one processor 401 and a memory 402. Each component in the engine 400 is coupled together through a bus system 403. It can be understood that the bus system 403 is used to realize the connection and communication between these components. In addition to the data bus, the bus system 403 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clear illustration, in Figure 4 all kinds of buses are labeled as the bus system 403.

[0208] The processor 401 can be an integrated circuit chip with signal processing capabilities, such as a general-purpose processor, a digital signal processor (DSP, Digital Signal Processor), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among them, the general-purpose processor can be a microprocessor or any conventional processor, etc.

[0209] The memory 402 can be removable, non-removable, or a combination thereof. An exemplary hardware device can be a solid-state memory. Optionally, the memory 402 includes one or more storage devices physically located far from the processor 401.

[0210] The memory 402 includes volatile memory or non-volatile memory, and can also include both volatile and non-volatile memory. The non-volatile memory can be a read-only memory (ROM, Read Only Memory), and the volatile memory can be a random access memory (RAM, Random Access Memory). The memory 402 described in the embodiments of the present disclosure is intended to include any suitable type of memory.

[0211] In some embodiments, the memory 402 is capable of storing data to support various operations. Examples of such data include programs, modules, and data structures, or subsets or supersets thereof. In the embodiments of the present disclosure, an operating system 4021 and an engine ignition device 4022 are stored in the memory 402. Specifically:

[0212] The operating system 4021 includes system programs for processing various basic system services and performing hardware-related tasks, such as a framework layer, a core library layer, a driver layer, etc., for implementing various basic services and processing hardware-based tasks;

[0213] In some embodiments, the engine ignition device provided by the embodiments of the present disclosure can be implemented in software. Figure 4 Shown in the memory 402 is the engine ignition device 4022, which can be software in the form of programs and plugins, etc. It includes the following software modules: an acquisition module 40221, a first determination module 40222, a first correction module 40223, a first ignition module 40224, a second determination module 40225, a second correction module 40226, a second ignition module 40227, and a signal generation module 40228. These modules are logical, so they can be arbitrarily combined or further split according to the functions to be implemented. The functions of each module will be described below.

[0214] In other embodiments, the engine ignition device provided by the embodiments of the present disclosure can be implemented in hardware. As an example, the engine ignition device provided by the embodiments of the present disclosure can be a processor in the form of a hardware decoding processor, which is programmed to execute the engine ignition method provided by the embodiments of the present disclosure. For example, a processor in the form of a hardware decoding processor can employ one or more application-specific integrated circuits (ASICs), DSPs, programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0215] Next, the exemplary structure of the implementation of the engine ignition device 4022 provided by the embodiments of the present disclosure as software modules will be continued. In some embodiments, as Figure 4 shown, the software modules in the engine ignition device 4022 stored in the memory 402 may include:

[0216] An acquisition module 40221, configured to acquire combustion heat release data of the cylinder obtained by performing ignition processing on the cylinder based on a preset ignition angle within the current working cycle of the cylinder of the engine;

[0217] A first determination module 40222, configured to determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knocking event occurs in the cylinder; wherein, the preset ignition angle and the preset combustion state parameters are acquired when a compression ignition event occurs in the cylinder;

[0218] A first correction module 40223, configured to obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle;

[0219] A first ignition module 40224, configured to perform ignition processing on the cylinder based on the first target ignition angle within the next working cycle of the cylinder.

[0220] In some embodiments, the combustion heat release data includes the actual combustion heat release rate of the cylinder within the current working cycle, and the preset combustion state parameters include a preset crankshaft rotation angle of the engine corresponding to when the compression ignition combustion heat release rate of the cylinder reaches a target combustion heat release rate when a compression ignition event occurs in the cylinder;

[0221] The first determination module 40222 is further configured to determine an actual crankshaft rotation angle of the engine corresponding to when the actual combustion heat release rate of the cylinder reaches the target combustion heat release rate; and determine the first ignition correction angle based on a difference between the actual crankshaft rotation angle and the preset crankshaft rotation angle.

[0222] In some embodiments, the first determination module 40222 is further configured to determine the first ignition correction angle based on a difference between an actual crankshaft rotation angle corresponding to when a parameter value of the actual combustion heat release rate of the cylinder reaches 40% and a preset crankshaft rotation angle corresponding to when a parameter value of the compression ignition combustion heat release rate of the cylinder reaches 40%.

