Engine anti-backfire combined optimization control method and device, equipment and medium

Abstract

This application relates to the field of engine technology, and discloses a method, device, equipment, and medium for joint optimization control of engine backfire prevention. The method includes: acquiring at least engine speed, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, valve overlap angle, intake manifold flow velocity, and hydrogen injection parameters, and at least determining the magnitude relationship between cylinder pressure and intake manifold pressure; when the intake manifold pressure is greater than the cylinder pressure, determining that there is no risk of flame backflow in the engine, not triggering the fuse action, and constructing a multi-objective optimization function, and then executing a preset joint optimization strategy based on the multi-objective optimization function; when the intake manifold pressure is not greater than the cylinder pressure, determining that there is a risk of flame backflow in the engine, triggering the fuse action and generating a forced intake blockage command to at least control the intake valve to close and stop intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then releasing the fuse action and resuming the execution of the preset joint optimization strategy.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a method, apparatus, equipment and medium for combined optimization control of engine backfire prevention. Background Technology

[0002] With the advancement of the "dual carbon" goal, hydrogen fuel, as a zero-carbon clean fuel, has become an important research and development direction in the field of internal combustion engines. Due to its low modification cost and high reliability and durability, the port injection hydrogen engine has become one of the mainstream research and development forms of hydrogen fuel engines.

[0003] However, hydrogen has the physical and chemical properties of low ignition energy, wide combustibility range, and fast flame propagation speed. When injected into the intake manifold, the mixture is prone to stagnation in the intake manifold. If it encounters a hot spot in the intake manifold or backflow of the cylinder flame, it is very easy to cause backfire in the intake manifold, resulting in damage to components such as the intake manifold and nozzles, reducing the service life of the engine, and seriously affecting the driving safety of the entire vehicle.

[0004] Currently, existing technologies lack backfire suppression for port-injected hydrogen engines. They mostly adopt methods similar to those used in gasoline engines, namely setting valve phase and injection parameters by looking up tables on fixed MAP charts. This cannot be dynamically matched according to the engine's real-time operating conditions. When operating conditions change abruptly (such as a sudden increase in load or a sudden change in speed), the matching degree between the air-fuel mixture formation and the valve timing is low, and backfire risk still easily occurs. Furthermore, it is difficult to achieve the dual goals of "backfire prevention" and "maximizing charging efficiency". Summary of the Invention

[0005] The purpose of this invention is to provide a method, device, equipment and medium for combined optimization control of engine backfire prevention, which can at least suppress backfire faults in the intake manifold of hydrogen engines, thereby improving engine reliability and power performance.

[0006] To address the aforementioned technical problems, in a first aspect, the present invention provides a combined optimization control method for engine backfire prevention, comprising at least:

[0007] At least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold flow rate, and hydrogen injection parameters are obtained, and at least the relationship between the cylinder pressure and the intake manifold pressure is determined.

[0008] When the intake manifold pressure is greater than the cylinder pressure, it is determined that there is no risk of flame backflow in the engine, the meltdown action is not triggered, and a multi-objective optimization function is constructed. Then, a preset joint optimization strategy is executed based on the multi-objective optimization function.

[0009] When the intake manifold pressure is not greater than the cylinder pressure, it is determined that there is a risk of flame backflow in the engine. The fuse is triggered and a forced intake blockage command is generated to at least control the intake valve to close and stop the intake until the intake manifold pressure is greater than the cylinder pressure and continues for a preset duration. Then the fuse is released and the preset joint optimization strategy is resumed.

[0010] Optionally, the multi-objective optimization function is constructed in at least the following ways:

[0011] ;

[0012] In the above formula, H represents the multi-objective optimization function. F represents the first weighting coefficient, and F represents the tempering probability. min F represents the minimum probability of tempering. max This represents the maximum probability of tempering. This represents the second weighting coefficient, and η represents the inflation efficiency. min η represents the minimum inflation efficiency. max This indicates the maximum inflation efficiency. COV represents the third weighting factor, and COV represents the average indicated pressure variation factor. min COV represents the minimum value of the average indicated pressure variation coefficient. max This indicates the maximum value of the average indicated pressure variation coefficient.

[0013] Optionally, the first weight coefficient is not less than a preset weight threshold to increase the weight ratio of the backfire probability in the multi-objective optimization function, so that the multi-objective optimization function prioritizes preventing backfire.

