Engine control method, device and apparatus based on ion current

Abstract

This application discloses an engine control method, apparatus, and device based on ion current, addressing the problems of low accuracy and poor timeliness in related technologies for controlling engine state based on ion current. During engine operation, multi-source data, including ion current and engine state data, is acquired from various sensors within the engine. The actual waveform curve of the ion current corresponding to each cylinder is compared with a preset ion current reference waveform curve to obtain the current characteristic deviation. This current characteristic deviation is then compared with a first preset range and a second preset range to determine whether the current engine operating condition meets the preset conditions. Finally, based on the comparison results, the engine control parameters are updated according to the current characteristic deviation, or the preset ion current reference waveform curve is updated. By dynamically updating the engine control parameters and the ion current reference curve, dynamic and precise engine control is achieved.

Description

Technical Field

[0001] This application relates to the field of internal combustion engine control technology, and in particular to engine control methods, devices and equipment based on ion current. Background Technology

[0002] With increasingly stringent emission regulations and ever-increasing demands on engine efficiency, precise control of the in-cylinder combustion process has become crucial.

[0003] In related technologies, ion current feedback technology has been recognized as an effective means to directly and in real-time reflect the in-cylinder combustion state of an engine (such as ignition timing, combustion rate, air-fuel ratio, and knock). However, ion current feedback technology has the following main drawbacks in practical applications: 1. Existing solutions only use ion current for misfire diagnosis or simple knock detection, failing to fully explore the rich combustion information it contains, resulting in low accuracy of engine status identification and inability to fully achieve precise control of the combustion state in the engine cylinder.

[0004] 2. In the existing scheme, the MAP is used to record the correspondence between engine operating conditions (such as different speed-torque combinations) and engine control parameters (such as fuel injection quantity, ignition advance angle, etc.). The calibrated MAP is one-time and static. Once the engine performance deteriorates due to aging, or the engine performance changes with long-term use, the engine control strategy based on the initial calibrated MAP will fail, resulting in deterioration of the engine's economy and emissions after long-term operation.

[0005] Therefore, the methods for controlling engine status based on ion current in related technologies have low accuracy and poor timeliness. Summary of the Invention

[0006] The purpose of this application is to provide an engine control method, device, and equipment based on ion current, in order to solve the problems of low accuracy and poor timeliness of related technologies for controlling engine state based on ion current.

[0007] In a first aspect, this application provides an engine control method based on ion current, the method comprising: During engine operation, multi-source data collected by various sensors in the engine is acquired; the multi-source data includes ion current and engine status data. For each cylinder of the engine, the actual waveform curve of the ion current corresponding to the cylinder is compared with the preset reference waveform curve of the ion current to obtain the current characteristic deviation; the preset reference waveform curve of the ion current corresponds to the current operating condition of the engine and the cylinder. If the current characteristic deviation is within a first preset range and the current operating condition of the engine meets the preset operating condition, then the engine control parameters are updated according to the current characteristic deviation to obtain updated engine control parameters, so that the engine can control the engine operation based on the updated engine control parameters. If the current characteristic deviation is within the second preset range, the preset ion current reference waveform curve is updated according to the current characteristic deviation to obtain the updated ion current reference waveform curve. The updated ion current reference waveform curve is then used as the preset ion current reference waveform curve, and the process returns to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

[0008] In one possible implementation, the current characteristic deviation includes a peak current deviation and a peak phase deviation, the current engine operating condition includes the engine exhaust temperature, and the first preset range includes a first sub-preset range characterizing the peak current deviation and a second sub-preset range characterizing the peak phase deviation. If the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, then the engine control parameters are updated based on the current characteristic deviation to obtain updated engine control parameters, including: The peak current deviation is determined to be within the first preset sub-range, the peak phase deviation is determined to be within the second preset sub-range, and the engine exhaust temperature is determined to be higher than the exhaust temperature threshold corresponding to the current operating condition. Based on the preset correspondence between peak current deviation and peak phase deviation and engine fuel injection quantity correction, the engine fuel injection quantity correction corresponding to the peak current deviation and peak phase deviation is determined. The engine fuel injection quantity is updated using the aforementioned engine fuel injection quantity correction value to obtain the updated engine fuel injection quantity.

[0009] In one possible implementation, the current characteristic deviation further includes a rising edge slope deviation, the current engine operating condition further includes engine knock intensity, and the first preset range further includes a third preset sub-range characterizing the rising edge slope deviation; the method further includes: The rising edge slope deviation is determined to be within the third preset range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition. Based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined. The engine ignition angle is updated using the aforementioned engine ignition angle correction amount to obtain the updated engine ignition angle.

[0010] In one possible implementation, the current characteristic deviation includes the rise edge slope deviation and the peak current deviation, the current engine operating condition includes the engine knock intensity, and the first preset range includes a third preset sub-range characterizing the rise edge slope deviation. If the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, then the engine control parameters are updated based on the current characteristic deviation to obtain updated engine control parameters, including: The rising edge slope deviation is determined to be within the third preset range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition. Based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined. The engine ignition angle is updated using the aforementioned engine ignition angle correction amount to obtain the updated engine ignition angle.

[0011] In one possible implementation, if the current characteristic deviation is within the second preset range, then updating the preset ion current reference waveform curve based on the current characteristic deviation to obtain an updated ion current reference waveform curve includes: The peak current deviation is determined to be higher than the upper boundary of the first preset sub-range; Based on the preset correspondence between the peak current deviation and the reference waveform curve compensation amount, the reference waveform curve compensation amount corresponding to the peak current deviation is determined. The preset ion current reference waveform curve is updated using the compensation amount of the reference waveform curve to obtain the updated ion current reference waveform curve.

