Engine control method, controller, engine and vehicle

Abstract

The invention relates to an engine control method, a controller, an engine and a vehicle. The engine control method comprises the steps that the running state of the engine is determined; the operation state comprises a first state and a second state; under the same load, the rotating speed of the engine in the first state is larger than that in the second state, and under the same rotating speed, the load in the first state is larger than that in the second state; if the engine is in the first state, the operation sub-state of the engine in the first state is determined; the operation sub-state in the first state comprises a first sub-state and a second sub-state; the excess air coefficient of the engine in the first sub-state is greater than the excess air coefficient of the engine in the second sub-state; if the engine is in the first sub-state, the engine is controlled to ignite in an active ignition mode; and if the engine is in the second state or the second sub-state, the engine is controlled to ignite in a passive ignition mode. Therefore, the heat efficiency of the engine is effectively improved.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to an engine control method, a controller, an engine, and a vehicle. Background Art

[0002] A lean-burn engine is an internal combustion engine technology that improves thermal efficiency and reduces emissions by increasing the air ratio in the air-fuel mixture (i.e., creating a "lean" mixture). Compared to traditional engines, it offers significant advantages in fuel economy and environmental performance.

[0003] The upper limit of a lean-burn engine's thermal efficiency is largely determined by dilution, or the ratio of air to fuel. A higher ratio theoretically results in higher thermal efficiency. However, greater dilution makes the fuel less likely to ignite. Traditional spark plug ignition cannot support stable lean combustion at higher dilutions. Therefore, improving engine thermal efficiency remains an urgent issue. Summary of the Invention

[0004] In view of this, the present application is dedicated to providing an engine control method, a controller, an engine and a vehicle, which can effectively improve the thermal efficiency of the engine.

[0005] A first aspect of the present application provides an engine control method, comprising:

[0006] Determining an operating state of the engine; the operating state includes a first state and a second state; when the load is the same, the speed of the engine in the first state is greater than the speed in the second state, and when the speed is the same, the load in the first state is greater than the load in the second state;

[0007] If the engine is in the first state, determining an operating sub-state of the engine in the first state; the operating sub-state in the first state includes a first sub-state and a second sub-state; the excess air coefficient of the engine in the first sub-state is greater than the excess air coefficient in the second sub-state;

[0008] If the engine is in the first sub-state, controlling the engine to ignite in an active ignition mode;

[0009] If the engine is in the second state or the second sub-state, the engine is controlled to ignite in a passive ignition mode.

[0010] In the above embodiment, the engine operating states are divided based on speed, load, and excess air coefficient. The first state can represent a high-speed, high-load state, the second state can represent a low-speed, low-load state or a low-speed, high-load state, the first sub-state can represent a high-speed, high-load, high-dilution state, and the second sub-state can represent a high-speed, high-load, low-dilution state. Accordingly, for low-speed, low-load, or low-speed, high-load, or high-speed, high-load, low-dilution states, using a passive ignition mode for ignition can achieve rapid ignition, increase combustion speed, and achieve higher thermal efficiency. Furthermore, for high-speed, high-load, and high-dilution states, using an active ignition mode for ignition can achieve stable combustion at high dilution, thereby ensuring reliable ignition under various engine operating conditions, effectively improving the engine's thermal efficiency, and providing a guarantee for stable engine operation.

[0011] Optionally, controlling the engine to ignite in an active ignition mode includes:

[0012] During the compression stroke, the pre-combustion chamber injector is controlled to inject fuel into the pre-combustion chamber, and after the injection amount meets the preset injection amount, the gas in the pre-combustion chamber is ignited by a traditional spark plug method, so that the combustion gas in the pre-combustion chamber can be used to ignite the main combustion chamber.

[0013] In the above embodiment, the active ignition mode is adopted to inject an appropriate amount of fuel into the pre-combustion chamber during the compression stroke, which can improve the ignition stability, achieve stable combustion at high dilution, and improve the thermal efficiency of the engine.

[0014] Optionally, controlling the engine to ignite in a passive ignition mode includes:

[0015] During the compression stroke, the gas in the main combustion chamber is controlled to enter the pre-combustion chamber; the gas in the pre-combustion chamber is ignited by a traditional spark plug method, so that the combustion gas in the pre-combustion chamber ignites the main combustion chamber.

