Method of controlling a heating assembly in an engine and vehicle

Abstract

The application discloses a control method of a heating assembly in an engine and a vehicle. The method comprises the following steps: determining a reference heating power of the heating assembly and at least one combustion phase threshold of the engine in at least one operation stage based on operation state information during engine operation; determining an adapted target heating power of the heating assembly in the at least one operation stage based on the reference heating power, wherein the target heating power is used to make the heating assembly have a first durability in the operation stage, and the reference heating power is used to make the heating assembly have a second durability in the operation stage; and adjusting the heating power of the heating assembly to the target heating power in the operation stage and controlling the heating assembly with the target heating power to adjust the temperature in the cylinder of the engine in response to the combustion phase of the engine in the operation stage reaching the combustion phase threshold. The application solves the technical problem of poor durability of the heating assembly.

Description

Technical Field

[0001] This application relates to the field of engine technology, and more specifically, to a control method for a heating component in an engine and a vehicle. Background Technology

[0002] Currently, methanol, due to its high latent heat of vaporization and low cetane number, often requires heating components (such as glow plugs) to assist compression ignition. In related technologies, glow plugs are typically kept at full power during methanol injection and combustion to ensure cold starts and stable ignition under low loads. However, in-cylinder combustion generates extremely high temperatures, and the continuous high-temperature heating of the glow plug, combined with the heat released during combustion, can lead to severe overheating or even ablation and damage to the glow plug head, significantly reducing its operational reliability and service life (durability). Therefore, the technical problem of poor durability of heating components remains.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This application provides a control method and vehicle for a heating component in an engine, to at least solve the technical problem of poor durability of the heating component.

[0005] According to one aspect of the embodiments of this application, a control method for a heating component in an engine is provided. The method may include: determining a reference heating power of the heating component and at least one combustion phase threshold of the engine in at least one operating phase based on operating state information during engine operation; determining a target heating power adapted to the heating component in at least one operating phase based on the reference heating power, wherein the target heating power is used to enable the heating component to have a first durability during the operating phase, and the reference heating power is used to enable the heating component to have a second durability during the operating phase, the first durability being greater than the second durability; and adjusting the heating power of the heating component to the target heating power during the operating phase in response to the combustion phase of the engine reaching the combustion phase threshold, and controlling the heating component with the target heating power to regulate the temperature in the engine cylinder.

[0006] Optionally, based on the operating status information during engine operation, determining at least one combustion phase threshold for the engine in at least one operating stage includes: determining the cumulative heat release of the cylinder based on the operating status information, wherein the cumulative heat release has a value representing the total amount of heat released by the gas in the combustion cylinder from the start of combustion to the current time; and determining at least one combustion phase threshold based on the cumulative heat release.

[0007] Optionally, the operating status information includes cylinder pressure information. Based on the operating status information, the cumulative heat release of the cylinder is determined, including: determining the instantaneous heat release of the cylinder based on the pressure information, wherein the instantaneous heat release is used to represent the heat released by the combustion gas at any point in time between the start of combustion and the current time; and determining the cumulative heat release based on the instantaneous heat release and the duration between the start of combustion and the current time.

[0008] Optionally, determining at least one combustion phase threshold based on accumulated heat release includes: determining a first combustion phase threshold of the engine based on accumulated heat release, wherein the first combustion phase threshold is used to represent the proportion of accumulated heat release to the total heat released by the gas during the operation phase, reaching a first preset proportion; and / or, determining a second combustion phase threshold of the engine based on accumulated heat release, wherein the second combustion phase threshold is used to represent the proportion of accumulated heat release to the total heat released by the gas during the operation phase, reaching a second preset proportion, wherein the second preset proportion is greater than the first preset proportion.

[0009] Optionally, based on a reference heating power, determining the target heating power adapted to the heating component in at least one operating phase includes: in response to the operating phase being a power stroke, determining the product between the reference heating power and a target coefficient as the target heating power when the combustion phase reaches a combustion phase threshold during the power stroke; and / or, the method further includes: in response to the operating phase being an intake stroke, determining the reference heating power as the target heating power for the intake stroke; and in response to the operating phase being an exhaust stroke, determining the product between the reference heating power and a target coefficient as the target heating power during the power stroke.

[0010] Optionally, the combustion phase threshold includes a first combustion phase threshold and / or a second combustion phase threshold, wherein the second combustion phase threshold is greater than the first combustion phase threshold. Determining the product between the reference heating power and the target coefficient as the target heating power when the combustion phase reaches the combustion phase threshold during the power stroke includes: determining the product between the reference heating power and the first target coefficient as the target heating power when the combustion phase reaches the first combustion phase threshold during the power stroke; and / or, determining the product between the reference heating power and the second target coefficient as the target heating power when the combustion phase reaches the second combustion phase threshold during the power stroke, wherein the second target coefficient is less than the first target coefficient.

[0011] Optionally, the combustion phase threshold includes a first combustion phase threshold and / or a second combustion phase threshold, wherein the second combustion phase threshold is greater than the first combustion phase threshold. In response to the combustion phase of the engine reaching the combustion phase threshold during operation, the heating power of the heating component is adjusted to a target heating power during operation, including at least one of the following: in response to the combustion phase of the engine reaching the first combustion phase threshold during the power stroke, the heating power is adjusted to a first target heating power during the power stroke, wherein the first target heating power is the product of a reference heating power and a first target coefficient; in response to the combustion phase of the engine reaching the second combustion phase threshold during the power stroke, the heating power is adjusted to a second target heating power during the power stroke, wherein the second target heating power is the product of a reference heating power and a second target coefficient, wherein the second target coefficient is less than the first target coefficient.

[0012] Optionally, the method further includes: in response to the engine entering the intake stroke, adjusting the heating power to a reference heating power during the intake stroke; in response to the engine entering the exhaust stroke from the power stroke, adjusting the heating power to the heating power of the heating component during the power stroke, wherein during the exhaust stroke, the heating component is used to maintain the temperature in the cylinder at the heating power of the power stroke.

[0013] Optionally, in response to the engine being in a cold start condition, the engine is controlled to execute at least one of the following cold start control strategies, wherein the engine temperature is less than a first temperature threshold in the cold start condition, and the cold start control strategy is used to represent the rules for controlling the engine in the cold start condition: in the cold start condition, stopping the determination of a combustion phase threshold; in the cold start condition, adjusting the heating power to a reference heating power or a third target heating power; and in the cold start condition, controlling the heating components to adjust the temperature in the cylinder to a reference heating power or a third target heating power, wherein the third target heating power is greater than the reference heating power; and / or, the method further includes: in the case of the engine being in a cold start condition, in response to the engine temperature being greater than a second temperature threshold, and the fluctuation of the combustion phase threshold being less than a fluctuation threshold in a target number of consecutive engine operating cycles, stopping the execution of the cold start control strategy, wherein the second temperature threshold is greater than the first temperature threshold, and the operating cycle is used to represent the engine completing operation in at least one operating phase.

[0014] According to another aspect of the embodiments of this application, a control device for a heating component in an engine is also provided. The device may include: a first determining unit, configured to determine a reference heating power of the heating component and at least one combustion phase threshold of the engine in at least one operating phase based on operating state information during engine operation; a second determining unit, configured to determine a target heating power adapted to the heating component in at least one operating phase based on the reference heating power, wherein the target heating power is used to enable the heating component to have a first durability during the operating phase, and the reference heating power is used to enable the heating component to have a second durability during the operating phase, the first durability being greater than the second durability; and a control unit, configured to, in response to the combustion phase of the engine reaching the combustion phase threshold during the operating phase, adjust the heating power of the heating component to the target heating power during the operating phase, and control the heating component with the target heating power to regulate the temperature in the engine cylinder.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the control method for the heating assembly in the engine according to the embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program, when running, executes the control method for the heating assembly in the engine according to the embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the control method for the heating component in the engine described in the embodiments of this application.

[0018] According to another aspect of the embodiments of this application, an electronic device is also provided. This electronic device may include a memory and a processor. The memory may be used to store an executable program. The processor may be used to run the aforementioned executable program, wherein, during execution of the executable program, the control method for the heating assembly in the engine described in the embodiments of this application is executed.

[0019] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle may include a memory and a processor. The memory may be used to store an executable program. The processor may be used to run the aforementioned executable program, wherein, during execution of the executable program, the control method for the heating assembly in the engine described in the embodiments of this application is executed.

[0020] In this embodiment, if it is necessary to control the heating components in the engine, a reference heating power of the heating components can be determined based on the operating status information during engine operation, and at least one combustion phase threshold of the engine under at least one operating stage can be determined. A target heating power adapted to the heating components under at least one operating stage can be determined based on the reference heating power. If the combustion phase of the engine reaches the combustion phase threshold during the operating stage, the heating power of the heating components can be adjusted to the target heating power during the operating stage, and the heating components with the target heating power can be controlled to regulate the temperature in the engine cylinders. That is, in this embodiment, the reference power and combustion phase threshold are determined based on the operating status. When the combustion phase reaches the combustion phase threshold, the heating power is adjusted from a reference power with lower durability to a target power with higher durability. Since the target power is lower than the reference power, this adjustment reduces the heat load of the heating components during the high-temperature combustion period, avoiding overheating and erosion. This significantly improves the durability of the heating components while ensuring stable ignition, solving the technical problem of poor durability of the heating components and achieving the technical effect of improving the durability of the heating components. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a schematic diagram illustrating an application scenario of controlling a heating component in an engine according to an embodiment of this application;

[0023] Figure 2 This is a flowchart of a control method for a heating assembly in an engine according to an embodiment of this application;

[0024] Figure 3 This is a flowchart of a methanol engine glow plug control method based on combustion phase, according to an embodiment of this application.

[0025] Figure 4 This is a schematic diagram of a preset phase and preset power according to an embodiment of this application;

[0026] Figure 5 This is a schematic diagram of a combustion phase-based glow plug control system for a methanol engine according to an embodiment of this application;

[0027] Figure 6 This is a schematic diagram of a control device for a heating assembly in an engine according to an embodiment of this application;

[0028] Figure 7 This is a schematic diagram of an electronic device according to an embodiment of this application;

[0029] Figure 8 This is a schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Figure 1 This is a schematic diagram illustrating an application scenario of controlling a heating component in an engine according to an embodiment of this application, such as... Figure 1 As shown, the scenario described above may include terminal device 10, network 20, and vehicle 30. Terminal device 10 can be used to obtain a user's confirmation command regarding whether the vehicle needs to trigger the control of the engine heating component. The terminal device can be a mobile phone, laptop, or personal computer. The confirmation command can be sent to vehicle 30 via network 20. At this point, vehicle 30 needs to execute steps S102 to S106 to implement the control process of the engine heating component.

[0033] The vehicle 30 can perform the following steps: Step S102, based on the operating status information during engine operation, determine the reference heating power of the heating component and the at least one combustion phase threshold of the engine in at least one operating phase; Step S104, based on the reference heating power, determine the target heating power adapted to the heating component in at least one operating phase; Step S106, in response to the combustion phase of the engine reaching the combustion phase threshold in the operating phase, adjust the heating power of the heating component to the target heating power in the operating phase, and control the heating component with the target heating power to regulate the temperature in the cylinder of the engine.

