Method, system, vehicle and device for evaluating engine combustion state

Abstract

The application discloses an engine combustion state evaluation method, system, vehicle and equipment. The engine combustion state evaluation method comprises the following steps: judging whether the engine reaches a steady state operation condition; determining whether the engine runs in a preset specific working condition according to a load and a rotating speed if the engine reaches the steady state operation condition; if yes, obtaining an actual ignition angle, and obtaining a cylinder judgment signal of a number of cylinders with a retarding angle according to a mean value of a variation of the single-cylinder ignition angle and a weighted mean value of all the cylinders; obtaining a difference value between the actual ignition angle and a theoretical ignition angle, and obtaining a total ignition angle deviation mean value according to the difference value and the cylinder judgment signal; and evaluating the combustion state of the engine. According to the average retarding angle of the ignition angle of the engine under specific conditions, the combustion state of the engine can be evaluated, the user is timely and accurately prompted to avoid further deterioration of the combustion state of the engine through measures, and the engine is effectively protected.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, system, vehicle, and device for evaluating engine combustion status. Background Technology

[0002] In actual use, automobile engines operate in harsher environments than during the development phase. This is primarily due to warmer and more humid conditions, the use of inferior gasoline, and the accumulation of carbon deposits from engine aging. These factors affect the engine's combustion state. The engine's combustion state directly impacts power output and indirectly affects fuel consumption and emissions. The main factors affecting engine combustion are air intake, fuel injection, and ignition. Under normal maintenance conditions, the air intake volume is not significantly affected, and the fuel injection quantity is relatively stable based on the air-fuel ratio. However, the ignition timing directly affects engine combustion, and many vehicles experience knocking due to carbon deposits or poor fuel quality.

[0003] Currently, automotive engine control systems have knock detection functions. When knock is detected, the ignition angle can be adjusted to adapt to the type of oil used and the engine's aging condition. However, this is only a protective measure and does not have the ability to improve or optimize performance. If such problems are not addressed in a timely manner, power output will gradually decrease, affecting the engine's operating efficiency. Summary of the Invention

[0004] Therefore, it is necessary to address the aforementioned technical problems by providing a method, system, vehicle, and equipment for assessing engine combustion status. This method can evaluate the engine's combustion status based on the average retraction angle of the engine's ignition angle under specific conditions. It compares the actual output ignition angle with the baseline ignition angle within specific operating conditions and areas to obtain the ignition angle change, and then determines the combustion status based on this change. This allows for timely and accurate alerts to users, enabling them to take measures to prevent further deterioration of the engine's combustion status and effectively protect the engine.

[0005] Firstly, a method for evaluating the combustion state of an engine is provided, including:

[0006] Determine whether the engine has reached steady-state operating conditions;

[0007] If the engine reaches steady-state operating conditions, it is determined whether to operate under a pre-set specific operating condition based on the load and engine speed.

[0008] If so, the actual ignition angle is obtained, and the number of cylinders that have experienced a retraction angle is determined based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders.

[0009] The difference between the actual ignition angle and the theoretical ignition angle is obtained, and the average total ignition angle deviation is obtained based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder determination signal.

[0010] The combustion state of the engine is evaluated based on the average total ignition angle deviation.

[0011] In some examples, determining whether the engine has reached steady-state operating conditions includes:

[0012] The changes in engine speed, load, vehicle speed, throttle opening, and accelerator pedal opening are obtained.

[0013] Based on the changes in engine speed, load, vehicle speed, throttle opening, and accelerator pedal opening, determine whether the engine has reached steady-state operating conditions.

[0014] In some examples, determining whether to operate under pre-defined specific conditions includes:

[0015] Determine whether the load is within the predetermined load range;

[0016] Determine whether the engine speed is within a predetermined speed range;

[0017] If the load is within a predetermined load range and the engine speed is within a predetermined speed range, then it is determined that the engine is operating under the specific operating condition.