[0016] In the above embodiment, a passive ignition mode is adopted. On the one hand, there is no need to spray oil into the pre-combustion chamber during the compression stroke, which can avoid the situation where the excess air coefficient is too low due to oil injection, thereby ensuring the smoothness of ignition; on the other hand, it can also avoid the excessive combustion temperature caused by the high amount of fuel, thereby avoiding the increase in heat transfer loss and effectively improving the thermal efficiency of the engine.

[0017] Optionally, determining the operating state of the engine includes:

[0018] Obtaining the current speed and current load of the engine, and detecting whether the current speed and current load of the engine meet a first operating condition; the first operating condition includes: the speed is greater than a first threshold, and the load is greater than a second threshold;

[0019] If the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

[0020] In the above embodiment, the operating state of the engine can be adaptively divided according to user needs or engine performance requirements, and different ignition modes can be configured for different working conditions, thereby laying the foundation for improving the thermal efficiency of the engine.

[0021] Optionally, obtaining the current speed and current load of the engine includes:

[0022] Obtaining the current speed and torque of the engine;

[0023] The current load of the engine is determined according to the current speed and the torque, thereby obtaining the current speed and the current load of the engine.

[0024] In the above embodiment, a basis can be provided for accurately determining the operating state of the engine, and a guarantee can be provided for improving the thermal efficiency of the engine.

[0025] Optionally, determining the operating sub-state of the engine in the first state includes:

[0026] determining an excess air coefficient of the engine, and detecting whether the excess air coefficient is greater than a third threshold;

[0027] If the excess air ratio is greater than the third threshold, it is determined that the engine is in the first sub-state; otherwise, it is determined that the engine is in the second sub-state.

[0028] In the above embodiment, the operating sub-states under the engine operating state can be further adaptively divided according to user needs or engine performance requirements, laying the foundation for configuring different ignition modes for different working conditions after refinement, thereby further improving the thermal efficiency of the engine.

[0029] Optionally, determining the excess air coefficient of the engine includes:

[0030] determining a cylinder air mass of the engine;

[0031] The current excess air coefficient is determined according to the cylinder air mass and the ideal cylinder air mass; the ideal cylinder air mass is the air mass required for complete combustion of the gas in the cylinder.

[0032] In the above embodiment, the excess air coefficient of the engine can be accurately obtained, which provides a basis for further determining the engine load.

[0033] A second aspect of the present application provides an engine control device, comprising:

[0034] a first determining module, configured to determine an operating state of the engine; the operating state includes a first state and a second state; when the load is the same, the speed of the engine in the first state is greater than the speed in the second state, and when the speed is the same, the load in the first state is greater than the load in the second state;

[0035] a second determining module, configured to, if the engine is in the first state, determine an operating sub-state of the engine in the first state; the operating sub-states in the first state include a first sub-state and a second sub-state; and an excess air coefficient of the engine in the first sub-state is greater than that in the second sub-state;

[0036] a control module, configured to control the engine to ignite in an active ignition mode if the engine is in the first sub-state;

[0037] The control module is further configured to control the engine to ignite in a passive ignition mode if the engine is in the second state or the second sub-state.

[0038] A third aspect of the present application provides a controller, comprising

[0039] a processor, and a memory connected to the processor;

[0040] The memory is used to store computer programs;

[0041] The processor is used to call and execute the computer program in the memory to perform the engine control method as described in the first aspect of the present application.

[0042] A fourth aspect of the present application provides an engine comprising the controller as described in the third aspect of the present application.

[0043] A fifth aspect of the present application provides a vehicle comprising the engine as described in the fourth aspect of the present application.

[0044] A sixth aspect of the present application provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the engine control method as described in any one of the first aspects above is implemented.

[0045] A seventh aspect of the present application provides a computer program product comprising instructions, which, when executed by a computer, causes the computer to execute the engine control method as described in the first aspect above.

