Engine ignition method and apparatus, engine and storage medium

Abstract

An engine ignition method, comprising: within a current working cycle of a cylinder of an engine, acquiring combustion heat release data of the cylinder obtained by carrying out ignition treatment on the cylinder on the basis of a preset ignition angle; when no knocking event is detected in the cylinder, determining a first ignition correction angle on the basis of the combustion heat release data and preset combustion state parameters, wherein the preset ignition angle and the preset combustion state parameters are acquired when a compression ignition event occurs in the cylinder; on the basis of the preset ignition angle and the first ignition correction angle, obtaining a first target ignition angle; and within a next working cycle of the cylinder, carrying out ignition treatment on the cylinder on the basis of the first target ignition angle. According to the engine ignition method, the ignition angle of the cylinder can be adjusted on the basis of the preset ignition angle and the preset combustion state parameters corresponding to a compression ignition working condition, so as to implement spark-ignition, compression ignition and combustion in the cylinder of the engine. Also disclosed are an engine ignition apparatus, an engine, and a computer-readable storage medium.

Description

Engine ignition method and device, engine, and storage medium Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to an engine ignition method and device, an engine, and a storage medium. Background Art

[0002] With the continuous progress and development of production and life, vehicles have become important tools for transportation, travel and other scenarios, and a good engine plays a vital role in the vehicle.

[0003] Currently, automotive engines primarily include gasoline engines and diesel engines. Gasoline engines use a spark plug to ignite gasoline, causing combustion within the cylinder to generate power. Diesel engines use a compression stroke to compress the fuel-air mixture, causing compression ignition within the cylinder to generate power.

[0004] Diesel engines lack a spark plug structure to promote ignition, resulting in oxygen deprivation and the production of toxic gases, which pollute the environment. Gasoline engines also suffer from high fuel consumption and poor economy. Therefore, spark-ignition compression ignition (CICI) gasoline engines are a key research direction in the development of passenger car engines. CICI gasoline engines combine spark plug ignition technology with compression stroke compression ignition and lean burn to achieve in-cylinder CICI combustion, significantly improving combustion efficiency.

[0005] In a spark-ignition compression-ignition gasoline engine, how to control the engine's ignition to further achieve the engine's spark-ignition compression-ignition combustion has become a difficult problem that needs to be solved and overcome.

[0006] Summary of the Invention

[0007] To overcome the problems existing in related technologies, the present disclosure provides an engine ignition method and device, an engine, and a storage medium. The engine ignition method proposed in this disclosure adjusts the cylinder ignition angle based on a preset ignition angle and preset combustion state parameters corresponding to a compression ignition condition, thereby controlling the combustion of the engine cylinders using ignition compression ignition.

[0008] The technical solution of the embodiment of the present disclosure is implemented as follows:

[0009] In a first aspect of an embodiment of the present disclosure, there is provided an engine ignition method, the method comprising:

[0010] Acquiring combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle during a current working cycle of the cylinder of the engine;

[0011] determining a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knock event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder;

[0012] Obtaining a first target ignition angle based on the preset ignition angle and the first ignition correction angle;

[0013] In a next working cycle of the cylinder, an ignition process is performed on the cylinder based on the first target ignition angle.

[0014] In some embodiments, the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to when the compression ignition combustion heat release rate of the cylinder reaches a target combustion heat release rate when a compression ignition event occurs in the cylinder. Determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter includes:

[0015] determining an actual crank angle of the engine corresponding to when the actual combustion heat release rate of the cylinder reaches the target combustion heat release rate;

[0016] The first ignition correction angle is determined based on a difference between the actual crank angle and the preset crank angle.

[0017] In some embodiments, the parameter value of the target combustion heat release rate includes 50%; and determining the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle includes:

[0018] The first ignition correction angle is determined based on a difference between the actual crank angle corresponding to when the parameter value of the actual combustion heat release rate of the cylinder reaches 50% and the preset crank angle corresponding to when the parameter value of the compression ignition combustion heat release rate of the cylinder reaches 50%.

[0019] In some embodiments, the method further comprises:

[0020] When the knock event is detected to occur in the cylinder, obtaining a second ignition correction angle based on a knock condition of the knock event;

[0021] obtaining a second target ignition angle based on the preset ignition angle and the second ignition correction angle;

[0022] In the next working cycle, an ignition process is performed on the engine based on the second target ignition angle.

[0023] In some embodiments, obtaining a second ignition correction angle based on the knock condition of the knock event includes:

[0024] determining a detonation intensity of the detonation event;

[0025] According to a knock level corresponding to the knock intensity, a second ignition correction angle corresponding to the knock level is determined.