[0018] In some examples, the method of obtaining the cylinder determination signal for the number of cylinders experiencing a retraction angle based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders includes:

[0019] Obtain the ignition angle for each single cylinder;

[0020] Based on the ignition angle of each cylinder, the mean value of the change in the ignition angle of a single cylinder and the weighted mean value of all cylinders are obtained.

[0021] Based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders, a cylinder determination signal is obtained to determine the number of cylinders that experienced a retraction angle.

[0022] In some examples, obtaining the difference between the actual ignition angle and the theoretical ignition angle, and obtaining the average total ignition angle deviation based on the difference between the actual and theoretical ignition angles and the cylinder determination signal, includes:

[0023] Obtain the difference between the actual ignition angle and the theoretical ignition angle;

[0024] Based on the cylinder identification signal, the difference between the actual ignition angle and the theoretical ignition angle is separated into single-cylinder ignition angle deviation;

[0025] The average value of the single-cylinder ignition angle deviation is obtained by cyclically accumulating the values ​​using a counter.

[0026] The total average ignition angle deviation is obtained by weighting the average deviation of each cylinder.

[0027] In some examples, assessing the combustion state of the engine based on the average total ignition angle deviation includes:

[0028] Determine whether the average total ignition angle deviation is less than a first predetermined deviation value;

[0029] If so, then the combustion state of the engine is determined to be good;

[0030] If the average total ignition angle deviation is greater than the first predetermined deviation value and less than the second predetermined deviation value, then the combustion state of the engine is determined to be normal, wherein the second predetermined deviation value is greater than the first predetermined deviation value.

[0031] If the average total ignition angle deviation is greater than the second predetermined deviation value, then the combustion state of the engine is determined to be poor.

[0032] In some examples, after assessing the combustion state of the engine, the process also includes issuing a notification about the combustion state.

[0033] Secondly, an engine combustion state evaluation system is provided, including:

[0034] The judgment module is used to determine whether the engine has reached the steady-state operating conditions, and when the engine reaches the steady-state operating conditions, it determines the specific operating conditions to be run under a pre-set condition based on the load and engine speed.

[0035] The acquisition module is used to obtain the actual ignition angle when the engine is running under the specific operating conditions, and to obtain the cylinder determination signal of the number of cylinders that have experienced ignition angle retraction based on the average change of the ignition angle of a single cylinder and the weighted average of all cylinders.

[0036] The deviation calculation module is used to obtain the difference between the actual ignition angle and the theoretical ignition angle, and to obtain the average total ignition angle deviation based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder judgment signal.

[0037] An evaluation module is used to evaluate the combustion state of the engine based on the average total ignition angle deviation.

[0038] Thirdly, a vehicle is provided, comprising: an engine combustion state evaluation system as described in the second aspect above.

[0039] Fourthly, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the steps of the method for evaluating the combustion state of an engine as described in the first aspect and any possible implementation thereof.

[0040] Fifthly, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the method for evaluating the state of engine combustion as described in the first aspect and any possible implementation thereof.

[0041] In a sixth aspect, a computer program product is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method for evaluating the combustion state of an engine as described in the first aspect and any possible implementation thereof.

[0042] By employing embodiments of this application, the combustion state of the engine can be assessed based on the average retraction angle of the engine's ignition angle under specific conditions. The actual output ignition angle is compared with the baseline ignition angle within specific operating conditions and areas to obtain the ignition angle change, and the combustion state is then determined based on this change. This allows for timely and accurate alerts to users, enabling measures to prevent further deterioration of the engine's combustion state and effectively protecting the engine. Attached Figure Description

[0043] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0044] Figure 1 A flowchart of an engine combustion state evaluation method provided in an embodiment of this application;

[0045] Figure 2 Another flowchart of the engine combustion state evaluation method provided in the embodiments of this application;

[0046] Figure 3 A schematic diagram of the calculation logic of the engine combustion state evaluation method provided in the embodiments of this application;

[0047] Figure 4 This is a schematic diagram showing a theoretical ignition angle and an actual ignition angle.