[0046] In the solution of the present application, the operating state of the engine is first determined; the operating state includes a first state and a second state; at the same load, the engine speed in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; if the engine is in the first state, the operating sub-state of the engine in the first state is determined; the operating sub-states in the first state include a first sub-state and a second sub-state; the engine excess air coefficient in the first sub-state is greater than the excess air coefficient in the second sub-state; if the engine is in the first sub-state, the engine is controlled to ignite in an active ignition mode; if the engine is in the second state or in the second sub-state, the engine is controlled to ignite in a passive ignition mode. In this way, the operating state of the engine is divided according to the speed, load, and excess air coefficient. The first state can represent a high-speed, high-load state, the second state can represent a low-speed, low-load state or a low-speed, high-load state, the first sub-state can represent a high-speed, high-load, high-dilution state, and the second sub-state can represent a high-speed, high-load, low-dilution state. Accordingly, for low speed and low load or low speed and high load or high speed and high load and low dilution conditions, the passive ignition mode is used for ignition, which can achieve rapid ignition, increase combustion speed and achieve higher thermal efficiency; further, for high speed and high load and high dilution conditions, the active ignition mode is used for ignition, which can achieve stable combustion under high dilution, thereby ensuring reliable ignition under various engine operating conditions, effectively improving the thermal efficiency of the engine, and providing a guarantee for the stable operation of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0048] Figure 1 It is a flow chart of an engine control method provided in one embodiment of the present application.

[0049] Figure 2 This is a schematic diagram of the operating status distribution of an engine provided by an embodiment of the present application.

[0050] Figure 3 It is a structural schematic diagram of an engine control device provided in one embodiment of the present application.

[0051] Figure 4 This is a schematic diagram of the structure of a controller provided in one embodiment of the present application. DETAILED DESCRIPTION

[0052] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0053] With the rapid development of science and technology, engine technology is also constantly innovating and improving. Among them, the lean burn engine, as an internal combustion engine that improves efficiency by reducing the proportion of fuel in the mixture, has the advantages of high combustion efficiency, economy and environmental protection. Therefore, the development of the lean burn engine has always attracted people's attention.

[0054] The upper limit of thermal efficiency for existing lean-burn engines is largely determined by dilution, or the ratio of air to fuel. A higher ratio theoretically results in higher thermal efficiency. However, greater dilution makes the fuel less likely to ignite, and traditional spark plug ignition cannot support stable lean-burn combustion at higher dilutions.

[0055] Therefore, how to improve the thermal efficiency of the engine is an urgent problem to be solved.

[0056] To this end, an embodiment of the present application provides a method for controlling an engine, such as Figure 1 As shown, the engine control method may include at least the following steps:

[0057] S101. Determine an operating state of the engine; the operating state includes a first state and a second state; at the same load, the engine speed in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state.

[0058] Specifically, the engine's operating state can be divided in advance based on the engine's speed and load. The division conditions may include: when the load is the same, the engine's speed in the first state is greater than the speed in the second state, and when the speed is the same, the engine's load in the first state is greater than the load in the second state. In this way, the engine's operating state can be divided into the first state and the second state based on the above division conditions, such as Figure 2 As shown in FIG, T1 is the first state and T2 is the second state. Since the speed is higher in the first state at the same load, and the load is higher in the first state at the same speed, the first state can be used to represent a high-speed and high-load state, and the second state can be used to represent a low-speed or low-load state.

[0059] Based on this, after obtaining the engine speed and load, the current operating state of the engine can be determined based on the pre-divided operating state, laying the foundation for subsequent corresponding engine control based on the actual operating conditions of the engine, ensuring the stable operation of the engine.

[0060] S102. If the engine is in the first state, determine the operating sub-state of the engine in the first state; the operating sub-state in the first state includes a first sub-state and a second sub-state; the excess air coefficient of the engine in the first sub-state is greater than the excess air coefficient in the second sub-state.

[0061] The engine is in a first state, that is, the engine is in a high-speed and high-load state. Under this working condition, the ignition mode of the engine can be determined according to the dilution degree.

[0062] Specifically, the degree of dilution can be measured by the excess air coefficient. A higher excess air coefficient indicates a higher proportion of air in the mixture, a higher degree of dilution, and a leaner mixture. A lower excess air coefficient indicates a lower proportion of air in the mixture, a lower degree of dilution, and a richer mixture.