[0012] In one possible implementation, the method further includes: For the same engine operating condition, if the number of times the engine control parameters are updated exceeds a preset threshold, the correspondence between the current engine operating condition and the engine control parameters is updated based on the updated engine control parameters, so that the engine can control its operation based on the updated correspondence between the engine operating condition and the engine control parameters.

[0013] Secondly, this application provides an engine control device based on ion current, the device comprising: The data acquisition module is used to acquire multi-source data collected by various sensors in the engine during engine operation; the multi-source data includes ion current and engine status data. An ion current comparison module is used to compare the actual ion current waveform curve corresponding to each cylinder of the engine with a preset ion current reference waveform curve to obtain the current characteristic deviation; the preset ion current reference waveform curve corresponds to the current operating condition of the engine and the cylinder. The control parameter iteration module is used to update the engine control parameters according to the current characteristic deviation if the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, so as to obtain the updated engine control parameters and enable the engine to control the engine operation based on the updated engine control parameters. The reference curve iteration module is used to update the preset ion current reference waveform curve according to the current characteristic deviation if the current characteristic deviation is within the second preset range, to obtain the updated ion current reference waveform curve, and to use the updated ion current reference waveform curve as the preset ion current reference waveform curve, and return to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

[0014] In one possible implementation, the current characteristic deviation includes a peak current deviation and a peak phase deviation, the current engine operating condition includes the engine exhaust temperature, and the first preset range includes a first sub-preset range characterizing the peak current deviation and a second sub-preset range characterizing the peak phase deviation. If the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, then the engine control parameters are updated based on the current characteristic deviation to obtain updated engine control parameters, including: The peak current deviation is determined to be within the first preset sub-range, the peak phase deviation is determined to be within the second preset sub-range, and the engine exhaust temperature is determined to be higher than the exhaust temperature threshold corresponding to the current operating condition. Based on the preset correspondence between peak current deviation and peak phase deviation and engine fuel injection quantity correction, the engine fuel injection quantity correction corresponding to the peak current deviation and peak phase deviation is determined. The engine fuel injection quantity is updated using the aforementioned engine fuel injection quantity correction value to obtain the updated engine fuel injection quantity.

[0015] In one possible implementation, the current characteristic deviation further includes a rising edge slope deviation, the current engine operating condition further includes engine knock intensity, and the first preset range further includes a third preset sub-range characterizing the rising edge slope deviation; the method further includes: The rising edge slope deviation is determined to be within the third preset range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition. Based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined. The engine ignition angle is updated using the aforementioned engine ignition angle correction amount to obtain the updated engine ignition angle.

[0016] In one possible implementation, the current characteristic deviation includes the rise edge slope deviation and the peak current deviation, the current engine operating condition includes the engine knock intensity, and the first preset range includes a third preset sub-range characterizing the rise edge slope deviation. If the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, then the engine control parameters are updated based on the current characteristic deviation to obtain updated engine control parameters, including: The rising edge slope deviation is determined to be within the third preset range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition. Based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined. The engine ignition angle is updated using the aforementioned engine ignition angle correction amount to obtain the updated engine ignition angle.

[0017] In one possible implementation, if the current characteristic deviation is within the second preset range, then updating the preset ion current reference waveform curve based on the current characteristic deviation to obtain an updated ion current reference waveform curve includes: The peak current deviation is determined to be higher than the upper boundary of the first preset sub-range; Based on the preset correspondence between the peak current deviation and the reference waveform curve compensation amount, the reference waveform curve compensation amount corresponding to the peak current deviation is determined. The preset ion current reference waveform curve is updated using the compensation amount of the reference waveform curve to obtain the updated ion current reference waveform curve.

[0018] In one possible implementation, the method further includes: For the same engine operating condition, if the number of times the engine control parameters are updated exceeds a preset threshold, the correspondence between the current engine operating condition and the engine control parameters is updated based on the updated engine control parameters, so that the engine can control its operation based on the updated correspondence between the engine operating condition and the engine control parameters.

[0019] Thirdly, this application provides an electronic device, including a processor and a memory: The memory is used to store program instructions; The processor is configured to call program instructions stored in the memory and implement the engine control method based on ion current as described in any one of the first aspects according to the obtained program instructions.

[0020] Fourthly, this application provides a computer-readable storage medium storing a computer program, the computer program including program instructions, which, when executed by a computer, cause the computer to perform the engine control method based on ion current as described in any one of the first aspects above.

[0021] Fifthly, this application provides a computer program product comprising: computer program code, which, when executed on a computer, causes the computer to perform the engine control method based on ion current as described in any of the first aspects above.

[0022] The technical solutions provided by the embodiments of this application bring at least the following beneficial effects: In this embodiment, by fusing multi-source data such as ion current and various engine status data, cross-validation and collaborative analysis are performed, which improves the accuracy of engine status diagnosis and avoids engine control errors caused by misjudgment of a single signal. Furthermore, by dynamically updating the engine control parameters and ion current reference curve, dynamic and precise engine control is achieved, which can also compensate for the aging effect of the engine, maintain the engine in the best condition, extend the engine performance life, and reduce maintenance costs.

[0023] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the engine architecture provided in an embodiment of this application; Figure 2 A schematic diagram of the overall process of the engine control method based on ion current provided in the embodiments of this application; Figure 3 A schematic diagram of the actual waveform curve of the ion current provided in the embodiments of this application; Figure 4 A flowchart illustrating step 203 provided in an embodiment of this application; Figure 5 Another flowchart illustrating step 203 provided in an embodiment of this application; Figure 6 Another flowchart illustrating step 203 provided in an embodiment of this application; Figure 7 A flowchart illustrating step 204 provided in an embodiment of this application; Figure 8 A schematic diagram of the structure of the roughness prediction device 200 for milled sealing surfaces provided in an embodiment of this application; Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0027] Furthermore, in the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0028] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0029] The following explains the relevant terms or devices involved in the embodiments of this application: Combustion fingerprint: The nominal ion current reference waveform curve of the engine under healthy conditions and specific stable operating conditions.

