Engine combustion control methods and devices

Abstract

This application provides an engine combustion control method and apparatus, relating to the field of automotive engine technology. The method includes: responding to an engine start command issued by a hybrid vehicle, setting the engine control mode to a high-efficiency combustion control mode; calculating the intake air volume in the engine cylinders based on the vehicle's required torque; calculating the final boost pressure based on the intake air volume; controlling the speed of the electric supercharger based on the final boost pressure; determining the optimal injection frequency and fuel injection parameters for each engine operating condition based on the engine's full-map operating conditions and the intake air volume; and performing fuel injection and engine knock linkage control based on the optimal injection frequency and fuel injection parameters for each operating condition. The engine combustion control method and apparatus provided in this application can achieve efficient combustion of the hybrid engine in the vehicle, achieve optimal thermal efficiency, and enable smooth charging and driving of the vehicle.

Description

Technical Field

[0001] This application relates to the field of automotive engine technology, and in particular to an engine combustion control method and device. Background Technology

[0002] Engine high-efficiency combustion control technology is the core of modern automotive powertrain systems. It achieves a balance between fuel economy, power performance, and environmental goals through multi-dimensional technological collaboration. This includes the following technologies: 1. Ultra-high pressure direct injection technology: employing a >500bar high-pressure fuel pump for thorough engine atomization; 2. Stratified lean combustion with an air-fuel ratio λ of 1.6-3, reducing cylinder wall heat loss; 3. Electrification of accessories: electric turbochargers, electric VVT, and electric motor-driven fuel pumps, etc.; 4. EGR exhaust gas recirculation: introducing inert gases to lower combustion temperature, reduce NOx formation, and improve fuel efficiency; 5. Materials and friction reduction technologies: the application of lightweight materials (such as aluminum alloys) and low-friction bearings to reduce mechanical wear and further improve overall efficiency.

[0003] In the current hybrid system, the engine structure incorporates a variety of complex and advanced actuators and sensors. To maximize the functionality of the hardware, it is crucial to achieve efficient combustion of the hybrid engine in the vehicle and realize optimal thermal efficiency through efficient combustion control. This is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] This application provides an engine combustion control method to solve the technical problems of low engine combustion efficiency and poor thermal efficiency in the prior art.

[0005] In a first aspect, this application provides an engine combustion control method, comprising:

[0006] In response to the engine start command issued by the hybrid vehicle, the engine control mode is set to high-efficiency combustion control mode; Calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle; Calculate the final boost pressure based on the intake volume; The speed control of the electric supercharger is based on the final boost pressure. Based on the engine's full map operating conditions and the intake air volume, determine the optimal number of injections and injection parameters for each engine operating condition; Based on the optimal number of injections and the injection parameters for each operating condition, fuel injection and engine knock are controlled in a coordinated manner.

[0007] Optionally, the step of performing injection and engine knock linkage control based on the optimal injection frequency and injection parameters for each operating condition includes: Determine whether the cumulative knocking back angle time of the engine is greater than the second preset time within the first preset time period; If so, in the next cycle, the last injection will be triggered as a secondary injection and the injection parameters will be adjusted to achieve linkage control between injection and engine knock.

[0008] Optionally, if so, then in the next injection cycle, after the last injection is triggered into a secondary injection and the injection parameters are adjusted, and after injection and engine knock linkage control is performed, the method further includes: The system then determines whether the cumulative knocking time of the engine within the first preset time period is greater than the second preset time. If so, then actively withdraw the fire angle.

[0009] Optionally, after controlling the speed of the electric supercharger based on the final boost pressure, the method further includes: When the engine speed load reaches the target load, the electric VVT will control the VVT ​​angle according to the preset target.

[0010] Optionally, before calculating the intake air volume in the engine cylinder based on the required torque of the entire vehicle, the method further includes: The arrangement of the electric supercharger is determined such that, when the electric supercharger is activated, the fresh air flow direction is as follows: air filter, VGT supercharger compressor end, electric supercharger, intake manifold, and cylinder.

[0011] Optionally, controlling the speed of the electric supercharger based on the final boost pressure includes: Based on the final boost pressure and air-fuel ratio, the speed of the electric supercharger is controlled to achieve intake pressure control. When the electric supercharger reaches its maximum speed, the VGT supercharger is activated to replenish the target boost pressure difference.

[0012] Optionally, in the high-efficiency combustion control mode, the electric turbocharger is in operation with the throttle fully open, and the exhaust bypass valve of the VGT turbocharger is fully open.