[0048] Figure 5 A structural block diagram of an engine combustion state evaluation system provided in an embodiment of this application;

[0049] Figure 6 This is a structural block diagram of a computer device provided in an embodiment of this application. Detailed Implementation

[0050] The present application will now be described in further detail with reference to the embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the application. Furthermore, it should be noted that, for ease of description, only the parts relevant to the application are shown in the accompanying drawings.

[0051] It should be noted that, unless otherwise specified, the embodiments and features of the embodiments in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0052] The following describes in detail, with reference to the accompanying drawings, an engine combustion state evaluation method, system, vehicle, and device according to embodiments of this application.

[0053] Figure 1 This is a flowchart of an engine combustion state evaluation method according to an embodiment of this application. Figure 1 As shown, the engine combustion state evaluation method according to an embodiment of this application includes the following steps:

[0054] S101: Determine whether the engine has reached steady-state operating conditions.

[0055] In one embodiment of this application, determining whether the engine has reached steady-state operating conditions includes: obtaining changes in engine speed, load, vehicle speed, throttle opening, and accelerator pedal opening; and determining whether the engine has reached steady-state operating conditions based on the changes in engine speed, load, vehicle speed, throttle opening, and accelerator pedal opening.

[0056] S102: If the engine reaches steady-state operating conditions, determine whether to operate under a pre-set specific operating condition based on the load and engine speed.

[0057] In one embodiment of this application, determining whether the system is operating under a pre-set specific operating condition includes: determining whether the load is within a predetermined load range; determining whether the engine speed is within a predetermined speed range; and if the load is within the predetermined load range and the engine speed is within the predetermined speed range, then determining that the system is operating under the specific operating condition.

[0058] S103: If so, obtain the actual ignition angle, and based on the average change of the ignition angle of a single cylinder and the weighted average of all cylinders, obtain the cylinder determination signal for the number of cylinders that have experienced a retraction angle.

[0059] In one example, the method for determining the number of cylinders experiencing a retraction angle is based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders. This includes: obtaining the ignition angle of each single cylinder; obtaining the average change in the ignition angle of each single cylinder and the weighted average of all cylinders based on the ignition angle of each single cylinder; and obtaining the method for determining the number of cylinders experiencing a retraction angle based on the average change in the ignition angle of each single cylinder and the weighted average of all cylinders.

[0060] S104: Obtain the difference between the actual ignition angle and the theoretical ignition angle, and based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder determination signal, obtain the average value of the total ignition angle deviation.

[0061] In a specific example, the difference between the actual ignition angle and the theoretical ignition angle is obtained, and based on the difference between the actual and theoretical ignition angles and the cylinder identification signal, the average total ignition angle deviation is obtained, including: obtaining the difference between the actual and theoretical ignition angles; separating the difference between the actual and theoretical ignition angles into single-cylinder ignition angle deviations based on the cylinder identification signal; accumulating the single-cylinder ignition angle deviations cyclically using a counter and taking the average to obtain the average single-cylinder deviation; and performing a weighted average of the average single-cylinder deviations to obtain the average total ignition angle deviation.

[0062] S105: Evaluate the combustion state of the engine based on the average total ignition angle deviation. For example, evaluating the combustion state of the engine based on the average total ignition angle deviation includes: determining whether the average total ignition angle deviation is less than a first predetermined deviation value; if so, determining that the combustion state of the engine is good; if the average total ignition angle deviation is greater than the first predetermined deviation value and less than a second predetermined deviation value, determining that the combustion state of the engine is average, wherein the second predetermined deviation value is greater than the first predetermined deviation value; if the average total ignition angle deviation is greater than the second predetermined deviation value, determining that the combustion state of the engine is poor.

[0063] After assessing the combustion state of the engine, the method for assessing the engine combustion state further includes: issuing a prompt regarding the combustion state.

