Engine combustion control method, device, equipment, storage medium and vehicle

Abstract

The application discloses an engine combustion control method, device, equipment, storage medium and vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: collecting at least cylinder pressure data and ion current data; determining a combustion barycenter position value based on the cylinder pressure data; determining a barycenter offset based on the ion current data; determining a fusion weight coefficient based on the cylinder pressure data and the ion current data; determining a standard barycenter position value based on at least the combustion barycenter position value, the barycenter offset and the fusion weight coefficient; and controlling an engine combustion state based on at least the standard barycenter position value and a preset target value. The application determines the combustion barycenter position and the barycenter offset based on the collected cylinder pressure data and ion current data, and then accurately determines the current standard barycenter position, so that the engine combustion barycenter position can be accurately adjusted subsequently, and the engine combustion efficiency can be ensured.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of motivation, and particularly relate to an engine combustion control method, device, equipment, storage medium and vehicle. BACKGROUND

[0002] With the increasingly stringent emission regulations and the increasing demand for energy saving, the optimization of engine combustion process has become a research focus. The traditional engine optimizes combustion by controlling parameters such as ignition timing and air-fuel ratio, but due to the randomness of factors such as in-cylinder airflow, fuel atomization and local mixture concentration, the combustion center of gravity fluctuates significantly between different cycles. Such cycle-to-cycle variation can cause the following problems:

[0003] Decreased combustion efficiency: the shift of combustion center of gravity can cause inconsistent flame propagation paths, and some fuel is not fully burned;

[0004] Emission deterioration: the increase of local high temperature or mixture too lean / too rich areas will promote the generation of nitrogen oxides (NOx) or particulate matter;

[0005] Unstable power output: cycle-to-cycle pressure fluctuations can affect the smoothness of torque output, thereby reducing the driving experience.

[0006] In the prior art, cycle-to-cycle variation is mainly suppressed by statistical average control strategies (such as closed-loop control based on crankshaft speed fluctuations), but such methods cannot directly regulate the position of the combustion center of gravity. In addition, although the application of cylinder pressure sensors, ion current detection and other sensor technologies can provide real-time data of the combustion process, there is a lack of dynamic collaborative control scheme with actuators, making it difficult to achieve precise and stable control of the combustion center of gravity. SUMMARY

[0007] Embodiments of the present application provide an engine combustion control method, device, equipment, storage medium and vehicle to at least propose a dynamic control method for the combustion center of gravity, which is beneficial to stabilize the engine combustion center of gravity and improve the engine combustion efficiency.

[0008] In a first aspect, embodiments of the present application provide an engine combustion control method, at least comprising the following steps:

[0009] at least collecting cylinder pressure data and ion current data;

[0010] determining a combustion center of gravity position value based on the cylinder pressure data;

[0011] determining a center of gravity offset based on the ion current data;

[0012] determining a fusion weight coefficient based on the cylinder pressure data and the ion current data;

[0013] determining the standard center of gravity position value based on at least the combustion center of gravity position value, the center of gravity offset and the fusion weight coefficient;

[0014] controlling an engine combustion state based on at least the standard center of gravity position value and a preset target value.

[0015] Optionally, the controlling the engine combustion state based on at least the standard center of gravity position value and a preset target value specifically includes:

[0016] if a difference between the standard center of gravity position value and the preset target value satisfies a first preset condition, confirming that the engine is in a normal working state;

[0017] if the difference between the standard center of gravity position value and the preset target value satisfies a second preset condition, adjusting the engine combustion state based on the difference between the standard center of gravity position value and the preset target value.

[0018] Optionally, the adjusting the engine combustion state based on the difference between the standard center of gravity position value and the preset target value specifically includes:

[0019] if the difference between the standard center of gravity position value and the preset target value satisfies a first sub-condition of the second preset condition, determining that the standard center of gravity position value is offset backward and the ignition timing of the engine is advanced;

[0020] if the difference between the standard center of gravity position value and the preset target value satisfies a second sub-condition of the second preset condition, determining that the standard center of gravity position value is offset forward and the ignition timing of the engine is delayed.

[0021] Optionally, after the confirming that the engine is in the normal working state if the difference between the standard center of gravity position value and the preset target value satisfies the first preset condition, the method further includes:

[0022] obtaining a nitrogen oxide content at a previous time and a current time;

[0023] determining a current emission level based on the nitrogen oxide content;

[0024] adjusting an exhaust gas recirculation (EGR) introduction rate based on the current emission level;

[0025] obtaining an excess air coefficient at the current time and the previous time after the adjustment of the EGR introduction rate, and controlling the engine combustion state based on the excess air coefficient.