[0026] In some embodiments, the cylinder includes a plurality of cylinders; and the ignition process for the cylinder based on the first target ignition angle includes:

[0027] Based on the first target ignition angle corresponding to each of the plurality of cylinders, an independent ignition process is performed on each of the cylinders.

[0028] In some embodiments, the method further comprises:

[0029] obtaining a first signal generated by the cylinder during a historical working cycle of the cylinder, wherein the first signal is used to indicate that the compression ignition event has occurred in the cylinder;

[0030] The preset ignition angle and the preset combustion state parameter corresponding to the cylinder are acquired based on the first signal.

[0031] In some embodiments, the method further comprises:

[0032] obtaining, within the historical working cycle, a plurality of crankshaft rotation angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments;

[0033] determining the combustion heat release data of the cylinder based on a plurality of the crankshaft angles;

[0034] performing data analysis on the combustion heat release data to obtain analysis results;

[0035] When the analysis result exceeds the compression ignition threshold, the first signal is generated.

[0036] According to a second aspect of the present disclosure, an engine ignition device is provided, the device comprising:

[0037] an acquisition module configured to acquire, within a current working cycle of a cylinder of the engine, combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle;

[0038] a first determination module configured to determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knock event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder;

[0039] a first correction module configured to obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle;

[0040] The first ignition module is configured to perform an ignition process on the cylinder based on the first target ignition angle during a next working cycle of the cylinder.

[0041] In some embodiments, the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to when the compression ignition combustion heat release rate of the cylinder reaches a target combustion heat release rate when a compression ignition event occurs in the cylinder;

[0042] The first determination module is further configured to determine an actual crankshaft angle of the engine corresponding to the actual combustion heat release rate of the cylinder reaching the target combustion heat release rate; and determine the first ignition correction angle based on a difference between the actual crankshaft angle and the preset crankshaft angle.

[0043] In some embodiments, the first determination module is further configured to determine the first ignition correction angle based on a difference between the actual crankshaft angle corresponding to when the parameter value of the actual combustion heat release rate of the cylinder reaches 50% and the preset crankshaft angle corresponding to when the parameter value of the compression ignition combustion heat release rate of the cylinder reaches 50%.

[0044] In some embodiments, the apparatus further comprises:

[0045] a second determining module configured to, when detecting the occurrence of the knock event in the cylinder, obtain a second ignition correction angle based on a knock condition of the knock event;

[0046] a second correction module configured to obtain a second target ignition angle based on the preset ignition angle and the second ignition correction angle;

[0047] The second ignition module is configured to perform an ignition process on the engine based on the second target ignition angle in the next working cycle.

[0048] In some embodiments, the second determination module is further configured to determine a knock intensity of the knock event; and determine the second ignition correction angle corresponding to the knock level according to the knock intensity.

[0049] In some embodiments, the cylinder comprises a plurality of;

[0050] The first ignition module is further configured to perform an independent ignition process on each of the plurality of cylinders based on the first target ignition angle corresponding to each of the cylinders.

[0051] In some embodiments, the acquisition module is further configured to acquire a first signal generated by the cylinder within a historical working cycle of the cylinder, wherein the first signal is used to indicate the occurrence of the compression ignition event in the cylinder; and based on the first signal, acquire the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

[0052] In some embodiments, the apparatus further comprises:

[0053] The signal generation module is configured to obtain a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments within the historical working cycle; determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; perform data analysis on the combustion heat release data to obtain an analysis result; and generate the first signal when the analysis result exceeds a compression ignition threshold.

[0054] According to a third aspect of the present disclosure, an engine is provided, comprising:

[0055] a memory configured to store executable instructions;

[0056] The processor is configured to implement the engine ignition method proposed in the first aspect of the present disclosure when executing the executable instructions stored in the memory.

[0057] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, which stores executable instructions and is configured to implement the engine ignition method proposed in the first aspect of the present disclosure when executed by a processor.

[0058] The technical solutions provided by the embodiments of the present disclosure may have the following beneficial effects:

[0059] In the embodiment of the present disclosure, the ignition angle of the cylinder is adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition working condition, which can effectively control the ignition and compression ignition combustion in the cylinder of the engine; and, the present disclosure takes into account the influence of interference factors such as the use environment, use time, and number of cycles on the engine combustion heat release state during the actual combustion process of the cylinder, and corrects the ignition angle by the preset combustion state parameters so that the combustion state of the cylinder in the next working cycle can effectively meet the combustion state under the compression ignition working condition, further improving the compression ignition combustion efficiency of the engine and optimizing the working scenario of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] FIG1 is a flow chart of an engine ignition method according to an exemplary embodiment;

[0061] FIG2 is a schematic diagram of an ignition strategy of an engine ignition method according to an exemplary embodiment;

[0062] FIG3 is a flow chart of a method for determining a compression ignition event according to an exemplary embodiment;

[0063] FIG4 is a schematic block diagram of the structure of an engine according to an exemplary embodiment. DETAILED DESCRIPTION

[0064] In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the present disclosure will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limiting the present disclosure. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present disclosure.