[0064] The engine combustion state evaluation method of this application evaluates the engine combustion state based on the average ignition angle of the engine under specific conditions (speed, load, temperature), and feeds the results back to the vehicle terminal, directly providing subjective prompts to the user. Unlike existing engine knock ignition angle self-learning methods, which perform full MAP dynamic learning based on usage conditions and apply the learned values ​​to correct the ignition angle output, this application compares the actual output ignition angle with the base and corrected ignition angles within specific usage conditions and areas to obtain the ignition angle change, and then makes a judgment. In the specific implementation process, such as... Figure 2 As shown, it mainly includes: condition judgment, calculation of ignition angle deviation value, and status judgment. Specifically, it combines... Figure 3 As shown.

[0065] The conditions for determining the engine's operating state are as follows: After the vehicle is started and driven normally until it reaches a warm-up state, the engine's steady-state operation is assessed based on changes in vehicle speed, throttle position, and throttle position. Changes in vehicle speed and throttle position primarily reflect the driver's control, while changes in throttle position reflect the torque demands of other loads on the vehicle. The reason for requiring steady-state operation is as follows: 1. Engine ignition angle calibration is generally performed on a laboratory bench under steady-state operating conditions with the engine warmed up. Under dynamic conditions (such as rapid acceleration / deceleration), the engine's intake is delayed, and the measured load cannot accurately reflect the actual intake state. Since the baseline ignition angle is derived from the load signal, it cannot accurately reflect the combustion state. Therefore, the engine needs to operate in a steady-state state. Additionally, due to variations in the production consistency of each cylinder, there may be instances where individual cylinders exhibit pronounced or subtle knocking tendencies. The combustion state assessment must be based on the state of most cylinders. To prevent the impact of single-cylinder production deviations, it is also necessary to add a determination of the number of cylinders experiencing knocking. Figure 3 Part 1 is for steady-state judgment, with inputs including: change in engine speed, change in load, change in vehicle speed, change in throttle opening, and change in accelerator pedal opening. Part 2 is for conditional judgment, with inputs including: load and coolant temperature. Part 3 is for judging the number of cylinders experiencing ignition angle retraction, with inputs including the average change in ignition angle of a single cylinder and the weighted average of all cylinders.

[0066] Calculation of ignition angle deviation: After determining that the engine is in steady-state operation, ignition angle data is collected under specific operating conditions. Generally, the engine operating range in a vehicle is 1000-2500 r / min, with a load between 15-80%. Below 40% load, the knock function generally does not operate and does not interfere with the ignition angle output; therefore, the actual ignition angle is consistent with the corrected theoretical ignition angle. Thus, operating conditions above 40% load are required, as knocking is more pronounced in the 60-80% load range. Simultaneously, engine vibration is greater at low speeds, which is detrimental to data accuracy. Therefore, ignition angle data is collected at speeds above 1500 r / min and loads above 60%. This can be converted to engine speed load based on the gear ratios of different vehicles, such as commonly used driving speeds of 60 km / h, 80 km / h, and 120 km / h. Data is then collected under the corresponding operating conditions, including the basic ignition angle and the corrected ignition angle. The ignition angle correction primarily compensates for differences in coolant and intake air temperatures between the vehicle and the engine test bench. The corrected base ignition angle is the theoretical ignition angle that should be used in the current state of the vehicle. The difference between the actual and theoretical ignition angles is the total ignition angle deviation. After obtaining the total ignition angle deviation, since the ignition angles of each cylinder are controlled independently, it is necessary to separate the total ignition angle deviation into individual cylinder ignition angle deviations based on cylinder identification signals. The individual cylinder ignition angle deviations are cyclically accumulated using a counter and then averaged to obtain the average individual cylinder deviation. A weighted average is then calculated for all four cylinders to obtain the overall average deviation. When calculating the weighted average, the ratio of each cylinder can be adjusted using a weighting coefficient based on the production deviation of each cylinder.

[0067] Figure 3 Part 4 calculates the total ignition angle deviation, with inputs including: load, water temperature, engine speed, intake air temperature, actual ignition angle, and cylinder identification signal. Part 5 calculates the cumulative and average ignition angle deviation values ​​for each cylinder, as well as the weighted average of the total ignition angle.