[0026] Optionally, after the determining the center of gravity offset based on the ion current data, the method further includes:

[0027] If a difference between the combustion center of gravity position value and the center of gravity offset is greater than a preset standard value, at least prompting a user that the cylinder pressure data and the ion current data are abnormal.

[0028] Optionally, the cylinder pressure data at least includes a cylinder pressure current signal; and the ion current data at least includes an ion current signal.

[0029] The fusion weight coefficient is determined at least by the following manner:

[0030]

[0031]

[0032] In the formula, represents a fusion weight coefficient corresponding to the combustion center of gravity position value, represents a fusion weight coefficient corresponding to the center of gravity offset, represents a standard deviation of the cylinder pressure current signal, represents a standard deviation of the ion current signal.

[0033] In a second aspect, the embodiment of the present application further provides an engine combustion control device, at least comprising:

[0034] a data acquisition module, configured to acquire at least cylinder pressure data and ion current data;

[0035] a first determination module, configured to determine a combustion center of gravity position value based on the cylinder pressure data;

[0036] a second determination module, configured to determine a center of gravity offset based on the ion current data;

[0037] a third determination module, configured to determine a fusion weight coefficient based on the cylinder pressure data and the ion current data;

[0038] a fourth determination module, configured to determine the standard center of gravity position value based at least on the combustion center of gravity position value, the center of gravity offset and the fusion weight coefficient;

[0039] an engine control module, configured to control an engine combustion state based at least on the standard center of gravity position value and a preset target value.

[0040] In a third aspect, the embodiment of the present application further provides an electronic device, comprising a processor and a memory, wherein the memory stores computer readable instructions, and when the computer readable instructions are executed by the processor, the steps in the engine combustion control method in the first aspect are run.

[0041] ​​In a fourth aspect, the embodiments of the present application further provide a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the engine combustion control method in the first aspect.

[0042] In a fifth aspect, the embodiments of the present application further provide a vehicle, which at least integrates the engine combustion control device in the second aspect.

[0043] The technical scheme provided by the embodiments of the present application firstly acquires at least cylinder pressure data and ion current data; secondly determines a combustion barycenter position value based on the cylinder pressure data; thirdly determines a barycenter offset based on the ion current data; fourthly determines a fusion weight coefficient based on the cylinder pressure data and the ion current data; then determines a standard barycenter position value based on at least the combustion barycenter position value, the barycenter offset and the fusion weight coefficient; and finally controls an engine combustion state based on at least the standard barycenter position value and a preset target value.

[0044] It can be seen that, on one hand, the embodiments of the present application synchronously acquire cylinder pressure data and ion current data, and determine a combustion barycenter position and a barycenter offset based on the acquired cylinder pressure data and ion current data, and then accurately determine a current standard barycenter position, so as to accurately adjust the engine combustion barycenter position subsequently and guarantee the engine combustion efficiency. On the other hand, the embodiments of the present application control the engine combustion state by comparing the standard barycenter position with a preset target value, which can effectively improve the accuracy of engine control and further improve the engine combustion efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiments or prior art description. Obviously, the drawings described below are some embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without any creative effort.

[0046] Figure 1 is a flowchart of an engine combustion control method provided by the embodiments of the present application;

[0047] Figure 2 is a flowchart of another engine combustion control method provided by the embodiments of the present application;

[0048] Figure 3 is a flowchart of still another engine combustion control method provided by the embodiments of the present application;

[0049] Figure 4 is a structural schematic diagram of an engine combustion control device provided by the embodiments of the present application;

[0050] Figure 5 is a structural schematic diagram of another engine combustion control device provided by an embodiment of the present application;

[0051] Figure 6 is a structural schematic diagram of an electronic device provided by an embodiment of the present application;

[0052] Figure 7 is a working stroke schematic diagram of an internal combustion engine provided by an embodiment of the present application;

[0053] In the figure: 1, cylinder pressure sensor; 2, ion current sensor; 3, ignition system; 4, hydrogen injection system; 5, ammonia injection system. DETAILED DESCRIPTION

[0054] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0055] The terms used in the embodiments of the present application are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. "Multiple" generally includes at least two.

[0056] It should be understood that the term "and / or" used herein is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are a "or" relationship.

[0057] It should be understood that although the terms first, second, third, etc. may be used in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the description. For example, without departing from the scope of the embodiments of the present application, the first can also be called the second, and similarly, the second can also be called the first.

[0058] Depending on the context, the word "if" as used herein can be interpreted to mean "when" or "while" or "in response to determining" or "in response to detecting." Similarly, the phrase "if it is determined" or "if [a stated condition or event] is detected" can be interpreted to mean "when it is determined" or "in response to determining" or "when [the stated condition or event] is detected" or "in response to detecting [the stated condition or event]."