[0065] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0066] In the following description, the terms "first, second, and third" are used solely to distinguish similar objects and do not represent a specific ordering of the objects. It is understood that the specific order or sequence of "first, second, and third" can be interchanged where permitted, so that the embodiments of the present disclosure described herein can be implemented in an order other than that illustrated or described herein.

[0067] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art in the art of the present disclosure. The terms used herein are only for the purpose of describing the embodiments of the present disclosure and are not intended to limit the present disclosure.

[0068] Referring to FIG1 , FIG1 is a flow chart of an engine ignition method according to an exemplary embodiment. As shown in FIG1 , the engine ignition method proposed in the present disclosure can be implemented through steps 101 to 104:

[0069] Step 101: Acquire combustion heat release data of a cylinder obtained by igniting the cylinder based on a preset ignition angle during a current working cycle of the cylinder of the engine;

[0070] Step 102: When no knock event is detected in the cylinder, determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters;

[0071] wherein the preset ignition angle and the preset combustion state parameter are obtained when a compression ignition event occurs in the cylinder;

[0072] Step 103: Obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle;

[0073] Step 104 : In the next working cycle of the cylinder, ignite the cylinder based on the first target ignition angle.

[0074] It should be noted that the engine ignition method proposed in the present disclosure is applied to a spark-ignition compression-ignition gasoline engine.

[0075] Here, a spark-ignition compression ignition gasoline engine utilizes a novel combustion method that combines the ignition and compression ignition processes, requiring the simultaneous placement of a fuel injector and a spark plug in the center of the spark-ignition combustion chamber. During one operating stroke of a spark-ignition compression ignition gasoline engine, the fuel injector is controlled to perform two injections and the spark plug is controlled to perform one ignition. During the intake stroke of a spark-ignition compression ignition gasoline engine, the piston moves toward bottom dead center and the engine inhales air. Near bottom dead center, a control module, such as an electronic control unit (ECU), controls the fuel injector to perform a first injection of fuel into the cylinder. This first injection is entirely contained within the cylinder, resulting in a low fuel concentration. During the compression stroke of a spark-ignition compression ignition gasoline engine, the piston moves toward top dead center. When the piston reaches near top dead center, the ECU controls the fuel injector to perform a second injection of fuel into the center recess at the top of the piston. This second injection is entirely contained within the center recess at the top of the piston, resulting in a high fuel concentration. The ECU controls the injector to complete the second injection and controls the spark plug ignition, igniting the second injection amount in the center pit on the top of the piston to form a fire core. The fire core increases the temperature and pressure in the cylinder, promoting the ignition and compression combustion of the thin oil amount of the compressed first injection when it reaches the top dead center, completing the entire ignition and compression combustion process.

[0076] During their research into spark-ignition compression-ignition gasoline engines, the applicant discovered that different combustion conditions can occur within a gasoline engine when the ignition angle controlling the spark plug ignition is different. Correcting the actual ignition angle based on preset combustion state parameters for compression ignition events can help the engine accurately complete the spark-ignition compression-ignition combustion process in subsequent operating cycles. Therefore, the embodiments proposed in this disclosure enable the cylinder's ignition angle to be adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition operating condition, even when no knock event occurs in the cylinder, to achieve spark-ignition compression-ignition combustion within the engine's cylinders.

[0077] Here, in step 101, the cylinder of the engine is in the current working cycle, the crankshaft rotates to the position of the preset ignition angle, ignition is performed by the spark plug, and combustion heat release data of the cylinder after the ignition process is obtained.

[0078] It should be noted that in one working cycle of the engine, the cylinders in the engine complete a complete energy conversion, specifically completing four working processes: intake, compression and ignition, combustion and expansion, and exhaust; during the reciprocating rotation of the engine crankshaft, the engine completes multiple working cycles in sequence to continuously provide driving force.