[0013] Secondly, this application also provides an engine combustion control device, comprising: The setting module is used to respond to the engine start command issued by the hybrid vehicle and set the engine control mode to high-efficiency combustion control mode; The calculation module is used to calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle. The calculation module is also used to calculate the final boost pressure based on the intake volume; The control module is used to control the speed of the electric supercharger based on the final boost pressure. The determination module is used to determine the optimal number of injections and injection parameters for each engine operating condition based on the engine's full map operating conditions and the intake air volume. The control module is also used to perform fuel injection and engine knock linkage control based on the optimal number of injections and the fuel injection parameters for each operating condition.

[0014] Thirdly, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect.

[0015] Fourthly, this application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect.

[0016] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0017] The engine combustion control method and apparatus provided in this application, in response to the engine start command issued by the hybrid vehicle, set the engine control mode to a high-efficiency combustion control mode; calculate the intake air volume in the engine cylinder based on the required torque of the vehicle; calculate the final boost pressure based on the intake air volume; control the speed of the electric supercharger based on the final boost pressure; determine the optimal injection frequency and fuel injection parameters for each engine operating condition based on the engine's full map operating conditions and the intake air volume; and perform fuel injection and engine knock linkage control based on the optimal injection frequency and fuel injection parameters for each operating condition. This enables efficient combustion of the hybrid engine in the vehicle, achieves optimal thermal efficiency, effectively stabilizes the combustion of the gasoline engine, and enables smooth charging and driving of the vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart of the engine combustion control method provided in the embodiments of this application; Figure 2 This is a schematic diagram of the structure of the engine combustion control device provided in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] Figure 1 This is a schematic flowchart of the engine combustion control method provided in an embodiment of this application. (Refer to...) Figure 1 This application provides an engine combustion control method, the execution subject of which can be a control system. The control system can be located in a terminal or a server. The terminal can include an in-vehicle terminal or a user terminal, and the server can be a server that communicates with the vehicle. No specific limitation is imposed; the following description uses a control system as the execution subject. The method can include: Step 110: In response to the engine start command issued by the hybrid vehicle, the engine control mode is set to high-efficiency combustion control mode.

[0022] Step 120: Calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle.

[0023] Step 130: Calculate the final boost pressure based on the intake volume.

[0024] Step 140: Control the speed of the electric booster according to the final boost pressure.

[0025] Step 150: Based on the engine's full map operating conditions and the intake air volume, determine the optimal number of injections and injection parameters for each engine operating condition.

[0026] Step 160: Perform fuel injection and engine knock linkage control based on the optimal number of injections and the fuel injection parameters for each operating condition.

[0027] In step 110, the hybrid vehicle has the following conventional configuration: a 500bar direct injection system; electric VVT; a matching high-energy ignition coil with an ignition energy greater than 120mJ; and an electric supercharger configured before the intake manifold, providing secondary turbocharging capability. When the hybrid vehicle issues an engine start command, the engine control mode enters a high-efficiency combustion control mode. In this high-efficiency combustion control mode, the electric supercharger is operational, the throttle is fully open, and the VGT supercharger's wastegate valve is fully open.

[0028] The core difference between high-efficiency combustion control and ordinary combustion mode lies in the optimization mechanism of the combustion process and energy utilization efficiency. This embodiment improves the thermal efficiency of the engine and reduces fuel consumption through high-efficiency combustion control.

[0029] Before step 120, the method further includes: determining that when the electric supercharger is activated, the fresh air flow direction is as follows: air filter, VGT supercharger compressor end, electric supercharger, intake manifold and cylinder.

[0030] It should be noted that the arrangement of the electric supercharger is determined as follows: when the electric supercharger is engaged, the fresh air flow is as follows: air filter → VGT supercharger compressor end → electric supercharger (secondary supercharging) → intake manifold → cylinder; when the electric supercharger is not working, the fresh air flow is: air filter → VGT supercharger compressor end → intake manifold → cylinder. The above arrangement can minimize the pumping losses of the engine.

[0031] In practice, when the electric supercharger is working, the engine operates in the optimal thermal efficiency range. At this time, the control strategy is to keep the throttle fully open and the VGT's wastegate valve fully open to reduce intake and exhaust losses.

[0032] In step 120, engine torque is directly proportional to the intake air volume because the intake air volume determines the fuel injection volume, which in turn affects the torque generated by combustion. Therefore, the greater the required torque, the greater the required intake air volume. The required torque of the entire vehicle is determined based on the driver's pedal input, and then the intake air volume in the cylinder is determined.

