ENGINE CONTROL METHOD, ENGINE, VEHICLE, AND COMPUTER-READABLE STORAGE MEDIUM

Abstract

An engine control method, an engine, a vehicle, and a computer-readable storage medium, relating to the technical field of engines, comprising the steps of: acquiring a characterizing temperature that characterizes a temperature in a combustion chamber; and controlling a fuel injection system, when the engine is in a compression stroke, to inject fuel into the combustion chamber according to a preset rule, wherein the fuel in the combustion chamber is heated to spontaneous combustion, and an input parameter of the preset rule includes the characterizing temperature.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202211731103.6, entitled "CONTROL METHOD FOR ENGINE, VEHICLE, AND COMPUTER-READABLE STORAGE MEDIUM," filed on December 30, 2022. The entire contents of the above-referenced application are incorporated herein by reference.

[0002] Field The present disclosure relates to the technical field of engines, and more particularly to an engine control method, an engine, a vehicle, and a computer-readable storage medium.

[0003] Background technology Traditionally, during the operation of a fuel-fired engine, the temperature and pressure in the main combustion chamber, as well as the wall temperature, cause the mixture at the end of the engine to burn prematurely. The generated pressure wave interacts with the pressure wave in the main combustion chamber, causing knock. Therefore, a new technical solution is needed to solve the aforementioned problem.

[0004] Summary of the Invention The present disclosure is intended to provide an engine control method, an engine, a vehicle, and a computer-readable storage medium.

[0005] According to a first aspect of the present disclosure, there is provided a control method for an engine. The control method includes the following steps: a characterizing temperature characterizing a temperature in a combustion chamber is obtained; a fuel injection system is controlled to inject fuel into the combustion chamber according to a preset rule when the engine is in a compression stroke; the fuel in the combustion chamber is heated and spontaneously combusts; and an input parameter of the preset rule includes the characterizing temperature.

[0006] Optionally, obtaining a characterizing temperature characterizing a temperature in a combustion chamber includes the steps of: obtaining a temperature at a specified position on an engine body of the engine, the distance between the specified position and the combustion chamber being in a range of 4 mm to 10 mm;

[0007] Optionally, obtaining a characterizing temperature characterizing a temperature inside the combustion chamber comprises the steps of: obtaining a characterizing temperature characterizing a temperature of an inner wall of the combustion chamber;

[0008] Optionally, the preset rules include the temperature in the combustion chamber being greater than 300°C.

[0009] Optionally, the preset rules include the temperature in the combustion chamber being greater than 400°C.

[0010] Optionally, the preset rules include the temperature in the combustion chamber being higher than the natural combustion temperature of fuel in the combustion chamber in the current conditions.

[0011] Optionally, the preset rules include the temperature within the combustion chamber characterized by the characterizing temperature being greater than 1.2 times the spontaneous combustion temperature of fuel within the combustion chamber.

[0012] Optionally, the input parameters of the preset rule further include the crank angle of the engine.

[0013] Optionally, the preset rules include the engine crank angle being in the range of 30° to 130° before top dead center of the compression stroke.

[0014] Optionally, the input parameters of the preset rule further include at least one of a compression ratio of the engine, a crank angle of the engine, a camshaft phase of the engine, a rotational speed of the engine, a pressure value in the combustion chamber, a fuel injection pressure of the fuel injection system, an intake flow of the combustion chamber, an amount of fuel injected from the combustion chamber, and a type of fuel.

[0015] Optionally, the combustion chamber is further comprised of being heated.

[0016] Optionally, the combustion chamber is heated when the characterizing temperature is below a set temperature. Heating of the combustion chamber is stopped when the characterizing temperature is equal to or greater than the set temperature. When the characterizing temperature is equal to or greater than the set temperature, the temperature in the combustion chamber reaches a natural combustion temperature of the fuel during the compression stroke.

[0017] Optionally, heating the combustion chamber comprises the steps of: igniting fuel via a spark plug, heating the combustion chamber with the heat of the fuel.

[0018] Optionally, heating the combustion chamber comprises the steps of: the combustion chamber being heated via an electric heating device.

[0019] According to a second aspect of the present disclosure, there is provided a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the aforementioned control method for an engine.

[0020] According to a third aspect of the present disclosure, there is provided an engine. The engine includes an engine body, a fuel injection system, a piston, and a control device. The engine body defines a cylinder. The piston is slidably disposed within the cylinder. A combustion chamber is defined between the piston and an inner wall of the cylinder. The fuel injection system is connected to the combustion chamber and configured to inject fuel into the combustion chamber. The control device is configured to control the fuel injection system to obtain a characterizing temperature that characterizes a temperature within the combustion chamber and, when the engine is in a compression stroke, to inject fuel into the combustion chamber according to a preset rule, wherein the fuel in the combustion chamber is heated to spontaneously combust, and wherein input parameters of the preset rule include the characterizing temperature.

[0021] Optionally, the engine has a compression ratio greater than 15.

[0022] Optionally, obtaining a characterizing temperature characterizing a temperature in a combustion chamber includes the steps of: obtaining a temperature at a specified position on an engine body, the distance between the specified position and the combustion chamber being in a range of 4 mm to 10 mm;

[0023] Optionally, the distance between the defined location and the combustion chamber is in the range of 4mm to 10mm, and the temperature at the defined location is greater than 150°C.

[0024] Optionally, the distance between the defined location and the combustion chamber is in the range of 4mm to 10mm, and the temperature at the defined location is greater than 200°C.

[0025] Optionally, further included is a temperature sensor configured to collect a characterizing temperature, the temperature sensor being located in the engine body.

[0026] Optionally, a heat retention device is further included. The heat retention device is disposed on the engine body. The heat retention device is configured to perform heat retention of the combustion chamber.

[0027] Optionally, the thermal retention device includes a thermal retention structure, the thermal retention structure defining an insulating chamber, the thermal retention structure being disposed outside and around the cylinder.

[0028] Optionally, the thermal insulation device includes a thermal insulating coating disposed on the inner wall of the cylinder, or disposed on the outside of and around the cylinder, or disposed on the end of the piston.

[0029] Optionally, the engine body includes a cylinder liner, the cylinder liner being disposed within the cylinder, the outer wall of the cylinder liner being attached to the inner wall of the cylinder, and the piston being located within the cylinder liner.

[0030] Optionally, a thermal insulation device is further included. The thermal insulation device is disposed in the engine body. The thermal insulation device is configured to perform thermal insulation of the combustion chamber. The thermal insulation device includes a thermal insulation coating. The thermal insulation coating is disposed between the inner wall of the cylinder and the cylinder liner, or the thermal insulation coating is disposed on the inner wall of the cylinder liner.

[0031] Optionally, a heating device is further included. The heating device is connected to the control device. The heating device includes an electric heating unit. The electric heating unit is disposed between an inner wall of the cylinder and an outer wall of the cylinder liner.

[0032] According to a fourth aspect of the present disclosure, there is provided a vehicle, the vehicle including a vehicle body and the aforementioned engine, the engine being disposed in the vehicle body.

[0033] In an embodiment of the present disclosure, a combustion mode is employed in which fuel is heated and spontaneously combusted. When the engine is in the compression stroke, fuel is injected from the fuel injection nozzle and then gradually mixed with air and heated. The flame in the combustion chamber starts burning at the end of the fuel injection beam (i.e., the end closest to the piston) and gradually spreads upward. In essence, the heating and spontaneous combustion combustion mode essentially avoids knock.

[0034] Other features and advantages of the present disclosure will become apparent from the following detailed description of exemplary embodiments of the present disclosure, which are provided with reference to the drawings.

[0035] The drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the disclosure. [Brief explanation of the drawings]

[0036] [Figure 1] 3 is a flowchart of a method for controlling an engine according to one embodiment of the present disclosure. [Figure 2] 1 is a partial cross-sectional view of an engine according to one embodiment of the present disclosure. [Figure 3]FIG. 10 is a partial cross-sectional view of another engine according to an embodiment of the present disclosure.

[0037] In the drawings 100. Engine body; 101. Cylinder; 102. Combustion chamber; 103. Cylinder liner; 104. Piston; 105. Fuel injection nozzle; 106. Intake system; 107. Exhaust system; 108. Control device; 109. Cooling device; 110. Spark plug; 111. Temperature sensor; 113. Thermal insulation coating.