[0034] In this embodiment, through steps S102 to S106, a reference power and a combustion phase threshold are determined based on the operating state. When the combustion phase reaches the combustion phase threshold, the heating power is adjusted from a reference power with lower durability to a target power with higher durability. Since the target power is lower than the reference power, this adjustment reduces the heat load on the heating component during the high-temperature combustion period, avoiding overheating and erosion. This significantly improves the durability of the heating component while ensuring stable ignition, solving the technical problem of poor durability of the heating component and achieving the technical effect of improving the durability of the heating component.

[0035] According to an embodiment of this application, an embodiment of a control method for a heating component in an engine is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0036] Figure 2 This is a flowchart of a control method for a heating assembly in an engine according to an embodiment of this application, such as... Figure 2 As shown, the method may include the following steps.

[0037] Step S202: Based on the operating status information during engine operation, determine the reference heating power of the heating component and the combustion phase threshold of the engine in at least one operating stage.

[0038] In the technical solution provided in step S202 of this application, the aforementioned engine can refer to an internal combustion engine, such as a methanol engine, used to generate power through fuel combustion. A heating component is arranged within the engine cylinder to achieve methanol compression ignition. The aforementioned heating component can refer to a glow plug integrated within the engine cylinder, used to heat the in-cylinder air under cold start and low-load conditions to assist methanol fuel in achieving compression auto-ignition. The aforementioned operating status information can refer to a set of parameters characterizing the current operating condition of the engine. For example, the aforementioned operating status information may include engine speed, methanol injection quantity, and in-cylinder pressure signals, used to support the determination of heating power and combustion phase.

[0039] Optionally, the aforementioned reference heating power may refer to the basic heating power of the heating components predetermined based on engine operating status information. The aforementioned operating phase may refer to a specific process interval in the engine's working cycle. The aforementioned operating phase may include intake stroke, compression stroke, power stroke, and exhaust stroke, etc., used to divide different control periods for heating component power adjustment. The aforementioned combustion phase threshold may refer to a key crankshaft angle node characterizing the combustion process, calculated based on the in-cylinder cumulative heat release rate. For example, the aforementioned combustion phase threshold may include a first preset phase (CA10) and a second preset phase (CA50), used to trigger a stepwise adjustment of the heating component power.

[0040] In this embodiment, if control of the heating components in the engine is required, the baseline heating power of the heating components can be determined based on the engine's operating status information, and at least one combustion phase threshold can be determined for at least one operating stage of the engine. This embodiment aims to establish a baseline and triggering mechanism for heating component power control. Based on the current operating status information of the engine, the basic heating capacity of the heating components, i.e., the baseline heating power, is determined by looking up a table or calculation. Based on the real-time acquired in-cylinder pressure signal, the combustion process is calculated using a thermodynamic algorithm, and key time nodes are extracted as combustion phase thresholds. These two parameters together constitute the basic framework for subsequent phase-based dynamic adjustment of heating power, ensuring that the heating strategy not only meets the current operating conditions but also accurately responds to changes in the combustion state.

[0041] Optionally, during the process of determining the baseline heating power based on operating status information, a mapping diagram (MAP) containing the mapping relationship between engine speed, methanol injection quantity, and baseline heating power can be pre-stored. When it is necessary to determine the baseline heating power, the current engine speed and methanol injection quantity are obtained as input variables, and the corresponding coordinate points are found in the MAP to determine the basic heating power level that the heating components should maintain under this operating condition. This process ensures that the baseline heating power can cover the ignition energy requirements under cold start and low load conditions, providing a benchmark reference for subsequent power adjustment.

[0042] Optionally, in determining at least one combustion phase threshold based on operating status information, the in-cylinder pressure signal can be acquired in real time, the instantaneous in-cylinder heat release rate can be calculated, and the cumulative heat release rate can be obtained by integration. Subsequently, based on the curve of the cumulative heat release rate versus crankshaft angle, the crankshaft angle position at which the cumulative heat release reaches a specific percentage of the total heat release can be identified. For example, the crankshaft angle at which the cumulative heat release reaches 10% can be identified as the first preset phase, and the crankshaft angle at which the cumulative heat release reaches 50% can be identified as the second preset phase. These identified crankshaft angles are the combustion phase thresholds, representing the onset time of methanol ignition and the time when combustion enters the self-sustaining stage, respectively.

[0043] In this embodiment, the above method achieves a balance between the operating condition adaptability and combustion responsiveness of the heating component power control strategy. Determining the baseline heating power ensures that the heating component has sufficient initial heating capacity to guarantee stable ignition under different engine speeds and fuel injection quantities. Determining the combustion phase threshold introduces a feedback mechanism based on the actual combustion progress in the cylinder, allowing subsequent power adjustments to be based on the actual combustion state rather than a fixed crankshaft angle. This effectively avoids premature power reduction and misfire or delayed power reduction and overheating caused by combustion fluctuations, providing a precise control basis for improving the durability of the heating component.

[0044] Step S204: Based on the reference heating power, determine the target heating power that the heating component is adapted to in at least one operating phase.

[0045] In the technical solution provided by step S204 of this application, the target heating power is used to ensure that the heating component has a first durability during operation. The reference heating power is used to ensure that the heating component has a second durability during operation. The first durability is greater than the second durability.

[0046] The aforementioned target heating power can refer to the actual power of the heating components, dynamically calculated or selected based on the baseline heating power and the combustion phase threshold corresponding to the current engine operating stage. This target heating power is not a fixed value, but rather a stepped power that varies with the combustion process. For example, it may be a first preset power during the intake stroke, and then adjusted to a second preset power after reaching the first preset phase, aiming to balance the ignition energy demand with the component's thermal load.

[0047] Optionally, the aforementioned first durability may refer to the service life characteristics exhibited by the heating component under conditions of maintaining the target heating power. Since the target heating power is a lower power (e.g., P) obtained by reducing the reference heating power after identifying a specific combustion phase (e.g., CA10 or CA50),... 0.75 or P The Joule heat generated is significantly reduced (0.5), thereby reducing the superposition effect with the heat released from combustion in the cylinder and lowering the thermal load on the glow plug. Therefore, the corresponding service life is relatively long, i.e., high durability. The second durability mentioned above refers to the service life characteristics exhibited by the heating element under the condition of maintaining the reference heating power. Since the reference heating power is usually set to a high value (such as full power or high power setting) to ensure stable ignition under cold start and low load conditions, the heat generated by the heating element at this power level is high. The thermal stress resulting from the superposition with the high temperature in the cylinder is large, thus the corresponding service life is relatively short, i.e., low durability.

[0048] In this embodiment, after determining the baseline heating power and the combustion phase threshold based on the operating status information, the target heating power adapted to the heating component in at least one operating stage can be determined based on the baseline heating power. The core of this embodiment lies in dynamically adjusting the power output of the heating component according to real-time feedback from the combustion process to achieve a balance between ignition stability and component durability. The target heating power corresponding to the current operating stage is determined based on a pre-set mapping relationship between the combustion phase threshold and the baseline heating power. Since the target heating power is designed to reduce heat load and extend service life, it can be lower than the baseline heating power. Through this phase-step power reduction strategy, the heating component is ensured to operate at a lower power in the later stages of combustion, thereby significantly improving component durability while ensuring stable fuel combustion.

[0049] Optionally, in determining the target heating power, it can be calculated or determined by referring to a table based on the established reference heating power and the combustion phase threshold corresponding to the current operating stage, using a preset power coefficient mapping rule. During the initial combustion stages, such as the intake stroke, the target heating power is determined as a first preset power equal to the reference heating power to ensure sufficient initial ignition energy. When the engine reaches the first preset phase (e.g., CA10), it indicates that methanol has begun to ignite, and the target heating power is lowered to a second preset power obtained by multiplying the reference heating power by the first coefficient. When the engine further reaches the second preset phase (e.g., CA50), it indicates that combustion has entered the self-sustaining stage, and the target heating power is further lowered to a third preset power obtained by multiplying the reference heating power by the second coefficient. This determination method allows the target heating power to decrease stepwise as the combustion process progresses.

[0050] In this embodiment, the above method achieves refined and dynamic power control of the heating component. Setting the target heating power to a value lower than the baseline heating power allows the heating component to operate at a lower power in the later stages of combustion, effectively avoiding the combined effect of the glow plug's own heating and the high temperature of in-cylinder combustion, significantly reducing the heat load and thermal stress of the glow plug. This not only prevents the glow plug head from burning and being damaged due to overheating, extending the service life of the heating component (achieving a first durability greater than a second durability), but also avoids ineffective energy consumption by operating only at the minimum power required to ensure stable ignition, achieving the dual effects of extended lifespan and energy saving.

[0051] In step S206, in response to the combustion phase of the engine reaching the combustion phase threshold during the operation phase, the heating power of the heating component is adjusted to the target heating power during the operation phase, and the heating component with the target heating power is controlled to regulate the temperature in the cylinder of the engine.

[0052] In the technical solution of step S206 of this application, the combustion phase can refer to the crankshaft angle position characterizing a key node in the combustion process of methanol fuel in the engine cylinder. The combustion phase is determined by real-time calculation of the cumulative heat release rate in the cylinder, and may include a combustion initiation phase (e.g., crankshaft angle CA10 when the cumulative heat release reaches 10%) and a combustion sustaining phase (e.g., crankshaft angle CA50 when the cumulative heat release reaches 50%). The combustion phase reflects the real-time state of the fuel from ignition to rapid combustion, and is an important basis for judging whether combustion is stable and has entered a sustaining state. The cylinder can refer to the sealed chamber inside the engine that houses the piston movement and where fuel combustion occurs. In a methanol engine, glow plugs and methanol injectors are arranged inside the cylinder. Methanol mixes with air here and undergoes compression auto-ignition under the heating and compression action of the glow plugs. The cylinder is the site of thermodynamic cycles; its internal temperature, pressure, and combustion state directly determine the workload of the heating components and the effectiveness of the control strategy.

[0053] In this embodiment, after determining the target heating power that the heating component is adapted to during the operation phase based on the reference heating power, if the combustion phase of the engine reaches the combustion phase threshold during the operation phase, the heating power of the heating component can be adjusted to the target heating power during the operation phase, and the heating component with the target heating power can be controlled to regulate the temperature in the engine cylinder.

[0054] In steps S202 to S206 of this application, if control of the heating component in the engine is required, a reference heating power of the heating component can be determined based on the operating status information during engine operation, and at least one combustion phase threshold of the engine in at least one operating stage can be determined. A target heating power adapted to the heating component in at least one operating stage can be determined based on the reference heating power. If the combustion phase of the engine reaches the combustion phase threshold during the operating stage, the heating power of the heating component can be adjusted to the target heating power during the operating stage, and the heating component with the target heating power can be controlled to regulate the temperature in the engine cylinder. In other words, in this embodiment, the reference power and combustion phase threshold are determined based on the operating status. When the combustion phase reaches the combustion phase threshold, the heating power is adjusted from a reference power with lower durability to a target power with higher durability. Since the target power is lower than the reference power, this adjustment reduces the heat load of the heating component during the high-temperature combustion period, avoiding overheating and erosion. This significantly improves the durability of the heating component while ensuring stable ignition, solving the technical problem of poor durability of the heating component and achieving the technical effect of improving the durability of the heating component.