[0059] It is also important to note that the terms "comprises", "comprising", "includes", "including", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0060] In particular, it is expressly noted that, where the specification makes use of symbols and / or numerals that are not otherwise identified in the drawings, such symbols and / or numerals are not drawing reference numerals.

[0061] As mentioned in the background, it is difficult to accurately and stably control the engine combustion center of gravity in the prior art. The applicant found that, in the working process of the ammonia-hydrogen engine, the engine cycle variation changes due to the influence of various parameter changes, and the CA50 (combustion center of gravity) also changes. To ensure combustion stability, the CA50 can be predicted by calculating the center position of the combustion pressure waveform, and the flame propagation path is verified in combination with the ion current signal to correct the center of gravity position error. Finally, the CA50 is controlled within a preset range by adjusting the ignition parameters, dual-fuel regulation, and other means.

[0062] The fuel of the ammonia-hydrogen dual-fuel engine is a mixture of ammonia and hydrogen. Ammonia as the main fuel has the problems of slow combustion speed and difficult ignition, so it needs to be mixed with hydrogen. Because hydrogen has a fast combustion speed, it can effectively improve the overall combustion characteristics. Fuel regulation specifically includes ammonia-hydrogen ratio, injection strategy (such as injection timing, injection amount, injection pressure), and ignition timing.

[0063] Firstly, the influence of fuel ratio, if the hydrogen mixing ratio is increased, the combustion speed may be accelerated by virtue of the high reactivity of hydrogen, thereby causing the CA50 to advance; on the contrary, if the hydrogen mixing ratio is reduced, the combustion speed will slow down, and the CA50 may be delayed. In addition, the combustion characteristics of ammonia itself (such as flame propagation speed, ignition delay time, etc.) also need to be considered, and finally the fuel ratio that can ensure stable ignition and control the combustion center of gravity at the best position is determined.

[0064] Secondly, the influence of injection strategy. If hydrogen is injected in advance, it may make the mixture more uniform, or form a stratified mixture, which in turn affects the combustion process. Among them, the influence of injection timing on combustion phase is particularly significant: for example, early injection may make the mixture fully mixed, leading to early combustion, and CA50 will advance accordingly; delayed injection may lead to insufficient mixing of the mixture, causing ignition delay, and CA50 will also be delayed accordingly.

[0065] Finally, the influence of ignition timing. Adjusting the ignition time will directly change the time of combustion start, thereby affecting CA50: for example, advancing the ignition will make the combustion start earlier, leading to an advance of CA50, but may cause engine knock; delaying the ignition will make the combustion start time shift, and CA50 will be delayed accordingly.

[0066] Based on the above research, the applicant finally proposes the following technical scheme:

[0067] Figure 1 is a flowchart of an engine combustion control method provided by an embodiment of the present application, Figure 7 is a working stroke schematic diagram of an internal combustion engine, and the present embodiment is at least applicable to the control scene of engine test development. The engine combustion control method can be executed by the engine combustion control device in the embodiment of the present application as an execution subject, but is not limited thereto. The execution subject can be realized in the form of software and / or hardware. As shown in Figure 1 and Figure 7 , the engine combustion control method at least includes the following steps:

[0068] S1, at least collecting cylinder pressure data and ion current data.

[0069] The cylinder pressure data can be collected by a cylinder pressure sensor. When the engine is working, the pressure waveform in the cylinder can be monitored in real time by the cylinder pressure sensor, and then the signal (at least containing the cylinder pressure data) is transmitted to the electronic control unit (ECU). The ion current data can be collected by an ion current sensor. After the engine is ignited, the ion current sensor can be used to collect the propagation path information of the flame in the cylinder (i.e. ion current data).

[0070] S2, determining the combustion center of gravity position value based on the cylinder pressure data.

[0071] The combustion center of gravity position refers to the position of the point where the force generated by the combustion in the engine acts on the whole engine. The combustion center of gravity position can be confirmed at least by the following methods:

[0072] ;

[0073] In the formula, CGpressure represents a combustion center position value, θ represents a crank angle, P(θ) represents a curve of in-cylinder pressure with respect to crank angle θ, θ start represents an engine combustion start timing end represents an engine combustion end timing. It is known that the integral interval θ start to θ end can cover the main stage of the combustion process.

[0074] S3, determining a center of gravity offset based on ion current data.