[0038] MODE FOR CARRYING OUT THE INVENTION Various exemplary embodiments of the present disclosure will be described with reference to the drawings. It should be noted that unless otherwise specified, the reverse arrangement of components and steps, formulas, and numerical values ​​described in the embodiments do not limit the scope of the present disclosure.

[0039] The following description of at least one exemplary embodiment is intended to be merely illustrative and is not intended to constitute any limitation on the disclosure and its application or uses.

[0040] Techniques, methods and devices known to those skilled in the art will not be discussed in detail, but where appropriate, the techniques, methods and devices should be considered part of this specification.

[0041] In all examples shown and described herein, any particular values ​​should be construed as merely exemplary and not limiting, and thus other examples of exemplary embodiments may have different values.

[0042] It should be noted that like reference numbers and letters indicate like items in the following drawings, so once an item is defined in a drawing, that item need not be further discussed in subsequent drawings.

[0043] The engine control method provided in the embodiments of the present disclosure will be described in detail below using a gasoline engine as an example. Those skilled in the art can know that the engine control method provided in the embodiments of the present disclosure can also be applied to engines with other fuels, such as natural gas, methanol, and ethanol.

[0044] In the prior art, a larger compression ratio of an engine indicates a higher risk of knocking. A larger compression ratio indicates a higher pressure in the combustion chamber, making the mixture at the end more susceptible to spontaneous combustion. Therefore, the engine has a higher risk of knocking. Therefore, limited by the risk of knocking, the compression ratio of a fixed-fuel gasoline engine can generally only be set to less than 15. However, the thermal efficiency of an engine is related to the compression ratio. A larger compression ratio indicates a higher thermal efficiency. Therefore, the thermal efficiency of a conventional fixed-fuel gasoline engine can only reach about 40%.

[0045] According to an embodiment of the present disclosure, there is provided an engine control method. As shown in Figure 1, the control method includes the following steps:

[0046] A characterization temperature is obtained that characterizes the temperature within the combustion chamber 102 .

[0047] When the engine is in the compression stroke, the fuel injection system is controlled to inject fuel into the combustion chamber 102 according to a preset rule. The fuel in the combustion chamber 102 is heated and spontaneously combusts. Input parameters of the preset rule include a characterization temperature.

[0048] In this disclosure, the term "spontaneous combustion" refers to the spontaneous combustion of fuel. The necessary conditions for spontaneous combustion are fuel concentration, the presence of a combustion aid, and a temperature that is equal to or greater than the spontaneous combustion temperature. Conventionally, engines typically ignite fuel in the combustion chamber via a spark plug. In this disclosure, the term "spontaneous combustion" refers to the combustion of fuel under the action of a hot spot such as a spark or an electric arc.

[0049] In the present disclosure, a combustion mode is employed in which fuel is heated and spontaneously combusted. When the engine is in the compression stroke, fuel is injected from the fuel injection nozzle 105 and then gradually mixed with air and heated. The flame in the combustion chamber 102 starts burning at the end of the fuel injection beam (i.e., the end closest to the piston 104) and gradually spreads upward. In essence, the heating and spontaneous combustion combustion mode essentially avoids knock.

[0050] For example, a characterizing temperature is obtained that characterizes the temperature in the combustion chamber 102. During the compression stroke, when the characterizing temperature reaches a set value, the fuel injection system is controlled to inject fuel into the combustion chamber 102, so that the fuel spontaneously combusts. This control method can precisely control the fuel injection system to inject the fuel, thereby ensuring sufficient combustion of the fuel.

[0051] Furthermore, before the fuel injection system injects fuel into the combustion chamber 102, the temperature in the combustion chamber 102 reaches a set threshold, and the fuel is burned by spontaneous combustion. In this way, the engine knock phenomenon caused by the ignition of the spark plug 110 can be effectively avoided, so the engine starts more smoothly.

[0052] When the engine control method of this embodiment of the present disclosure is applied to a gasoline engine, the risk of knocking in the gasoline engine at a high compression ratio can be effectively avoided. The compression ratio of the gasoline engine can be increased to more than 15. Theoretically, a gasoline engine to which the engine control method of this embodiment of the present disclosure is applied can achieve a compression ratio of more than 18 or even 20.

[0053] Specifically, as shown in Figure 2, a temperature sensor 111 is disposed in the engine. The temperature sensor 111 is configured to obtain a characterizing temperature that characterizes the temperature within the combustion chamber 102. For example, the characterizing temperature is a temperature at a predetermined location. A predetermined location closer to the combustion chamber 102 has a temperature closer to the temperature within the combustion chamber 102.

[0054] When the engine is in the compression stroke, the piston 104 moves from bottom dead center to top dead center. In this process, mechanical energy is converted into internal energy. During the compression stroke, the fuel injection system is controlled to inject fuel into the combustion chamber 102. As the temperature in the combustion chamber 102 reaches a set threshold, the fuel is heated and spontaneously combusts under that condition. The spontaneously combusting fuel generates a large amount of gas, pushing the piston 104 from top dead center to bottom dead center. Therefore, during the power stroke, the piston 104 drives the crank to rotate, converting internal energy into mechanical energy.

[0055] The preset rule is a rule for controlling the engine to inject fuel so that the fuel can combust naturally. It can be determined whether the input parameters satisfy relevant conditions according to the input parameters. Then, a result indicating whether to inject fuel, the amount of fuel to be injected, the fuel injection moment, the fuel injection frequency, etc. is output. The preset rule may be preset according to the compression ratio of the engine, the type of fuel, the engine operating parameters, etc.

[0056] For example, the input parameters of the preset rule include a characterizing temperature that characterizes the temperature in the combustion chamber. The determining condition of the characterizing temperature is to determine whether the characterizing temperature is higher than a set temperature. If it is positive, the output result is to inject fuel. If it is negative, the output result is to not inject fuel. If the characterizing temperature is equal to the set temperature, it indicates that the temperature in the combustion chamber 102 has reached a set threshold. Below the set threshold, the temperature in the combustion chamber 102 can reach the spontaneous combustion temperature of the fuel during the compression stroke, so that the fuel can be heated and spontaneously combusted.

[0057] During actual operation of the engine, the engine in this embodiment of the present disclosure has a first operating state (also referred to as a warm-up state, warm-up stage, or first operating stage) and a second operating state (also referred to as a non-warm-up state, non-warm-up stage, or second operating stage) that the engine can switch between. The control method for the engine in this embodiment of the present disclosure includes the following steps: During the first operating state, the temperature in the combustion chamber 102 of the engine rises to a set threshold. If the temperature in the combustion chamber 102 is equal to or greater than the set threshold, the temperature in the combustion chamber 102 can reach the spontaneous combustion temperature of the fuel during the compression stroke. During the second operating state, fuel is injected into the combustion chamber 102, so that the fuel is heated and spontaneously combusts in the combustion chamber 102.

[0058] The characterization temperature characterizing the temperature in the combustion chamber 102 may be obtained during the first operating state or the second operating state. The fuel injection system is controlled to inject fuel into the combustion chamber according to a preset rule when the engine is in the compression stroke. The fuel in the combustion chamber 102 is heated and spontaneously combusts, which occurs during the second operating state.

[0059] It should be noted that the warm-up and non-warm-up states in this embodiment of the present disclosure are different from the warm-up and non-warm-up states in the prior art. Traditionally, the period after engine start-up during which engine components are brought up to a temperature at which they have relatively high operating efficiency is commonly referred to as the engine warm-up or preheat period. Typically, during the compression stroke, the temperature within the combustion chamber 102 can only reach temperatures below 250°C, and typically only below 200°C. In this embodiment of the present disclosure, the warm-up state refers to the warm-up phase during the compression stroke during which the temperature within the engine's combustion chamber 102 is raised to approximately 300°C or 400°C to ensure that fuel can enter the combustion chamber 102, be heated, and spontaneously combust in a non-warm-up state.