[0063] Accordingly, the operating sub-states in the first state can be further divided, and different ignition modes can be configured for different working conditions, thereby ensuring the thermal efficiency of the engine.

[0064] During implementation, the operating sub-states in the first state can be divided into a first sub-state and a second sub-state based on the excess air coefficient. Since the excess air coefficient of the engine in the first sub-state is greater than that in the second sub-state, that is, the dilution of the engine in the first sub-state is greater than that in the second sub-state, the first sub-state can be used to represent a high-speed, high-load, high-dilution state, and the second sub-state can be used to represent a high-speed, high-load, low-dilution state.

[0065] Based on this, after determining that the engine is in the first state and determining the excess air coefficient of the engine, the operating sub-state of the engine in the first state can be further determined based on the excess air coefficient of the engine. In this way, by further subdividing the engine operating conditions, it can provide a basis for further realizing precise control of the engine and improving the thermal efficiency of the engine.

[0066] S103: If the engine is in the first sub-state, control the engine to ignite in an active ignition mode.

[0067] The engine is in the first sub-state, that is, the engine is in a high-speed, high-load and high-dilution state. At this time, due to the high dilution, the distance between fuel molecules is too large. It is difficult to ignite the overly lean mixture using the traditional spark plug ignition mode. The active ignition mode is used for ignition, which can achieve reliable and rapid combustion under high dilution, ensuring the reliable ignition of the engine under high-speed, high-load and high-dilution conditions, and effectively improving the thermal efficiency of the engine.

[0068] S104: If the engine is in the second state or the second sub-state, the engine is controlled to be ignited in a passive ignition mode.

[0069] When the engine is in the second state, i.e., the dilution state at high speed and high load, reliable ignition can be achieved using either the traditional spark plug ignition mode or the passive ignition mode due to the low dilution. Similarly, when the engine is in the second state, i.e., the low speed and low load or low speed and high load state, reliable ignition can be achieved using either the traditional spark plug ignition mode or the passive ignition mode.

[0070] Furthermore, compared with the traditional spark plug mode, the passive ignition mode has higher flame jet energy, faster combustion speed and greater stability. Therefore, when the engine is in the second state or the second sub-state, the engine can be controlled to ignite in the passive ignition mode. In this way, reliable and rapid combustion can be achieved under low speed and low load or low speed and high load or high speed and high load and low dilution conditions, ensuring the reliable ignition of the engine under low speed and low load or low speed and high load or high speed and high load and low dilution conditions, and effectively improving the thermal efficiency of the engine.

[0071] In this embodiment, the engine's operating state is first determined; the operating state includes a first state and a second state; at the same load, the engine speed in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; if the engine is in the first state, the engine's operating sub-state in the first state is determined; the operating sub-states in the first state include a first sub-state and a second sub-state; the engine's excess air coefficient in the first sub-state is greater than the excess air coefficient in the second sub-state; if the engine is in the first sub-state, the engine is controlled to ignite in an active ignition mode; if the engine is in the second state or in the second sub-state, the engine is controlled to ignite in a passive ignition mode. In this way, the engine's operating state is divided based on the speed, load, and excess air coefficient. The first state can represent a high-speed, high-load state, the second state can represent a low-speed, low-load state or a low-speed, high-load state, the first sub-state can represent a high-speed, high-load, high-dilution state, and the second sub-state can represent a high-speed, high-load, low-dilution state. Accordingly, for low speed and low load or low speed and high load or high speed and high load and low dilution conditions, the passive ignition mode is used for ignition, which can achieve rapid ignition, increase combustion speed and achieve higher thermal efficiency; further, for high speed and high load and high dilution conditions, the active ignition mode is used for ignition, which can achieve stable combustion under high dilution, thereby ensuring reliable ignition under various engine operating conditions, effectively improving the thermal efficiency of the engine, and providing a guarantee for the stable operation of the engine.

[0072] In some embodiments, the above-mentioned controlled engine adopts an active ignition mode for ignition, which may specifically include: during the compression stroke, controlling the pre-combustion chamber injector to spray fuel into the pre-combustion chamber, and after the injection amount meets the preset injection amount, using a traditional spark plug method to ignite the gas in the pre-combustion chamber, so as to use the combustion gas in the pre-combustion chamber to ignite the main combustion chamber.