[0033] In step 130, the required intake air volume is calculated based on the torque required by the vehicle, and then the required intake pressure is calculated based on the required intake air volume, thereby obtaining the final boost pressure.

[0034] In step 140, the air-fuel ratio and turbocharger speed are adapted and controlled. For example, when the air-fuel ratio lambda=1.5, if it needs to be controlled at the target air-fuel ratio of 1.6, an additional amount of fresh air is required. The speed of the electric turbocharger is increased first to supplement the intake pressure. At this time, the throttle is fully open and the exhaust bypass valve of the VGT turbocharger is fully open.

[0035] Further, step 140 includes: controlling the speed of the electric supercharger to achieve intake pressure control based on the final boost pressure and air-fuel ratio; and when the speed of the electric supercharger reaches its maximum value, starting the VGT supercharger to supplement the target boost pressure difference.

[0036] It should be noted that when the electric supercharger reaches its maximum speed, the VGT supercharger begins to engage, supplementing the target boost pressure difference required by the engine system. This target boost pressure difference is the deviation between the actual boost pressure and the final boost pressure.

[0037] Furthermore, after step 140, the method further includes: when the engine speed load reaches the target load, the electric VVT performs VVT angle control according to the preset target.

[0038] In practical implementation, VVT is controlled by feedforward, meaning it is preset according to the engine speed load. Once the specified engine speed load is reached, the VVT ​​angle is controlled according to that operating condition. The preset target is the VVT ​​phase angle setting value when the engine speed load reaches the target load under the current operating condition. The electric VVT controls according to the preset target; because it is electric, it does not consume the engine's mechanical power.

[0039] In step 150, a 500-bar injection system is selected, allowing for injection control modes with more than 3 injection cycles. For the engine's full-map operating conditions, the optimal number of injection cycles for each operating condition can be determined through laboratory testing. The determined boundaries can comprehensively consider fuel consumption, emissions, etc. Injection parameters are determined based on the intake air volume, and different injection parameters are used for different engine operating conditions to achieve optimal combustion.

[0040] In step 160, different fuel injection parameters can affect knocking; therefore, fuel injection and engine knocking are linked, rather than correcting the ignition timing after knocking occurs. Specifically, by monitoring the cumulative time of engine knock retraction, the decision to adjust fuel injection parameters and the number of injections is made based on the cumulative time of engine knock retraction.

[0041] Furthermore, in this embodiment, step 160 includes: determining whether the cumulative knocking angle time of the engine is greater than a second preset time within a first preset time period; If so, in the next cycle, the last injection will be triggered as a secondary injection and the injection parameters will be adjusted to achieve linkage control between injection and engine knock.

[0042] Furthermore, in this embodiment, if the above is true, then in the next injection cycle, after the last injection is triggered into a secondary injection and the injection parameters are adjusted to perform injection and engine knock linkage control, the method further includes: The system then determines whether the cumulative knocking time of the engine within the first preset time period is greater than the second preset time. If so, then actively withdraw the fire angle.

[0043] It should be understood that the first preset time is usually determined according to the manufacturer's strategy, for example, 30 seconds, and the second preset time is usually determined according to the manufacturer's strategy, for example, 5 seconds. In specific applications, these can be adjusted according to actual conditions. This embodiment uses a first preset time of 30 seconds and a second preset time of 5 seconds as an example for explanation. When the cumulative knock retraction time of the engine within the past 30 seconds is greater than 5 seconds, in the next operating cycle, the last injection is triggered as a secondary injection to suppress knock. For example, in this operating condition, if knock is predicted based on the past 30 seconds, the secondary injection becomes a tertiary injection, with the last injection of the secondary injection being divided into two equal injections to suppress potential engine knock. However, the minimum injection pulse width for each injection cannot be less than 0.3 ms to avoid the injector entering the non-linear injection region, causing inaccurate injection and resulting in speed fluctuations. If knock still occurs, the cumulative knock retraction time of the engine within 30 seconds is reduced to less than 5 seconds through active ignition angle reduction.

[0044] In practice, the optimal combustion parameters are saved to the hybrid vehicle's controller each time the vehicle is powered off, and are called up the next time it runs. The optimal combustion parameters include ignition angle, throttle position, VVT opening, electric turbocharger control opening, air-fuel ratio, intake air volume in the cylinder, and optimal injection frequency.