[0079] In the disclosed embodiment, the preset ignition angle is obtained when a compression ignition event occurs in the cylinder. Specifically, if a compression ignition event is determined to have occurred in a cylinder during a historical operating cycle, the ignition angle of the cylinder is obtained and written into a three-dimensional ignition angle table (MAP1). The preset ignition angle can be any ignition angle recorded in the three-dimensional ignition angle table (MAP1), or can be an ignition angle from a historical operating cycle in which a compression ignition event occurred most recently in the current operating cycle, or can be an average of multiple ignition angles recorded in the three-dimensional ignition angle table (MAP1). This disclosure does not impose any further limitations on this.

[0080] Here, the three-dimensional ignition angle table (MAP1) can be generated by performing combustion heat release tests on the engine cylinders. Specifically, over multiple historical operating cycles, the torque grid and / or speed grid are adjusted sequentially using the three-dimensional torque table and / or the three-dimensional speed table. Within each operating cycle, the combustion of the mixture in the cylinder is controlled through ignition and fuel injection, and a determination is made as to whether a compression ignition event has occurred in the cylinder. If the occurrence rate of compression ignition events is high, the engine is determined to be operating under compression ignition conditions, and the ignition angle corresponding to the compression ignition event is entered into the three-dimensional ignition angle table (MAP1). Here, the torque points in the three-dimensional torque table can range from 0 Nm to 200 Nm in 10 Nm increments, and the speed points in the three-dimensional speed table can range from 1000 rpm to 5000 rpm in 500 rpm increments.

[0081] In the embodiment of the present disclosure, the combustion heat release data of the cylinder obtained from the ignition process during the current working cycle is used to reflect the actual combustion state of the gasoline and lean mixture in the cylinder of the engine. In the present disclosure, the combustion heat release data includes, but is not limited to, the actual combustion heat release rate, cylinder pressure rise rate, mean effective pressure, etc. of the cylinder during the current working cycle.

[0082] In step 102, the engine is provided with a knock sensor for detecting a knock event in the cylinder; if no knock event is detected in the cylinder, the mixture in the cylinder can be controlled to be ignited and compressed to burn; if a knock event occurs, knock suppression processing needs to be performed first.

[0083] Knock is a phenomenon of abnormal combustion in gasoline engines. Specifically, before the burning flame reaches the combustion chamber, the remote mixture is compressed by the pressure of the expanding combustion gases. This causes a reduction in volume, an increase in temperature and pressure, and causes a portion of the mixture to ignite and rapidly propagate outward. When this flame wave collides with the flame wave of normal combustion, it produces violent gas vibrations, resulting in knock. When knock occurs, compression ignition ignition angle control becomes impossible.

[0084] In the present disclosure, the preset combustion state parameters are also obtained when a compression ignition event occurs in the cylinder. The preset combustion state parameters are used to characterize the combustion heat release state of the cylinder operating under compression ignition conditions. In the present disclosure, the preset combustion state parameters include, but are not limited to, the compression ignition combustion heat release rate, compression ignition cylinder pressure rise rate, or compression ignition mean effective pressure of the cylinder when a compression ignition event occurs in the cylinder.

[0085] It should be noted that during the actual combustion process of the cylinder, interference factors such as the usage environment, usage time, and number of cycles will affect the combustion heat release state within the current working cycle of the engine. Under the influence of the preset ignition angle, the actual combustion heat release state may be lower than the ideal compression ignition combustion heat release state under the influence of the above-mentioned interference factors. Therefore, by correcting the ignition angle through preset combustion state parameters, the combustion state of the cylinder can be made to tend to the combustion state under compression ignition conditions.

[0086] If a compression ignition event is determined to have occurred in the cylinder during a historical working cycle, preset combustion state parameters are obtained and recorded in the three-dimensional parameter table. Taking the compression ignition mean effective pressure as an example, the obtained compression ignition mean effective pressure can be any mean effective pressure in the three-dimensional parameter table, or can be the mean effective pressure corresponding to the most recent historical working cycle in which a compression ignition event occurred, or can be the average of multiple mean effective pressures recorded in the three-dimensional parameter table. This disclosure does not impose any further limitations on this.

[0087] In the present disclosure, determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameters can be implemented by: determining the difference between the mean effective pressure of the cylinder in the current working cycle and the obtained compression ignition mean effective pressure; determining the ratio between the difference and the compression ignition mean effective pressure; and multiplying the ratio by a set angle as the first ignition correction angle. The set angle is preset, and for example, can be 10 degrees.