[0055] The method described in this embodiment will be further described below.

[0056] As an optional embodiment, step S202, based on the operating status information during engine operation, determines at least one combustion phase threshold of the engine in at least one operating stage, including: determining the cumulative heat release of the cylinder based on the operating status information, wherein the cumulative heat release is used to represent the total amount of heat released by the gas in the combustion cylinder from the start of combustion to the current time; and determining at least one combustion phase threshold based on the cumulative heat release.

[0057] In this embodiment, during the process of determining the combustion phase threshold based on operating status information, the cumulative heat release of the cylinder can be determined based on the operating status information. The combustion phase threshold can be determined based on the cumulative heat release. The cumulative heat release can refer to the total heat released by fuel combustion in the engine cylinder from the moment combustion begins to the current crankshaft angle. The cumulative heat release can be obtained by integrating the instantaneous heat release rate. The cumulative heat release can also be referred to as the cumulative heat release rate (in normalization or specific contexts, it refers to the cumulative heat release ratio). The cumulative heat release is mainly used to quantify the development degree of the combustion process. By identifying the crankshaft angle corresponding to when the cumulative heat release reaches a specific percentage (such as 10% or 50%), the key combustion phase threshold characterizing the combustion initiation or combustion sustaining state can be determined.

[0058] This embodiment aims to dynamically determine key time points for controlling heating power by monitoring the combustion process in real time. Using the in-cylinder pressure signal during engine operation, the cumulative heat release from the start of combustion to the present is calculated through thermodynamics. Based on the correspondence between the cumulative heat release and the combustion process, the cumulative heat release nodes with specific physical significance are extracted and converted into corresponding crankshaft angles, thereby determining the combustion phase threshold for triggering power regulation.

[0059] Optionally, in determining the cumulative heat release, the instantaneous heat release rate in the cylinder can be calculated using a thermodynamic model based on the real-time collected in-cylinder pressure signal. The instantaneous heat release rate reflects the change in heat released per unit crankshaft rotation angle. Subsequently, the instantaneous heat release rate is integrated from the combustion initiation moment (usually before top dead center or near the injection moment) to obtain the total amount of heat released by the gas in the cylinder from the start of combustion to the current crankshaft rotation angle, i.e., the cumulative heat release. The above process can accurately quantify the cumulative scale of energy released by the combustion process at the current moment.

[0060] Optionally, in determining the combustion phase thresholds, several key cumulative heat release percentage nodes are preset, such as when the cumulative heat release reaches 10% or 50% of the total heat release. After calculating the real-time cumulative heat release, the crankshaft angle position corresponding to the first time the cumulative heat release reaches these preset percentage nodes is identified. For example, the crankshaft angle when the cumulative heat release reaches 10% is defined as the first preset phase, and the crankshaft angle when the cumulative heat release reaches 50% is defined as the second preset phase. These specific crankshaft angle positions are the combustion phase thresholds, representing the starting point of fuel ignition and the moment when combustion enters the rapid self-sustaining stage, respectively.

[0061] In this embodiment, the method achieves direct feedback control of the combustion process by determining the combustion phase threshold based on real-time accumulated heat release, rather than relying on a fixed pre-calibrated crankshaft angle. This method effectively overcomes the combustion phase fluctuation problem caused by the physicochemical properties of methanol fuel, ensuring that the timing of heating power adjustment is always precisely synchronized with the actual ignition and combustion state. This not only ensures sufficient heating energy to maintain stable ignition in the early stages of combustion, but also allows for timely reduction of heating power after combustion enters the self-sustaining stage, thereby significantly reducing the heat load on the heating components and extending their service life while improving combustion stability.

[0062] As an optional embodiment, the operating status information includes cylinder pressure information. Based on the operating status information, the cumulative heat release of the cylinder is determined, including: determining the instantaneous heat release of the cylinder based on the pressure information, wherein the instantaneous heat release is used to represent the heat released by the combustion gas at any point in time between the start of combustion and the current time; and determining the cumulative heat release based on the instantaneous heat release and the duration between the start of combustion and the current time.

[0063] In this embodiment, during the process of determining the cumulative heat release based on operating status information, the instantaneous heat release of the cylinder can be determined based on pressure information. The cumulative heat release can be determined based on the instantaneous heat release and the duration between the combustion start time and the current time. The pressure information refers to the real-time gas pressure value inside the engine cylinder collected by a cylinder pressure sensor integrated into the heating assembly or arranged separately. This pressure information reflects the changes in the gas state inside the cylinder during combustion and is the basic input data for calculating the instantaneous heat release rate and cumulative heat release. It can be presented as a pressure curve varying with the crankshaft angle. The instantaneous heat release refers to the rate at which heat is released by fuel combustion within the cylinder per unit crankshaft angle or per unit time at a specific moment during combustion. This instantaneous heat release characterizes the intensity of the combustion reaction and the instantaneous strength of energy release. It is derived by performing thermodynamic differential calculations on the pressure information and combining it with models such as the ideal gas law, and is used for subsequent integral calculations of the cumulative heat release. For example, the combustion heat release can be the instantaneous combustion heat release rate.

[0064] The aforementioned combustion start time can refer to the initial point in time when the fuel begins a significant oxidation reaction in the cylinder, releasing heat. In actual control logic, this moment is usually determined as the methanol injection start time or the ignition moment determined based on the cylinder pressure signal change rate, serving as the starting zero point for calculating the cumulative heat release integral and defining the starting point of the combustion process. The aforementioned current moment can refer to the real-time point for heat calculation and phase identification during engine operation. This moment corresponds to a specific crankshaft angle position and is a reference time point for acquiring pressure information, calculating instantaneous heat release, and accumulating the total heat released from the combustion start time to this point in time, continuously changing with engine operation.

[0065] This embodiment aims to convert cylinder pressure changes into an energy index reflecting the combustion process through thermodynamic calculations. Specifically, it first uses real-time collected cylinder pressure information, combined with engine operating parameters, to calculate the instantaneous heat release during combustion using a specific thermodynamic model. Then, it integrates the instantaneous heat release over the time interval from the start of combustion to the current moment to obtain the cumulative total heat released by the gas during this time period, i.e., the cumulative heat release.

[0066] Optionally, in determining the instantaneous heat release, calculations can be performed using a cylinder pressure-based thermodynamic model (such as the ideal gas law and its differential form), based on real-time cylinder pressure information and parameters such as cylinder volume change rate and working fluid specific heat ratio. By analyzing the trend of cylinder pressure changes with crankshaft angle or time, the rate of heat release from fuel combustion at any specific time point between the start of combustion and the current moment can be derived. This instantaneous heat release can reflect the intensity of the combustion reaction and the instantaneous strength of energy release in real time.

[0067] Optionally, in determining the cumulative heat release based on duration and instantaneous heat release, the combustion start time can be defined as the starting zero point of the integration calculation, and the current time as the ending point. Within the aforementioned time interval, the instantaneous heat release is continuously integrated with respect to time or crankshaft angle. By summing the values ​​of all instantaneous heat releases from the combustion start time to the current time, the total amount of heat released by the gas in the cylinder during this time period is calculated, i.e., the cumulative heat release. This process integrates the dispersed instantaneous energy release data into a cumulative energy index reflecting the overall combustion process progress.

[0068] In this embodiment, the method described above calculates the instantaneous heat release based on pressure information and integrates it to obtain the cumulative heat release, achieving non-contact, high-precision real-time monitoring of the combustion process. The cumulative heat release, as a direct measure of the combustion process, effectively overcomes the control lag problem caused by fluctuations in the ignition timing of methanol fuel. The combustion phase threshold determined based on this indicator accurately reflects the actual ignition and combustion state of the fuel, providing a reliable basis for the subsequent stepwise adjustment of heating power. This ensures sufficient heating energy is provided before combustion stabilizes and the heat load is reduced promptly after combustion self-sustaining, achieving an efficient balance between ignition stability and the durability of the heating components.

[0069] As an optional embodiment, determining at least one combustion phase threshold based on accumulated heat release includes: determining a first combustion phase threshold of the engine based on accumulated heat release, wherein the first combustion phase threshold is used to represent the proportion of accumulated heat release to the total heat released by the gas during the operation phase, reaching a first preset proportion; and / or, determining a second combustion phase threshold of the engine based on accumulated heat release, wherein the second combustion phase threshold is used to represent the proportion of accumulated heat release to the total heat released by the gas during the operation phase, reaching a second preset proportion, wherein the second preset proportion is greater than the first preset proportion.

[0070] In this embodiment, during the process of determining the combustion phase threshold based on the accumulated heat release, a first combustion phase threshold can be determined based on the accumulated heat release. Alternatively, a second combustion phase threshold can be determined based on the accumulated heat release. The first combustion phase threshold can refer to the crankshaft angle position characterizing the initial stage of the methanol fuel combustion process in the cylinder. The first combustion phase threshold corresponds to the moment when the proportion of accumulated heat release to the total heat released in the entire combustion cycle reaches a first preset ratio, which can refer to the combustion initiation point (CA10), i.e., the crankshaft angle when the accumulated heat release reaches 10% of the total heat release. This phase signifies that the fuel has completed ignition and entered a stable combustion stage, and is a key trigger point for determining whether the heating components need to reduce power from full-power mode. The first preset ratio can refer to the percentage of accumulated heat release used to define the combustion initiation point. The first preset ratio can be set to 10% to quantify the scale of energy release in the initial stage of combustion. When the accumulated heat release reaches 10% of the total heat release, it indicates that the combustion reaction has sufficient self-sustaining capability and no longer completely relies on the ignition energy provided by an external heating source; therefore, this ratio serves as a benchmark parameter for determining the first combustion phase threshold.

[0071] Optionally, the second combustion phase threshold can refer to the crankshaft angle position characterizing the rapid combustion and self-sustaining phase of methanol fuel combustion in the cylinder. This second combustion phase threshold corresponds to the moment when the proportion of accumulated heat release to the total heat released in the entire combustion cycle reaches a second preset ratio, which can refer to the combustion self-sustaining point (CA50), i.e., the crankshaft angle when the accumulated heat release reaches 50% of the total heat release. This second combustion phase threshold signifies that in-cylinder combustion has entered a period of intense heat release and possesses complete self-sustaining capability, and is a key trigger point for further significantly reducing the power of the heating components to alleviate the heat load. The second preset ratio can refer to the percentage of accumulated heat release used to define the combustion self-sustaining point. This second preset ratio can be set to 50%, and is greater than the first preset ratio. This second preset ratio is used to quantify the scale of energy release during the mid-combustion phase. When the accumulated heat release reaches 50% of the total heat release, it indicates that the heat released by combustion has become dominant, and the heat contribution of the heating components has significantly decreased. Therefore, this ratio serves as a benchmark parameter for determining the second combustion phase threshold, ensuring timely reduction of heating power before the most intense combustion phase.