[0073] A pre-chamber is an ignition mechanism used in internal combustion engines, particularly fuel-burning engines. During ignition, a portion of the fuel is first burned in the pre-chamber, and then the high-temperature, high-pressure fuel gas is injected into the main combustion chamber, initiating combustion of the mixture there. Pre-chamber technology effectively ignites and controls the combustion process of lean fuel mixtures, increasing combustion speed and stability, reducing pollutant emissions, minimizing knock tendency, and cooling losses, thereby improving engine thermal efficiency.

[0074] The pre-chamber primarily consists of a low-flow injector (pre-chamber injector), a spark plug, and a pre-chamber cavity. In active ignition mode, the pre-chamber injector can be controlled to spray fuel into the pre-chamber during the compression stroke. Once the injection volume meets the preset injection volume, that is, after a combustible mixture of appropriate concentration is formed in the pre-chamber, the mixture is ignited by the spark plug within the pre-chamber. After combustion, the mixture in the pre-chamber is sprayed into the main combustion chamber through the pre-chamber nozzles, forming multiple jet flames that ignite the main combustion chamber mixture. Using active ignition mode, injecting an appropriate amount of fuel into the pre-chamber during the compression stroke improves ignition stability, enabling stable combustion at high dilution levels and increasing the engine's thermal efficiency.

[0075] In some embodiments, the above-mentioned controlled engine adopts a passive ignition mode for ignition, which may specifically include: during the compression stroke, controlling the gas in the main combustion chamber to enter the pre-combustion chamber; igniting the gas in the pre-combustion chamber using a traditional spark plug method, so that the combustion gas in the pre-combustion chamber ignites the main combustion chamber.

[0076] Passive ignition mode means that the mixture in the pre-combustion chamber does not rely on external energy (such as a spark plug) for active ignition, but is instead passively ignited through flame propagation or compression heating in the main combustion chamber. By optimizing the combustion process, passive ignition mode can increase flame propagation speed, improve engine thermal efficiency and emissions performance.

[0077] During specific implementation, during the compression stroke, the pre-combustion chamber injector does not work, and the main combustion chamber mixture is pressed into the pre-combustion chamber through the pre-combustion chamber nozzle. Due to the small volume of the pre-combustion chamber, the internal mixture is subjected to higher compression, and the temperature and pressure both rise. At this time, the spark plug in the pre-combustion chamber is used to ignite the mixture in the pre-combustion chamber. After the mixture in the pre-combustion chamber is burned, it is sprayed into the main combustion chamber through the pre-combustion chamber nozzle, forming multiple jet flames, which ignite the main combustion chamber mixture.

[0078] In the above embodiment, in the second state and the second sub-state, the excess air coefficient in the pre-combustion chamber is low, and a passive ignition mode is adopted. On the one hand, there is no need to spray oil into the pre-combustion chamber during the compression stroke, which can avoid the situation where the excess air coefficient is too low due to oil injection, thereby ensuring the smoothness of ignition; on the other hand, it can also avoid the excessive combustion temperature caused by the high amount of fuel, thereby avoiding the increase in heat transfer loss and effectively improving the thermal efficiency of the engine.

[0079] In some embodiments, in order to ensure the accuracy of engine control, when determining the operating state of the engine, the current speed and current load of the engine can be first obtained, and it can be detected whether the current speed and current load of the engine meet the first operating condition; the first operating condition may include: the speed is greater than a first threshold, and the load is greater than a second threshold; if the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

[0080] The setting of the first threshold value can be used as a standard for measuring the speed. In the embodiments of the present application, if the current speed is greater than the first threshold value, it can be considered a high speed; otherwise, it is considered a low speed. Similarly, the setting of the second threshold value can be used as a standard for measuring the load. In the embodiments of the present application, if the current load is greater than the second threshold value, it can be considered a high load; otherwise, it is considered a low load. Specifically, the values ​​of the first threshold value and the second threshold value can be set according to actual needs and are not specifically limited here.