[0075] wherein the center of gravity offset is used to correct the center of gravity position error. The center of gravity offset can be determined at least by the following way:

[0076] ;

[0077] wherein, CG ion represents a center of gravity offset, I(θ) represents ion current data (is the time when the flame front reaches the sensor position), θ ignition represents an ignition timing, θ i represents a crank angle corresponding to the ion current peak.

[0078] S4, determining a fusion weight coefficient based on cylinder pressure data and ion current data.

[0079] wherein, in one specific embodiment, optionally, the cylinder pressure data at least includes a cylinder pressure current signal; the ion current data at least includes an ion current signal. In another specific embodiment, optionally, the fusion weight coefficient can be determined at least by the following way:

[0080] ;

[0081] ;

[0082] wherein, represents a fusion weight coefficient corresponding to the center of gravity position value, represents a fusion weight coefficient corresponding to the center of gravity offset, represents a standard deviation of the cylinder pressure current signal, represents a standard deviation of the ion current signal.

[0083] S5, determining a standard center of gravity position value based at least on the center of gravity position value, the center of gravity offset and the fusion weight coefficient.

[0084] wherein, the standard center of gravity position value can be determined at least by the following way:

[0085] ;

[0086] In the formula, CG final represents a standard center of gravity position value.

[0087] S6, controlling the engine combustion state based on at least the standard center of gravity position value and a preset target value.

[0088] The control of the engine combustion state can be adjusting the ignition timing, the fuel supply amount, and the EGR introduction rate (i.e., the EGR rate) according to the variation of the center of gravity position of combustion, so as to adjust the center of gravity of combustion, and make the engine combustion state more stable.

[0089] The technical solution provided by the embodiment first acquires at least cylinder pressure data and ion current data; secondly, determines a center of gravity position value of combustion based on the cylinder pressure data; thirdly, determines a center of gravity offset based on the ion current data; fourthly, determines a fusion weight coefficient based on the cylinder pressure data and the ion current data; then, determines a standard center of gravity position value based on at least the center of gravity position value of combustion, the center of gravity offset, and the fusion weight coefficient; and finally, controls the engine combustion state based on at least the standard center of gravity position value and a preset target value.

[0090] It can be seen that, on one hand, the embodiment synchronously acquires cylinder pressure data and ion current data, and determines the center of gravity position of combustion and the center of gravity offset based on the acquired cylinder pressure data and ion current data, and then accurately determines the current standard center of gravity position, so as to accurately adjust the center of gravity position of engine combustion in the future, and guarantee the engine combustion efficiency. On the other hand, the embodiment controls the engine combustion state by comparing the standard center of gravity position with a preset target value, which can effectively improve the accuracy of engine control, and further improve the engine combustion efficiency.

[0091] On the basis of the above embodiment or implementation, Figure 2 is a flowchart of another engine combustion control method provided by the embodiment of the present application, Figure 3 is a flowchart of still another engine combustion control method provided by the embodiment of the present application, which is based on the above embodiment and is additionally detailed. As shown in Figure 2 and Figure 3 The engine combustion control method at least includes the following steps:

[0092] S1, acquiring at least cylinder pressure data and ion current data.

[0093] S2, determining a center of gravity position value of combustion based on the cylinder pressure data.

[0094] S3, determining a center of gravity offset based on the ion current data.

[0095] S7, if the difference between the center of gravity position value of combustion and the center of gravity offset is greater than a preset standard value, at least prompting a user that the cylinder pressure data and the ion current data are abnormal.

[0096] It can be understood that step S6 can be understood as a correction mechanism to prevent abnormalities.

[0097] Exemplarily, the difference between the combustion center of gravity position and the center of gravity offset is greater than a preset standard value, which can be represented as:

[0098] | CG pressure − CG ion | > Δ threshold ;

[0099] In the formula, Δ threshold represents a preset standard value, which can be 3°CA. It can be understood that when the difference between the standard center of gravity position and the preset target value is greater than the preset standard value, it is determined that the cylinder pressure data and the ion current data are abnormal at this time, and the user needs to be reminded to check whether the sensor data is abnormal (such as signal loss or noise surge), at this time, the combustion center of gravity trend fitted by the historical data is used to interpolate control the engine working state, if the abnormality is continuous, the user needs to be prompted to switch to a backup control mode. If the cylinder pressure data and the ion current data are abnormal, the subsequent operation process is normally executed.

[0100] S4, determining a fusion weight coefficient based on the cylinder pressure data and the ion current data.

[0101] S5, determining a standard center of gravity position value based on at least the combustion center of gravity position value, the center of gravity offset, and the fusion weight coefficient.

[0102] S61, if the difference between the standard center of gravity position value and the preset target value meets a first preset condition, it is determined that the engine is in a normal working state.