[0072] This embodiment aims to accurately pinpoint critical time points in combustion by quantifying the energy release ratio during the combustion process. Specifically, it first calculates the ratio of the current accumulated heat release to the theoretical or actual total heat release of the entire combustion cycle. This ratio is then compared with a preset first ratio to determine the first critical phase threshold characterizing the combustion initiation state. Simultaneously, this ratio is compared with a preset second ratio to determine the second critical phase threshold characterizing the entry of combustion into the self-sustaining rapid combustion stage. These two thresholds together constitute a control benchmark based on combustion phase feedback.

[0073] Optionally, during the determination of the first combustion phase threshold, the accumulated heat release can be monitored in real time, and the percentage of this value relative to the total heat released by the gas during the operation phase can be calculated. When the calculated percentage value first reaches or exceeds a first preset proportion (e.g., 10%), the corresponding crankshaft angle position is recorded, and this position is determined as the first combustion phase threshold. This threshold physically corresponds to the combustion initiation point, indicating that the methanol fuel has been ignited and the combustion reaction has begun to have preliminary self-sustaining capability. At this time, the energy contribution of the external heating source begins to decrease significantly, which is the trigger condition for executing the first power reduction.

[0074] Optionally, in determining the second combustion phase threshold, the judgment can be based on the percentage of accumulated heat release, but the comparison object is a second preset percentage (e.g., 50%), and this second preset percentage is set to be greater than the first preset percentage. When the percentage of accumulated heat release reaches or exceeds the second preset percentage, the current crankshaft angle position is recorded, and this position is determined as the second combustion phase threshold. This threshold physically corresponds to the combustion self-sustaining point, indicating that the in-cylinder combustion has entered a period of intense heat release, and the heat released by combustion completely dominates the in-cylinder thermal environment. The continuous high-power heating of the heating components will lead to a severe heat superposition effect. Therefore, this threshold is a key trigger condition for executing a second significant power reduction to protect the heating components.

[0075] In this embodiment, the method determines a first combustion phase threshold and a second combustion phase threshold based on the cumulative heat release ratio, achieving a refined stage division of the entire combustion process from "ignition initiation" to "combustion self-sustaining." This dynamic determination method based on energy release ratio overcomes the limitations of traditional fixed crankshaft angle control and can adapt to combustion phase fluctuations under different operating conditions. Appropriately reducing power at the first combustion phase threshold ensures stability in the initial ignition stage while avoiding full-power heating throughout the process; further significantly reducing power at the second combustion phase threshold effectively avoids the risk of glow plug overheating and erosion during peak combustion. This staged threshold control strategy ensures reliable ignition of the methanol engine while maximizing the service life of the heating components, achieving an optimal balance between power and durability.

[0076] As an optional embodiment, step S204, based on the reference heating power, determines the target heating power adapted to the heating component in at least one operating phase, including: in response to the operating phase being a power stroke, determining the product between the reference heating power and the target coefficient as the target heating power when the combustion phase reaches the combustion phase threshold during the power stroke; and / or, the method further includes: in response to the operating phase being an intake stroke, determining the reference heating power as the target heating power for the intake stroke; and in response to the operating phase being an exhaust stroke, determining the product between the reference heating power and the target coefficient as the target heating power during the power stroke.

[0077] In this embodiment, during the process of determining the target heating power based on the reference heating power, if the operating phase is the power stroke, the product of the reference heating power and the target coefficient can be used to determine the target heating power when the combustion phase reaches the combustion phase threshold during the power stroke. If the operating phase is the intake stroke, the target heating power can be determined based on the reference heating power. If the operating phase is the exhaust stroke, the product of the reference heating power and the target coefficient can be used to determine the target heating power during the power stroke. The target coefficient can refer to a dimensionless proportional parameter used to adjust the heating power of the heating component after a specific combustion phase threshold is triggered. The target coefficient can be less than 1, used to attenuate the reference heating power to a lower level to reflect the reduction in the energy contribution requirement of the heating component during the combustion self-sustaining phase. By setting different target coefficients (such as 0.75 or 0.5), a step-wise reduction in heating power can be achieved, thereby minimizing the heat load on the heating component while satisfying combustion stability.

[0078] Optionally, the aforementioned intake stroke can refer to the process in the engine's working cycle where the piston moves from top dead center to bottom dead center, the intake valve opens, and fresh air is drawn into the cylinder. During this phase, the cylinder temperature is low, and methanol has not yet been injected or is just about to be injected. The heating components need to maintain a high heating power (usually the base heating power or higher) to heat the drawn-in fresh air, raise the cylinder's base temperature, and create the necessary thermal conditions for subsequent methanol atomization, evaporation, and compression auto-ignition. The aforementioned power stroke can refer to the process in the engine's working cycle where the piston moves from top dead center to bottom dead center, and the fuel burns and expands in the cylinder, pushing the piston to do work. During this phase, methanol fuel has been injected and burned, and the cylinder temperature rises sharply. Depending on the combustion phase, the power of the heating components needs to be dynamically adjusted: maintaining high power before combustion begins, and once a combustion phase threshold (such as CA10 or CA50) is detected, reducing the heating power according to the target coefficient to avoid overheating and erosion caused by the superposition of the heating component's own heat generation and the heat released by combustion in the cylinder.

[0079] Optionally, the aforementioned exhaust stroke can refer to the process in an engine's working cycle where the piston moves from bottom dead center to top dead center, the exhaust valve opens, and the combusted exhaust gases are expelled from the cylinder. During this phase, the combustion process has ended, and the cylinder temperature gradually decreases. The heating components typically operate at low power, primarily serving to maintain temperature and prevent excessive thermal stress from a sudden drop in temperature. Simultaneously, they provide basic temperature support for intake heating or cold starts in the next working cycle.

[0080] This step aims to optimize the control of the heating components during the power stroke and the entire operating cycle through a phased, stepped power adjustment strategy. Specifically, firstly, during the power stroke, the reference heating power is multiplied by a first target coefficient or a second target coefficient, depending on whether the combustion phase reaches the first or second combustion phase threshold, to determine the target heating power for the corresponding stage. Secondly, during the intake stroke, the reference heating power is directly used as the target heating power to ensure sufficient preheating. Finally, the logic of multiplying the reference heating power by the target coefficient is also used during the exhaust stroke. Therefore, when explaining the exhaust stroke, it should be noted that it maintains a lower power.

[0081] Optionally, a target heating power is determined when the combustion phase reaches a first combustion phase threshold during the power stroke. This method monitors the combustion process during the power stroke, and when the combustion phase corresponding to the cumulative heat release calculated in real time reaches the first combustion phase threshold (e.g., CA10, i.e., the combustion initiation point), it is determined that the fuel has achieved stable ignition. At this time, in order to reduce the heating load while maintaining combustion stability, a pre-determined reference heating power is multiplied by a first target coefficient (e.g., 0.75), and the resulting product is the target heating power at that moment. The first target coefficient is less than 1, thereby achieving the first step-wise reduction of the heating power.

[0082] Optionally, the target heating power is determined when the combustion phase reaches the second combustion phase threshold during the power stroke. The method continues to monitor the combustion process. When the combustion phase corresponding to the cumulative heat release calculated in real time reaches the second combustion phase threshold (e.g., CA50, i.e., the combustion self-sustaining point), it is determined that in-cylinder combustion has entered a rapid self-sustaining stage, and the heat released by combustion dominates. At this time, to further avoid overheating and erosion of the heating components, the reference heating power is multiplied by the second target coefficient, and the resulting product is the target heating power at that moment. The value of the second target coefficient is less than the first target coefficient (e.g., 0.5), thereby achieving a second, more significant, step-wise reduction in heating power.

[0083] Optionally, target heating power is determined for the intake and exhaust strokes. During the intake stroke, due to the low cylinder temperature and incomplete combustion of methanol, the heating components need to provide maximum preheating energy. Therefore, the reference heating power is directly determined as the target heating power for the intake stroke to ensure that fresh air is sufficiently heated, creating conditions for ignition. During the exhaust stroke, the combustion process has ended, and the cylinder temperature gradually decreases. However, to prevent thermal stress damage to the heating components due to a sudden temperature drop, and to maintain a certain base temperature for the next start-up, the heating components are usually maintained at a lower power level. According to the technical solution logic, the target heating power at this time usually corresponds to the power level after the power stroke reaches the second combustion phase threshold (i.e., the product of the reference heating power and the second target coefficient or a lower coefficient), or a specific heat preservation power, to ensure that the heating components are in a safe and energy-efficient state.

[0084] In this embodiment, the method described above implements a stepped power adjustment based on combustion phase thresholds during the power stroke. Specifically, when the first combustion phase threshold is reached, a first target coefficient is used to reduce power; when the second combustion phase threshold is reached, a smaller second target coefficient is used to further reduce power, achieving a high degree of matching between heating power and the combustion process. This strategy avoids the risk of misfire due to insufficient power in the early stages of combustion and effectively prevents overheating and erosion of the heating components due to excessive power in the later stages of combustion. Simultaneously, full-power preheating is maintained during the intake stroke, and low-power insulation is maintained during the exhaust stroke, forming a closed-loop control throughout the entire working cycle. This not only significantly improves the ignition stability of the methanol engine under cold start and low-load conditions but also greatly reduces the heat load and energy consumption of the heating components, extending their service life and achieving dual optimization of engine performance and component durability.

[0085] As an optional embodiment, the combustion phase threshold includes a first combustion phase threshold and / or a second combustion phase threshold, wherein the second combustion phase threshold is greater than the first combustion phase threshold. Determining the product of the reference heating power and the target coefficient as the target heating power when the combustion phase reaches the combustion phase threshold during the power stroke includes: determining the product of the reference heating power and the first target coefficient as the target heating power when the combustion phase reaches the first combustion phase threshold during the power stroke; and / or, determining the product of the reference heating power and the second target coefficient as the target heating power when the combustion phase reaches the second combustion phase threshold during the power stroke, wherein the second target coefficient is less than the first target coefficient.

[0086] In this embodiment, in determining the target heating power when the combustion phase reaches the combustion phase threshold during the power stroke, the product of the reference heating power and the first target coefficient can be used to determine the target heating power when the combustion phase reaches the first combustion phase threshold. Alternatively, the product of the reference heating power and the second target coefficient can be used to determine the target heating power when the combustion phase reaches the second combustion phase threshold. The first target coefficient can refer to a proportional parameter used to determine the target heating power when the combustion phase reaches the first combustion phase threshold during the power stroke. This first target coefficient is less than 1 and greater than 0 (e.g., 0.75), used to attenuate the reference heating power to a lower level to reflect the reduced energy contribution requirement of the heating element after the fuel has completed ignition and entered the stable combustion stage. Multiplying this coefficient by the reference heating power yields a first preset power, which aims to ensure combustion stability while initially reducing the heat load on the heating element.