[0060] It should be noted that the effect of high temperature on the strength of the engine body can be overcome in multiple ways, such as arranging the engine body as a one-piece engine body, using a material with higher heat resistance to form the engine body, or arranging a heat insulating structure outside the combustion chamber 102 to reduce the outward heat dissipation of the combustion chamber 102. The specific way may be adaptively selected by those skilled in the art according to the actual situation under the guidance of this embodiment of the present disclosure.

[0061] In a warm-up state, the temperature in the combustion chamber 102 does not reach a set threshold. Therefore, in this case, the result output by the preset rule is that fuel is not injected. In other words, in this case, fuel cannot spontaneously combust in the combustion chamber 102. The preset rule is not satisfied. In a warm-up state, the fuel injection system may inject fuel under the influence of other rules. For example, to ensure consistent power output, the engine control method of this embodiment of the present disclosure may heat the combustion chamber 102 while the engine is controlled to ignite fuel normally with the spark plug to achieve normal engine operation.

[0062] In this case, in a non-warmed state, the fuel can achieve spontaneous combustion in the combustion chamber 102. A preset rule is satisfied. According to the preset rule, the fuel injection system is controlled to inject fuel into the combustion chamber 102. The fuel in the combustion chamber 102 is heated and spontaneously combusts.

[0063] It should be noted that the spontaneous combustion temperature of the fuel in this embodiment of the present disclosure refers to the spontaneous combustion temperature of the fuel in the current conditions in the combustion chamber 102, which is related to factors such as the pressure, temperature, air volume, and fuel volume in the combustion chamber 102. The spontaneous combustion temperature may be obtained by real-time calculation after collecting relevant data, or by calibrating the spontaneous combustion temperature under various operating conditions through a table and querying the contents of the table.

[0064] There are multiple ways to control the engine to switch between a warmed-up state and a non-warmed-up state. For example, according to the engine control method of this embodiment of the present disclosure, the engine operating state may be switched depending on the engine operating time. For example, when the engine is started, the warmed-up state is entered by default. The engine is controlled to enter the non-warmed-up state after the engine starts and operates for a set time. After the engine starts and operates for a set time, the temperature in the combustion chamber 102 rises to a set threshold. In this case, the warmed-up state is considered complete. The set time is related to the heating rate of the combustion chamber 102. A faster heating rate of the combustion chamber 102 indicates a shorter set time; otherwise, a longer set time is indicated. The set time may be calibrated by collecting actual operating data of the engine.

[0065] The engine control method in this embodiment of the present disclosure can further switch the engine operating state according to the temperature in the combustion chamber 102. For example, a characterizing temperature that characterizes the temperature in the combustion chamber 102 is obtained. If the characterizing temperature is equal to a set temperature, it indicates that the temperature in the combustion chamber 102 is at a set threshold. If the characterizing temperature is less than the set temperature, the engine operates in a warm-up state. If the characterizing temperature is equal to or greater than the set temperature, the engine operates in a non-warm-up state.

[0066] When the engine is in a warm-up state, the characterizing temperature is obtained at a first frequency.

[0067] When the engine enters a warm-up state and operates, the characterizing temperature characterizing the temperature within the combustion chamber 102 may be selected not to be acquired. The engine remains operating in the warm-up state before the engine is shut down. Alternatively, the characterizing temperature characterizing the temperature within the combustion chamber 102 may be acquired again at a second frequency. It is then determined whether the engine needs to re-enter the warm-up state or whether the combustion chamber 102 needs to be maintained in the warm-up state for heating. The second frequency may be less than the first frequency. In the engine control method of this embodiment of the present disclosure, if the characterizing temperature is below a set temperature during the warm-up state, the temperature within the engine's combustion chamber 102 is increased to a set threshold to ensure that as the engine's combustion chamber 102 cools, the combustion chamber can be reheated in time to a temperature above the set threshold.

[0068] Optionally, the input parameters of the preset rule further include at least one of a compression ratio of the engine, a crank angle of the engine, a camshaft phase of the engine, a rotational speed of the engine, a pressure value in the combustion chamber 102, an intake flow of the combustion chamber 102, an amount of fuel injected from the combustion chamber 102, and a type of fuel. Under conditions where the preset rule is satisfied, the fuel injection system injects fuel into the combustion chamber 102, whereupon the fuel is heated and spontaneously combusted.

[0069] The compression ratio indicates the degree to which the gas in the cylinder 101 is compressed when the piston 104 moves from bottom dead center to top dead center. For example, the compression ratio is the ratio of the total volume of the cylinder 101 before compression to the volume of the cylinder 101 after compression.

[0070] The higher the engine rotation speed, the higher the fuel injection frequency. For example, in a four-stroke engine, every two revolutions of the crank, the combustion chamber 102 completes one combustion and the fuel injection nozzle injects one fuel. In other words, the fuel injection frequency is equal to half the rotation speed.

[0071] The pressure value in the combustion chamber 102 is related to parameters such as the compression ratio, intake flow, exhaust flow, amount of injected fuel, and temperature. In the present disclosure, considering the pressure value in the combustion chamber 102 actually comprehensively considers parameters such as the compression ratio, intake flow, exhaust flow, amount of injected fuel, and temperature in the combustion chamber.

[0072] The intake and exhaust flows are related to the amount of fuel injected: more intake and exhaust flow indicates more fuel is injected.

[0073] Higher fuel injection pressure indicates a faster fuel injection velocity, allowing the fuel to enter the combustion chamber and be heated more quickly. Furthermore, higher fuel injection pressure indicates a wider range of fuel injection timing options.

[0074] The camshaft phase and crank angle of an engine are used to control the timing of the opening and closing of the intake and / or exhaust valves of the engine. The camshaft phase refers to the rotational phase at which the cams on the camshaft open and close the intake and / or exhaust valves. The crank angle refers to the rotational angle of the crank. The crank and camshaft can rotate synchronously through a timing mechanism. By controlling the camshaft phase or crank angle of an engine, the timing of the opening and closing of the intake and / or exhaust valves of the engine can be effectively controlled, resulting in higher engine operating efficiency. The engine rotational speed is the rotational speed of the crank.

[0075] Different types of fuel and different fuel injection pressures exhibit different spontaneous combustion temperatures. The type of fuel may be gasoline, natural gas, methanol, ethanol, etc. The fuel injection pressure value may be determined according to the compression ratio, intake air flow, and the amount of fuel injected.

[0076] The above description of the preset rules is merely an example. In a specific work process, those skilled in the art can, under the guidance of the present disclosure, specifically set the types of input parameters of the preset rules and correspondingly set the decision conditions corresponding to the input parameters, so as to output the results accordingly.

[0077] In one example, obtaining a characterizing temperature that characterizes the temperature in the combustion chamber 102 includes the following steps: obtaining a temperature at a specified position on the engine body 100 of the engine, the distance between the specified position and the combustion chamber 102 being in the range of 4 mm to 10 mm;

[0078] For example, the engine body 100 is made of a metal material such as carbon steel, stainless steel, or cast iron. Metal materials transfer heat quickly. The temperature sensor 111 is disposed at a predetermined position on the engine body 100. The closer the predetermined position is to the combustion chamber 102, the closer the temperature sensed by the temperature sensor 111 is to the temperature inside the combustion chamber 102. Within the aforementioned size range, it can be ensured that the characterization temperature acquired by the temperature sensor 111 is closer to the temperature inside the combustion chamber 102.

[0079] In one example, the engine in this embodiment of the present disclosure may be provided with a cooling water jacket to cool the combustion chamber 102. After the cooling water jacket is in place, the combustion chamber 102 has an outer wall. Obtaining a characterizing temperature that characterizes the temperature inside the combustion chamber 102 includes the following steps: Obtaining the temperature of the outer wall of the combustion chamber 102. The distance between the outer wall of the combustion chamber 102 and the inner wall of the combustion chamber 102 is generally in the range of 4 mm to 10 mm.

[0080] Of course, the distance between the specified position and the combustion chamber 102 is not limited to the above embodiment, and may be selected by those skilled in the art according to actual requirements.