[0030] MAP: Used to record the correspondence between engine operating conditions and engine control parameters, such as a three-dimensional table with engine speed and indicated torque as the X and Y axes, and ignition timing or fuel injection quantity as the Z axis.

[0031] With increasingly stringent emission regulations and ever-increasing demands on engine efficiency, precise control of the in-cylinder combustion process has become crucial.

[0032] In related technologies, ion current feedback technology has been recognized as an effective means to directly and in real-time reflect the in-cylinder combustion state of an engine (such as ignition timing, combustion rate, air-fuel ratio, and knock). However, ion current feedback technology has the following main drawbacks in practical applications: 1. Existing solutions only use ion current for misfire diagnosis or simple knock detection, failing to fully explore the rich combustion information it contains, resulting in low accuracy of engine status identification and inability to fully achieve precise control of the combustion state in the engine cylinder.

[0033] 2. In the existing scheme, the MAP is used to record the correspondence between engine operating conditions (such as different speed-torque combinations) and engine control parameters (such as fuel injection quantity, ignition advance angle, etc.). The calibrated MAP is one-time and static. Once the engine performance deteriorates due to aging, or the engine performance changes with long-term use, the engine control strategy based on the initial calibrated MAP will fail, resulting in deterioration of the engine's economy and emissions after long-term operation.

[0034] Therefore, the methods for controlling engine status based on ion current in related technologies have low accuracy and poor timeliness.

[0035] In view of this, this application provides an engine control method, apparatus and device based on ion current to solve the problems of low accuracy and poor timeliness of the engine state control method based on ion current in the related art.

[0036] The inventive concept of this application can be summarized as follows: During engine operation, multi-source data, including ion current and engine status data, are acquired from various sensors in the engine. The actual waveform curve of the ion current corresponding to each cylinder is compared with a preset ion current reference waveform curve to obtain the current characteristic deviation. The current characteristic deviation is compared with a first preset range and a second preset range to determine whether the current engine operating condition meets the preset operating condition. Finally, based on the comparison results, the engine control parameters are updated according to the current characteristic deviation, or the preset ion current reference waveform curve is updated according to the current characteristic deviation to obtain the updated engine control parameters, or the updated ion current reference waveform curve.

[0037] In this embodiment, by fusing multi-source data such as ion current and various engine status data, cross-validation and collaborative analysis are performed, which improves the accuracy of engine status diagnosis and avoids engine control errors caused by misjudgment of a single signal. Furthermore, by dynamically updating the engine control parameters and ion current reference curve, dynamic and precise engine control is achieved, which can also compensate for the aging effect of the engine, maintain the engine in the best condition, extend the engine performance life, and reduce maintenance costs.

[0038] After introducing the design concept of the embodiments of this application, the following is a brief introduction to the engines to which the technical solutions of the embodiments of this application are applicable. It should be noted that the engine architecture described below is only for illustrating the embodiments of this application and is not intended to limit the scope. In specific implementation, the technical solutions provided by the embodiments of this application can be flexibly applied according to actual needs.

[0039] Figure 1 This is a schematic diagram of an engine architecture according to an embodiment of this application.

[0040] like Figure 1 As shown, 1 is the engine control unit (ECU), 2 is the ion current ignition coil (intelligent ignition coil), with one ion current ignition coil corresponding to each cylinder, 3 is the knock sensor, 4 is the knock sensor, 5 is the exhaust gas recirculation control valve (EGR), 6 is the intake air temperature and pressure sensor, 7 is the intake air throttle valve (IAT), 8 is the aftertreatment inlet temperature sensor, 9 is the front oxygen sensor, 10 is the three-way catalytic converter aftertreatment, 11 is the rear oxygen sensor, 12 is the exhaust pressure sensor, 13 is the exhaust pressure sensor, and 14 is the natural gas cylinder.

[0041] It should be noted that the methods provided in the embodiments of this application are not limited to those described above. Figure 1 The engine architecture shown can also be used for other possible engine architectures, and the embodiments in this application are not limited thereto. Figure 1The functions that each device in the engine architecture shown can perform will be described in subsequent method embodiments, and will not be elaborated on here.

[0042] To facilitate understanding of the engine control method based on ion current provided in the embodiments of this application, further explanation will be provided below with reference to the accompanying drawings.

[0043] In one possible implementation, this application provides an engine control method based on ion current, which can be... Figure 1 The engine control unit executes the process, and its overall flow is as follows: Figure 2 As shown, it includes the following: In step 201, during engine operation, multi-source data collected by various sensors in the engine is acquired; the multi-source data includes ion current and engine status data.

[0044] For example, various sensors include intelligent ignition coils for acquiring ion current waveforms in each cylinder, wide-range oxygen sensors, crankshaft / camshaft position sensors, intake pressure / temperature sensors, knock sensors, exhaust temperature sensors, etc. The acquired multi-source data includes engine status data such as ion current, engine exhaust temperature, and engine knock intensity.

[0045] In step 202, for each cylinder of the engine, the actual waveform curve of the ion current corresponding to the cylinder is compared with the preset ion current reference waveform curve to obtain the current characteristic deviation; the preset ion current reference waveform curve corresponds to the current operating condition of the engine and the cylinder.

[0046] The actual waveform curve of the ion current is obtained by filtering the microampere-level current signal collected by the intelligent ignition coil. There is a correlation between the ion current and the engine operating conditions. Different engine operating states result in different combustion pressures and temperatures, which in turn lead to different ion currents fed back to the intelligent ignition coil, resulting in different actual waveform curves of the ion current. Consequently, the multidimensional feature vectors extracted from the actual waveform curves of the ion current also differ.