[0045] The engine combustion control method provided in this application embodiment, in response to the engine start command issued by the hybrid vehicle, sets the engine control mode to a high-efficiency combustion control mode; calculates the intake air volume in the engine cylinder based on the required torque of the vehicle; calculates the final boost pressure based on the intake air volume; controls the speed of the electric supercharger based on the final boost pressure; determines the optimal injection frequency and fuel injection parameters for each engine operating condition based on the engine's full map operating conditions and the intake air volume; and performs fuel injection and engine knock linkage control based on the optimal injection frequency and fuel injection parameters for each operating condition. This enables efficient combustion of the hybrid engine in the vehicle, achieves optimal thermal efficiency, effectively stabilizes the combustion of the gasoline engine, and enables smooth charging and driving of the vehicle.

[0046] The engine combustion control device provided in this application is described below. The engine combustion control device described below can be referred to in correspondence with the engine combustion control method described above.

[0047] Figure 2 This is a schematic diagram of the engine combustion control device provided in an embodiment of this application. (Refer to...) Figure 2 The engine combustion control device provided in this application embodiment may include: Setting module 210 is used to respond to the engine start command issued by the hybrid vehicle and set the engine control mode to high-efficiency combustion control mode. The calculation module 220 is used to calculate the intake air volume in the engine cylinder based on the required torque of the whole vehicle; The calculation module 220 is also used to calculate the final boost pressure based on the intake volume; Control module 230 is used to control the speed of the electric booster according to the final boost pressure; The determination module 240 is used to determine the optimal number of injections and injection parameters for each engine operating condition based on the engine's full map operating conditions and the intake air volume. The control module 230 is also used to perform fuel injection and engine knock linkage control based on the optimal number of injections and the fuel injection parameters for each operating condition.

[0048] The engine combustion control device provided in this application embodiment, in response to the engine start command issued by the hybrid vehicle, sets the engine control mode to a high-efficiency combustion control mode; calculates the intake air volume in the engine cylinder based on the required torque of the vehicle; calculates the final boost pressure based on the intake air volume; controls the speed of the electric supercharger based on the final boost pressure; determines the optimal injection frequency and fuel injection parameters for each engine operating condition based on the engine's full map operating conditions and the intake air volume; and performs fuel injection and engine knock linkage control based on the optimal injection frequency and fuel injection parameters for each operating condition. This enables efficient combustion of the hybrid engine in the vehicle, achieves optimal thermal efficiency, effectively stabilizes the combustion of the gasoline engine, and enables smooth charging and driving of the vehicle.

[0049] Specifically, the engine combustion control device provided in this application embodiment can implement all the method steps implemented in the above method embodiment and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiment and the beneficial effects will not be described in detail.

[0050] Figure 3 This is a schematic diagram of the structure of the electronic device provided in an embodiment of this application. For example... Figure 3 As shown, the electronic device may include: a processor 310, a communications interface 320, a memory 330, and a communication bus 340, wherein the processor 310, the communications interface 320, and the memory 330 communicate with each other via the communication bus 340. The processor 310 can call logical instructions in the memory 330 to execute engine combustion control methods, such as: In response to the engine start command issued by the hybrid vehicle, the engine control mode is set to high-efficiency combustion control mode; Calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle; Calculate the final boost pressure based on the intake volume; The speed control of the electric supercharger is based on the final boost pressure. Based on the engine's full map operating conditions and the intake air volume, determine the optimal number of injections and injection parameters for each engine operating condition; Based on the optimal number of injections and the injection parameters for each operating condition, fuel injection and engine knock are controlled in a coordinated manner.

[0051] Furthermore, the logical instructions in the aforementioned memory 330 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0052] On the other hand, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the engine combustion control methods provided by the above methods, including, for example: In response to the engine start command issued by the hybrid vehicle, the engine control mode is set to high-efficiency combustion control mode; Calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle; Calculate the final boost pressure based on the intake volume; The speed control of the electric supercharger is based on the final boost pressure. Based on the engine's full map operating conditions and the intake air volume, determine the optimal number of injections and injection parameters for each engine operating condition; Based on the optimal number of injections and the injection parameters for each operating condition, fuel injection and engine knock are controlled in a coordinated manner.