[0087] Optionally, the aforementioned second target coefficient can refer to a proportional parameter used to determine the target heating power when the combustion phase reaches the second combustion phase threshold during the power stroke. This second target coefficient is also less than 1 and greater than 0, and less than the first target coefficient (e.g., 0.5), used to further significantly reduce the baseline heating power. This coefficient reflects the requirement that the heating element only needs to maintain basic insulation or extremely low heating power after in-cylinder combustion enters a rapid self-sustaining phase and combustion heat release becomes dominant. Multiplying this coefficient by the baseline heating power yields a third preset power, designed to minimize the superposition effect of the heating element's own heat generation and in-cylinder combustion heat release, preventing overheating and erosion of the heating element.

[0088] This embodiment aims to achieve step-wise dynamic adjustment of the heating component power through real-time feedback of the combustion phase. Specifically, during the power stroke, the control logic monitors the combustion process in real time. When the combustion phase corresponding to the accumulated heat release reaches a first combustion phase threshold, the reference heating power is multiplied by a first target coefficient to determine the first target heating power. When the combustion phase further reaches a second combustion phase threshold, the reference heating power is multiplied by a second target coefficient to determine the second target heating power. This staged power reduction strategy ensures precise matching between the heating power and the in-cylinder combustion state.

[0089] Optionally, during the determination of the target heating power for the first combustion phase threshold, the heating components operate at a baseline heating power to provide sufficient ignition energy during the initial stage of the engine's power stroke. When the percentage of cumulative heat release calculated in real time reaches a first preset proportion (e.g., 10%), indicating that the combustion phase has reached the first combustion phase threshold (e.g., CA10, the combustion initiation point), it signifies that the methanol fuel has stably ignited and the combustion reaction has begun to possess self-sustaining capability. At this point, the control logic multiplies the baseline heating power by a first target coefficient (e.g., 0.75), and the result is the target heating power for this stage. This power reduction action aims to reduce the energy input to the heating components, avoid energy waste and unnecessary heat accumulation, while retaining sufficient heating energy to consolidate initial combustion stability.

[0090] Optionally, during the determination of the target heating power for the second combustion phase threshold, as the power stroke continues, when the proportion of the cumulative heat release calculated in real time reaches a second preset ratio (e.g., 50%), indicating that the combustion phase has reached the second combustion phase threshold (e.g., CA50, combustion self-sustaining point), it signifies that in-cylinder combustion has entered a stage of intense heat release. The heat released by combustion completely dominates the in-cylinder thermal environment, and the continuous high-power heating of the heating components will cause their own temperature to overlap with the in-cylinder combustion temperature, posing a risk of overheating and erosion. At this time, the control logic multiplies the reference heating power by a second target coefficient (e.g., 0.5), and the result is the target heating power for this stage. Since the second target coefficient is smaller than the first target coefficient, the power reduction is greater, thereby significantly reducing the thermal load on the heating components, protecting their structural integrity, and extending their service life.

[0091] In this embodiment, by setting a first target coefficient and a second target coefficient based on a first combustion phase threshold and a second combustion phase threshold, respectively, refined and stepwise control of the heating power during the power stroke is achieved. This control strategy effectively resolves the contradiction between "ignition stability" and "heating component lifespan" caused by traditional constant power heating: maintaining high power before the first combustion phase threshold ensures reliable ignition; moderately reducing power after the first combustion phase threshold saves energy; and significantly reducing power after the second combustion phase threshold prevents overheating and erosion. Compared to a one-size-fits-all approach of power cut-off or constant power control, this method can adapt to fluctuations in the combustion phase of methanol fuel, significantly reducing the thermal stress and thermal load of the heating component while ensuring ignition stability under all operating conditions, thereby improving the overall reliability and economy of the engine system.

[0092] As an optional embodiment, the combustion phase threshold includes a first combustion phase threshold and / or a second combustion phase threshold, wherein the second combustion phase threshold is greater than the first combustion phase threshold. In response to the combustion phase of the engine reaching the combustion phase threshold during operation, the heating power of the heating component is adjusted to a target heating power during operation, including at least one of the following: in response to the combustion phase of the engine reaching the first combustion phase threshold during the power stroke, the heating power is adjusted to a first target heating power during the power stroke, wherein the first target heating power is the product of a reference heating power and a first target coefficient; in response to the combustion phase of the engine reaching the second combustion phase threshold during the power stroke, the heating power is adjusted to a second target heating power during the power stroke, wherein the second target heating power is the product of a reference heating power and a second target coefficient, wherein the second target coefficient is less than the first target coefficient.

[0093] In this embodiment, if the combustion phase of the engine reaches a first combustion phase threshold during the power stroke, the heating power can be adjusted to a first target heating power during the power stroke. If the combustion phase of the engine reaches a second combustion phase threshold during the power stroke, the heating power can be adjusted to a second target heating power during the power stroke. The first target heating power refers to the heating power level switched to by the heating component when the real-time monitored combustion phase reaches the first combustion phase threshold (e.g., CA10, i.e., the combustion initiation point) during the engine's power stroke. This power level is also referred to as the second preset power in the technical solution, and its value is equal to the product of the reference heating power and the first target coefficient (e.g., 0.75 times the reference heating power). Setting the first target heating power aims to moderately reduce the energy input of the heating component when the methanol fuel has completed ignition and entered the stable combustion stage, and the cylinder begins to generate self-sustaining heat. This reduces the heat load and electrical energy consumption of the heating component while maintaining combustion stability, thus avoiding power waste. The first target heating power can also be referred to as the second preset power.

[0094] Optionally, the aforementioned second target heating power can refer to the heating power level switched to by the heating component when the combustion phase monitored in real time further reaches the second combustion phase threshold (such as CA50, i.e., the combustion self-sustaining point or the start point of the rapid combustion period) during the engine's power stroke. This power level is also referred to as the third preset power in the technical solution, and its value is equal to the product of the reference heating power and the second target coefficient (e.g., 0.5 times the reference heating power), and the second target coefficient is less than the first target coefficient, making the second target heating power lower than the first target heating power. Setting the second target heating power aims to significantly reduce the power output of the heating component when the in-cylinder combustion enters the intense exothermic stage and the heat released by combustion dominates, so as to effectively avoid severe overheating or even ablation damage caused by the superposition of the heating component's own heating and the high-temperature combustion exothermic effect in the cylinder, thereby significantly extending the service life of the heating component and ensuring its operational reliability. The aforementioned second target heating power can also be referred to as the third preset power.

[0095] This embodiment aims to achieve precise matching between heating power and combustion process by dynamically adjusting the heating power of the heating components through real-time monitoring of the combustion phase during the engine's power stroke. Specifically, when the combustion phase reaches a first combustion phase threshold, the heating power is adjusted to a first target heating power; when the combustion phase further reaches a second combustion phase threshold, the heating power is adjusted to a second target heating power. This step-by-step power adjustment strategy ensures stability in the initial stage of combustion while preventing overheating of the heating components in the middle and later stages of combustion, thus achieving a balance between ignition stability and component lifespan.

[0096] Optionally, during the process of adjusting the heating power to the first target heating power, the accumulated heat release is calculated in real time and the current combustion phase is determined during the engine's power stroke. When the combustion phase is detected to reach the first combustion phase threshold (e.g., CA10, i.e., the combustion initiation point), it indicates that the methanol fuel has been stably ignited, the in-cylinder combustion reaction has begun to have preliminary self-sustaining capability, and the ignition task of the heating components is basically completed. At this time, the heating power of the heating components is adjusted from the current reference heating power (or the high power maintained during the intake stroke) to the first target heating power. The first target heating power is obtained by multiplying the reference heating power by a first target coefficient, where the first target coefficient is less than 1. This adjustment action achieves the first step-down reduction of the heating power, aiming to reduce energy waste and initially reduce the heat load of the heating components, while retaining sufficient heating energy to consolidate combustion stability.

[0097] Optionally, during the adjustment of the heating power to the second target heating power, the combustion phase is continuously monitored during the engine's power stroke. When the combustion phase is detected to further reach the second combustion phase threshold (e.g., CA50, i.e., the combustion sustainment point), it indicates that in-cylinder combustion has entered the rapid combustion stage, where the heat released by combustion dominates. If the heating components maintain a high power, their own temperature will overlap with the high temperature inside the cylinder, resulting in a serious risk of overheating. At this point, the heating power of the heating components is further adjusted from the first target heating power to the second target heating power. The second target heating power is obtained by multiplying the reference heating power by a second target coefficient. Since the second target coefficient is less than the first target coefficient, the second target heating power is lower than the first target heating power. This significant power reduction aims to significantly reduce the thermal load on the heating components, prevent them from being burned and damaged due to overheating, and thus extend their service life.

[0098] In this embodiment, the method described above achieves refined, phased control of the heating power during the power stroke by triggering the adjustment of the first target heating power and the second target heating power based on the first combustion phase threshold and the second combustion phase threshold, respectively. This control strategy effectively overcomes the technical deficiency of traditional constant power heating, which makes it difficult to balance "ignition stability" and "heating component lifespan": maintaining a high power before the first combustion phase threshold ensures reliable ignition, moderately reducing power after the first combustion phase threshold saves energy, and significantly reducing power after the second combustion phase threshold to prevent overheating and erosion. Compared to a one-size-fits-all power cut-off or fixed power control, this method can adapt to the fluctuations in the combustion phase of methanol fuel, significantly reducing the thermal stress and thermal load of the heating component while ensuring ignition stability under all operating conditions, thereby improving the overall reliability, economy, and lifespan of the engine system and the heating component.

[0099] As an optional embodiment, the method further includes: in response to the engine entering the intake stroke, adjusting the heating power to a reference heating power during the intake stroke; and in response to the engine entering the exhaust stroke from the power stroke, adjusting the heating power to the heating power of the heating component during the power stroke, wherein during the exhaust stroke, the heating component is used to maintain the temperature in the cylinder at the heating power of the power stroke.

[0100] In this embodiment, if the engine enters the intake stroke, the heating power can be adjusted to a reference heating power during the intake stroke. If the engine enters the exhaust stroke from the power stroke, the heating power can be adjusted to the heating power of the heating components during the power stroke, such as a second target heating power, during the exhaust stroke.

[0101] This embodiment aims to optimize the thermal management strategy throughout the engine's working cycle by setting the heating power of the heating components separately for specific operating conditions during the intake and exhaust strokes. Specifically, when the engine enters the intake stroke, the heating power is restored to the baseline heating power to ensure that the fresh air is adequately preheated; when the engine enters the exhaust stroke from the power stroke, the heating power level at the end of the power stroke is maintained to utilize residual heat to keep the cylinder warm, thereby reducing thermal stress shocks and improving ignition conditions for the next cycle.