[0047] For example, the actual waveform curve of ion current is as follows: Figure 3 The figures shown are the waveform curves corresponding to normal ignition, pre-ignition, and after-ignition, respectively. Different combustion states correspond to different waveform curves.

[0048] In one possible implementation, the preset ion current reference waveform curve is the ion current waveform curve of the engine under healthy conditions and specific stable operating conditions. Its establishment process relies on the fusion and collaborative analysis of multi-sensor information, which can also be called combustion fingerprint. The steps for constructing the preset ion current reference waveform curve are as follows: The first step is to assess the stability of the operating conditions.

[0049] By monitoring engine status data in real time using multiple sensors, it can be determined whether the engine has entered a repeatable steady operating condition. Crankshaft / camshaft position sensor: speed fluctuation <±10rpm, stable phase; Intake pressure / temperature sensor: Intake volume fluctuation <±2%; Wide-range oxygen sensor: air-fuel ratio fluctuation <±0.1; Exhaust temperature sensor: Exhaust temperature fluctuation in each cylinder <±5℃; When all parameters simultaneously meet the steady-state threshold, the engine control unit begins to collect engine state data to construct the ion current reference waveform curve, in order to avoid interference of transient processes with the ion current.

[0050] The second step is ion current acquisition and preprocessing.

[0051] After confirming that the engine is in a stable operating condition, ion current signals for at least 200 consecutive engine cycles are independently collected for each cylinder. Preprocessing includes: Bandpass filtering (1kHz ~ 50kHz) is used to eliminate high-frequency noise; Amplitude normalization eliminates individual differences in spark plug gap and ignition coil; The waveform is aligned to the compression top dead center (TDC) based on the crankshaft phase signal.

[0052] The third step is the extraction of multidimensional features of ion current.

[0053] The ion current waveform curve is obtained after preprocessing. Multidimensional feature vectors are extracted from the ion current waveform curves of each cylinder, including: Peak current (mA); Peak phase (°CA, relative to top dead center); Rising edge slope, usually referring to the maximum rising edge slope (mA / °CA). : Waveform integral area (mA·°CA); : Oscillation energy (dimensionless) in the detonation frequency band (5~15kHz).

[0054] The fourth step is to establish a self-learning model (dual-model collaboration).

[0055] To balance the determinism and low latency of real-time control with the adaptability of long-term prediction, the embodiments of this application adopt a dual-model collaborative architecture: Model 1: Real-time control model (linear model).

[0056] This application embodiment incorporates a linearized deviation equation in Model 1 to describe the instantaneous impact of real-time parameter changes collected by each sensor on the ion current waveform curve. The peak current is used as the reference. For example:

[0057] in, This refers to the change in ignition angle (°CA). If the ignition angle is advanced, then... Increase; This represents the change in air-fuel ratio (λ>1 indicates a lean air-fuel ratio). A lean air-fuel ratio then... reduce; This represents the change in exhaust temperature (°C). An increase in exhaust temperature reflects a shift in combustion direction, and is related to... Negative correlation; The change in detonation intensity (%) occurs when detonation occurs. High-frequency components suddenly increase; coefficient The least squares method, obtained through bench calibration, is used for online updates in real-vehicle operation using recursive least squares (RLS) to adapt to individual engine differences and slow aging.

[0058] The influence of different engine control parameters on peak current can be determined by the above linearized deviation equation. After determining the peak current deviation, the embodiments of this application will deduce in reverse how to adjust the engine control parameters based on the above linearized deviation equation.

[0059] The advantage of Model 1 above is that: Highly interpretable: Each coefficient corresponds to a clear physical meaning, facilitating fault tracing; Minimal computational complexity: suitable for real-time operation in the engine control unit (ECU); Analytical inverse: The correction amount of the engine control parameters can be quickly deduced from the measured ion current deviation; It should be added that, in order to capture potential interaction effects, the real-time control model can selectively incorporate first-order interaction terms (such as...). (), still retains a linear form.

[0060] Model 2: Offline / Cloud-based assisted model (lightweight neural network).

[0061] To address the nonlinear aging trends during long-term operation (such as distortion of the ion current waveform due to carbon buildup, and multi-parameter coupling drift), this embodiment will additionally deploy a lightweight neural network (such as a single-hidden-layer multilayer perceptron or a 1D temporal convolutional network). This model 2 does not participate in real-time closed-loop control and is used for the following functions: The system regularly receives and uploads feature data from the vehicle-to-everything (V2X) cloud to train and predict aging drift trajectories. Generate correction suggestions (such as the offset of global fuel injection quantity in the calibration MAP) and send them to the ECU to trigger the recalibration of the calibration MAP or fingerprint update; As a residual compensator: it provides auxiliary correction when the prediction error of the real-time control model exceeds a threshold.

[0062] The lightweight neural network structure consists of an input layer (sensor parameters + timestamps), a hidden layer (32-64 neurons, with corrected linear unit activation), and an output layer (predicting the bias of ion current features). Training utilizes historical bench and real-vehicle data, and regularization is used to prevent overfitting.

[0063] Based on the above dual-model collaborative relationship, real-time control takes the real-time control model as the main component to ensure the determinism of the response and the safety of the system; offline / cloud-based auxiliary models are updated offline to progressively optimize long-term control accuracy; the two are coordinated through the "model management module" in the ECU. When the neural network prediction results deviate significantly from the linear model, the system triggers a relearning process and recalibrates the coefficients of the real-time control model.

[0064] The fifth step is statistical modeling and generation of the ion current reference waveform curve.