[0103] Wherein, the preset target value is a reasonable combustion center of gravity position under the current working condition obtained through calibration. In some scenarios, the preset target value can also be the standard center of gravity position value of the last moment. The first preset condition can be:

[0104] -5≤ CG final − CG≤2.

[0105] In the formula, CG represents the preset target value.

[0106] S81, obtaining the nitrogen oxide content of the last moment and the current moment.

[0107] S82, determining a current emission level based on the nitrogen oxide content.

[0108] Wherein, the emission level can be determined at least by the following way:

[0109] ;

[0110] In the formula, A represents the emission level, NOx1 represents the nitrogen oxide content at the current moment, and NOx0 represents the nitrogen oxide content at the previous moment.

[0111] S83. Adjust the exhaust gas recirculation (EGR) introduction rate based on the current emission level.

[0112] If A is greater than 10%, emissions are considered poor. In this case, the EGR induction rate should be increased to reduce emissions, and the CA50 detection and adjustment steps described above should be repeated until the requirements are met. If A is not greater than 10%, emissions are considered good, and the EGR induction rate should not be adjusted.

[0113] S84. At least after the EGR introduction rate is adjusted, obtain the excess air coefficient at the current moment and the previous moment, and control the engine combustion state based on the excess air coefficient.

[0114] It is known that the excess air coefficient λ changes after the EGR introduction rate changes. We compare λ1 at this point with λ0 from the previous time step (or cycle):

[0115] like, If the value is >5%, it is considered that the λ fluctuates significantly. In this case, λ should be adjusted by controlling the throttle and fuel injection quantity, and the CA50 detection and adjustment steps described above should be repeated until the requirements are met. If when If the value is less than 5%, then the fluctuation of λ is considered reasonable and the system is working normally.

[0116] Understandably, the closer the CA50 (center of gravity position value) is to top dead center, the closer the combustion process is to ideal isochoric combustion, and the higher the thermal efficiency. However, if the CA50 is too early, it will cause engine knocking, and if it is too late, it will reduce efficiency due to energy loss during the expansion stroke. In addition, the stability of CA50 can also reflect the degree of cyclic fluctuation in the combustion process. If the fluctuation is too large, it may cause misfire or knocking problems.

[0117] In traditional gasoline / diesel engines, the optimal range of CA50 is usually 8-15° CA ATDC (after top dead center); but in ammonia-hydrogen engines, the combustion characteristics of ammonia and the mixing effect of hydrogen need to be considered comprehensively. Ammonia fuel combustion has a lag, and pure ammonia combustion is extremely slow, with a laminar flame speed only 1 / 5 of that of gasoline, which can cause CA50 to be significantly delayed, possibly exceeding 30° CA ATDC, so 5%-30% hydrogen needs to be mixed to accelerate combustion. Specifically, when the hydrogen proportion is low (<10%), CA50 needs to be controlled at 15-25° CA ATDC, and the problem of insufficient combustion speed can be compensated by optimizing the ignition timing or using stratified injection technology; when the hydrogen proportion is medium to high (10%-30%), CA50 can be close to the optimal range of 8-15° CA ATDC of traditional fuel engines, but due to the high activity of hydrogen, the risk of knock needs to be avoided. In addition, under lean burn conditions, CA50 needs to be slightly advanced (such as controlled at 12° CA ATDC) to compensate for the decrease in combustion speed caused by lean mixture; under low load conditions, CA50 can be appropriately advanced to 12-15° CA ATDC to improve thermal efficiency, while the hydrogen mixing proportion can be reduced to 5%-10%; under high load conditions, CA50 needs to be appropriately delayed (such as controlled at 18° CA ATDC) to suppress knock and avoid excessive engine thermal load.

[0118] When CA50 is advanced, the thermal efficiency of the engine will increase, as the combustion is closer to an isochoric process, and the effective work increases; at the same time, the combustion stability will also be enhanced, as the rapid combustion of hydrogen can shorten the ignition delay period and reduce the cycle fluctuation. However, advancing CA50 also has obvious drawbacks: first, the risk of knock increases, and the rate of increase in in-cylinder pressure is too large, especially in ammonia-hydrogen mixture, which may cause abnormal combustion due to local hot spots; second, NOx emissions increase, and the extension of the high-temperature combustion phase will promote the generation of thermal NOx, which needs to be mitigated with EGR (exhaust gas recirculation) or aftertreatment technology; third, the mechanical load of the engine increases, and the peak in-cylinder pressure may exceed the bearing limit of the cylinder material.