[0081] In one example, obtaining a characterizing temperature characterizing the temperature inside the combustion chamber 102 includes the following steps: obtaining a characterizing temperature characterizing the temperature of the inner wall of the combustion chamber 102; generally, the space inside the combustion chamber 102 is limited. If a temperature sensor 111 is additionally disposed, combustion will be affected; therefore, the temperature sensor 111 cannot be disposed directly in the combustion chamber 102; in other words, the temperature inside the combustion chamber 102 cannot be directly measured; therefore, in this example, the temperature inside the combustion chamber 102 is indirectly obtained by obtaining a temperature at another position to characterize the temperature inside the combustion chamber 102; when the characterizing temperature is converted to the temperature inside the combustion chamber 102, the characterizing temperature may be converted by consulting calibration data or by calculating a combination of parameters such as thermal conductivity.

[0082] Optionally, the temperature of the engine body 100 may be obtained via the temperature sensor 111 and used as the characterizing temperature. This characterizing temperature is close to the characterizing temperature of the combustion chamber 102, so that the timing of fuel injection can be more precisely determined and the fuel can be more fully spontaneously combusted.

[0083] In this example, multiple temperature sensors 111 may be provided in the engine body 100. The multiple temperature sensors 111 acquire temperatures of different parts of the engine body 100 corresponding to the combustion chamber 102. An average value of the multiple temperatures is used as a characterizing temperature that characterizes the temperature inside the combustion chamber 102. In this way, the characterizing temperature that characterizes the temperature inside the combustion chamber 102 can be acquired with higher accuracy.

[0084] In another example, a temperature at another location may be obtained via temperature sensor 111 and used as the characterizing temperature. For example, a temperature at a location near the engine intake flowpath to the combustion chamber 102 may be obtained as the characterizing temperature, a temperature at a location near the engine exhaust flowpath to the combustion chamber 102 may be obtained as the characterizing temperature, or a dimension near the fuel injection nozzle may be obtained as the characterizing temperature.

[0085] In one example, the preset rule includes that the temperature in the combustion chamber 102 is greater than 300° C. In other words, if the temperature in the combustion chamber 102 is equal to or greater than a set threshold, the temperature in the combustion chamber 102 can reach a temperature greater than 300° C. during the compression stroke.

[0086] In one example, the preset rule includes that the temperature in the combustion chamber 102 is greater than 400° C. In other words, if the temperature in the combustion chamber 102 is equal to or greater than a set threshold, the temperature in the combustion chamber 102 can reach a temperature greater than 400° C. during the compression stroke.

[0087] Specifically, whether the temperature in the combustion chamber 102 satisfies the preset rule may be determined according to actual conditions. Before the piston 104 reaches the top dead center, the air pressure in the combustion chamber 102 gradually increases as the piston 104 moves. A higher pressure in the combustion chamber 102 indicates a lower combustion point. Conversely, a lower pressure indicates a higher combustion point. A specific temperature value that satisfies the preset rule may be selected according to actual conditions to ensure that the fuel can spontaneously combust in the combustion chamber 102. Generally, to ensure that the fuel can spontaneously combust in the combustion chamber 102, the temperature in the combustion chamber 102 needs to exceed 300°C. Under some operating conditions, the temperature in the combustion chamber 102 needs to exceed 400°C to allow the fuel to spontaneously combust.

[0088] In one example, the pre-set rules include the temperature within the combustion chamber 102 being greater than the natural combustion temperature of the fuel within the combustion chamber 102 under current conditions.

[0089] The spontaneous combustion temperature is the lowest temperature at which a fuel can spontaneously combust in an aerobic atmosphere without generating a spark. Note that the spontaneous combustion temperature is related to several factors, such as the fuel injection speed, the air pressure in the combustion chamber 102, the oxygen content in the combustion chamber 102, and the type of fuel. In this example, the temperature in the combustion chamber 102 is higher than the spontaneous combustion temperature of the fuel in the combustion chamber 102 in the current state, so the fuel injected into the combustion chamber 102 from the fuel injection system can spontaneously combust without generating a spark.

[0090] In one example, the preset rule includes that the temperature in the combustion chamber 102 characterized by the characterizing temperature is greater than 1.2 times the natural combustion temperature of the fuel in the combustion chamber 102. In other words, if the temperature in the combustion chamber 102 is equal to or greater than the set threshold, the temperature in the combustion chamber 102 can reach 1.2 times the natural combustion temperature of the fuel during the compression stroke.

[0091] Under this condition, the control method can ensure that the fuel injected into the combustion chamber 102 from the fuel injection system burns rapidly.

[0092] For example, if the spontaneous combustion temperature of the fuel is 300° C., the preset rule includes that the temperature characterized by the characterizing temperature in the combustion chamber 102 is higher than 360° C. In this way, it can be ensured that the fuel injected from the fuel injection system into the combustion chamber 102 can spontaneously combust quickly.

[0093] For example, if the spontaneous combustion temperature of the fuel is 400° C., the preset rule includes that the temperature characterized by the characterizing temperature in the combustion chamber 102 is higher than 480° C. In this way, it can be ensured that the fuel injected from the fuel injection system into the combustion chamber 102 can spontaneously combust quickly.

[0094] Of course, the ratio of the temperature in the combustion chamber 102 characterized by the characterizing temperature to the spontaneous combustion temperature included in the preset rule is not limited to the above embodiment, and may be selected by those skilled in the art according to actual requirements.

[0095] In one example, the input parameters of the pre-defined rule further include the crank angle of the engine.

[0096] One rotation of the engine crank covers 360 degrees. According to the obtained crank angle, the fuel injection system can be effectively controlled to inject fuel when the crank rotates to a set crank angle. In this way, the control method can precisely control the timing of fuel injection, so that the fuel can be heated for a sufficient time in the combustion chamber 102 and can be more fully spontaneously combusted.

[0097] In one example, the preset rules include that the engine crank angle is in the range of 30° to 130° before top dead center of the compression stroke.

[0098] As the piston 104 moves from bottom dead center to top dead center, the crank rotates 180 degrees. In this example, fuel injection is completed between 50 degrees of crank rotation and 150 degrees of crank rotation from bottom dead center. In other words, the fuel injection system has already injected fuel before the piston 104 reaches top dead center. In this way, the fuel is heated in the combustion chamber 102 for a sufficient period of time so that it can be combusted when the piston 104 is near top dead center.

[0099] It should be noted that the engine's camshaft rotates synchronously with the crank, and therefore, the engine's crank angle in this embodiment of the disclosure may be equivalently replaced with camshaft phase information to adjust the heating time of combustion in the combustion chamber 102.

[0100] In one example, the control method further includes heating the combustion chamber 102 to allow the temperature within the combustion chamber 102 to reach a set threshold. In this example, in a warm-up state, the temperature within the combustion chamber 102 can be heated to a set threshold.

[0101] In this example, the engine includes a heating device. The heating device may heat the combustion chamber 102 by electrical heating or combustion heating. The heating device heats the combustion chamber 102 to meet the temperature conditions for spontaneous combustion of fuel. In other words, the heating device completes the warm-up of the engine. After heating, the temperature in the combustion chamber 102 is such that spontaneous combustion can occur when fuel is injected into the combustion chamber 102.

[0102] In one example, if the characterizing temperature is less than the set temperature, the combustion chamber 102 is heated. If the characterizing temperature is less than the set temperature, the fuel injected into the combustion chamber 102 will not spontaneously combust. If the characterizing temperature reaches or exceeds the set temperature, the fuel injected into the combustion chamber 102 can spontaneously combust.

[0103] For example, if the characterizing temperature is equal to or greater than the set temperature, heating of the combustion chamber 102 is stopped. In other words, the engine has completed warming up. The engine has a condition for switching from a warmed-up state to a non-warmed-up state. If the characterizing temperature is equal to or greater than the set temperature, the temperature in the combustion chamber 102 is equal to or greater than the set threshold. The temperature in the combustion chamber 102 can reach the spontaneous combustion temperature of the fuel during the compression stroke.

[0104] In this example, if the characterization temperature is equal to or greater than the set temperature, heating of the combustion chamber 102 is stopped. Because spontaneous combustion of fuel generates heat, the heat can ensure that the characterization temperature of the combustion chamber 102 is equal to or greater than the set temperature. In other words, this heat allows the temperature in the combustion chamber 102 to always reach the spontaneous combustion temperature of the fuel during the compression stroke, resulting in spontaneous combustion of the fuel.