[0102] Optionally, the heating power is adjusted during the intake stroke. When the engine reaches the intake stroke, the piston descends and draws in fresh air. At this time, the cylinder temperature is low and methanol has not yet burned, so the heating components need to undertake the main preheating task. Therefore, the heating power of the heating components is adjusted to a reference heating power. The reference heating power is a standard heating power value predetermined based on operating parameters such as engine speed and methanol injection quantity, and is usually at a relatively high level. Operating at this power aims to fully heat the drawn-in fresh air, increase the cylinder baseline temperature, overcome the evaporation difficulties caused by the high latent heat of methanol vaporization, and create the necessary thermodynamic conditions for methanol atomization, evaporation, and compression auto-ignition in the subsequent compression stroke, ensuring ignition stability.

[0103] Optionally, the heating power can be adjusted during the exhaust stroke. When the engine transitions from the power stroke to the exhaust stroke, the combustion process has ended, and the high-temperature exhaust gas in the cylinder is about to be expelled. At this point, although high-intensity heating is no longer needed to support combustion, to prevent excessive thermal stress from a sudden temperature drop in the heating components and to maintain a certain base temperature for the next working cycle, the heating power of the heating components is adjusted to the heating power during the power stroke. Specifically, the low-power heating state in the later stage of the power stroke (i.e., after reaching the second combustion phase threshold) is usually retained, or the heating power level at the end of the power stroke is maintained. This heat preservation strategy ensures that the head of the heating components is always within a suitable temperature range, avoiding damage from rapid cooling caused by power outages and reducing the energy and time required for reheating, thus achieving a smooth transition.

[0104] In this embodiment, the method described above ensures that the in-cylinder air is fully preheated at the start of each cycle by adjusting the heating power to the baseline heating power during the intake stroke. This significantly improves the ignition reliability and combustion stability of the methanol engine under cold start and low-load conditions. By maintaining the heating power of the power stroke during the exhaust stroke for heat preservation, the drastic temperature change of the heating components between the high combustion temperature and the low exhaust temperature is effectively mitigated, reducing the risk of mechanical damage caused by thermal stress and extending the service life of the heating components. This full-cycle power management strategy achieves closed-loop control from preheating and combustion support to heat preservation, ensuring engine performance while also considering component durability and energy economy, thus improving the overall system operating efficiency.

[0105] As an optional embodiment, in response to the engine being in a cold start condition, the engine is controlled to execute at least one of the following cold start control strategies, wherein the engine temperature is less than a first temperature threshold in the cold start condition, and the cold start control strategy is used to represent the rules for controlling the engine in the cold start condition: in the cold start condition, stopping the determination of a combustion phase threshold; in the cold start condition, adjusting the heating power to a reference heating power or a third target heating power; and in the cold start condition, controlling the heating components to adjust the temperature in the cylinder to the reference heating power or the third target heating power, wherein the third target heating power is greater than the reference heating power; and / or, the method further includes: in the case of the engine being in a cold start condition, in response to the engine temperature being greater than a second temperature threshold, and the fluctuation of the combustion phase threshold being less than a fluctuation threshold in a target number of consecutive engine operating cycles, stopping the execution of the cold start control strategy, wherein the second temperature threshold is greater than the first temperature threshold, and the operating cycle is used to represent the engine completing operation in at least one operating phase.

[0106] In this embodiment, if the engine is in a cold start condition, the engine can be controlled to execute at least one of the following cold start control strategies: for example, in a cold start condition, the determination of the combustion phase threshold is stopped. The heating power can be adjusted to a reference heating power or a third target heating power, and the heating components can be controlled to adjust the cylinder temperature using the reference heating power or the third target heating power. If the temperature of the engine in a cold start condition is greater than a second temperature threshold, and the fluctuation of the combustion phase threshold is less than the fluctuation threshold in a target number of consecutive engine operating cycles, the cold start control strategy can be stopped. The first temperature threshold can refer to a temperature limit value used to define whether the engine is in a cold start condition. The first temperature threshold can be set as a preset coolant temperature threshold (e.g., 30°C), and when the engine coolant temperature or cylinder block temperature is lower than this value, the engine is determined to be in a cold start condition. Under these operating conditions, due to the low ambient temperature and initial cylinder temperature, the atomization, evaporation, and auto-ignition of methanol fuel become significantly more difficult, and the combustion process becomes extremely unstable. Therefore, special cold start control strategies are required, such as stopping power regulation based on combustion phase and maintaining high-power heating to ensure reliable engine ignition.

[0107] The aforementioned third target heating power refers to an enhanced heating power, higher than the baseline heating power, set under cold start conditions to overcome the negative impact of low temperature on methanol ignition. This power is typically obtained by multiplying the baseline heating power by a coefficient greater than 1 (e.g., 1.2), meaning the third target heating power is 1.2 times the baseline heating power. Setting the third target heating power aims to provide additional heat energy to rapidly increase the in-cylinder air temperature, compensating for the cooling effect caused by the high latent heat of vaporization of methanol, thereby improving combustion stability during cold starts and preventing misfires due to insufficient ignition energy.

[0108] The aforementioned second temperature threshold refers to the temperature limit value used to determine whether the cold start condition has ended. This threshold is higher than the first temperature threshold (e.g., 60°C). When the engine temperature (e.g., coolant temperature) rises above this value, it indicates that the engine has initially warmed up, the in-cylinder thermal state has improved, and the methanol evaporation and combustion conditions are approaching normal. At this point, simply meeting the temperature condition is not enough to completely exit the cold start strategy; a comprehensive judgment must also be made in conjunction with combustion stability indicators to confirm that the engine can safely switch back to the conventional control logic based on combustion phase. The aforementioned volatility refers to the statistical quantity characterizing the degree of change of the combustion phase threshold (e.g., CA10 or CA50) over a target number of consecutive engine operation cycles. This indicator is usually expressed in the form of volatility and is used to quantify the instability of the combustion process. During the cold start phase, due to combustion instability, the combustion phase threshold may exhibit large random fluctuations; as the engine warms up and the control strategy is adjusted, the volatility of the combustion phase threshold should gradually decrease. By monitoring the volatility, it is possible to objectively assess whether the current combustion state has reached a stable level, thus serving as an important basis for exiting the cold start control strategy.

[0109] Optionally, the aforementioned fluctuation threshold can refer to the maximum permissible fluctuation limit used to determine whether the combustion phase threshold is in a stable state. This threshold is also called the preset stability threshold. When the fluctuation of the combustion phase threshold calculated in multiple consecutive operating cycles is less than this fluctuation threshold, it indicates that the combustion process has sufficient repeatability and stability and is no longer affected by the severe fluctuations at the beginning of cold start. At this time, combined with the condition that the engine temperature is greater than the second temperature threshold, it can be determined that the cold start condition has officially ended, and the system can stop executing the cold start control strategy and revert to the conventional glow plug power control logic based on combustion phase.

[0110] This embodiment aims to provide a complete and adaptive control strategy for the extreme non-steady-state condition of engine cold start. Specifically, the strategy first defines the triggering condition for the cold start condition (engine temperature below a first temperature threshold), then executes cold start control logic, including stopping combustion phase calculation and maintaining or increasing heating power, to ensure ignition stability; finally, a cold start condition exit mechanism is set, that is, when the engine temperature rises above a second temperature threshold and the combustion phase fluctuation is below a preset stability threshold for multiple consecutive operating cycles, it is determined that combustion has returned to stability, thereby stopping the execution of the cold start control strategy and switching back to the conventional combustion phase-based control logic.

[0111] Optionally, a heating power adjustment and combustion phase monitoring strategy for cold start conditions is implemented. When the engine temperature is detected to be lower than a first temperature threshold, the engine is determined to be in a cold start condition. Under this condition, due to the low cylinder temperature and high latent heat of methanol vaporization, the combustion process is extremely unstable, and the power adjustment logic based on combustion phase may fail or lead to misfire. Therefore, the determination of the combustion phase threshold is stopped first, i.e., the power is no longer adjusted in a stepwise manner based on phase nodes such as CA10 or CA50. At the same time, the heating power of the heating components is adjusted to a reference heating power or a third target heating power. The third target heating power is greater than the reference heating power (e.g., 1.2 times the reference heating power). By maintaining high power or increasing power, the air in the cylinder is sufficiently heated to overcome the ignition difficulties caused by low temperature and ensure that methanol fuel can be stably compressed and spontaneously combusted.

[0112] Optionally, the system performs exit judgment and strategy switching for cold start operation. While the engine remains in cold start operation, it monitors engine temperature changes and the stability of the combustion phase threshold in real time. When the engine temperature exceeds a second temperature threshold (which is higher than the first temperature threshold, indicating the engine has initially warmed up), the system enters the preliminary judgment stage for exit conditions. Further, it counts a target number of consecutive engine operation cycles (each cycle refers to the engine completing at least one operation stage) and calculates the fluctuation (i.e., volatility) of the combustion phase threshold (e.g., CA10 or CA50) in these cycles. If this volatility is less than the fluctuation threshold (i.e., the preset stability threshold), it indicates that the combustion process has transitioned from a highly volatile unstable state to a low-volatile stable state. When both the temperature and stability conditions are met simultaneously, the cold start operation is deemed to have ended, the cold start control strategy is stopped, and the conventional glow plug power control logic based on the combustion phase threshold is resumed.

[0113] In this embodiment, the method effectively solves the misfire problem caused by unstable combustion in methanol engines at low temperatures by setting a dedicated control strategy for cold start conditions. By stopping combustion phase calculation and maintaining high-power heating, the risk of flameout caused by incorrect power reduction due to inaccurate phase recognition in the early stages of combustion is avoided, significantly improving the cold start success rate. Simultaneously, the introduction of a dual exit mechanism based on temperature and combustion phase fluctuations ensures that the energy-saving phase control mode is only switched back after combustion has truly stabilized. This prevents thermal damage caused by premature ignition and avoids energy waste and component overheating caused by maintaining high power after combustion has stabilized, achieving an optimal balance between cold start reliability and subsequent operational economy.

[0114] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0115] Methanol fuel, due to its environmentally friendly and low-carbon characteristics, has become one of the important development directions for alternative fuels in internal combustion engines. However, because methanol has high latent heat of vaporization and low cetane number, it is difficult to achieve spontaneous combustion by compressing air in the cylinder like traditional diesel. It usually requires intake air heating, glow plug in-cylinder heating, or other methods to achieve compression ignition.

[0116] In existing glow plug-assisted methanol compression ignition (GCI) technology, to ensure stable ignition during cold starts and low-load conditions, the glow plug typically maintains full-power continuous heating during methanol injection and combustion. However, in-cylinder combustion generates extremely high temperatures. If the glow plug continues to maintain high-power heating during this stage, the superposition of its own heating temperature and the high temperature generated by in-cylinder combustion exothermics can easily lead to severe overheating or even ablation and damage to the glow plug head, greatly reducing its operational reliability and service life.

[0117] Furthermore, existing glow plug control strategies mostly employ open-loop control of the target temperature based on engine operating conditions, supplemented by adjustments for coolant temperature and environmental parameters. The drawback of this control method is its inability to perceive the actual combustion state within the cylinder. If the glow plug temperature is set too low, misfire may occur due to insufficient ignition energy; if the glow plug temperature is set too high or remains at a high temperature during combustion, its service life will be severely affected. Therefore, effectively reducing the high-temperature heat load of the glow plug without sacrificing methanol ignition stability is a pressing technical challenge that needs to be addressed.