[0065] Statistical analysis was performed on the multidimensional feature vectors of all effective cycles of the same cylinder under the same stable operating condition: Remove outliers (3σ principle); Calculate the mean μ and standard deviation σ; Generate the nominal multidimensional feature vector for this operating condition:

[0066] in, This is the vector corresponding to the peak current. The vector corresponding to the peak phase. The vector corresponding to the slope of the rising edge. The vector corresponding to the integral area of ​​the waveform. This is the vector corresponding to the oscillation energy in the detonation frequency band.

[0067] The above vector This is the reference waveform curve of the ion current of the cylinder under this operating condition. The reference waveform curves of the ion current at all operating points (such as different speed-load combinations) form a calibration map, which is stored in the memory of the engine control unit.

[0068] Step 6: Verify the validity of the reference waveform curve.

[0069] In this embodiment, the signals of multiple sensors are monitored in real time during the multi-source data acquisition process. If the knock sensor is abnormally triggered, the exhaust temperature changes suddenly, or the oxygen sensor output fluctuates violently, the currently acquired data segment is automatically discarded and acquisition starts again, ensuring that the constructed ion current reference waveform curve only represents the true healthy and stable state of the engine.

[0070] By constructing a preset ion current reference waveform curve, this embodiment of the application can establish a unique and personalized ion current reference waveform curve for each cylinder and each operating point of each engine. This personalized ion current reference waveform curve for each engine eliminates the influence of manufacturing tolerances and initial assembly differences, improving product consistency and performance lower limit. Furthermore, by adopting a control architecture that combines linear regression and neural network dual models, the engine control parameters and ion current reference waveform curve are dynamically updated respectively. This ensures real-time performance while possessing long-term adaptive evolution capabilities, automatically compensating for engine aging effects such as wear and carbon deposits, maintaining the engine in optimal condition for a long time, extending performance life, and reducing maintenance costs.

[0071] In step 203, if the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, the engine control parameters are updated according to the current characteristic deviation to obtain updated engine control parameters, so that the engine can control the engine operation based on the updated engine control parameters.

[0072] This application embodiment can extract multi-dimensional feature vectors from the ion current waveform curves of each cylinder, including peak current, peak phase, rising edge slope, waveform integral area, oscillation energy in a specific frequency band, etc. The current engine operating conditions include parameters such as speed, torque, engine exhaust temperature, and engine knock intensity. Based on different combinations of ion current characteristics and different engine operating conditions, the engine combustion state that can be determined is also different, and the engine control parameters will be updated and adjusted according to the engine combustion state.

[0073] In one possible implementation, the current characteristic deviation includes peak current deviation and peak phase deviation, the current engine operating condition includes engine exhaust temperature, and the first preset range includes a first sub-preset range characterizing peak current deviation and a second sub-preset range characterizing peak phase deviation. The process of step 203 is as follows: Figure 4 As shown, it includes the following steps: In step 401, the peak current deviation is determined to be within a first preset sub-range, the peak phase deviation is determined to be within a second preset sub-range, and the engine exhaust temperature is determined to be higher than the exhaust temperature threshold corresponding to the current operating condition.

[0074] In step 402, based on the preset correspondence between peak current deviation and peak phase deviation and engine fuel injection quantity correction, the engine fuel injection quantity correction corresponding to peak current deviation and peak phase deviation is determined.

[0075] In step 403, the engine fuel injection quantity is updated using the engine fuel injection quantity correction value to obtain the updated engine fuel injection quantity.

[0076] For example, the engine's current operating conditions are: speed 2000 rpm, torque 700 N·m, peak current deviation 0.5 mA, peak phase deviation 0.5°CA, engine exhaust temperature 900℃, first preset sub-range [0.2 mA, 0.6 mA], second preset sub-range [0.2°CA, 0.6°CA], and exhaust temperature threshold corresponding to the current operating conditions is 860℃. It is determined that the current engine cylinder mixture is too lean, requiring an increase in the fuel injection quantity of that cylinder, based on the preset peak current deviation. and peak phase deviation Engine fuel injection quantity correction The correspondence is shown in the following formula:

[0077] in, , It was determined based on experience from adjusting engine control parameters multiple times; Engine fuel injection quantity correction The engine fuel injection quantity is updated to obtain the updated engine fuel injection quantity, thereby restoring the engine to normal operation.

[0078] In this embodiment of the application, the current characteristic deviation is the absolute value of the current characteristic difference. For example, the peak phase deviation is the absolute value of the difference between two peak phases.

[0079] In another possible implementation, the current characteristic deviation includes only the rising edge slope deviation, the current engine operating condition includes the engine knock intensity, and the first preset range includes a third preset sub-range characterizing the rising edge slope deviation. The process of step 203 is as follows: Figure 5 As shown, it includes the following steps: In step 501, it is determined that the rise edge slope deviation is within the third preset range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition.

[0080] In step 502, based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined.

[0081] In step 503, the engine ignition angle is updated using the engine ignition angle correction amount to obtain the updated engine ignition angle.

[0082] For example, the engine's current operating temperature is 2000 rpm, torque is 700 N·m, rise edge slope deviation is 0.6 mA / °CA, engine knock intensity is 230 kPa, the third preset sub-range is [0.4 mA / °CA, 0.8 mA / °CA], and the knock intensity threshold corresponding to the current operating condition is 210 kPa. It is determined that the current engine cylinder ignition is too early, and the ignition angle of that cylinder needs to be delayed, based on the preset rise edge slope deviation. Engine ignition angle correction The correspondence is shown in the following formula:

[0083] in, It was determined based on experience from adjusting engine control parameters multiple times; Engine ignition angle correction The engine ignition timing is updated to obtain the updated engine ignition timing, thus restoring the engine to normal operation.