[0223] In some embodiments, the apparatus further includes:

[0224] A second determination module 40225, configured to obtain a second ignition correction angle based on a knocking condition of the knocking event when the knocking event occurs in the cylinder;

[0225] A second correction module 40226, configured to obtain a second target ignition angle based on the preset ignition angle and the second ignition correction angle;

[0226] The second ignition module 40227 is configured to perform an ignition process on the engine based on the second target ignition angle within the next working cycle.

[0227] In some embodiments, the second determination module 40226 is further configured to determine the knock intensity of the knock event; and determine the second ignition correction angle corresponding to the knock level according to the knock level corresponding to the knock intensity.

[0228] In some embodiments, there are multiple cylinders.

[0229] The first ignition module 40224 is further configured to perform an individual ignition process on each of the cylinders based on the first target ignition angle corresponding to each of the multiple cylinders.

[0230] In some embodiments, the acquisition module 40221 is further configured to acquire a first signal generated by the cylinder within the historical working cycle of the cylinder, where the first signal is used to indicate that a compression ignition event occurs in the cylinder; and based on the first signal, acquire the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

[0231] In some embodiments, the device further includes:

[0232] A signal generation module 40228 is configured to acquire a plurality of crankshaft angles obtained by the crankshaft of the engine rotating in sequence by a preset angle increment within the historical working cycle; determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; perform data analysis on the combustion heat release data to obtain an analysis result; and generate the first signal when the analysis result exceeds a compression ignition threshold.

[0233] It should be noted that the description of the device in the embodiments of the present disclosure is similar to the description of the above method embodiments and has similar beneficial effects as the method embodiments, so details are not described herein.

[0234] The embodiments of the present disclosure provide a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the engine ignition method provided by the embodiments of the present disclosure.

[0235] The embodiments of the present disclosure provide a computer-readable storage medium storing executable instructions, where the executable instructions, when executed by a processor, will cause the processor to execute the engine ignition method provided by the embodiments of the present disclosure.

[0236] In some embodiments, the computer-readable storage medium may be a memory such as FRAM, ROM, PROM, EPROM, EEPROM, flash memory, magnetic surface memory, optical disc, or CD-ROM; or may be various devices including one or any combination of the above memories.

[0237] In some embodiments, the executable instructions may be in the form of a program, software, software module, script, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including being deployed as an independent program or being deployed as a module, component, subroutine, or other unit suitable for use in a computing environment.

[0238] As an example, the executable instructions may or may not correspond to a file in the file system, may be stored as part of a file that stores other programs or data, for example, in one or more scripts in a Hyper Text Markup Language (HTML) document, stored in a single file dedicated to the program being discussed, or stored in multiple cooperating files (for example, files that store one or more modules, subroutines, or code portions).

[0239] As an example, the executable instructions may be deployed to execute on one computing device, or on multiple computing devices located at one location, or alternatively, on multiple computing devices distributed at multiple locations and interconnected by a communication network.

[0240] In summary, through the embodiments of the present disclosure, the ignition angle of the cylinder can be adjusted based on the preset ignition angle and the preset combustion state parameters corresponding to the compression ignition condition, so as to control the realization of spark compression ignition combustion in the cylinder of the engine.

[0241] The above is only the embodiments of the present disclosure and is not intended to limit the protection scope of the present disclosure. Any modifications, equivalent replacements, and improvements made within the spirit and scope of the present disclosure are all included in the protection scope of the present disclosure.

Claims

1. An engine ignition method, characterized in that, The method comprises: Acquiring combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle during a current working cycle of the cylinder of the engine; determining a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knock event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder; Obtaining a first target ignition angle based on the preset ignition angle and the first ignition correction angle; In a next working cycle of the cylinder, an ignition process is performed on the cylinder based on the first target ignition angle.

2. The method according to claim 1, characterized in that The combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to the compression ignition combustion heat release rate of the cylinder reaching a target combustion heat release rate when a compression ignition event occurs in the cylinder; the first ignition correction angle is determined based on the combustion heat release data and the preset combustion state parameter, including determining an actual crank angle of the engine corresponding to when the actual combustion heat release rate of the cylinder reaches the target combustion heat release rate; The first ignition correction angle is determined based on a difference between the actual crank angle and the preset crank angle.

3. The method according to claim 2, wherein The parameter value of the target combustion heat release rate includes 50%; and determining the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle includes: The first ignition correction angle is determined based on a difference between the actual crank angle corresponding to when the parameter value of the actual combustion heat release rate of the cylinder reaches 50% and the preset crank angle corresponding to when the parameter value of the compression ignition combustion heat release rate of the cylinder reaches 50%.