[0081] For example, the first threshold value may be 750 rpm and the second threshold value may be 2 bar. After obtaining the current speed and current load, the current speed may be compared with the first threshold value, and the current load may be compared with the second threshold value. If the current speed is greater than 750 rpm and the current load is greater than 2 bar, it indicates that the current speed and current load of the engine meet the first operating condition, and the engine can be determined to be in the first state. Correspondingly, if the current speed is less than or equal to 750 rpm, or the current load is less than or equal to 2 bar, it indicates that the current speed and current load of the engine do not meet the first operating condition, and the engine can be determined to be in the second state.

[0082] In this way, the engine's operating state can be adaptively divided according to user needs or engine performance requirements, and different ignition modes can be configured for different working conditions, thereby laying the foundation for improving the engine's thermal efficiency.

[0083] In some embodiments, in order to accurately determine the operating status of the engine, the above-mentioned acquisition of the current speed and current load of the engine may specifically include: acquiring the current speed and torque of the engine; determining the current load of the engine based on the current speed and torque, and obtaining the current speed and current load of the engine.

[0084] Engine load refers to the ratio of the actual torque output by the engine to the maximum torque that can be output at that speed.

[0085] During implementation, the correspondence between various speeds and maximum torque can be pre-determined. Based on this, the current maximum torque corresponding to the current speed can be determined. The current engine load can then be determined based on the torque and the current maximum torque. This provides a basis for accurately determining the engine's operating status and ensures improved engine thermal efficiency.

[0086] In some embodiments, the above-mentioned determination of the operating sub-state of the engine in the first state may specifically include: determining the excess air coefficient of the engine, and detecting whether the excess air coefficient is greater than a third threshold value; if the excess air coefficient is greater than the third threshold value, determining that the engine is in the first sub-state; otherwise, determining that the engine is in the second sub-state.

[0087] The third threshold value can be used as a criterion for measuring dilution. In the embodiments of this application, when the excess air coefficient is greater than the third threshold value, it can be considered as high speed, high load, and high dilution; otherwise, it can be considered as high speed, high load, and low dilution. Specifically, the value of the third threshold value can be set according to actual needs and is not specifically limited here.

[0088] For example, the third threshold value may be 1.7. Thus, after determining the excess air coefficient of the engine, it is possible to detect whether the excess air coefficient is greater than 1.7; if the excess air coefficient is greater than 1.7, it indicates that the dilution of the engine is high, and the engine is in the first sub-state; if the excess air coefficient is less than or equal to 1.7, it indicates that the current dilution of the engine is low, and the engine is in the second sub-state.

[0089] In this way, the operating sub-states under the engine operating state can be further adaptively divided according to user needs or engine performance requirements, laying the foundation for configuring different ignition modes for different working conditions after refinement, thereby further improving the thermal efficiency of the engine.

[0090] In some embodiments, when determining the excess air coefficient of an engine, the cylinder air mass of the engine can be determined first; then, the current excess air coefficient can be determined based on the cylinder air mass and the ideal cylinder air mass; the ideal cylinder air mass is the air mass required for complete combustion of the gas in the cylinder.

[0091] In this way, the excess air coefficient of the engine can be accurately obtained, providing a basis for further subdividing the operating sub-states in the first state.

[0092] As another optional implementation of the disclosure of this application, an embodiment of this application further provides an engine control device, such as Figure 3 As shown, the control device of the engine may include at least: a first determination module 301, for determining the operating state of the engine; the operating state includes a first state and a second state; at the same load, the speed of the engine in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; a second determination module 302, for determining the operating sub-state of the engine in the first state if the engine is in the first state; the operating sub-states in the first state include a first sub-state and a second sub-state; the excess air coefficient of the engine in the first sub-state is greater than the excess air coefficient in the second sub-state; a control module 303, for controlling the engine to adopt an active ignition mode for ignition if the engine is in the first sub-state; the control module 303 is also used to control the engine to adopt a passive ignition mode for ignition if the engine is in the second state or in the second sub-state.

[0093] Optionally, when controlling the engine to ignite in an active ignition mode, the control module 303 can be specifically used to: during the compression stroke, control the pre-combustion chamber injector to spray fuel into the pre-combustion chamber, and after the injection amount meets the preset injection amount, use a traditional spark plug method to ignite the gas in the pre-combustion chamber, so as to use the combustion gas in the pre-combustion chamber to ignite the main combustion chamber.