[0014] Optionally, the execution of a preset joint optimization strategy based on the multi-objective optimization function includes at least:

[0015] The multi-objective optimization function is solved using a preset solution algorithm to obtain the optimal solution for at least one objective optimization parameter, and then the optimal solutions for all parameters are integrated and matched with the current engine operating conditions.

[0016] When the optimal solution for all the parameters is applicable to the current engine operating condition, the parameter output is executed for engine control.

[0017] When at least one of the optimal solutions for the parameters is not applicable to the current engine operating condition, the target optimization parameters are iteratively updated until all the optimal solutions for the parameters are applicable to the current engine operating condition, and then the parameters are output for engine control.

[0018] Based on the same concept, in a second aspect, the present invention also provides an engine backfire prevention joint optimization control device for executing the engine backfire prevention joint optimization control method described in any one of the first aspects;

[0019] The engine backfire prevention joint optimization control device includes at least:

[0020] The acquisition and judgment module is used to acquire at least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold flow rate and hydrogen injection parameters, and to at least determine the magnitude relationship between the cylinder pressure and the intake manifold pressure.

[0021] The first execution module is used to determine that there is no risk of flame backflow in the engine when the intake manifold pressure is greater than the cylinder pressure, and not to trigger the fuse action, and to construct a multi-objective optimization function, and then execute a preset joint optimization strategy based on the multi-objective optimization function;

[0022] The second execution module is used to determine that there is a risk of flame backflow in the engine when the intake manifold pressure is not greater than the cylinder pressure, trigger the fuse action and generate a forced intake blockage command to at least control the intake valve to close and stop the intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then release the fuse and resume the execution of the preset joint optimization strategy.

[0023] Optionally, the multi-objective optimization function is constructed in at least the following ways:

[0024] ;

[0025] In the above formula, H represents the multi-objective optimization function. F represents the first weighting coefficient, and F represents the tempering probability. min F represents the minimum probability of tempering. max This represents the maximum probability of tempering. This represents the second weighting coefficient, and η represents the inflation efficiency. min η represents the minimum inflation efficiency. max This indicates the maximum inflation efficiency. COV represents the third weighting factor, and COV represents the average indicated pressure variation factor. min COV represents the minimum value of the average indicated pressure variation coefficient. max This indicates the maximum value of the average indicated pressure variation coefficient.

[0026] Optionally, the first weight coefficient is not less than a preset weight threshold to increase the weight ratio of the backfire probability in the multi-objective optimization function, so that the multi-objective optimization function prioritizes preventing backfire.

[0027] Optionally, the first execution module is at least used for:

[0028] The multi-objective optimization function is solved using a preset solution algorithm to obtain the optimal solution for at least one objective optimization parameter, and then the optimal solutions for all parameters are integrated and matched with the current engine operating conditions.

[0029] When the optimal solution for all the parameters is applicable to the current engine operating condition, the parameter output is executed for engine control.

[0030] When at least one of the optimal solutions for the parameters is not applicable to the current engine operating condition, the target optimization parameters are iteratively updated until all the optimal solutions for the parameters are applicable to the current engine operating condition, and then the parameters are output for engine control.

[0031] Based on the same concept, in a third aspect, the present invention also provides an electronic device, including a memory and a processor, the memory storing a computer program executable on the processor, wherein the processor, when executing the program, implements the steps of the engine backfire prevention joint optimization control method according to any one of the first aspects.

[0032] Based on the same concept, in a fourth aspect, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps in the engine backfire prevention joint optimization control method described in any one of the first aspects.

[0033] The technical solution provided by this invention firstly acquires at least engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold velocity, and hydrogen injection parameters, and at least determines the relationship between cylinder pressure and intake manifold pressure. Further, when the intake manifold pressure is greater than the cylinder pressure, it is determined that there is no risk of flame backflow in the engine, and the ignition switch is not triggered. A multi-objective optimization function is constructed, and a preset joint optimization strategy is executed based on the multi-objective optimization function. Conversely, when the intake manifold pressure is not greater than the cylinder pressure, it is determined that there is a risk of flame backflow in the engine, triggering the ignition switch and generating a forced intake blockage command to at least control the intake valves to close and stop intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, at which point the ignition switch is released and the preset joint optimization strategy is resumed. Therefore, the embodiments of the present invention can achieve backfire protection under all operating conditions through a two-layer logic of "active optimization to suppress backfire + passive melting to block backfire", which is beneficial to suppressing backfire faults in the intake manifold of hydrogen engines and improving engine reliability and power. Attached Figure Description