[0084] In another possible implementation, the current characteristic deviation includes three characteristics: peak current deviation, peak phase deviation, and rising edge slope deviation. The current engine operating conditions include engine speed, torque, exhaust temperature, and engine knock intensity. The first preset range includes a first sub-preset range characterizing the peak current deviation, a second sub-preset range characterizing the peak phase deviation, and a third preset sub-range characterizing the rising edge slope deviation. The process of step 203 is as follows: Figure 6 As shown, it includes the following steps: In step 601, the peak current deviation is determined to be within a first preset sub-range, the peak phase deviation is determined to be within a second preset sub-range, the rising edge slope deviation is determined to be within a third preset sub-range, and the engine exhaust temperature is determined to be higher than the exhaust temperature threshold corresponding to the current operating condition, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition.

[0085] In step 602, based on the preset correspondence between peak current deviation and peak phase deviation and engine fuel injection quantity correction, the engine fuel injection quantity correction corresponding to peak current deviation and peak phase deviation is determined, and based on the preset correspondence between rising edge slope deviation and engine ignition angle correction, the engine ignition angle correction corresponding to rising edge slope deviation is determined.

[0086] In step 603, the engine fuel injection quantity is updated using the engine fuel injection quantity correction value to obtain the updated engine fuel injection quantity, and the engine ignition angle is updated using the engine ignition angle correction value to obtain the updated engine ignition angle.

[0087] For example, the engine's current operating conditions are: speed 2000 rpm, torque 700 N·m, peak current deviation 0.5 mA, peak phase deviation 0.5°CA, rise edge slope deviation 0.6 mA / °CA, exhaust temperature 900℃, and knock intensity 230 kPa. The first preset sub-range is [0.2 mA, 0.6 mA], the second preset sub-range is [0.2°CA, 0.6°CA], and the third preset sub-range is [0.4 mA / °CA, 0.8 mA / °CA]. The corresponding exhaust temperature threshold is 860℃, and the knock intensity threshold is 210 kPa. It is determined that the current engine cylinder ignition is too early, and the ignition angle of that cylinder needs to be delayed, based on the preset peak current deviation. Peak phase deviation and rising slope deviation Engine fuel injection quantity correction Engine ignition angle correction The correspondence is shown in the following formula:

[0088] in, , , It was determined based on experience from adjusting engine control parameters multiple times; Engine fuel injection quantity correction The engine fuel injection quantity is updated to obtain the updated engine fuel injection quantity, and the engine ignition angle correction is adjusted. The engine ignition timing is updated to obtain the updated engine ignition timing, thus restoring the engine to normal operation.

[0089] In the process of updating the engine control parameters based on the current characteristic deviation, this application can also update the engine control parameters in a step-by-step iterative manner. For example, it can iterate in increments of 0.1 ml of fuel injection until the actual waveform curve of the ion current is equivalent to the preset reference waveform curve of the ion current.

[0090] It should be noted that since multi-dimensional feature vectors can be extracted from the ion current waveform curve, and the current engine operating condition includes various situations, combining the ion current features with the engine operating condition can identify different engine states. For example, combining the peak current deviation, peak phase deviation, and engine exhaust temperature can determine the air-fuel mixture condition and whether to adjust the fuel injection quantity; combining the rise edge slope deviation with the engine knock intensity can determine whether the engine cylinder ignition is too early and determine the ignition angle adjustment strategy; and the combinations of ion current features and engine operating conditions are not limited to the examples mentioned above.

[0091] The steps described above—identifying the engine status by comparing the current characteristic deviation with the current operating condition and updating the engine control parameters based on the current characteristic deviation—achieve the fusion of multi-source information such as ion current, exhaust temperature sensor, and knock sensor. Through cross-validation and collaborative analysis of multi-source information, the accuracy of engine status diagnosis is improved, and control errors caused by misjudgment of a single signal are avoided.

[0092] In step 204, if the current characteristic deviation is within the second preset range, the preset ion current reference waveform curve is updated according to the current characteristic deviation to obtain the updated ion current reference waveform curve. The updated ion current reference waveform curve is then used as the preset ion current reference waveform curve, and the process returns to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

[0093] In one possible implementation, the current characteristic deviation includes the peak current deviation. In step 204, if the current characteristic deviation is within a second preset range, the preset ion current reference waveform curve is updated according to the current characteristic deviation to obtain the updated ion current reference waveform curve. The process is as follows: Figure 7 As shown, it includes the following steps: In step 701, it is determined that the peak current deviation is higher than the upper boundary of the first preset sub-range.

[0094] In step 702, based on the preset correspondence between the peak current deviation and the reference waveform curve compensation amount, the reference waveform curve compensation amount corresponding to the peak current deviation is determined.

[0095] In step 703, the preset ion current reference waveform curve is updated using the reference waveform curve compensation amount to obtain the updated ion current reference waveform curve.

[0096] For example, if the peak current deviation is 0.8mA and the first preset sub-range is [0.2mA, 0.6mA], and the peak current deviation is higher than the upper boundary of the first preset sub-range, it is determined that the engine is experiencing performance aging. Based on the preset correspondence between the peak current deviation and the compensation amount of the reference waveform curve, the peak current deviation is determined. Corresponding reference waveform curve compensation amount The correspondence is shown in the following formula:

[0097] in, It was determined based on experience from multiple iterations of updating the ion current reference waveform curve; Compensation amount of the reference waveform curve The engine ignition angle is updated, the preset ion current reference waveform curve is updated to obtain the updated ion current reference waveform curve, and the updated ion current reference waveform curve is used as the preset ion current reference waveform curve. The process then returns to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

[0098] It should be added that after updating the ion current reference waveform curve, the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve is returned. The actual ion current waveform curve in this step can be the same waveform curve as the actual ion current waveform curve in step 202, that is, the actual ion current waveform curve is not updated before and after the ion current reference waveform curve is updated; or the actual ion current waveform curve can be obtained by separately acquiring the ion current, that is, the actual ion current waveform curve is also updated before and after the ion current reference waveform curve is updated.