[0094] Optionally, when controlling the engine to ignite in a passive ignition mode, the control module 303 can be specifically used to: control the gas in the main combustion chamber to enter the pre-combustion chamber during the compression stroke; and ignite the gas in the pre-combustion chamber using a traditional spark plug method so that the combustion gas in the pre-combustion chamber ignites the main combustion chamber.

[0095] Optionally, when determining the operating state of the engine, the first determination module 301 can be specifically used to: obtain the current speed and current load of the engine, and detect whether the current speed and current load of the engine meet the first operating condition; the first operating condition includes: the speed is greater than the first threshold, and the load is greater than the second threshold; if the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

[0096] Optionally, when obtaining the current speed and current load of the engine, the first determination module 301 can be specifically used to: obtain the current speed and torque of the engine; determine the current load of the engine based on the current speed and torque, and obtain the current speed and current load of the engine.

[0097] Optionally, when determining the operating sub-state of the engine in the first state, the second determination module 302 can be specifically used to: determine the excess air coefficient of the engine, and detect whether the excess air coefficient is greater than a third threshold; if the excess air coefficient is greater than the third threshold, determine that the engine is in the first sub-state; otherwise, determine that the engine is in the second sub-state.

[0098] Optionally, when determining the excess air coefficient of the engine, the second determination module 302 can be specifically used to: determine the cylinder air mass of the engine; determine the current excess air coefficient based on the cylinder air mass and the ideal cylinder air mass; the ideal cylinder air mass is the air mass required for complete combustion of the gas in the cylinder.

[0099] The specific implementation of the engine control device provided in the embodiments of the present application can refer to the implementation of the engine control method described in any of the above embodiments, and will not be repeated here.

[0100] As another optional implementation of the disclosure of this application, an embodiment of this application further provides a controller, such as Figure 4As shown, the controller may include: a memory 401 and a processor 402; wherein the memory 401 is connected to the processor 402 and is used to store programs; the processor 402 is used to implement the engine control method disclosed in any of the above embodiments by running the program stored in the memory 401.

[0101] Specifically, the controller may further include: a bus, a communication interface 403 , an input device 404 and an output device 405 .

[0102] The processor 402, the memory 401, the communication interface 403, the input device 404 and the output device 405 are interconnected via a bus.

[0103] A bus may include a pathway that transfers information between components of a computer system.

[0104] Processor 402 may be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, or the like, or an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the present application. It may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component.

[0105] The processor 402 may include a main processor, and may also include a baseband chip, a modem, etc.

[0106] The memory 401 stores a program for executing the technical solution of the present application, and may also store an operating system and other key services. Specifically, the program may include program code, and the program code may include computer operating instructions. More specifically, the memory 401 may include read-only memory (ROM), other types of static storage devices that can store static information and instructions, random access memory (RAM), other types of dynamic storage devices that can store information and instructions, disk storage, flash, etc.

[0107] The input device 404 may include a device for receiving data and information input by a user, such as a keyboard, a mouse, a camera, a scanner, a light pen, a voice input device, a touch screen, a pedometer, or a gravity sensor.

[0108] Output device 405 may include a device that allows information to be output to a user, such as a display screen, a printer, a speaker, etc.

[0109] The communication interface 403 may include any transceiver or similar device for communicating with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0110] The processor 402 executes the program stored in the memory 401 and calls other devices, which can be used to implement each step of the engine control method provided in the above embodiment of the present application.

[0111] As another optional implementation of the contents disclosed in the present application, an embodiment of the present application further provides an engine, which includes a controller as described in any of the above embodiments.

[0112] As another optional implementation of the contents disclosed in the present application, an embodiment of the present application further provides a vehicle, which includes an engine as described in any of the above embodiments.

[0113] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a computer, the computer executes the engine control method in any of the above embodiments.

[0114] An embodiment of the present application further provides a computer program product comprising instructions, which, when executed by a computer, enables the computer to execute the engine control method described in any of the above embodiments.

[0115] It should be understood that the specific examples herein are only intended to help those skilled in the art better understand the embodiments of this specification, rather than to limit the scope of the present invention.

[0116] It can be understood that in the various implementations of this specification, the size of the serial number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the implementation methods of this specification.