[0034] Figure 1 This is a flowchart of a combined optimization control method for engine backfire prevention provided by an embodiment of the present invention;

[0035] Figure 2 This is a schematic diagram of the structure of an engine backfire prevention joint optimization control device provided in an embodiment of the present invention;

[0036] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0039] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0040] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0041] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0042] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0043] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0044] Figure 1 This is a flowchart of an engine backfire prevention joint optimization control method provided by an embodiment of the present invention. This embodiment is applicable to at least any port-injected hydrogen engine optimization control scenario. The engine backfire prevention joint optimization control method can be, but is not limited to, executed by the engine backfire prevention joint optimization control device in this embodiment of the present invention as the execution subject. This execution subject can be implemented in software and / or hardware. Figure 1 As shown, the engine backfire prevention joint optimization control method includes at least the following steps:

[0045] S1. Obtain at least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold velocity, and hydrogen injection parameters, and at least determine the relationship between the cylinder pressure and the intake manifold pressure.

[0046] The engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold velocity, and hydrogen injection parameters can be obtained in various ways. For example, they can be directly measured by sensors (such as engine speed, load, torque, etc.; intake manifold pressure is collected by a high-frequency intake manifold pressure sensor located in the intake manifold near the intake valve, with a sampling frequency ≥10kHz); cylinder pressure is collected synchronously by a cylinder pressure sensor located in the combustion chamber), or they can be obtained from the engine controller (such as valve overlap angle, hydrogen injection parameters, etc.).

[0047] Understandably, hydrogen injection parameters can include the number of injection segments, the proportion of injection volume in each segment, the start time of each injection segment, and the end time of the injection.

[0048] S2. When the intake manifold pressure is greater than the cylinder pressure, it is determined that there is no risk of flame backflow in the engine, the fuse action is not triggered, and a multi-objective optimization function is constructed. Then, a preset joint optimization strategy is executed based on the multi-objective optimization function.

[0049] Before determining the relationship between the cylinder pressure and the intake manifold pressure, the data such as engine speed, load, and torque directly measured by the sensors can be filtered and denoised to at least eliminate sensor errors.

[0050] In one specific implementation, the multi-objective optimization function may optionally be constructed in at least the following ways:

[0051] ;

[0052] In the above formula, H represents the multi-objective optimization function. F represents the first weighting coefficient, and F represents the tempering probability. min F represents the minimum probability of tempering. max This represents the maximum probability of tempering. This represents the second weighting coefficient, and η represents the inflation efficiency. min η represents the minimum inflation efficiency. max This indicates the maximum inflation efficiency. COV represents the third weighting factor, and COV represents the average indicated pressure variation factor. min COV represents the minimum value of the average indicated pressure variation coefficient. max This indicates the maximum value of the average indicated pressure variation coefficient.

[0053] In another specific implementation, optionally, the first weighting coefficient is not less than a preset weighting threshold to increase the weight ratio of the backfire probability in the multi-objective optimization function, so that the multi-objective optimization function prioritizes backfire prevention. More specifically, the preset weighting threshold can be set to 0.5; the sum of the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient is 1. Of course, the above weighting coefficients can also be dynamically adjusted according to the engine operating conditions, and this embodiment of the invention does not limit this.

[0054] For example, the backfire probability can be obtained by fitting the engine speed, torque, intake air volume, Lambda (i.e., excess air coefficient), intake manifold pressure, combustion center of gravity, and valve overlap angle through a bench test model; the charging efficiency can be calculated by the engine speed, load, intake air volume, Lambda, intake manifold velocity, hydrogen injection parameters, and valve overlap angle; the COV can be calculated based on 200 cycles and obtained by IMEP (i.e., average indicated pressure); the maximum and minimum values ​​of the above parameters can be determined by engine bench tests.