[0119] Delaying CA50 can suppress knock and reduce the peak combustion pressure, which is suitable for high load or high compression ratio conditions; at the same time, the combustion temperature decreases, which can reduce NOx generation. However, delaying CA50 also has disadvantages: first, the thermal efficiency decreases, as the energy release of combustion is delayed to the expansion stroke, which significantly reduces the work capacity, and the efficiency loss can be 5%-10%; second, the combustion instability increases, as the slow combustion of ammonia may cause misfire or partial combustion, which in turn produces NH3 (ammonia) escape or N2O (nitrous oxide), a strong greenhouse gas; third, it is prone to afterburning, as the extension of the combustion duration will increase the exhaust temperature, which may damage the turbocharger.

[0120] Therefore, how to accurately control the combustion center position CA50 is particularly important for controlling the combustion efficiency of the engine.

[0121] S62, if the difference between the standard center of gravity position value and the preset target value satisfies a second preset condition, then regulating the engine combustion state based on the difference between the standard center of gravity position value and the preset target value.

[0122] The regulation can be sending an ignition advance angle instruction to an electronic ignition system by using an ECU to achieve dynamic regulation of the ignition advance angle. The second preset condition can be:

[0123] CG final −CG>2 or CG final −CG<-5. In yet another specific embodiment, step S62 specifically comprises:

[0124] (62-1) if the difference between the standard center of gravity position value and the preset target value satisfies a first sub-condition of the second preset condition, then determining that the standard center of gravity position value is shifted backward and the ignition timing of the engine is advanced.

[0125] The first sub-condition can be CG final −CG>2. The advance can be controlling the standard center of gravity position value at 12°CA ATDC.

[0126] (62-2) if the difference between the standard center of gravity position value and the preset target value satisfies a second sub-condition of the second preset condition, then determining that the standard center of gravity position value is shifted forward and the ignition timing of the engine is retarded.

[0127] The second sub-condition can be CG final −CG<-5. The advance or retardation of the CA50 ignition timing of the engine (i.e. the ignition timing) can be achieved by controlling the dual-fuel regulation, adjusting the ignition segments, etc. to advance or retard the CA50 ignition timing. The retardation can be controlling the standard center of gravity position value at 18°CA ATDC.

[0128] The technical scheme provided by the embodiment first acquires at least cylinder pressure data and ion current data. Further, a combustion barycenter position value is determined based on the cylinder pressure data. Further, a barycenter offset is determined based on the ion current data. Further, if a difference between the combustion barycenter position value and the barycenter offset is greater than a preset standard value, at least the user is prompted that the cylinder pressure data and the ion current data are abnormal. Further, a fusion weight coefficient is determined based on the cylinder pressure data and the ion current data. Further, a standard barycenter position value is determined based on at least the combustion barycenter position value, the barycenter offset and the fusion weight coefficient. Further, if a difference between the standard barycenter position value and a preset target value meets a first preset condition, it is confirmed that the engine is in a normal working state. Further, nitrogen oxide content at a previous moment and at a current moment is acquired. Further, a current emission level is determined based on the nitrogen oxide content. Further, exhaust gas recirculation (EGR) introduction rate is regulated based on the current emission level. Further, at least after the EGR introduction rate is adjusted, an excess air coefficient at the current moment and at the previous moment is acquired, and an engine combustion state is controlled based on the excess air coefficient. Finally, if the difference between the standard barycenter position value and the preset target value meets a second preset condition, the engine combustion state is regulated based on the difference between the standard barycenter position value and the preset target value.

[0129] It can be seen that, on the one hand, the embodiment synchronously acquires cylinder pressure data and ion current data, and determines a combustion barycenter position and a barycenter offset based on the acquired cylinder pressure data and ion current data, and then accurately determines a current standard barycenter position, so as to accurately adjust the engine combustion barycenter position subsequently, and ensure the engine combustion efficiency. On the other hand, the embodiment controls the engine combustion state by comparing the standard barycenter position and a preset target value, which can effectively improve the accuracy of engine control, and further improve the engine combustion efficiency.

[0130] Figure 4 is a structural schematic diagram of an engine combustion control device provided by an embodiment of the application. Figure 5 is a structural schematic diagram of another engine combustion control device provided by an embodiment of the application, and the embodiment is at least applicable to an engine combustion control scene, for example, a control scene of a vehicle multifunctional steering wheel. The engine combustion control device can be realized in a software and / or hardware manner. As shown in Figure 4 and Figure 5 , the engine combustion control device at least includes:

[0131] The data acquisition module 110 is configured to acquire at least cylinder pressure data and ion current data.

[0132] The first determination module 120 is configured to determine a combustion barycenter position value based on the cylinder pressure data.

[0133] The second determining module 130 is configured to determine the center of gravity offset based on the ion current data.