[0105] Therefore, in this example, the characterizing temperature does not need to be acquired in the non-warmed state. In other words, during the second operating state, the acquisition of the characterizing temperature is stopped, and the temperature in the combustion chamber 102 satisfies the preset rule by default. When the engine is operating in the non-warmed state, the temperature in the combustion chamber 102 can be maintained at a value that always satisfies the preset rule by the heat of spontaneous combustion of the fuel during the compression stroke, so fuel can be directly injected into the combustion chamber 102. The fuel enters the combustion chamber 102, is heated, and spontaneously combusts. Therefore, the control method for the engine in this embodiment of the present disclosure can be simplified to ensure efficient operation of the engine.

[0106] Of course, in this example, in a non-warmed state, the characterization temperature may still be obtained at a certain frequency. Thus, in a non-warmed state, the combustion chamber 102 may be heated to increase the temperature as the temperature decreases, thereby ensuring natural combustion of the fuel. However, given the heat generated when the fuel is burned, the frequency may be relatively low to somewhat simplify the engine control method in this embodiment of the present disclosure.

[0107] In one example, heating the combustion chamber 102 includes the following steps: fuel is ignited via the spark plug 110, and the heat of the fuel heats the combustion chamber 102. In other words, in a warm-up state, fuel may be ignited by the spark plug and the heat of the fuel may heat the combustion chamber in order to raise the temperature within the combustion chamber of the engine to a set threshold.

[0108] In this example, fuel is ignited via a spark plug 110. When the fuel burns, heat is generated. This heat is used to heat the combustion chamber 102. In this way, the spark plug 110 of the original engine is used to heat the combustion chamber 102. If the temperature in the combustion chamber 102 is equal to or greater than a set threshold, the fuel injected by the fuel injection system can spontaneously combust. If the obtained characterization temperature reaches the set temperature, there is no need to re-ignite the spark plug 110. The temperature in the combustion chamber 102 is maintained directly by using the heat generated by combustion in the combustion chamber 102, so that the fuel injected by the fuel injection system into the combustion chamber 102 can spontaneously combust.

[0109] In this example, the heating mode of using the heat of fuel to heat the combustion chamber 102 by igniting the fuel through the spark plug 110 is only applicable to heating the engine when the engine is warmed up. If the spark plug needs to be used to heat the combustion chamber 102 and ignite the fuel when the engine is not warmed up, the control of the engine becomes complicated. Different working cycles will output different power and torque, which will affect the smoothness of the engine operation.

[0110] In one example, heating the combustion chamber 102 includes the following steps: The combustion chamber 102 is heated via an electric heating device. Specifically, the combustion chamber 102 may be heated via an electric heating device to raise the temperature within the combustion chamber 102 of the engine above a set threshold during a warmed-up or unwarmed-up state.

[0111] In this example, an electric heating device is provided in the engine body 100. The electric heating device is configured to heat the combustion chamber 102. For example, the electric heating device is arranged around the combustion chamber 102. The combustion chamber 102 is heated more quickly via the electric heating device. By performing heating via the electric heating device, the temperature within the combustion chamber 102 can be effectively controlled, thereby allowing the fuel injected into the combustion chamber 102 from the fuel injection system to spontaneously combust.

[0112] For example, the electric heating device includes a power source, a switch, and a heating resistor. The power source is electrically connected to the switch and the heating resistor. The power source is configured to supply power to the heating resistor. The switch is configured to control the on and off of the heating current. The electric heating device can rapidly heat the combustion chamber 102. In another example, the electric heating device includes a power source and a switch. A cylinder configured to define the combustion chamber 102 is electrically connected to the power source. The power source is configured to supply power to the cylinder to directly heat the cylinder. The switch is configured to control the on and off of the heating current.

[0113] In one example, as shown in FIG. 3 , the engine body 100 includes a cylinder liner 103. The cylinder liner 103 is disposed within the cylinder 101. The outer wall of the cylinder liner 103 is attached to the inner wall of the cylinder 101. The piston 104 is located within the cylinder liner 103. The material of the cylinder liner 103 is harder than the material of the inner wall of the cylinder 101 and has better wear resistance. The cylinder liner 103 can effectively improve the service life of the engine. In one example, the electric heating device includes an electric heating unit. The electric heating unit is disposed between the inner wall of the cylinder 101 and the cylinder liner 103. The electric heating unit heats the combustion chamber 102, so that the temperature within the combustion chamber 102 is maintained at a temperature higher than the natural combustion temperature of the fuel. By disposing the electric heating unit between the inner wall of the cylinder 101 and the cylinder liner 103, the impact of external forces can be avoided, significantly improving the durability of the engine.

[0114] The electric heating device can be operated to maintain an increased temperature in the combustion chamber if the temperature in the combustion chamber suddenly drops during a non-warm-up phase of the engine. The electric heating device can also heat the combustion chamber 102 during a warm-up phase of the engine, so that the characterization temperature reaches the set temperature.

[0115] In one example, controlling the fuel injection system to inject fuel into the combustion chamber 102 includes the following steps: Fuel is injected into the combustion chamber 102 multiple times.

[0116] By injecting fuel multiple times into the combustion chamber 102 after the acquired characterization temperature reaches the set temperature, the fuel can be more thoroughly mixed with the air compared to a single fuel injection, so that the injected fuel can rapidly spontaneously combust, thereby significantly increasing the engine starting speed.

[0117] In one example, before the fuel injection system is controlled to inject fuel into the combustion chamber 102 according to a preset rule, the method includes the following steps: When the engine is in the intake stroke or the compression stroke, the fuel injection system is controlled to inject a first set amount of fuel into the combustion chamber 102.

[0118] Controlling the fuel injection system to inject fuel into the combustion chamber 102 according to a preset rule includes the following steps: The fuel injection system is controlled to inject a second set amount of fuel into the combustion chamber 102. The second set amount is greater than the first set amount.

[0119] In a specific embodiment, when the engine is in the intake stroke, pre-injection of fuel is performed, i.e., a first set amount of fuel is injected. When the engine is in the compression stroke, main fuel injection is performed, i.e., a second set amount of fuel is injected. The amount of pre-injected fuel is less than the amount of main-injected fuel. Specifically, when the engine is in the intake stroke, the fuel injection system is controlled to inject a first set amount of fuel into the combustion chamber 102. In this case, the first set amount is the amount of pre-injected fuel. The first set amount is relatively small. Therefore, after the first set amount of fuel becomes lean in the combustion chamber, the natural combustion condition is far from being met. In this case, the pre-injected fuel does not spontaneously combust. However, because the pre-injected fuel can be sufficiently mixed with air, the main-injected fuel can be quickly and sufficiently mixed with the air-fuel mixture in the combustion chamber 102. When the engine is in the compression stroke, the fuel injection system is controlled to inject a second set amount of fuel into the combustion chamber 102. In this case, the second set amount is the amount of main-injected fuel. Since the characterization temperature has reached the set temperature, the fuel spontaneously combusts in the combustion chamber 102 after the main injection.

[0120] In another specific embodiment, when the engine is in the compression stroke, fuel pre-injection is performed, followed by main fuel injection. The amount of pre-injected fuel is less than the amount of main-injected fuel. Specifically, when the engine is in the compression stroke, the fuel injection system is controlled to inject a first set amount of fuel into the combustion chamber 102. In this case, the first set amount is the amount of pre-injected fuel. The first set amount is relatively small. After the first set amount of fuel becomes lean in the combustion chamber, the natural combustion condition is far from being met. However, because the pre-injected fuel can be sufficiently mixed with air, the main-injected fuel can be quickly and sufficiently mixed with the air-fuel mixture in the combustion chamber 102. Next, the fuel injection system is controlled to inject a second set amount of fuel into the combustion chamber 102. In this case, the second set amount is the amount of main-injected fuel. Because the characterization temperature has reached the set temperature, the fuel spontaneously combusts in the combustion chamber 102 after the main injection.

[0121] In this example, the pre-injected fuel can be rapidly mixed with the air, and the main-injected fuel can be rapidly and thoroughly mixed with the air-fuel mixture in the combustion chamber 102 to achieve the goal of rapid combustion and avoid knock.