[0055] In another specific implementation, optionally, executing a preset joint optimization strategy based on the multi-objective optimization function includes at least:

[0056] (2-1) The multi-objective optimization function is solved by a preset solution algorithm to obtain the optimal solution of at least one objective optimization parameter, and then the optimal solutions of all parameters are integrated and matched with the current engine operating conditions;

[0057] (2-2) When the optimal solution of all parameters is applicable to the current engine operating condition, execute parameter output for engine control;

[0058] (2-3) When the optimal solution of at least one parameter is not applicable to the current engine operating condition, the target optimization parameters are iteratively updated until the optimal solutions of all parameters are applicable to the current engine operating condition, and then the parameters are output for engine control.

[0059] Furthermore, the preset solution method can be the particle swarm optimization algorithm. Specifically, the particle swarm optimization algorithm can be used to solve the multi-objective optimization function. The core of the algorithm is to find the optimal solution that minimizes the multi-objective optimization function through iterative search of particles in the solution space (the objective optimization parameters may include pulse injection parameters, valve phase parameters, etc.). The algorithm iterative formula can be as follows:

[0060] ;

[0061] ;

[0062] In the above formula:

[0063] v i (t) represents the velocity of the i-th particle at time t;

[0064] x i (t) represents the position of the i-th particle at time t (corresponding to a set of target optimization parameters);

[0065] w is the inertia weight, c1 and c2 are learning factors, and r1 and r2 are random numbers between 0 and 1;

[0066] pbest i For the i-th particle, gbest is the individual optimal solution. i This is the globally optimal solution.

[0067] The algorithm iterates every 100ms until it finds and outputs the global optimal solution.

[0068] For example, during the process of integrating the optimal solution of all parameters and matching it with the current engine operating conditions, the optimal pulse injection parameters and valve phase parameters can be dynamically matched according to different engine operating conditions (such as low / medium / high load, low / high speed, etc.). The adaptation strategy for typical operating conditions can be as follows, achieving a balance between "backfire prevention" and "power performance":

[0069] 1. Low load and low speed conditions: Mixture retention is likely to occur. The strategy of "3-stage pulse injection (small dose multiple injections) + slight reduction of valve overlap angle" can be adopted to increase the intake flow rate, remove the retained mixture, and completely eliminate the cause of backfire.

[0070] 2. Medium load and medium speed conditions: The engine operates in its optimal range, and a strategy of "two-stage pulse injection + optimal valve overlap angle" can be adopted to balance charging efficiency and combustion stability, achieving the best balance between backfire probability and power.

[0071] 3. High load and high speed conditions: To ensure charging efficiency, a strategy of "two-stage high-dose pulse injection + maximum safe valve overlap angle (slightly lower than the backfire critical overlap angle)" can be adopted to maximize charging efficiency and ensure engine power without the risk of backfire.

[0072] It is understood that the control parameters for each of the above engine operating conditions can be calibrated through pre-experimentation, and the embodiments of the present invention do not impose any restrictions on this.

[0073] In addition, valve phase parameters can include intake valve opening / closing angle, exhaust valve late closing angle, and valve overlap angle. Optimal pulse injection parameters and valve phase parameters can be correspondingly assigned to the hydrogen injection actuator and the valve phase actuator. The hydrogen injection actuator performs segmented pulse injection according to the optimal pulse injection parameters, avoiding mixture stagnation and localized rich zones caused by single injection. The valve phase actuator adjusts the VVT ​​mechanism according to the optimal valve phase parameters to match the mixture formation rhythm and improve charging efficiency.

[0074] S3. When the intake manifold pressure is not greater than the cylinder pressure, it is determined that there is a risk of flame backflow in the engine. The fuse is triggered and a forced intake blockage command is generated to at least control the intake valve to close and stop the intake until the intake manifold pressure is greater than the cylinder pressure and continues for a preset duration. Then the fuse is released and the preset joint optimization strategy is resumed.

[0075] The preset duration can be 500ms.

[0076] The technical solution provided in this embodiment firstly acquires at least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold velocity, and hydrogen injection parameters, and at least determines the relationship between the cylinder pressure and the intake manifold pressure. Further, when the intake manifold pressure is greater than the cylinder pressure, it is determined that there is no risk of flame backflow in the engine, and the ignition switch is not triggered. A multi-objective optimization function is constructed, and a preset joint optimization strategy is executed based on the multi-objective optimization function. Conversely, when the intake manifold pressure is not greater than the cylinder pressure, it is determined that there is a risk of flame backflow in the engine, triggering the ignition switch and generating a forced intake blockage command to at least control the intake valves to close and stop intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, at which point the ignition switch is released and the preset joint optimization strategy is resumed. Therefore, this embodiment can achieve backfire protection under all operating conditions through a two-layer logic of "active optimization to suppress backfire + passive melting to block backfire", which is beneficial to suppressing backfire faults in the intake manifold of hydrogen engines and improving engine reliability and power.