[0134] The third determining module 140 is configured to determine the fusion weight coefficient based on the cylinder pressure data and the ion current data.

[0135] The fourth determining module 150 is configured to determine the standard center of gravity position value based on at least the combustion center of gravity position value, the center of gravity offset, and the fusion weight coefficient.

[0136] The engine control module 160 is configured to control the engine combustion state based on at least the standard center of gravity position value and a preset target value.

[0137] Optionally, the engine control module 160 is specifically configured to:

[0138] confirm that the engine is in a normal working state when a difference between the standard center of gravity position value and the preset target value satisfies a first preset condition, and control the engine combustion state based on the difference between the standard center of gravity position value and the preset target value when the difference between the standard center of gravity position value and the preset target value satisfies a second preset condition.

[0139] Optionally, the engine control module 160 is specifically configured to:

[0140] determine that the standard center of gravity position value is offset backward and the ignition timing of the engine is advanced when a first sub-condition of the second preset condition is satisfied, and determine that the standard center of gravity position value is offset forward and the ignition timing of the engine is delayed when a second sub-condition of the second preset condition is satisfied.

[0141] Optionally, the method further comprises:

[0142] The secondary control module 170 is configured to obtain the nitrogen oxide content at the previous time and the current time, determine the current emission level based on the nitrogen oxide content, control the exhaust gas recirculation (EGR) introduction rate based on the current emission level, and obtain the excess air coefficient at the current time and the previous time after the EGR introduction rate is adjusted, and control the engine combustion state based on the excess air coefficient.

[0143] Optionally, the method further comprises:

[0144] The prompt module 180 is configured to prompt a user that the cylinder pressure data and the ion current data are abnormal at least when a difference between the combustion center of gravity position value and the center of gravity offset is greater than a preset standard value.

[0145] Optionally, the cylinder pressure data at least comprises a cylinder pressure current signal, and the ion current data at least comprises an ion current signal.

[0146] The fusion weight coefficient is determined at least by the following ways:

[0147] ;

[0148] ;

[0149] wherein, represents the fusion weight coefficient corresponding to the combustion barycenter position, represents the fusion weight coefficient corresponding to the barycenter offset, represents the standard deviation of the cylinder pressure current signal, represents the standard deviation of the ion current signal.

[0150] The technical solution provided by the embodiment is first, the cylinder pressure data and the ion current data are collected by the data collection module. Further, the combustion barycenter position value is determined based on the cylinder pressure data by the first determination module. Further, the barycenter offset is determined based on the ion current data by the second determination module. Further, the fusion weight coefficient is determined based on the cylinder pressure data and the ion current data by the third determination module. Further, the standard barycenter position value is determined based on the combustion barycenter position value, the barycenter offset and the fusion weight coefficient by the fourth determination module. Finally, the engine combustion state is controlled based on the standard barycenter position value and the preset target value by the engine control module.

[0151] It can be seen that, on the one hand, the embodiment synchronously collects the cylinder pressure data and the ion current data, and determines the combustion barycenter position and the barycenter offset based on the collected cylinder pressure data and ion current data, and then accurately determines the current standard barycenter position, so as to accurately adjust the engine combustion barycenter position subsequently, and ensure the engine combustion efficiency. On the other hand, the embodiment controls the engine combustion state by comparing the standard barycenter position and the preset target value, which can effectively improve the accuracy of engine control, and further improve the engine combustion efficiency.

[0152] The embodiment of the application further provides an electronic device, Figure 6 is a structural schematic diagram of an electronic device provided by the embodiment of the application, referring to Figure 6The electronic device 1000 comprises a processor 1001 and a memory 1002, and the memory 1002 stores computer readable instructions, when the computer readable instructions are executed by the processor 1001, the steps in any of the above engine combustion control methods are executed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanism (not marked), the memory 1002 stores a computer program executable by the processor, when the electronic device 1000 is running, the processor 1001 executes the computer program to execute the engine combustion control method in any of the optional implementation manners of the above embodiments, to at least achieve the following functions: at least collecting cylinder pressure data and ion current data; determining a combustion center of gravity position value based on the cylinder pressure data; determining a center of gravity offset based on the ion current data; determining a fusion weight coefficient based on the cylinder pressure data and the ion current data; determining a standard center of gravity position value based on at least the combustion center of gravity position value, the center of gravity offset and the fusion weight coefficient; and controlling the engine combustion state based on at least the standard center of gravity position value and a preset target value.