[0118] To address the shortcomings of existing technologies, this application aims to provide a methanol engine glow plug control method and system based on in-cylinder combustion phase feedback, thereby solving the problem of "inability to simultaneously achieve ignition stability and glow plug lifespan" in existing technologies. Simultaneously, it addresses the issues of poor adaptability and susceptibility to misfires or thermal damage under extreme or unsteady conditions such as cold starts, misfires, and transient acceleration / deceleration, achieving an optimal balance between engine ignition stability and glow plug lifespan across all operating conditions.

[0119] The embodiments of this application will be further described below.

[0120] To address the aforementioned technical problems, this application provides a method for controlling glow plugs in a methanol engine based on combustion phase, comprising the following steps: determining a preset reference power P for the glow plug based on engine operating conditions (speed, methanol injection quantity); the Electronic Control Unit (ECU) collects in-cylinder pressure signals in real time and calculates the real-time combustion heat release rate and cumulative heat release rate; calculating the combustion phase based on the cumulative heat release rate, including at least a first preset phase (combustion start point, such as CA10) and a second preset phase (combustion sustaining point, such as CA50); at the start of the intake stroke, controlling the glow plug to operate at the first preset power (P)... 1) Operation; when the engine reaches the first preset phase, the glow plug power is reduced to the second preset power (P). First coefficient); when the engine reaches the second preset phase, the glow plug power is reduced to the third preset power (P). (Second coefficient). During the later stages of combustion and the exhaust stroke, the glow plug maintains the third preset power operation.

[0121] Furthermore, to adapt to complex operating conditions, the embodiments of this application also include the following control strategies: For cold start conditions, when the cold start condition is met (e.g., water temperature is below a threshold), the glow plug control logic based on combustion phase is stopped, and the glow plug is controlled to maintain a preset reference power P or increase the reference power P; until the preset cold start exit condition is met, the glow plug control logic based on combustion phase is switched back. For engine misfire, when the first preset phase is not identified within the preset ignition window period, it is determined to be a misfire; in the next working cycle, the glow plug control logic based on combustion phase is stopped, and the glow plug is controlled to maintain a preset reference power P or increase the reference power P. For transient operating conditions, during rapid acceleration, when the throttle change rate or methanol injection quantity change rate exceeds a preset limit, the glow plug control logic based on combustion phase is stopped, and the glow plug is controlled to maintain a preset reference power P; during rapid deceleration, when entering the deceleration fuel cut-off condition, phase calculation is stopped, the glow plug is controlled to operate at a preset heat preservation power, and the preset reference power P is quickly restored when fuel is injected again. The glow plug temperature protection system acquires the voltage and current of the glow plug in real time and estimates its own physical temperature. When its own physical temperature exceeds the safety threshold, regardless of whether the preset phase has been reached, the power of the glow plug is forcibly reduced first.

[0122] In this embodiment, the method utilizes cylinder pressure signals to calculate the cumulative heat release rate and identify the combustion phase. After ensuring stable fuel ignition, it gradually reduces the glow plug heating power in stages, avoiding both premature power reduction leading to misfire and the high-temperature superposition and erosion caused by continuous high-power heating during combustion. Compared to directly cutting off power after combustion, this reduces the thermal stress impact on the glow plug and also reduces glow plug energy consumption. Through cold start, misfire, and transient operating condition strategies, the risk of combustion instability and misfire that may occur under extreme operating conditions is eliminated. By estimating the glow plug's physical temperature and setting it as the highest priority, physical burnout of the glow plug is prevented.

[0123] Figure 3 This is a flowchart of a methanol engine glow plug control method based on combustion phase, according to an embodiment of this application. Figure 3 As shown, the method may include the following steps.

[0124] Step S301: Determine the preset reference power of the glow plug based on the engine operating conditions.

[0125] In this embodiment, the ECU consults a pre-stored power mapping table (MAP) based on the current engine speed and methanol injection quantity, and determines the preset reference power of the glow plug under this operating condition. This reference power serves as the basic reference value for subsequent power adjustments, aiming to provide initial heating energy support for methanol combustion under different loads and speeds.

[0126] In step S302, the ECU collects the in-cylinder pressure signal in real time and calculates the real-time combustion heat release rate and the cumulative heat release rate.

[0127] In this embodiment, the cylinder pressure sensor integrated in the glow plug collects the pressure change signal in the cylinder in real time. The ECU uses this signal to calculate the instantaneous heat release rate through a thermodynamic model, and integrates the instantaneous heat release rate to obtain the cumulative heat release rate, thereby quantifying the heat release process of combustion in the cylinder and providing a data basis for the accurate identification of the subsequent combustion phase.

[0128] Step S303: Calculate the combustion phase based on the cumulative heat release rate, including at least a first preset phase and a second preset phase.

[0129] In this embodiment, the ECU defines the combustion phase based on the crankshaft angle when the cumulative heat release rate reaches a specific percentage. The first preset phase corresponds to the combustion initiation point (e.g., CA10) when the cumulative heat release rate reaches 10%, and the second preset phase corresponds to the combustion sustaining point (e.g., CA50) when the cumulative heat release rate reaches 50%. The accuracy of phase recognition is improved by averaging through multiple consecutive cycles, thereby defining different stages of combustion development.

[0130] Step S304: At the start of the intake stroke, control the glow plug to operate at a first preset power.

[0131] In this embodiment, when the ECU recognizes that the engine is at the beginning of the intake stroke, it means that fresh air has entered the cylinder and has not yet been burned. At this time, the glow plug is controlled to operate at a first preset power equal to the preset reference power, which aims to fully preheat the intake air, increase the cylinder base temperature, and create favorable thermodynamic conditions for the atomization, evaporation and subsequent compression auto-ignition of methanol fuel.

[0132] Step S305: When the engine is detected to have reached the first preset phase, the power of the glow plug is controlled to be reduced to the second preset power.

[0133] In this embodiment, when the ECU detects that the combustion phase has reached the first preset phase (such as CA10), it indicates that the methanol fuel has been stably ignited and the combustion reaction has begun to have preliminary self-sustaining capability. At this time, the power of the glow plug is controlled to be reduced to the second preset power (i.e., the reference power multiplied by the first coefficient). This is intended to reduce the heat load of the heating component while maintaining combustion stability, so as to avoid energy waste and unnecessary overheating risks.

[0134] Step S306: When the engine is detected to have reached the second preset phase, the power of the glow plug is controlled to be reduced to the third preset power.

[0135] In this embodiment, when the ECU detects that the combustion phase has further reached the second preset phase (such as CA50), it indicates that the in-cylinder combustion has entered the rapid combustion stage and heat release is dominant. At this time, the power of the glow plug is further reduced to the third preset power (i.e., the reference power multiplied by a second coefficient less than the first coefficient). This is intended to significantly reduce the superposition effect of the heating element's own heat generation and the high-temperature combustion heat release in the cylinder, prevent the glow plug head from overheating and burning, and extend its service life.

[0136] Figure 4 This is a schematic diagram of a preset phase and preset power according to an embodiment of this application, as shown below. Figure 4 As shown, the engine may include its intake stroke, compression stroke, power stroke, and exhaust stroke. Before a first preset phase in the intake, compression, and power strokes, glow plug control is performed using a first preset power. Between the first and second preset phases in the power stroke, glow plug control can be performed using a second preset power. After the second preset phase in the power stroke, glow plug control can be performed during the exhaust stroke using a third preset power.

[0137] Figure 5 This is a schematic diagram of a methanol engine glow plug control system based on combustion phase, according to an embodiment of this application. Figure 5 As shown, the system may include a methanol engine 1 and an ECU 3. The methanol engine 1 may include a methanol injector 2 and a glow plug 4 with an integrated cylinder pressure sensor. In one methanol engine 1, a glow plug 4 is arranged inside the cylinder for heating the cylinder air, and a methanol injector 2 is also arranged therein. The ECU 3 controls the methanol injector 2 to inject methanol into the cylinder near the top dead center of the compression stroke. When the cylinder temperature reaches the methanol auto-ignition temperature, methanol compression ignition is achieved. The glow plug 4 integrates a cylinder pressure sensor.

[0138] Optionally, for normal steady-state operating conditions, a preset glow plug reference power MAP is stored in the ECU based on engine speed and methanol injection quantity. The ECU first acquires the cylinder pressure sensor signal and calculates the real-time cylinder pressure. The ECU calculates the instantaneous and cumulative heat release rates in the cylinder. The combustion phase is identified based on the cumulative heat release rate: when the cumulative heat release rate reaches 10%, the current crankshaft angle is recorded as CA10 (first preset phase); when the cumulative heat release rate reaches 50%, the current crankshaft angle is recorded as CA50 (second preset phase). This is recorded continuously for N cycles (e.g., 20 cycles), with CA10 and CA50 being averaged. Simultaneously, the ECU identifies the start time of the intake stroke based on engine timing. During normal engine operation, the preset glow plug reference power P is determined based on engine speed and methanol injection quantity for that operating condition.

[0139] Optionally, when the ECU recognizes that the engine has reached the start of the intake stroke, it indicates that fresh air is beginning to enter the cylinder. At this time, the air needs to be heated, and the ECU controls the glow plugs to operate at a first preset power (first preset power = P). 1) When the ECU recognizes that the engine has reached CA10, it indicates that the methanol in the cylinder has ignited. The ECU then controls the glow plug to reduce its power from the first preset power to the second preset power (second preset power = P). 0.75). At this point, the heat released by combustion has begun to replace the glow plugs in providing ignition energy. When the ECU recognizes that the engine has reached CA50, it indicates that the in-cylinder combustion has entered the rapid combustion period and has self-sustaining capability. The ECU then controls the glow plugs to further reduce the power to the third preset level (third preset power = P). (0.5), thus significantly reducing the combined effect of the glow plug's own heating and combustion heat release. During the later stages of combustion and the exhaust stroke, the glow plug maintains the third preset power, playing a basic heat preservation role.

[0140] Optionally, for cold start conditions, the ECU collects the engine coolant temperature signal; when the engine coolant temperature is lower than a preset coolant temperature threshold (e.g., 30°C), the ECU determines it to be a cold start condition; under cold start conditions, due to the low cylinder temperature and high latent heat of methanol vaporization, initial combustion is extremely unstable, and CA10 and CA50 recognition may have large fluctuations or delays. At this time, the glow plug control logic based on combustion phase is stopped; simultaneously, the ECU controls the glow plug to always operate at a first preset power (P 1) Running or at higher power (such as P) 1.2) Operation to overcome the disadvantage of methanol being difficult to ignite at low temperatures and ensure cold start stability; when the engine water temperature rises above the preset threshold (e.g., 60℃), and the ECU detects that the CA50 fluctuation rate for M consecutive cycles (e.g., 50) is less than the preset stability threshold, it indicates that the combustion in the cylinder is stable, the ECU exits the cold start condition and switches back to the glow plug control logic based on combustion phase.