[0077] It should be noted that, in addition to the multi-objective optimization function, constraints can also be set, such as no backfire, engine power loss ≤5%, and valve phase adjustment range within the physical limits of the VVT ​​mechanism.

[0078] It should also be noted that the following are some alternative solutions:

[0079] 1. Algorithm replacement: The particle swarm optimization algorithm is replaced with other intelligent optimization algorithms such as genetic algorithm and ant colony algorithm. Only the solution method is changed, and the core logic of "joint online optimization of pulse injection and valve phase" is not changed, so the same optimization effect can be achieved.

[0080] 2. Replacement of pulse injection stages: Depending on the engine displacement and operating conditions, the number of pulse injection stages is adjusted to 1 to 4 stages. Only the number of injections is changed, without changing the core logic of "segmented pulse injection to eliminate mixture retention", and the same backfire prevention effect can be achieved.

[0081] 3. Pressure difference judgment threshold replacement: On the basis that the intake manifold pressure P1 is not greater than the cylinder pressure P2, a pressure difference change rate threshold (such as ΔP=P1-P2, ΔP change rate≤-5kPa / ms) is added to further improve the anti-interference of the fuse mechanism. The core logic of fuse based on intake cylinder pressure difference is not changed, and the same extreme protection effect can be achieved.

[0082] 4. Valve phase parameter replacement: The optimization range of valve phase parameters is adjusted to only the intake valve phase (omitting the exhaust valve phase), which is suitable for engines with a simple VVT ​​mechanism. It does not change the core logic of "joint optimization of valve phase and injection parameters" and can achieve the same effect of balancing backfire prevention and power.

[0083] Figure 2 This is a schematic diagram of an engine backfire prevention and optimization control device provided in an embodiment of the present invention. This embodiment is applicable to at least any optimization control scenario for a port-injected hydrogen engine. The engine backfire prevention and optimization control device can be implemented using software and / or hardware. Figure 2 As shown, the engine backfire prevention joint optimization control device includes at least:

[0084] The acquisition and judgment module 110 is used to acquire at least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold flow rate and hydrogen injection parameters, and to at least determine the magnitude relationship between the cylinder pressure and the intake manifold pressure.

[0085] The first execution module 120 is used to determine that there is no risk of flame backflow in the engine when the intake manifold pressure is greater than the cylinder pressure, and not to trigger the fuse action, and to construct a multi-objective optimization function, and then execute a preset joint optimization strategy based on the multi-objective optimization function;

[0086] The second execution module 130 is used to determine that there is a risk of flame backflow in the engine when the intake manifold pressure is not greater than the cylinder pressure, trigger the fuse action and generate a forced intake blockage command to at least control the intake valve to close and stop the intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then release the fuse and resume the execution of the preset joint optimization strategy.

[0087] Optionally, the multi-objective optimization function is constructed in at least the following ways:

[0088] ;

[0089] In the above formula, H represents the multi-objective optimization function. F represents the first weighting coefficient, and F represents the tempering probability. min F represents the minimum probability of tempering. max This represents the maximum probability of tempering. This represents the second weighting coefficient, and η represents the inflation efficiency. min η represents the minimum inflation efficiency. max This indicates the maximum inflation efficiency. COV represents the third weighting factor, and COV represents the average indicated pressure variation factor. min COV represents the minimum value of the average indicated pressure variation coefficient. max This indicates the maximum value of the average indicated pressure variation coefficient.

[0090] Optionally, the first weight coefficient is not less than a preset weight threshold to increase the weight ratio of the backfire probability in the multi-objective optimization function, so that the multi-objective optimization function prioritizes preventing backfire.

[0091] Optionally, the first execution module 120 is at least used for:

[0092] The multi-objective optimization function is solved using a preset solution algorithm to obtain the optimal solution for at least one objective optimization parameter, and then the optimal solutions for all parameters are integrated and matched with the current engine operating conditions.

[0093] When the optimal solution for all the parameters is applicable to the current engine operating condition, the parameter output is executed for engine control.