[0122] According to another embodiment of the present disclosure, there is provided an engine, which may be applied to automobiles, ships, aircraft, compressors, construction machines, and the like.

[0123] As shown in Fig. 1, the engine includes an engine body 100, a fuel injection system, a piston 104, and a control device 108. A cylinder 101 is formed in the engine body 100. The piston 104 is slidably disposed within the cylinder 101. A combustion chamber 102 is formed between the piston 104 and an inner wall of the cylinder 101. The fuel injection system is in communication with the combustion chamber 102 and is configured to inject fuel into the combustion chamber 102.

[0124] The control device 108 is configured to obtain a characterizing temperature that characterizes the temperature in the combustion chamber 102, and to control the fuel injection system to inject fuel into the combustion chamber 102 according to a preset rule when the engine is in a compression stroke, wherein the fuel in the combustion chamber 102 is heated and spontaneously combusts, and an input parameter of the preset rule includes the characterizing temperature.

[0125] When applied to a vehicle, the control device may be a controller for the entire vehicle or a controller for the engine.

[0126] Specifically, the engine further includes an intake system 106, an exhaust system 107, and a temperature sensor 111 configured to collect a characterizing temperature. The intake system 106 and the exhaust system 107 are disposed in the engine body 100. Both the intake system 106 and the exhaust system are in communication with the combustion chamber 102. The temperature sensor 111 is disposed in the engine body 100. The temperature sensor 111 is configured to detect a temperature at a predetermined position in the engine body 100. The control device 108 is in signal communication with the sensor. The temperature sensor 111 is configured to detect a characterizing temperature that characterizes the temperature in the combustion chamber 102. The piston 104 is connected to the crank via a connecting rod. The control device 108 controls the fuel injection system to inject fuel into the combustion chamber 102 according to a preset rule when the engine is in a compression stroke, so that the fuel is heated and spontaneously combusts.

[0127] In this embodiment of the disclosure, the engine obtains a characterization temperature that characterizes the temperature in the combustion chamber 102 via the control device 108. During the compression stroke, when the characterization temperature reaches a set value, the fuel injection system is controlled to inject fuel into the combustion chamber 102, which causes the fuel to spontaneously combust. The engine can precisely control the fuel injection system to inject the fuel, thereby ensuring sufficient combustion of the fuel.

[0128] During actual operation of the engine, the engine in this embodiment of the present disclosure has a first operating state and a second operating state that the engine can switch between. The control device is configured to increase the temperature in the combustion chamber 102 of the engine to a set threshold during the first operating state, and when the temperature in the combustion chamber 102 is equal to or greater than the set threshold, inject fuel into the combustion chamber 102 so that the temperature in the combustion chamber 102 reaches a spontaneous combustion temperature of the fuel during the compression stroke, and during the second operating state, so that the fuel is heated and spontaneously combusted in the combustion chamber 102.

[0129] Obtaining a characterization temperature characterizing the temperature in the combustion chamber 102 may be performed during the first operating state or during the second operating state. When the engine is in the compression stroke, the fuel injection system is controlled to inject fuel into the combustion chamber 102 according to a preset rule. The fuel in the combustion chamber 102 is heated and spontaneously combusts, which occurs during the second operating state.

[0130] Furthermore, the temperature in the combustion chamber 102 reaches a set threshold before the engine injects fuel into the combustion chamber 102 through the fuel injection system. Combustion is carried out in a manner of spontaneous combustion of the fuel, which avoids the risk of knock compared to a manner of ignition by the spark plug 110.

[0131] In one example, the engine's compression ratio is greater than 15. The compression ratio of an engine characterizes the degree to which the engine's air-fuel mixture is compressed. For example, the compression ratio of an engine is the ratio of the total volume of the cylinder 101 before compression to the volume of the cylinder 101 after compression. The air-fuel mixture includes fuel and air.

[0132] In this example, the compression ratio of the engine is greater than 15. A higher compression ratio indicates a higher compression of the mixture. A higher gas pressure of the mixture indicates a lower spontaneous combustion temperature of the fuel. Under these conditions, a lower temperature is required for spontaneous combustion of the fuel. The combustion chamber 102 heats up in a shorter time. Spontaneous combustion is more complete. Combustion of the fuel is achieved by spontaneous combustion, reducing the risk of engine knock. Therefore, the compression ratio of the engine in this embodiment can be greater, even up to 18 or 20 or more.

[0133] In one example, obtaining a characterizing temperature that characterizes the temperature inside the combustion chamber 102 includes the following steps: A temperature at a specified position on the engine body 100 is obtained. The distance between the specified position and the combustion chamber 102 is in the range of 4 mm to 10 mm. Specifically, the temperature at the specified position is used as the characterizing temperature.

[0134] The distance between the specified position and the combustion chamber is the minimum distance between the specified position and the inner wall of the combustion chamber.

[0135] The temperature sensor 111 is disposed at a predetermined position on the engine body 100. In other words, the temperature sensor is disposed on the engine body. The closer the predetermined position is to the combustion chamber 102, the closer the temperature detected by the temperature sensor 111 is to the temperature inside the combustion chamber 102. Within the aforementioned size range, high structural strength of the inner wall of the combustion chamber 102 can be ensured, and the characterizing temperature acquired by the temperature sensor 111 is closer to the temperature inside the combustion chamber 102.

[0136] Of course, the distance between the specified position and the combustion chamber 102 is not limited to the above embodiment and may be selected by those skilled in the art according to actual requirements. In an embodiment in which the cooling water jacket is removed, the specified position may be set at a position other than 10 mm from the combustion chamber 102. When retrofitting an existing engine, the position of the cylinder body and cylinder cover originally used to place the water jacket may be used as the specified position, and the temperature sensor 111 is placed correspondingly.

[0137] In one example, the distance between the specified position and the combustion chamber 102 is in the range of 4 mm to 10 mm. The temperature at the specified position exceeds 150°C.

[0138] A larger distance between the temperature measurement location and the combustion chamber 102 indicates a lower accuracy of the sensed characterization temperature in characterizing the temperature within the combustion chamber 102. Conversely, a smaller distance indicates a higher accuracy of the sensed characterization temperature in characterizing the temperature within the combustion chamber 102. Within the aforementioned size range, the acquired characterization temperature can adequately characterize the temperature within the combustion chamber 102.

[0139] In one example, the distance between the specified position and the combustion chamber 102 is in the range of 4 mm to 10 mm. The temperature at the specified position exceeds 200°C.

[0140] In one example, the engine further includes a heat retention device to maintain the temperature in the combustion chamber at a set threshold value. The heat retention device is disposed in the engine body 100. The heat retention device is configured to maintain the heat in the combustion chamber 102.

[0141] Specifically, the amount of heat released from the combustion chamber 102 to the outside may be reduced by placing a thermal insulating coating 113 inside the combustion chamber 102, or by removing or reducing the cooling effect of a cooling water jacket outside the combustion chamber 102 to reduce the heat released from the combustion chamber 102, or by placing a thermal insulation structure outside the combustion chamber.

[0142] The heat retention device can effectively suppress the dispersion of temperature in the combustion chamber 102, so that the temperature in the combustion chamber 102 can be maintained at a temperature higher than the spontaneous combustion temperature of the fuel. In this way, it can effectively ensure that the fuel injected into the combustion chamber 102 spontaneously combusts quickly and sufficiently. In other words, compared to prior art engines, the engine of this embodiment of the present disclosure does not require a cooling structure such as a cooling water jacket, and further includes a heat retention device.

[0143] Furthermore, the heat retention device can suppress heat dissipation of the fuel and significantly improve the thermal efficiency of the engine. Specifically, after the heat retention device is installed, the temperature of the exhaust gas from the combustion chamber increases significantly. To improve the heat utilization rate and thereby improve the thermal efficiency of the engine, one or more exhaust gas utilization devices may be installed on the exhaust side of the engine.

[0144] In one example, the thermal insulation device includes a thermal insulation structure having a thermal insulation chamber formed therein, the thermal insulation structure being disposed outside and around the cylinder 101.