[0053] Furthermore, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to perform the steps of the engine combustion control method provided by the above methods, such as including: In response to the engine start command issued by the hybrid vehicle, the engine control mode is set to high-efficiency combustion control mode; Calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle; Calculate the final boost pressure based on the intake volume; The speed control of the electric supercharger is based on the final boost pressure. Based on the engine's full map operating conditions and the intake air volume, determine the optimal number of injections and injection parameters for each engine operating condition; Based on the optimal number of injections and the injection parameters for each operating condition, fuel injection and engine knock are controlled in a coordinated manner.

[0054] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0055] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0056] It should also be noted that the terms "first," "second," etc., used in the embodiments of this application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first" and "second" are generally of the same class, and the number of objects is not limited. For example, the first object can be one or more.

[0057] In the embodiments of this application, the term "and / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship.

[0058] In this application's embodiments, "determine B based on A" means that factor A must be considered when determining B. It is not limited to "B can be determined based solely on A," but should also include: "determine B based on A and C," "determine B based on A, C, and E," "determine C based on A, and further determine B based on C," etc. Additionally, it can include using A as a condition for determining B, for example, "when A meets the first condition, determine B using the first method"; another example, "when A meets the second condition, determine B," etc.; another example, "when A meets the third condition, determine B based on the first parameter," etc. Of course, it can also be a condition where A is a factor in determining B, for example, "when A meets the first condition, determine C using the first method, and further determine B based on C," etc.

[0059] In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An engine combustion control method, characterized in that, include: In response to the engine start command issued by the hybrid vehicle, the engine control mode is set to high-efficiency combustion control mode; Calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle; Calculate the final boost pressure based on the intake volume; The speed control of the electric supercharger is based on the final boost pressure. Based on the engine's full map operating conditions and the intake air volume, determine the optimal number of injections and injection parameters for each engine operating condition; Based on the optimal number of injections and the injection parameters for each operating condition, fuel injection and engine knock are controlled in a coordinated manner.

2. The engine combustion control method according to claim 1, characterized in that, The step of performing fuel injection and engine knock linkage control based on the optimal number of injections and the fuel injection parameters for each operating condition includes: Determine whether the cumulative knocking back angle time of the engine is greater than the second preset time within the first preset time period; If so, in the next cycle, the last injection will be triggered as a secondary injection and the injection parameters will be adjusted to achieve linkage control between injection and engine knock.

3. The engine combustion control method according to claim 2, characterized in that, If so, then in the next application cycle, after the last injection is triggered into a secondary injection and the injection parameters are adjusted, and after the injection and engine knock linkage control is performed, the following is also included: The system then determines whether the cumulative knocking time of the engine within the first preset time period is greater than the second preset time. If so, then actively withdraw the fire angle.

4. The engine combustion control method according to claim 1, characterized in that, After controlling the speed of the electric supercharger based on the final boost pressure, the method further includes: When the engine speed load reaches the target load, the electric VVT will control the VVT ​​angle according to the preset target.

5. The engine combustion control method according to claim 1, characterized in that, Before calculating the intake air volume in the engine cylinder based on the required torque of the entire vehicle, the process also includes: The arrangement of the electric supercharger is determined such that, when the electric supercharger is activated, the fresh air flow direction is as follows: air filter, VGT supercharger compressor end, electric supercharger, intake manifold, and cylinder.

6. The engine combustion control method according to claim 1, characterized in that, The step of controlling the speed of the electric supercharger based on the final boost pressure includes: Based on the final boost pressure and air-fuel ratio, the speed of the electric supercharger is controlled to achieve intake pressure control. When the electric supercharger reaches its maximum speed, the VGT supercharger is activated to replenish the target boost pressure difference.

7. The engine combustion control method according to any one of claims 1-6, characterized in that, In the aforementioned high-efficiency combustion control mode, the electric turbocharger is in operation with the throttle fully open, and the VGT turbocharger's exhaust bypass valve is fully open.

8. An engine combustion control device, characterized in that, include: The setting module is used to respond to the engine start command issued by the hybrid vehicle and set the engine control mode to high-efficiency combustion control mode; The calculation module is used to calculate the intake air volume in the engine cylinders based on the required torque of the entire vehicle. The calculation module is also used to calculate the final boost pressure based on the intake volume; The control module is used to control the speed of the electric supercharger based on the final boost pressure. The determination module is used to determine the optimal number of injections and injection parameters for each engine operating condition based on the engine's full map operating conditions and the intake air volume. The control module is also used to perform fuel injection and engine knock linkage control based on the optimal number of injections and the fuel injection parameters for each operating condition.

9. An electronic 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 computer program, it implements the engine combustion control method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the engine combustion control method as described in any one of claims 1 to 7.

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