[0117] It can be understood that the various embodiments described in this specification can be implemented individually or in combination, and the embodiments in this specification are not limited to this.

[0118] Unless otherwise indicated, all technical and scientific terms used in the embodiments of this specification have the same meaning as those commonly understood by those skilled in the art in the technical field of this specification. The terms used in this specification are only for the purpose of describing specific embodiments and are not intended to limit the scope of this specification. The term "and / or" used in this specification includes any and all combinations of one or more related listed items. The singular forms "a", "above", and "the" used in the embodiments of this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0119] It is understood that the processor in the embodiments of this specification can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method embodiment can be completed by hardware integrated logic circuits in the processor or software instructions. The above processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The various methods, steps, and logic block diagrams disclosed in the embodiments of this specification can be implemented or executed. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this specification can be directly implemented as being executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0120] It will be understood that the memory in the embodiments of this specification may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM). It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0121] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this specification.

[0122] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described systems, devices and units can refer to the corresponding processes in the aforementioned method implementation methods and will not be repeated here.

[0123] In the several embodiments provided in this specification, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0124] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of this embodiment.

[0125] In addition, each functional unit in each embodiment of this specification may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0126] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this specification, or the part that contributes to the prior art, or the part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of this specification. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0127] The above description is merely a specific embodiment of this specification, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this specification should be included in the scope of protection of this specification. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for controlling an engine, characterized in that: include: Determining an operating state of the engine; the operating state includes a first state and a second state; At the same load, the engine speed in the first state is greater than the engine speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; If the engine is in the first state, determining an operating sub-state of the engine in the first state; the operating sub-state in the first state includes a first sub-state and a second sub-state; the excess air coefficient of the engine in the first sub-state is greater than the excess air coefficient in the second sub-state; If the engine is in the first sub-state, controlling the engine to ignite in an active ignition mode; If the engine is in the second state or the second sub-state, the engine is controlled to ignite in a passive ignition mode.

2. The method according to claim 1, characterized in that The controlling engine to ignite in an active ignition mode includes: During the compression stroke, the pre-combustion chamber injector is controlled to inject fuel into the pre-combustion chamber, and after the injection amount meets the preset injection amount, the gas in the pre-combustion chamber is ignited by a traditional spark plug method, so that the combustion gas in the pre-combustion chamber can be used to ignite the main combustion chamber.

3. The method according to claim 1, characterized in that The controlling the engine to ignite in a passive ignition mode comprises: During the compression stroke, the gas in the main combustion chamber is controlled to enter the pre-combustion chamber; the gas in the pre-combustion chamber is ignited by a traditional spark plug method, so that the combustion gas in the pre-combustion chamber ignites the main combustion chamber.

4. The method according to claim 1, wherein Determining the operating state of the engine includes: Obtaining the current speed and current load of the engine, and detecting whether the current speed and current load of the engine meet a first operating condition; the first operating condition includes: the speed is greater than a first threshold, and the load is greater than a second threshold; If the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

5. The method according to claim 4, characterized in that The obtaining of the current speed and current load of the engine includes: Obtaining the current speed and torque of the engine; The current load of the engine is determined according to the current speed and the torque, thereby obtaining the current speed and the current load of the engine.

6. The method according to claim 1, characterized in that Determining the operating sub-state of the engine in the first state includes: determining an excess air coefficient of the engine, and detecting whether the excess air coefficient is greater than a third threshold; If the excess air ratio is greater than the third threshold, it is determined that the engine is in the first sub-state; otherwise, it is determined that the engine is in the second sub-state.

7. The method according to claim 6, characterized in that Determining the excess air coefficient of the engine includes: determining a cylinder air mass of the engine; The current excess air coefficient is determined according to the cylinder air mass and the ideal cylinder air mass; the ideal cylinder air mass is the air mass required for complete combustion of the gas in the cylinder.

8. A controller, characterized in that: include: a processor, and a memory connected to the processor; The memory is used to store computer programs; The processor is configured to call and execute the computer program in the memory to perform the engine control method according to any one of claims 1 to 7.

9. An engine, characterized in that: Comprising the controller as claimed in claim 8.

10. A vehicle, characterized in that: Comprising the engine of claim 9.

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