[0153] The embodiment of the present application also provides a computer readable storage medium, which stores a computer program, and the program is executed by a processor to implement the engine combustion control method: at least collecting cylinder pressure data and ion current data; determining a combustion center of gravity position value based on the cylinder pressure data; determining a center of gravity offset based on the ion current data; determining a fusion weight coefficient based on the cylinder pressure data and the ion current data; determining a standard center of gravity position value based on at least the combustion center of gravity position value, the center of gravity offset and the fusion weight coefficient; and controlling the engine combustion state based on at least the standard center of gravity position value and a preset target value.

[0154] Any combination of one or more computer readable medium can be employed. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, the computer readable storage medium can be any tangible medium that contains, or stores a program for use by or in connection with an instruction execution system, apparatus, or device.

[0155] The embodiment of the present application also provides a vehicle, which is integrated with at least one engine combustion control device, and the device can be used to execute the engine combustion control method.

[0156] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit the present application; although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An engine combustion control method, characterized in that, At least the following steps are included: At least cylinder pressure data and ion current data should be collected; The combustion center of gravity position value is determined based on the cylinder pressure data; The centroid offset is determined based on the ion current data; The fusion weighting coefficients are determined based on the cylinder pressure data and the ion current data. The standard center of gravity position value is determined at least based on the combustion center of gravity position value, the center of gravity offset, and the fusion weighting coefficient; The engine combustion state is controlled at least based on the standard center of gravity position value and the preset target value. Wherein, the cylinder pressure data includes at least a cylinder pressure current signal; the ion current data includes at least an ion current signal; The fusion weighting coefficients are determined at least in the following ways: ； ； In the formula, This represents the fusion weighting coefficient corresponding to the combustion center of gravity position value. This represents the fusion weight coefficient corresponding to the centroid offset. This represents the standard deviation of the cylinder pressure current signal. This represents the standard deviation of the ion current signal.

2. The engine combustion control method according to claim 1, characterized in that, The control of engine combustion state based at least on the standard center of gravity position value and the preset target value specifically includes: If the difference between the standard center of gravity position value and the preset target value meets the first preset condition, then the engine is confirmed to be in normal working condition. If the difference between the standard center of gravity position value and the preset target value satisfies the second preset condition, the engine combustion state is adjusted based on the difference between the standard center of gravity position value and the preset target value.

3. The engine combustion control method according to claim 2, characterized in that, If the difference between the standard center of gravity position value and the preset target value satisfies a second preset condition, then the engine combustion state is adjusted based on the difference between the standard center of gravity position value and the preset target value, specifically including: If the difference between the standard center of gravity position value and the preset target value satisfies the first sub-condition of the second preset condition, then it is determined that the standard center of gravity position value is shifted backward and the engine ignition timing is advanced. If the difference between the standard center of gravity position value and the preset target value satisfies the second sub-condition of the second preset condition, then the standard center of gravity position value is determined to shift forward, and the ignition timing of the engine is delayed.

4. The engine combustion control method according to claim 2, characterized in that, After confirming that the engine is in normal working condition if the difference between the standard center of gravity position value and the preset target value meets the first preset condition, the method further includes: Obtain the nitrogen oxide content at the previous and current time points; The current emission level is determined based on the nitrogen oxide content; Adjust the exhaust gas recirculation (EGR) intake rate based on the current emission level; At least after the EGR introduction rate is adjusted, the excess air coefficient at the current moment and the previous moment is obtained, and the engine combustion state is controlled based on the excess air coefficient.

5. The engine combustion control method according to claim 1, characterized in that, After determining the centroid offset based on the ion current data, the method further includes: If the difference between the combustion center of gravity position value and the center of gravity offset is greater than a preset standard value, the user will be prompted that the cylinder pressure data and the ion current data are abnormal.

6. An engine combustion control device, characterized in that, The engine combustion control device is at least used to perform the engine combustion control method as described in any one of claims 1-5; The engine combustion control device includes at least: The data acquisition module is used to acquire at least cylinder pressure data and ion current data; The first determining module is used to determine the combustion center of gravity position value based on the cylinder pressure data; The second determining module is used to determine the centroid offset based on the ion current data; The third determining module is used to determine the fusion weighting coefficient based on the cylinder pressure data and the ion current data; The fourth determining module is used to determine a standard center of gravity position value based at least on the combustion center of gravity position value, the center of gravity offset, and the fusion weighting coefficient; An engine control module is used to control the engine combustion state based at least on the standard center of gravity position value and a preset target value.

7. An electronic device, characterized in that, It includes a processor and a memory, the memory storing computer-readable instructions, which, when executed by the processor, perform the steps of the engine combustion control method as described in any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the engine combustion control method according to any one of claims 1-5.

9. A vehicle, characterized in that, The vehicle integrates at least the engine combustion control device as described in claim 6.

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