[0094] When at least one of the optimal solutions for the parameters is not applicable to the current engine operating condition, the target optimization parameters are iteratively updated until all the optimal solutions for the parameters are applicable to the current engine operating condition, and then the parameters are output for engine control.

[0095] The technical solution provided in this embodiment firstly acquires at least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold velocity, and hydrogen injection parameters through an acquisition and judgment module, and at least determines the relationship between the cylinder pressure and the intake manifold pressure. Further, when the intake manifold pressure is greater than the cylinder pressure, the first execution module determines that there is no risk of flame backflow in the engine, does not trigger the fuse action, and constructs a multi-objective optimization function, then executes a preset joint optimization strategy based on the multi-objective optimization function. Conversely, when the intake manifold pressure is not greater than the cylinder pressure, the second execution module determines that there is a risk of flame backflow in the engine, triggers the fuse action, and generates a forced intake blockage command to at least control the intake valve to close and stop intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then releases the fuse and resumes execution of the preset joint optimization strategy. Therefore, this embodiment can achieve backfire protection under all operating conditions through a two-layer logic of "active optimization to suppress backfire + passive melting to block backfire", which is beneficial to suppressing backfire faults in the intake manifold of hydrogen engines and improving engine reliability and power.

[0096] This embodiment provides an electronic device. Figure 3This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 3 The electronic device 1000 includes a processor 1001 and a memory 1002. 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-described engine backfire prevention joint optimization control methods are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other via a communication bus and / or other forms of connection mechanisms (not shown). The memory 1002 stores a processor-executable computer program. When the electronic device 1000 is running, the processor 1001 executes the computer program to perform the engine backfire prevention joint optimization control method in any optional implementation of the above embodiments, to at least achieve the following functions: acquiring at least engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, and air pressure. The system considers the valve opening angle, intake manifold velocity, and hydrogen injection parameters, and at least determines the relationship between the cylinder pressure and the intake manifold pressure. When the intake manifold pressure is greater than the cylinder pressure, it determines that there is no risk of flame backflow in the engine, does not trigger the fuse action, and constructs a multi-objective optimization function, and then executes a preset joint optimization strategy based on the multi-objective optimization function. When the intake manifold pressure is not greater than the cylinder pressure, it determines that there is a risk of flame backflow in the engine, triggers the fuse action, and generates a forced intake blockage command to at least control the intake valve to close and stop intake until the intake manifold pressure is greater than the cylinder pressure and lasts for a preset duration, at which point the fuse action is released and the preset joint optimization strategy is resumed.

[0097] This embodiment provides a computer-readable storage medium storing a computer program. When executed by a processor, the program implements the engine backfire prevention joint optimization control method provided in all embodiments of this application: at least acquiring engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold velocity, and hydrogen injection parameters; and at least determining the magnitude relationship between cylinder pressure and intake manifold pressure; when the intake manifold pressure is greater than the cylinder pressure, determining that there is no risk of flame backflow in the engine, not triggering the fuse action, and constructing a multi-objective optimization function, and then executing a preset joint optimization strategy based on the multi-objective optimization function; when the intake manifold pressure is not greater than the cylinder pressure, determining that there is a risk of flame backflow in the engine, triggering the fuse action and generating a forced intake blocking command to at least control the intake valve to close and stop intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then releasing the fuse and resuming the execution of the preset joint optimization strategy.

[0098] Any combination of one or more computer-readable media may be used. A 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 electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0099] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0100] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0101] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0102] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention 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 or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A joint optimization control method for engine backfire prevention, characterized in that, At least including: At least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold flow rate, and hydrogen injection parameters are obtained, and at least the relationship between the cylinder pressure and the intake manifold pressure is determined. When the intake manifold pressure is greater than the cylinder pressure, it is determined that there is no risk of flame backflow in the engine, the meltdown action is not triggered, and a multi-objective optimization function is constructed. Then, a preset joint optimization strategy is executed based on the multi-objective optimization function. When the intake manifold pressure is not greater than the cylinder pressure, it is determined that there is a risk of flame backflow in the engine. The fuse is triggered and a forced intake blockage command is generated to at least control the intake valve to close and stop the intake until the intake manifold pressure is greater than the cylinder pressure and continues for a preset duration. Then the fuse is released and the preset joint optimization strategy is resumed.