[0068] Status assessment: A status assessment is performed based on the average total ignition angle deviation: according to... Figure 3 As shown in section 6, if the deviation value is less than 1.5 degrees, the output status value is 0; if 1.5 < deviation value < 3, the output status value is 1; if the deviation value > 3, the output status value is 2. Each manufacturer can set the judgment value of the deviation value according to its own calibration level and engine consistency dispersion level.

[0069] Status Output and Terminal Display: The final status value is output to the vehicle's instrument panel or terminal via CAN bus messages through the engine ECU or vehicle HCU. Status 0 corresponds to "Good"; Status 1 corresponds to "Average"; and Status 2 corresponds to "Poor". This promptly notifies the vehicle user to make appropriate adjustments.

[0070] For example, after the vehicle starts and begins driving, the function begins to operate once the coolant temperature exceeds 85 degrees Celsius. When the vehicle is driving on urban roads at a relatively stable speed of 60 km / h, with the engine speed at 1500 rpm and a load of 56%, the system determines that the engine has reached steady-state conditions and begins data collection. Figure 4 The figure shows the ignition angle values ​​for 100 cycles. At this point, the base ignition angle is 20 degrees, the intake air temperature is 20 degrees, and the coolant temperature is 90 degrees. The corresponding ignition angle correction is 0 degrees, therefore the theoretical ignition angle is 20 degrees. The actual ignition angle varies in a stepwise manner due to the influence of knocking angle (for example, when knocking occurs, the ignition angle is directly reduced by 3 degrees and restored in steps of 0.75 degrees per cycle). Therefore, the average actual ignition angle is less than the average theoretical ignition angle.

[0071] Taking a single cylinder as an example:

[0072] When a small number of minor knocking events occur, the average deviation value of these 100 cycles is 4*(3+2.25+1.5+0) / 100=0.3. Since the average deviation value is less than 1.5 degrees, the output is 0, indicating that the condition is good.

[0073] When frequent moderate knocking occurs, if 1.5 degrees < average deviation value < 3 degrees, output 1, indicating a normal condition.

[0074] When a high-frequency, strong detonation occurs, if the average deviation value is greater than 3 degrees, the output value is 2, indicating a poor condition.

[0075] Calculations over 100 cycles show that the average value over every 5 cycles is 1.5 degrees, which translates to a 20% detonation frequency. 3 degrees corresponds to a 50% detonation frequency.

[0076] According to the engine combustion state assessment method of this application, the engine combustion state can be assessed based on the average retraction angle of the engine's ignition angle under specific conditions. The actual output ignition angle is compared with the baseline ignition angle within specific operating conditions and areas to obtain the ignition angle change, and then the combustion state is determined based on the ignition angle change. This allows for timely and accurate prompts to the user to take measures to prevent further deterioration of the engine's combustion state, effectively protecting the engine.

[0077] Figure 5 This is a structural block diagram of an engine combustion state evaluation system according to an embodiment of this application. Figure 5 As shown, the engine combustion state evaluation system according to an embodiment of this application includes: a judgment module 510, an acquisition module 520, a deviation calculation module 530, and an evaluation module 540, wherein:

[0078] The judgment module 510 is used to determine whether the engine has reached the steady-state operating conditions, and when the engine reaches the steady-state operating conditions, it determines the specific operating conditions to be set in advance based on the load and engine speed.

[0079] The acquisition module 520 is used to obtain the actual ignition angle when the engine is running under the specific operating condition, and to obtain the cylinder determination signal of the number of cylinders that have experienced ignition angle retraction based on the average value of the change in the ignition angle of a single cylinder and the weighted average value of all cylinders.

[0080] The deviation calculation module 530 is used to obtain the difference between the actual ignition angle and the theoretical ignition angle, and to obtain the average value of the total ignition angle deviation based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder judgment signal.