[0145] For example, in this example, the location of the prior art where the engine is originally configured to place the water jacket on the cylinder body may be used as a heat-retaining structure, and the hollow structure of that location may be used as a heat-insulating chamber. In some examples, a heat-insulating material may be filled into the heat-insulating chamber to further improve the heat-retaining effect.

[0146] For example, a hollow chamber is arranged in the engine body 100. The hollow chamber constitutes a heat insulating chamber. The heat insulating chamber can effectively insulate the combustion chamber 102.

[0147] Optionally, a thermal cotton may be placed in the insulating chamber, which can effectively perform the function of heat insulation.

[0148] Alternatively, the insulation chamber can be evacuated to maintain a set level of voids within the insulation chamber, which can then perform a heat retention function, thereby effectively insulating the combustion chamber 102.

[0149] Of course, the heat-retaining structure is not limited to the above embodiments, and may be arranged by those skilled in the art according to actual requirements.

[0150] In one example, the thermal insulation device includes a thermal barrier coating 113. The thermal barrier coating 113 is disposed on the inner wall of the cylinder 101, or on the outside of and around the cylinder 101, or on the end of the piston 104.

[0151] The thermal barrier coating 113 is configured to prevent heat from diffusing from within the combustion chamber 102 to the outside. The thermal barrier coating 113 is made of, for example, porous anodic alumina. Porous anodic alumina is an aluminum oxide material prepared by anodizing aluminum metal under acidic conditions. This material has good thermal insulation properties. For example, the thermal barrier coating 113 can be formed on the engine body, cylinder, cylinder liner, or exhaust pipe by powder metallurgy.

[0152] Optionally, the thermal barrier coating 113 is made of silicon dioxide-reinforced porous anodic alumina. A micron-thick silica coating is formed on the surface of the porous anodic alumina. The silica coating can effectively improve the wear resistance of the porous anodic alumina. This material has excellent thermal insulation properties and can effectively prevent engine heat from diffusing to the outside.

[0153] Of course, the material of the thermal barrier coating 113 is not limited to the above embodiments, and may be selected by those skilled in the art according to actual requirements.

[0154] The thicker the thermal insulating coating 113, the better the thermal insulating effect. However, the thicker the coating, the more likely the thermal insulating coating 113 may fall off from the engine body 100. Optionally, the thickness of the thermal insulating coating 113 is in the range of 10 μm to 100 μm. In this range, the thermal insulating coating 113 can effectively prevent heat in the combustion chamber 102 from diffusing to the outside, and the thermal insulating coating 113 has a high bond strength with the engine body 100.

[0155] The thermal barrier coating 113 is attached to the inner wall of the cylinder 101, or the thermal barrier coating 113 is located on the engine body 100 and disposed around the cylinder 101. The thermal barrier coating 113 has good thermal insulation effect at the aforementioned position.

[0156] Alternatively, the thermal barrier coating 113 is disposed on the end of the piston 104. In this example, the thermal barrier coating 113 located on the end of the piston 104 effectively prevents heat from diffusing through the piston 104 to the outside.

[0157] In a specific example, the thermal barrier coating 113 is attached to the original cooling water jacket of the engine body 100. The cooling water jacket is disposed around the combustion chamber 102. The thermal barrier coating 113 is disposed on the inner wall of the cooling water jacket. The thermal barrier coating 113 can provide good thermal insulation.

[0158] 3, the engine body 100 includes a cylinder liner 103. The cylinder liner 103 is disposed within the cylinder 101. The outer wall of the cylinder liner 103 is attached to the inner wall of the cylinder 101. The piston 104 is located within the cylinder liner 103.

[0159] The material of the cylinder liner 103 is harder and has better wear resistance than the material of the inner wall of the cylinder 101. The cylinder liner 103 can effectively improve the service life of the engine.

[0160] In one example, the engine further includes a thermal insulation device. The thermal insulation device is disposed in the engine body 100. The thermal insulation device is configured to perform thermal insulation of the combustion chamber 102. The thermal insulation device includes a thermal barrier coating 113. The thermal barrier coating 113 is disposed between the inner wall of the cylinder 101 and the cylinder liner 103, or the thermal barrier coating 113 is disposed on the inner wall of the cylinder liner 103.

[0161] For example, the material and thickness of the thermal barrier coating 113 are as described above. The thermal barrier coating 113 is disposed on at least one of the outer wall of the cylinder liner 103 and the inner wall of the cylinder 101. The thermal barrier coating 113 can effectively perform thermal insulation. Furthermore, the thermal barrier coating 113 in this position is resistant to external impacts and has good durability.

[0162] Alternatively, the thermal barrier coating 113 may be disposed on the inner wall of the cylinder liner, where the thermal barrier coating 113 is closer to the combustion chamber 102 and therefore may achieve a more effective heat retention function.

[0163] In one example, the engine further includes a cooling device 109. The cooling device 109 is disposed within the engine body 100. The cooling system is configured to cool the fuel injection system.

[0164] For example, the cooling device 109 includes a cooling line and a circulation pump. The fuel injection system includes a fuel injection nozzle 105. The cooling line is arranged around the fuel injection nozzle 105. The circulation pump is in communication with the cooling line. To cool the fuel injection nozzle 105, a coolant is introduced into the cooling line by the circulation pump, and the heated coolant is sent to the cold end. For example, the coolant is water, silicone oil, or the like.

[0165] If the temperature of the fuel injection system is too high, fuel coking may occur in the fuel injection nozzle 105 and even block the fuel injection nozzle 105. The cooling device 109 can effectively cool the fuel injection nozzle 105 to avoid fuel coking, thereby ensuring the normal operation of the fuel injection system.

[0166] Of course, the cooling device 109 is not limited to the above embodiment, and may be arranged by those skilled in the art according to actual requirements.

[0167] According to another embodiment of the present disclosure, there is provided a vehicle, the vehicle including a vehicle body and the engine described above, the engine being disposed in the vehicle body.

[0168] This vehicle is characterized by quick engine start, low vibration, and high thermal efficiency.

[0169] According to yet another embodiment of the present disclosure, the present disclosure may be a system, a method, and / or a computer program product. The computer program product may include a computer-readable storage medium. When the computer instructions are executed by a processor, the engine control method of the present disclosure is implemented.

[0170] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. For example, the computer-readable storage medium may be, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. More specific examples (non-exhaustive list) of computer-readable storage media include portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable ROM (EPROM or flash memory), static RAM (SRAM), portable compact disk ROM (CD-ROM), digital versatile disk (DVD), memory stick, floppy disk, mechanical encoding devices, such as punch cards or protrusion structures in grooves on which instructions are stored, and any suitable combination thereof. As used herein, a computer-readable storage medium is not to be interpreted as an instantaneous signal, such as an electric wave or another freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or another transmission medium (e.g., a light pulse passing through a fiber optic cable), or an electrical signal transmitted over an electrical wire.

[0171] The computer-readable program instructions described herein may be downloaded from a computer-readable storage medium to each computing / processing device, or may be downloaded to an external computer or external storage device via a network, such as the Internet, a local area network (LAN), a wide area network (WAN), and / or a wireless network. The network may include copper transmission cables, optical fiber transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in each computing / processing device.

[0172] Computer program instructions for carrying out the operations of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, status setting data, or source or target code written in any combination of one or more programming languages. Programming languages ​​include object-oriented programming languages, such as Smalltalk or C++, and traditional procedural programming languages, such as the C programming language or similar programming languages. The computer-readable program instructions may be executed entirely on the user computer, partially on the user computer, as a separate software package, partially on the user computer and partially on a remote computer, or entirely on a remote computer or server. In situations involving remote computers, the remote computer may be connected to the user computer via any type of network, including a LAN or WAN, or may be connected to an external computer (e.g., connected to the external computer via the Internet using an Internet service provider). In some embodiments, electronic circuitry is personalized and customized via state information of the computer-readable program instructions, e.g., a programmable logic circuit, a field-programmable gate array (FPGA), or a programmable logic array (PLA). The electronic circuitry can implement all aspects of the present disclosure by executing computer-readable program instructions.

[0173] All aspects of the present disclosure are described herein with reference to flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products in embodiments of the present disclosure. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can both be implemented via computer-readable program instructions.