[0099] When the current characteristic deviation is within the second preset range, this embodiment of the application determines that the engine hardware is aging rather than deviating from the engine hardware. The offset is returned to the ion current reference waveform curve by the reference waveform curve compensation amount, eliminating or reducing the offset. This is not limited to the above-mentioned step of determining the reference waveform curve compensation amount corresponding to the peak current deviation based on the preset correspondence between the peak current deviation and the reference waveform curve compensation amount. It can also start the relearning process, that is, return to the above-mentioned step of constructing the preset ion current reference waveform curve. After the engine is in a new stable state, data is collected to reconstruct the ion current reference waveform curve, and the global compensation update of the calibration map is triggered simultaneously. This allows the ion current reference waveform curve to reflect the current actual state of the engine, ensuring the timeliness of the ion current reference waveform curve and reducing the manual calibration burden before leaving the factory and the subsequent recalibration requirements.

[0100] In one possible implementation, for the same engine operating condition, if the number of times the engine control parameters are updated exceeds a preset threshold, the correspondence between the current engine operating condition and the engine control parameters is updated based on the updated engine control parameters, so that the engine controls engine operation based on the updated correspondence between the engine operating condition and the engine control parameters.

[0101] For example, for the same engine operating condition, the preset number of times threshold is 3. The engine cylinder fuel injection quantity is updated 5 times, which exceeds the preset number of times threshold. The engine cylinder fuel injection quantities after the 5 updates are 2.1 ml, 2.2 ml, 2.2 ml, 2.3 ml, and 2.2 ml, respectively. The embodiments of this application can use the average or median of the above 5 fuel injection quantity values ​​to replace the initial fuel injection quantity in the correspondence between the initial engine operating condition and engine control parameters (i.e., the engine control MAP), so that the subsequent engine operation is controlled based on the updated correspondence between the engine operating condition and engine control parameters.

[0102] In this embodiment, when the engine starts or the engine operating condition changes, the engine control unit determines the corresponding engine control parameters based on the engine control MAP and controls the engine operation through these engine control parameters. The updated engine control parameters in step 203 are a single real-time update of the engine control parameters and do not update the engine control parameters in the engine control MAP. When the number of times the engine control parameters are updated exceeds a preset threshold, this embodiment will update the engine control parameters in the engine control MAP.

[0103] In one possible implementation, when the current characteristic deviation is not within a first preset range or a second preset range, i.e., the current characteristic deviation is less than the lower boundary of the first preset range, it indicates that the current characteristic deviation is within the normal fluctuation range, and there is no need to update the engine control parameters. For example, if the peak current deviation is 0.1mA, the first preset sub-range is [0.2mA, 0.6mA], and the peak current deviation is less than the lower boundary of the first preset range, it is determined that the peak current deviation is within the normal fluctuation range, and there is no need to update the engine fuel injection quantity.

[0104] In summary, the embodiments of this application improve the accuracy of engine condition diagnosis by fusing multi-source data such as ion current and various engine status data for cross-validation and collaborative analysis, avoiding engine control errors caused by misjudgment of a single signal; and by dynamically updating the engine control parameters and ion current reference curve, dynamic and precise engine control is achieved, which can also compensate for the aging effect of the engine, maintain the engine in optimal condition, extend engine performance life, and reduce maintenance costs.

[0105] Based on the same inventive concept, this application provides an engine control device based on ion current, such as... Figure 8 As shown, the device 800 includes: The data acquisition module 801 is used to acquire multi-source data collected by various sensors in the engine during the operation of the engine; the multi-source data includes ion current and engine status data; The ion current comparison module 802 is used to compare the actual ion current waveform curve corresponding to each cylinder of the engine with a preset ion current reference waveform curve to obtain the current characteristic deviation; the preset ion current reference waveform curve corresponds to the current operating condition of the engine and the cylinder. The control parameter iteration module 803 is used to update the engine control parameters according to the current characteristic deviation if the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, so as to enable the engine to control the engine operation based on the updated engine control parameters. The reference curve iteration module 804 is used to update the preset ion current reference waveform curve according to the current characteristic deviation if the current characteristic deviation is within the second preset range, to obtain the updated ion current reference waveform curve, and to use the updated ion current reference waveform curve as the preset ion current reference waveform curve, and return to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

[0106] The following reference Figure 9 To describe an electronic device 130 according to this embodiment of the present application. Figure 9 The electronic device 130 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0107] like Figure 9 As shown, the electronic device 130 is presented in the form of a general electronic device. The components of the electronic device 130 may include, but are not limited to: at least one processor 131, at least one memory 132, and a bus 133 connecting different system components (including memory 132 and processor 131).

[0108] Bus 133 represents one or more of several bus structures, including a memory bus or memory controller, peripheral bus, processor, or local bus using any of the various bus structures.

[0109] The memory 132 may include a readable medium in the form of volatile memory, such as random access memory (RAM) 1321 and / or cache memory 1322, and may further include read-only memory (ROM) 1323.

[0110] The memory 132 may also include a program / utility 1325 having a set (at least one) of program modules 1324, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0111] Electronic device 130 can also communicate with one or more external devices 134 (e.g., keyboard, pointing device, etc.), and with one or more devices that enable a user to interact with electronic device 130, and / or with any device that enables electronic device 130 to communicate with one or more other electronic devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 135. Furthermore, electronic device 130 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 136. As shown, network adapter 136 communicates with other modules used in electronic device 130 via bus 133. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 130, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0112] In an exemplary embodiment, this application also provides a computer-readable storage medium including instructions, such as a memory 132 including instructions, which can be executed by a processor 131 of an electronic device 130 to complete the aforementioned engine control method based on ion current. Optionally, the computer-readable storage medium can be a non-transitory computer-readable storage medium, such as a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0113] In an exemplary embodiment, a computer program product is also provided, including a computer program that, when executed by a processor 131, implements the ion current-based engine control method provided in this application.