[0081] Evaluation module 540 is used to evaluate the combustion state of the engine based on the average total ignition angle deviation.

[0082] The engine combustion state assessment system according to embodiments of this application can assess the engine's combustion state based on the average retraction angle of the engine's ignition angle under specific conditions. It compares the actual output ignition angle with the baseline ignition angle within specific operating conditions and areas to obtain the ignition angle change, and then determines the combustion state based on this change. This allows for timely and accurate alerts to users, enabling measures to prevent further deterioration of the engine's combustion state and effectively protecting the engine.

[0083] Specific limitations regarding the engine combustion state assessment system can be found in the limitations of the engine combustion state assessment method described above, and will not be repeated here. Each module of the aforementioned engine combustion state assessment system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of the computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0084] In one embodiment, a vehicle is provided, including: an engine combustion state assessment system according to any of the above embodiments. This vehicle can assess the engine's combustion state based on the average retraction angle of the engine's ignition angle under specific conditions. It compares the actual output ignition angle with a base ignition angle within specific operating conditions and areas to obtain the ignition angle change, and then determines the combustion state based on the ignition angle change. This provides the user with timely and accurate alerts to prevent further deterioration of the engine's combustion state and effectively protects the engine.

[0085] Furthermore, other components and functions of the vehicle according to the embodiments of this application are known to those skilled in the art and will not be described in detail here.

[0086] In one embodiment, a computer device is provided. Figure 6 This is a structural block diagram of the computer device provided in the embodiments of this application, with reference to... Figure 6 The computer device includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned embodiment of the engine combustion state evaluation method. For example, it executes: determining whether the engine has reached steady-state operating conditions;

[0087] If the engine reaches steady-state operating conditions, it is determined whether to operate under a pre-set specific operating condition based on the load and engine speed.

[0088] If so, the actual ignition angle is obtained, and the number of cylinders that have experienced a retraction angle is determined based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders.

[0089] The difference between the actual ignition angle and the theoretical ignition angle is obtained, and the average total ignition angle deviation is obtained based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder determination signal.

[0090] The combustion state of the engine is evaluated based on the average total ignition angle deviation.

[0091] This application also provides a computer-readable storage medium storing a computer program. When the processor executes the computer program, it implements the aforementioned embodiment of the engine combustion state evaluation method. For example, it executes: determining whether the engine has reached steady-state operating conditions;

[0092] If the engine reaches steady-state operating conditions, it is determined whether to operate under a pre-set specific operating condition based on the load and engine speed.

[0093] If so, the actual ignition angle is obtained, and the number of cylinders that have experienced a retraction angle is determined based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders.

[0094] The difference between the actual ignition angle and the theoretical ignition angle is obtained, and the average total ignition angle deviation is obtained based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder determination signal.

[0095] The combustion state of the engine is evaluated based on the average total ignition angle deviation.

[0096] This application provides a computer program product including instructions that, when executed, cause the method described in this application embodiment to be performed. For example, it can execute... Figure 1 The steps of the engine combustion state assessment method shown are performed, for example:

[0097] Determine whether the engine has reached steady-state operating conditions;

[0098] If the engine reaches steady-state operating conditions, it is determined whether to operate under a pre-set specific operating condition based on the load and engine speed.

[0099] If so, the actual ignition angle is obtained, and the number of cylinders that have experienced a retraction angle is determined based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders.

[0100] The difference between the actual ignition angle and the theoretical ignition angle is obtained, and the average total ignition angle deviation is obtained based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder determination signal.

[0101] The combustion state of the engine is evaluated based on the average total ignition angle deviation.

[0102] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0103] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0104] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for evaluating the combustion state of an engine, characterized in that, include: Determine whether the engine has reached steady-state operating conditions; If the engine reaches steady-state operating conditions, it is determined whether to operate under a pre-set specific operating condition based on the load and engine speed. If so, the actual ignition angle is obtained, and the number of cylinders that have experienced a retraction angle is determined based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders. The difference between the actual ignition angle and the theoretical ignition angle is obtained, and the average total ignition angle deviation is obtained based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder determination signal. The combustion state of the engine is evaluated based on the average total ignition angle deviation.