[0174] Computer-readable program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, or another programmable data processing device to manufacture a machine. In this manner, the instructions, when executed by a processor of a computer or another programmable data processing device, generate a device that implements the functions / acts specified in one or more blocks of the flowcharts and / or block diagrams. The computer-readable program instructions may alternatively be stored in a computer-readable storage medium. The instructions cause a computer, programmable data processing device, and / or another device to operate in a particular manner. Thus, a computer-readable medium storing instructions includes a manufactured product that includes instructions for implementing all aspects of the functions / acts specified in one or more blocks of the flowcharts and / or block diagrams.

[0175] The computer-readable program instructions may alternatively be loaded into a computer, another programmable data processing apparatus, or another device, such that a sequence of operations and steps are performed on the computer, another programmable data processing apparatus, or another device to produce a computer-implemented process. In this manner, the instructions running on the computer, another programmable data processing apparatus, or another device implement the functions / operations specified in one or more blocks of the flowcharts and / or block diagrams.

[0176] The flowcharts and block diagrams in the accompanying drawings illustrate system architecture, functionality, and operations that may be implemented using systems, methods, and computer program products according to embodiments of the present disclosure. In this regard, each block in the flowcharts or block diagrams may represent a module, program segment, or portion of instructions. A module, program segment, or portion of instructions includes one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions annotated in the blocks may also be performed in an order different from the order annotated in the drawings. For example, two consecutive blocks may be executed in parallel or in reverse order, depending on the functionality involved. It should also be noted that each box in the block diagrams and / or flowcharts, and combinations of boxes in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system that performs the specified function or operation, or by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that hardware, software, and combinations of software and hardware implementations are all equivalent.

[0177]

[0033] Embodiments of the present disclosure have been described above, and the foregoing description is illustrative, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the various embodiments described. The various terms used herein are intended to best explain the principles of the embodiments, the practical applications of the various embodiments, or technical improvements to the technology in the market, or to enable those skilled in the art to understand the embodiments disclosed herein. The scope of the present disclosure is limited only by the appended claims.

Claims

1. obtaining a characterization temperature characterizing a temperature within the combustion chamber; controlling a fuel injection system to inject fuel into the combustion chamber according to a preset rule when the engine is in a compression stroke, wherein the fuel in the combustion chamber is heated to spontaneous combustion, and input parameters of the preset rule include the characterizing temperature; A method for controlling an engine, including:

2. 2. The engine control method of claim 1, wherein the step of acquiring a characterizing temperature that characterizes a temperature inside the combustion chamber includes the step of acquiring a temperature at a specified position inside an engine body of the engine, wherein a distance between the specified position and the combustion chamber is in a range of 4 mm to 10 mm.

3. The method of claim 1 , wherein obtaining a characterizing temperature characterizing a temperature within a combustion chamber includes obtaining a characterizing temperature characterizing a temperature of an inner wall of the combustion chamber.

4. 4. The engine control method according to claim 1, wherein the predetermined rule includes that the temperature in the combustion chamber is higher than 300°C.

5. 4. The engine control method according to claim 1, wherein the predetermined rule includes that the temperature in the combustion chamber is higher than 400°C.

6. 4. The engine control method according to claim 1, wherein the predetermined rule includes that the temperature in the combustion chamber is higher than the natural combustion temperature of the fuel in the combustion chamber in a current state.

7. 4. The engine control method according to claim 1, wherein the predetermined rule includes that the temperature in the combustion chamber characterized by the characterizing temperature is higher than 1.2 times the natural combustion temperature of the fuel in the combustion chamber.

8. 8. A method of controlling an engine according to claim 1, wherein the input parameters of the preset rule further comprise a crank angle of the engine.

9. 9. The engine control method of claim 8, wherein the predetermined rule includes that the crank angle of the engine is in the range of 30° to 130° before top dead center of the compression stroke.

10. 10. The method of claim 1, wherein the input parameters of the preset rule further include at least one of a compression ratio of the engine, the crank angle of the engine, a camshaft phase of the engine, a rotational speed of the engine, a pressure value in the combustion chamber, a fuel injection pressure of the fuel injection system, an intake flow of the combustion chamber, an amount of fuel injected from the combustion chamber, and a type of fuel.

11. 11. The method of controlling an engine according to claim 1, further comprising the step of heating the combustion chamber.

12. the combustion chamber is heated when the characterizing temperature is less than a set temperature; and if the characterizing temperature is equal to or greater than the set temperature, the step of heating the combustion chamber is stopped, and if the characterizing temperature is equal to or greater than the set temperature, the temperature in the combustion chamber during the compression stroke reaches the spontaneous combustion temperature of the fuel. A method for controlling an engine according to any one of claims 1 to 11.

13. 13. The engine control method according to claim 12, wherein the step of heating the combustion chamber includes the step of igniting the fuel via a spark plug and heating the combustion chamber with the heat of the fuel.

14. The method of claim 12, wherein the step of heating the combustion chamber comprises heating the combustion chamber via an electric heating device.

15. A computer readable storage medium storing computer instructions that, when executed by a processor, implement the engine control method of any one of claims 1 to 14.

16. an engine comprising: an engine body, a fuel injection system, a piston, and a control device; a cylinder formed in the engine body; the piston slidably disposed in the cylinder; a combustion chamber formed between the piston and an inner wall of the cylinder; and the fuel injection system connected to the combustion chamber and configured to inject fuel into the combustion chamber; The control device obtaining a characterization temperature characterizing the temperature inside the combustion chamber; and and controlling a fuel injection system to inject fuel into the combustion chamber according to a preset rule when the engine is in a compression stroke, the fuel in the combustion chamber being heated to spontaneous combustion, and an input parameter of the preset rule including the characterizing temperature. Consists of an engine.

17. 17. The engine of claim 16, wherein the engine has a compression ratio greater than 15.

18. 18. The engine control method according to claim 16 or 17, wherein the acquiring of a characterizing temperature that characterizes a temperature inside the combustion chamber includes acquiring a temperature at a specified position inside the engine body, and a distance between the specified position and the combustion chamber is in a range of 4 mm to 10 mm.

19. 19. The engine of claim 18, wherein the distance between the defined position and the combustion chamber is in the range of 4 mm to 10 mm, and the temperature at the defined position is higher than 150°C.

20. 19. The engine of claim 18, wherein the distance between the specified position and the combustion chamber is in the range of 4 mm to 10 mm, and the temperature at the specified position is higher than 200°C.

21. 21. An engine according to any one of claims 16 to 20, further comprising a temperature sensor configured to obtain the characterizing temperature, the temperature sensor being located in the engine body.

22. 22. The engine according to any one of claims 16 to 21, further comprising a thermal insulation device, the thermal insulation device being disposed on the engine body and configured to perform thermal insulation of the combustion chamber.

23. The heat retention device is A thermal insulation structure, wherein an insulating chamber is formed within the thermal insulation structure, and the thermal insulation structure is disposed outside and around the cylinder.

23. The engine of claim 22, comprising:

24. The heat retention device is a thermal barrier coating disposed on the inner wall of the cylinder, or disposed on the outside of and around the cylinder, or disposed on the end of the piston; 24. An engine according to claim 22 or 23, comprising:

25. 22. An engine according to any one of claims 16 to 21, wherein the engine body comprises a cylinder liner, the cylinder liner is disposed within the cylinder, an outer wall of the cylinder liner is attached to the inner wall of the cylinder, and the piston is located within the cylinder liner.

26. Further comprising a heat insulation device, the heat insulation device being disposed on the engine body, the heat insulation device being configured to perform heat insulation of the combustion chamber, and the heat insulation device being provided with a thermal insulation coating; 26. The engine of claim 25, wherein the thermal barrier coating is disposed between the inner wall of the cylinder and the cylinder liner, or the thermal barrier coating is disposed on the inner wall of the cylinder liner.

27. 26. The engine of claim 25, further comprising a heating device, the heating device connected to the control device, the heating device comprising an electric heating unit, and the electric heating unit disposed between the inner wall of the cylinder and the outer wall of the cylinder liner.

28. A vehicle comprising a vehicle body and an engine according to any one of claims 16 to 27, said engine being arranged in said vehicle body.

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