2. The engine backfire prevention joint optimization control method according to claim 1, characterized in that, The multi-objective optimization function is constructed in at least the following ways: ； In the above formula, H represents the multi-objective optimization function. F represents the first weighting coefficient, and F represents the tempering probability. min F represents the minimum probability of tempering. max This represents the maximum probability of tempering. This represents the second weighting coefficient, and η represents the inflation efficiency. min η represents the minimum inflation efficiency. max This indicates the maximum inflation efficiency. COV represents the third weighting factor, and COV represents the average indicated pressure variation factor. min COV represents the minimum value of the average indicated pressure variation coefficient. max This indicates the maximum value of the average indicated pressure variation coefficient.

3. The engine backfire prevention joint optimization control method according to claim 2, characterized in that, The first weight coefficient is not less than a preset weight threshold, so as to increase the weight ratio of the backfire probability in the multi-objective optimization function, so that the multi-objective optimization function prioritizes preventing backfire.

4. The engine backfire prevention joint optimization control method according to claim 1, characterized in that, The execution of the preset joint optimization strategy based on the multi-objective optimization function includes at least the following: The multi-objective optimization function is solved using a preset solution algorithm to obtain the optimal solution for at least one objective optimization parameter, and then the optimal solutions for all parameters are integrated and matched with the current engine operating conditions. When the optimal solution for all the parameters is applicable to the current engine operating condition, the parameter output is executed for engine control. When at least one of the optimal solutions for the parameters is not applicable to the current engine operating condition, the target optimization parameters are iteratively updated until all the optimal solutions for the parameters are applicable to the current engine operating condition, and then the parameters are output for engine control.

5. An engine backfire prevention and optimization control device, characterized in that, Used to perform the engine backfire prevention joint optimization control method according to any one of claims 1-4; The engine backfire prevention joint optimization control device includes at least: The acquisition and judgment module is used to acquire at least the engine speed, load, torque, intake air temperature, injection pressure, intake air volume, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, combustion center of gravity, valve overlap angle, intake manifold flow rate and hydrogen injection parameters, and to at least determine the magnitude relationship between the cylinder pressure and the intake manifold pressure. The first execution module is used to determine that there is no risk of flame backflow in the engine when the intake manifold pressure is greater than the cylinder pressure, and not to trigger the fuse action, and to construct a multi-objective optimization function, and then execute a preset joint optimization strategy based on the multi-objective optimization function; The second execution module is used to determine that there is a risk of flame backflow in the engine when the intake manifold pressure is not greater than the cylinder pressure, trigger the fuse action and generate a forced intake blockage command to at least control the intake valve to close and stop the intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then release the fuse and resume the execution of the preset joint optimization strategy.

6. The engine backfire prevention joint optimization control device according to claim 5, characterized in that, The multi-objective optimization function is constructed in at least the following ways: ； In the above formula, H represents the multi-objective optimization function. F represents the first weighting coefficient, and F represents the tempering probability. min F represents the minimum probability of tempering. max This represents the maximum probability of tempering. This represents the second weighting coefficient, and η represents the inflation efficiency. min η represents the minimum inflation efficiency. max This indicates the maximum inflation efficiency. COV represents the third weighting factor, and COV represents the average indicated pressure variation factor. min COV represents the minimum value of the average indicated pressure variation coefficient. max This indicates the maximum value of the average indicated pressure variation coefficient.

7. The engine backfire prevention joint optimization control device according to claim 6, characterized in that, The first weight coefficient is not less than a preset weight threshold, so as to increase the weight ratio of the backfire probability in the multi-objective optimization function, so that the multi-objective optimization function prioritizes preventing backfire.

8. The engine backfire prevention joint optimization control device according to claim 5, characterized in that, The first execution module is used for at least: The multi-objective optimization function is solved using a preset solution algorithm to obtain the optimal solution for at least one objective optimization parameter, and then the optimal solutions for all parameters are integrated and matched with the current engine operating conditions. When the optimal solution for all the parameters is applicable to the current engine operating condition, the parameter output is executed for engine control. When at least one of the optimal solutions for the parameters is not applicable to the current engine operating condition, the target optimization parameters are iteratively updated until all the optimal solutions for the parameters are applicable to the current engine operating condition, and then the parameters are output for engine control.

9. An electronic device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the engine backfire prevention joint optimization control method according to any one of claims 1-4.

10. A 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 steps in the engine backfire prevention joint optimization control method according to any one of claims 1-4.

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