2. The method for evaluating engine combustion state according to claim 1, characterized in that, The determination of whether the engine has reached steady-state operating conditions includes: The changes in engine speed, load, vehicle speed, throttle opening, and accelerator pedal opening are obtained. Based on the changes in engine speed, load, vehicle speed, throttle opening, and accelerator pedal opening, determine whether the engine has reached steady-state operating conditions.

3. The method for evaluating engine combustion state according to claim 1, characterized in that, The determination of whether the system is operating under a pre-set specific condition includes: Determine whether the load is within the predetermined load range; Determine whether the engine speed is within a predetermined speed range; If the load is within a predetermined load range and the engine speed is within a predetermined speed range, then it is determined that the engine is operating under the specific operating condition.

4. The method for evaluating engine combustion state according to claim 1, characterized in that, The method of obtaining the cylinder determination signal for the number of cylinders experiencing a retraction angle based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders includes: Obtain the ignition angle for each single cylinder; Based on the ignition angle of each cylinder, the mean value of the change in the ignition angle of a single cylinder and the weighted mean value of all cylinders are obtained. Based on the average change in the ignition angle of a single cylinder and the weighted average of all cylinders, a cylinder determination signal is obtained to determine the number of cylinders that experienced a retraction angle.

5. The method for evaluating engine combustion state according to claim 1, characterized in that, The process of obtaining the difference between the actual ignition angle and the theoretical ignition angle, and obtaining the average total ignition angle deviation based on the difference between the actual and theoretical ignition angles and the cylinder determination signal, includes: Obtain the difference between the actual ignition angle and the theoretical ignition angle; Based on the cylinder identification signal, the difference between the actual ignition angle and the theoretical ignition angle is separated into single-cylinder ignition angle deviation; The average value of the single-cylinder ignition angle deviation is obtained by cyclically accumulating the values ​​using a counter. The total average ignition angle deviation is obtained by weighting the average deviation of each cylinder.

6. The method for evaluating the combustion state of an engine according to any one of claims 1-5, characterized in that, The step of evaluating the combustion state of the engine based on the average total ignition angle deviation includes: Determine whether the average total ignition angle deviation is less than a first predetermined deviation value; If so, then the combustion state of the engine is determined to be good; If the average total ignition angle deviation is greater than the first predetermined deviation value and less than the second predetermined deviation value, then the combustion state of the engine is determined to be normal, wherein the second predetermined deviation value is greater than the first predetermined deviation value. If the average total ignition angle deviation is greater than the second predetermined deviation value, then the combustion state of the engine is determined to be poor.

7. The method for evaluating engine combustion state according to claim 1, characterized in that, After assessing the combustion state of the engine, the method also includes: issuing a prompt regarding the combustion state.

8. A system for evaluating the combustion state of an engine, characterized in that, include: The judgment module is used to determine whether the engine has reached the steady-state operating conditions, and when the engine reaches the steady-state operating conditions, it determines the specific operating conditions to be run under a pre-set condition based on the load and engine speed. The acquisition module is used to obtain the actual ignition angle when the engine is running under the specific operating conditions, and to obtain the cylinder determination signal of the number of cylinders that have experienced ignition angle retraction based on the average change of the ignition angle of a single cylinder and the weighted average of all cylinders. The deviation calculation module is used to obtain the difference between the actual ignition angle and the theoretical ignition angle, and to obtain the average total ignition angle deviation based on the difference between the actual ignition angle and the theoretical ignition angle and the cylinder judgment signal. An evaluation module is used to evaluate the combustion state of the engine based on the average total ignition angle deviation.

9. A vehicle, characterized in that, include: The engine combustion state assessment system according to claim 8.

10. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method for evaluating the combustion state of the engine according to any one of claims 1-7.

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