[0114] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0115] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0116] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0117] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0118] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. An ion current based engine control method, characterized by, The method includes: During engine operation, multi-source data collected by various sensors in the engine is acquired; the multi-source data includes ion current and engine status data. For each cylinder of the engine, the actual waveform curve of the ion current corresponding to the cylinder is compared with the preset reference waveform curve of the ion current to obtain the current characteristic deviation; the preset reference waveform curve of the ion current corresponds to the current operating condition of the engine and the cylinder. If the current characteristic deviation is within a first preset range and the current operating condition of the engine meets the preset operating condition, then the engine control parameters are updated according to the current characteristic deviation to obtain updated engine control parameters, so that the engine can control the engine operation based on the updated engine control parameters. If the current characteristic deviation is within the second preset range, the preset ion current reference waveform curve is updated according to the current characteristic deviation to obtain the updated ion current reference waveform curve. The updated ion current reference waveform curve is then used as the preset ion current reference waveform curve, and the process returns to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

2. The method of claim 1, wherein, The current characteristic deviation includes peak current deviation and peak phase deviation, the current engine operating condition includes engine exhaust temperature, and the first preset range includes a first sub-preset range characterizing the peak current deviation and a second sub-preset range characterizing the peak phase deviation. If the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, then the engine control parameters are updated based on the current characteristic deviation to obtain updated engine control parameters, including: The peak current deviation is determined to be within the first preset sub-range, the peak phase deviation is determined to be within the second preset sub-range, and the engine exhaust temperature is determined to be higher than the exhaust temperature threshold corresponding to the current operating condition. Based on the preset correspondence between peak current deviation and peak phase deviation and engine fuel injection quantity correction, the engine fuel injection quantity correction corresponding to the peak current deviation and peak phase deviation is determined. The engine fuel injection quantity is updated using the aforementioned engine fuel injection quantity correction value to obtain the updated engine fuel injection quantity.

3. The method of claim 2, wherein, The current characteristic deviation also includes the rise edge slope deviation, the current engine operating condition also includes engine knock intensity, and the first preset range further includes a third preset sub-range characterizing the rise edge slope deviation; the method further includes: The rising edge slope deviation is determined to be within the third preset sub-range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition. Based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined. The engine ignition angle is updated using the aforementioned engine ignition angle correction amount to obtain the updated engine ignition angle.

4. The method of claim 1, wherein, The current characteristic deviation includes the rising edge slope deviation and the peak current deviation; the current engine operating condition includes the engine knock intensity; and the first preset range includes a third preset sub-range characterizing the rising edge slope deviation. If the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, then the engine control parameters are updated based on the current characteristic deviation to obtain updated engine control parameters, including: The rising edge slope deviation is determined to be within the third preset sub-range, and the engine knock intensity is determined to be higher than the knock intensity threshold corresponding to the current operating condition. Based on the preset correspondence between the rising edge slope deviation and the engine ignition angle correction, the engine ignition angle correction corresponding to the rising edge slope deviation is determined. The engine ignition angle is updated using the aforementioned engine ignition angle correction amount to obtain the updated engine ignition angle.

5. The method according to any one of claims 2 to 4, characterized in that, If the current characteristic deviation is within the second preset range, the preset ion current reference waveform curve is updated based on the current characteristic deviation to obtain an updated ion current reference waveform curve, including: The peak current deviation is determined to be higher than the upper boundary of the first preset sub-range; Based on the preset correspondence between the peak current deviation and the reference waveform curve compensation amount, the reference waveform curve compensation amount corresponding to the peak current deviation is determined. The preset ion current reference waveform curve is updated using the compensation amount of the reference waveform curve to obtain the updated ion current reference waveform curve.

6. The method according to any one of claims 1 to 4, characterized in that, The method further includes: For the same engine operating condition, if the number of times the engine control parameters are updated exceeds a preset threshold, the correspondence between the current engine operating condition and the engine control parameters is updated based on the updated engine control parameters, so that the engine can control its operation based on the updated correspondence between the engine operating condition and the engine control parameters.

7. An ion current based engine control device, characterized by, The device includes: The data acquisition module is used to acquire multi-source data collected by various sensors in the engine during engine operation; the multi-source data includes ion current and engine status data. An ion current comparison module is used to compare the actual ion current waveform curve corresponding to each cylinder of the engine with a preset ion current reference waveform curve to obtain the current characteristic deviation; the preset ion current reference waveform curve corresponds to the current operating condition of the engine and the cylinder. The control parameter iteration module is used to update the engine control parameters according to the current characteristic deviation if the current characteristic deviation is within a first preset range and the current engine operating condition meets the preset operating condition, so as to obtain the updated engine control parameters and enable the engine to control the engine operation based on the updated engine control parameters. The reference curve iteration module is used to update the preset ion current reference waveform curve according to the current characteristic deviation if the current characteristic deviation is within the second preset range, to obtain the updated ion current reference waveform curve, and to use the updated ion current reference waveform curve as the preset ion current reference waveform curve, and return to the step of comparing the actual ion current waveform curve corresponding to the cylinder with the preset ion current reference waveform curve.

8. An electronic device, comprising: include: Memory, used to store program instructions; A processor is configured to call program instructions stored in the memory and execute the engine control method based on ion current as described in any one of claims 1-6 according to the obtained program instructions.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, the computer program including program instructions that, when executed by a computer, cause the computer to perform the engine control method based on ion current as described in any one of claims 1-6.

10. A computer program product, characterised in that, The computer program product includes: computer program code, which, when run on a computer, causes the computer to execute the engine control method based on ion current as described in any one of claims 1-6.

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