[0141] Optionally, for misfire conditions, the ECU monitors the combustion phase recognition results in real time; if the ECU fails to recognize CA10 or CA50 within the preset ignition window period (e.g., from the start of injection to 40°CA after top dead center), it determines that a misfire has occurred in the current cycle; to prevent misfire from occurring again in the next cycle due to insufficient glow plug power, the ECU stops executing the glow plug control logic based on combustion phase in the next working cycle and controls the glow plug to operate at a first preset power (P 1) Operation; or the ECU dynamically adjusts the glow plug power for the next cycle based on the misfire frequency (e.g., P). 1.2), and correspondingly increase the actual output values ​​of the second preset power and the third preset power; when the ECU continuously detects that CA10 and CA50 are normally identified for K cycles (e.g., 100 cycles), it determines that the combustion has returned to normal and returns to the glow plug control logic based on the combustion phase.

[0142] Optionally, for rapid acceleration conditions: the ECU monitors the rate of change of accelerator pedal opening and the rate of change of short-term methanol injection quantity in real time; when the rate of change of accelerator pedal opening exceeds a preset rapid acceleration threshold, or the rate of change of short-term methanol injection quantity exceeds a preset threshold, the ECU determines it to be a rapid acceleration condition; during rapid acceleration, the cylinder requires a large amount of ignition energy. To avoid acceleration lag or misfire, the ECU immediately stops executing the glow plug control logic based on combustion phase and forces the glow plug to operate at a first preset power (P). 1) Full power operation; when the throttle opening is stable (the rate of change is lower than the threshold) and continues for a certain period of time (such as 1-2 seconds), the ECU switches back to the glow plug control logic based on combustion phase.

[0143] Optionally, for rapid deceleration conditions: when the ECU detects that the accelerator pedal is fully released and the engine speed is higher than the preset deceleration fuel cut-off speed, it determines that it is a rapid deceleration fuel cut-off condition; during rapid deceleration, methanol injection stops in the cylinder, no combustion occurs, CA10 and CA50 cannot be identified, the ECU stops calculating the combustion phase, and switches to "heat preservation mode"; in heat preservation mode, the ECU controls the glow plugs to operate at a fourth preset power (e.g., P). 0.4) Continuous operation ensures that excessive electrical energy is not wasted while keeping the glow plug head constantly warm; when the driver presses the accelerator again (resumes fuel injection), the ECU immediately increases the glow plug power from the fourth preset power to the first preset power (P). 1) Ensure stable engine ignition and achieve seamless power transition.

[0144] Optionally, for glow plug temperature protection: the ECU collects the voltage and current across the glow plug in real time; the ECU calculates the real-time resistance of the glow plug and estimates the physical temperature T of the glow plug based on the pre-stored resistance-temperature characteristic curve; if the ECU detects that the physical temperature T of the glow plug reaches or exceeds the safe temperature threshold T_limit of the glow plug, it indicates that the glow plug has a serious risk of overheating and burning; at this time, regardless of whether the CA10 or CA50 phase node has been reached, the ECU prioritizes triggering the over-temperature protection logic, forcibly reducing the glow plug power to a safe power (such as the fifth preset power = P). 0.2) or directly disconnect the power and reduce the engine load until the temperature T drops below the safe threshold.

[0145] According to an embodiment of this application, a control device for a heating component in an engine is also provided. It should be noted that this control device for a heating component in an engine can be used to execute the control method for a heating component in an engine described in the above embodiments.

[0146] Figure 6 This is a schematic diagram of a control device for a heating assembly in an engine according to an embodiment of this application, as shown below. Figure 6 As shown, the control device 600 for the heating component in the engine may include: a first determining unit 602, used to determine a reference heating power of the heating component and at least one combustion phase threshold of the engine in at least one operating stage based on the operating state information during engine operation; a second determining unit 604, used to determine a target heating power adapted to the heating component in at least one operating stage based on the reference heating power, wherein the target heating power is used to enable the heating component to have a first durability in the operating stage, the reference heating power is used to enable the heating component to have a second durability in the operating stage, and the first durability is greater than the second durability; and a control unit 606, used to adjust the heating power of the heating component to the target heating power in the operating stage in response to the combustion phase of the engine reaching the combustion phase threshold, and to control the heating component with the target heating power to regulate the temperature in the cylinder of the engine.

[0147] According to an embodiment of this application, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the control method for the heating component in the engine described in the above embodiments.

[0148] According to an embodiment of this application, a processor is also provided for running a program, wherein the program executes the control method for the heating component in the engine described in the above embodiments.

[0149] According to another aspect of the embodiments of this application, an electronic device is also provided. Figure 7 This is a schematic diagram of an electronic device according to an embodiment of this application, such as... Figure 7 As shown, the electronic device 70 may include a memory 701 and a processor 702. The memory 701 stores an executable program. The processor 702 can be used to run the program, wherein the program executes the control method for the heating component in the engine described in the embodiments of this application.

[0150] According to another aspect of the embodiments of this application, a vehicle is also provided. Figure 8 This is a schematic diagram of a vehicle according to an embodiment of this application, such as... Figure 8 As shown, the electronic device 80 may include a memory 801 and a processor 802. The memory 801 stores an executable program. The processor 802 can be used to run the program, wherein the program executes the control method for the heating component in the engine described in the embodiments of this application.

[0151] Embodiments of this application also provide a computer program product. Optionally, in this embodiment, the computer program product may include a computer program that, when executed by a processor, implements the control method for the heating component in the engine described in the embodiments of this application.

[0152] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0153] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0154] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, ROM, RAM, portable hard drives, magnetic disks, or optical disks.

[0155] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a heating component in an engine, characterized in that, include: Based on the operating status information during engine operation, the reference heating power of the heating component and the combustion phase threshold of the engine in at least one operating stage are determined. Based on the reference heating power, a target heating power is determined for the heating component to be adapted to at least one of the operating phases, wherein the target heating power is used to enable the heating component to have a first durability in the operating phase, and the reference heating power is used to enable the heating component to have a second durability in the operating phase, wherein the first durability is greater than the second durability. In response to the combustion phase of the engine reaching the combustion phase threshold during the operation phase, the heating power of the heating component is adjusted to the target heating power during the operation phase, and the heating component having the target heating power is controlled to regulate the temperature in the cylinder of the engine.

2. The method according to claim 1, characterized in that, Determining at least one combustion phase threshold of the engine in at least one operating stage based on the engine's operating status information during operation includes: Based on the operating status information, the cumulative heat release of the cylinder is determined, wherein the cumulative heat release represents the total amount of heat released by the combustion of the gas in the cylinder from the start of combustion to the current time. Based on the accumulated heat release, at least one of the combustion phase thresholds is determined.

3. The method according to claim 2, characterized in that, The operating status information includes the cylinder pressure information, and determining the cumulative heat release of the cylinder based on the operating status information includes: Based on the pressure information, the instantaneous heat release of the cylinder is determined, wherein the instantaneous heat release is used to represent the heat released by burning the gas at any point in time between the start of combustion and the current time; The cumulative heat release is determined based on the instantaneous heat release and the duration between the start of combustion and the current time.

4. The method according to claim 2, characterized in that, Determining at least one combustion phase threshold based on the accumulated heat release includes: Based on the accumulated heat release, a first combustion phase threshold of the engine is determined, wherein the first combustion phase threshold is used to represent the proportion of the accumulated heat release to the total heat released by the gas during the operation phase, reaching a first preset proportion; And / or, Based on the accumulated heat release, a second combustion phase threshold of the engine is determined, wherein the second combustion phase threshold is used to represent the proportion of the accumulated heat release to the total heat released by the gas during the operation phase, reaching a second preset proportion, and the second preset proportion is greater than the first preset proportion.

5. The method according to claim 1, characterized in that, Determining the target heating power adapted to the heating component in at least one of the operating phases based on the reference heating power includes: In response to the operation phase being a power stroke, the product between the reference heating power and the target coefficient is determined as the target heating power when the combustion phase reaches the combustion phase threshold during the power stroke; And / or, The method further includes: In response to the operating phase being an intake stroke, the reference heating power is determined as the target heating power for the intake stroke; In response to the operation phase being the exhaust stroke, the product between the reference heating power and the target coefficient is determined as the target heating power in the power stroke.

6. The method according to claim 5, characterized in that, The combustion phase threshold includes a first combustion phase threshold and / or a second combustion phase threshold, wherein the second combustion phase threshold is greater than the first combustion phase threshold. Determining the product of the reference heating power and the target coefficient as the target heating power during the power stroke when the combustion phase reaches the combustion phase threshold includes: The product of the reference heating power and the first target coefficient is determined as the target heating power when the combustion phase reaches the first combustion phase threshold during the power stroke; And / or, The product of the reference heating power and the second target coefficient is determined as the target heating power when the combustion phase reaches the second combustion phase threshold during the power stroke, wherein the second target coefficient is less than the first target coefficient.

7. The method according to claim 1, characterized in that, The combustion phase threshold includes a first combustion phase threshold and / or a second combustion phase threshold, wherein the second combustion phase threshold is greater than the first combustion phase threshold. The step of adjusting the heating power of the heating assembly to the target heating power during the operation phase in response to the combustion phase of the engine reaching the combustion phase threshold includes at least one of the following: In response to the combustion phase of the engine reaching the first combustion phase threshold during the power stroke, the heating power is adjusted to a first target heating power during the power stroke, wherein the first target heating power is the product of the reference heating power and the first target coefficient; In response to the combustion phase of the engine reaching the second combustion phase threshold during the power stroke, the heating power is adjusted to a second target heating power during the power stroke, wherein the second target heating power is the product of the reference heating power and the second target coefficient, and the second target coefficient is less than the first target coefficient.

8. The method according to any one of claims 1 to 7, characterized in that, The method further includes: In response to the engine entering the intake stroke, during the intake stroke, the heating power is adjusted to the reference heating power; In response to the engine transitioning from the power stroke to the exhaust stroke, during the exhaust stroke, the heating power is adjusted to the heating power of the heating component during the power stroke, wherein during the exhaust stroke, the heating component is used to maintain the temperature in the cylinder at the heating power of the power stroke.

9. The method according to any one of claims 1 to 7, characterized in that, In response to the engine being in a cold start condition, the engine is controlled to execute at least one of the following cold start control strategies, wherein the engine temperature is less than a first temperature threshold under the cold start condition, and the cold start control strategy represents the rules for controlling the engine under the cold start condition: Under the cold start condition, the determination of the combustion phase threshold is stopped; Under the cold start condition, the heating power is adjusted to the reference heating power or the third target heating power, and under the cold start condition, the heating component is controlled to adjust the temperature in the cylinder with the reference heating power or the third target heating power, wherein the third target heating power is greater than the reference heating power; And / or, The method further includes: When the engine is in the cold start condition, in response to the engine temperature being greater than a second temperature threshold and the fluctuation of the combustion phase threshold being less than a fluctuation threshold in a target number of consecutive engine operation cycles, the cold start control strategy is stopped, wherein the second temperature threshold is greater than the first temperature threshold, and the operation cycle is used to indicate that the engine has completed operation in at least one operation phase.

10. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 9.

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