4. The method according to claim 1, wherein The method further comprises: When the knock event is detected to occur in the cylinder, obtaining a second ignition correction angle based on a knock condition of the knock event; obtaining a second target ignition angle based on the preset ignition angle and the second ignition correction angle; In the next working cycle, an ignition process is performed on the engine based on the second target ignition angle.

5. The method according to claim 4, characterized in that The obtaining of a second ignition correction angle based on the knock condition of the knock event includes: determining a detonation intensity of the detonation event; According to a knock level corresponding to the knock intensity, a second ignition correction angle corresponding to the knock level is determined.

6. The method according to any one of claims 1 to 5, characterized in that: The cylinders include a plurality of cylinders; and the ignition process for the cylinders based on the first target ignition angle includes: Based on the first target ignition angle corresponding to each of the plurality of cylinders, an independent ignition process is performed on each of the cylinders.

7. The method according to any one of claims 1 to 5, characterized in that The method further comprises: obtaining a first signal generated by the cylinder during a historical working cycle of the cylinder, wherein the first signal is used to indicate that the compression ignition event has occurred in the cylinder; The preset ignition angle and the preset combustion state parameter corresponding to the cylinder are acquired based on the first signal.

8. The method according to claim 7, wherein The method further comprises: Within the historical working cycle, obtain a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by a preset angle increment; Determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; Perform data analysis on the combustion heat release data to obtain an analysis result; Generate the first signal when the analysis result exceeds the compression ignition threshold.

9. An engine ignition device, characterized in that, The device includes: An acquisition module configured to obtain, within the current working cycle of a cylinder of an engine, the combustion heat release data of the cylinder obtained by performing ignition processing on the cylinder based on a preset ignition angle; A first determination module configured to determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knock event occurs in the cylinder; wherein, the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder; A first correction module configured to obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle; A first ignition module configured to perform ignition processing on the cylinder based on the first target ignition angle within the next working cycle of the cylinder.

10. The device according to claim 9, characterized in that, The combustion heat release data includes the actual combustion heat release rate of the cylinder within the current working cycle, and the preset combustion state parameters include the preset crankshaft angle of the engine corresponding to when the compression ignition combustion heat release rate of the cylinder reaches the target combustion heat release rate when a compression ignition event occurs in the cylinder; The first determination module is further configured to determine the actual crankshaft angle of the engine corresponding to when the actual combustion heat release rate of the cylinder reaches the target combustion heat release rate; Determine the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle.

11. The device according to claim 10, wherein The first determination module is further configured to determine the first ignition correction angle based on the difference between the actual crankshaft angle corresponding to when the parameter value of the actual combustion heat release rate of the cylinder reaches 50% and the preset crankshaft angle corresponding to when the parameter value of the compression ignition combustion heat release rate of the cylinder reaches 50%.

12. The device according to claim 9, wherein The device further includes: A second determination module configured to obtain a second ignition correction angle based on the knock condition of the knock event when the knock event occurs in the cylinder; A second correction module configured to obtain a second target ignition angle based on the preset ignition angle and the second ignition correction angle; A second ignition module configured to perform ignition processing on the engine based on the second target ignition angle within the next working cycle.

13. The device according to claim 12, wherein The second determination module is further configured to determine the knock intensity of the knock event; and determine the second ignition correction angle corresponding to the knock level according to the knock level corresponding to the knock intensity.

14. The device according to any one of claims 9 to 13, characterized in that, The cylinder includes a plurality of; The first ignition module is further configured to perform an independent ignition process on each of the plurality of cylinders based on the first target ignition angle corresponding to each of the cylinders.

15. The device according to any one of claims 9 to 13, characterized in that The acquisition module is further configured to acquire a first signal generated by the cylinder within a historical working cycle of the cylinder, wherein the first signal is used to indicate the occurrence of the compression ignition event in the cylinder; and based on the first signal, acquire the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

16. The device according to claim 15, characterized in that, The device also includes: The signal generation module is configured to obtain a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments within the historical working cycle; determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; perform data analysis on the combustion heat release data to obtain an analysis result; and generate the first signal when the analysis result exceeds a compression ignition threshold.

17. An engine, characterized in that, include: a memory for storing executable instructions; The processor is configured to implement the engine ignition method according to any one of claims 1 to 8 when executing the executable instructions stored in the memory.

18. A computer-readable storage medium, characterized in that, Executable instructions are stored, and when executed by a processor, the engine ignition method according to any one of claims 1 to 8 is implemented.

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