[0088] Here, by monitoring the difference between the actual mean effective pressure in the current working cycle and the compression ignition mean effective pressure of the cylinder under the compression ignition condition, and based on this difference, a first ignition correction angle is obtained, so that in the next working cycle, the ignition correction angle can be used to control the occurrence of ignition and compression ignition combustion in the cylinder, and control the actual combustion heat release state to tend towards the ideal ignition and compression ignition combustion heat release state.

[0089] In step 103 , the first ignition correction angle may be obtained based on a logical AND result of the preset ignition angle and the first ignition correction angle to obtain a first target ignition angle.

[0090] For example, the calibrated crankshaft angle (the crankshaft angle corresponding to the cylinder piston reaching the compression top dead center position) is defined as 0 degrees, and the preset ignition angle can be -5 degrees; when the determined first ignition correction angle is 2 degrees, the target ignition angle is -3 degrees.

[0091] In step 104 , in the next working cycle of the cylinder, the cylinder is ignited based on the first target ignition angle, which can effectively control the compression ignition combustion in the cylinder and make the combustion in the cylinder tend to an ideal compression ignition combustion heat release state.

[0092] In the embodiment of the present disclosure, the ignition angle of the cylinder is adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition working condition, which can effectively control the ignition and compression ignition combustion in the cylinder of the engine; and, the present disclosure takes into account the influence of interference factors such as the use environment, use time, and number of cycles on the engine combustion heat release state during the actual combustion process of the cylinder, and corrects the ignition angle by the preset combustion state parameters so that the combustion state of the cylinder in the next working cycle can effectively meet the combustion state under the compression ignition working condition, further improving the compression ignition combustion efficiency of the engine and optimizing the working scenario of the engine.

[0093] In some embodiments, the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to when the compression ignition combustion heat release rate of the cylinder reaches a target combustion heat release rate when a compression ignition event occurs in the cylinder. Determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter in step S102 includes:

[0094] determining an actual crank angle of the engine corresponding to when the actual combustion heat release rate of the cylinder reaches the target combustion heat release rate;

[0095] The first ignition correction angle is determined based on a difference between the actual crank angle and the preset crank angle.

[0096] In the present disclosure, the first ignition correction angle is obtained by comparing the difference between the actual combustion heat release rate of the cylinder and the compression ignition combustion heat release rate of the cylinder under the compression ignition condition.

[0097] For example, the target combustion heat release rate parameter value may include 90%, and the preset crankshaft angle is a preset CA90. In this case, the actual crankshaft angle corresponding to when the actual combustion heat release rate of the cylinder reaches 90% is determined to be the measured CA90. The difference between the measured CA90 and the preset CA90 is used as the first ignition correction angle.

[0098] Here, by monitoring the difference between the crankshaft angle corresponding to the target combustion heat release rate in the current working cycle and the crankshaft angle corresponding to the target combustion heat release rate of the cylinder under the compression ignition condition, and obtaining a first ignition correction angle based on the difference, the cylinder can be controlled to approach the ignition compression ignition combustion state of the compression ignition condition through the first ignition correction angle, thereby improving the combustion heat release efficiency of the engine.

[0099] In some embodiments, the parameter value of the target combustion heat release rate includes 50%; and determining the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle includes:

[0100] The first ignition correction angle is determined based on a difference between the actual crank angle corresponding to when the parameter value of the actual combustion heat release rate of the cylinder reaches 50% and the preset crank angle corresponding to when the parameter value of the compression ignition combustion heat release rate of the cylinder reaches 50%.

[0101] Here, the preset crankshaft angle corresponding to when the compression ignition heat release rate parameter value of the cylinder reaches 50% is the compression ignition combustion midpoint, i.e., the preset CA50. At this time, the actual crankshaft angle corresponding to when the actual combustion heat release rate of the cylinder reaches 90% is the measured combustion midpoint, i.e., the measured CA50. The difference between the measured CA50 and the preset CA50 is used as the first ignition correction angle.

[0102] It should be noted that when the parameter value of the target combustion heat release rate is 50%, the combustion heat release effect is optimal; in this way, by monitoring the difference between the crankshaft angle corresponding to the combustion heat release rate reaching 50% in the current working cycle and the crankshaft angle corresponding to the compression ignition combustion heat release rate of the cylinder reaching 50% under the compression ignition condition, the cylinder can be controlled to approach the optimal state of ignition compression ignition combustion under the compression ignition condition, thereby improving the combustion heat release efficiency of the engine.

[0103] In some embodiments, during the next working cycle of the cylinder, the method further comprises:

[0104] Get ignition control signal;

[0105] When the ignition control signal includes the first control signal, performing ignition processing on the cylinder based on the first target ignition angle in step 104;

[0106] When the ignition control signal includes a second control signal, igniting the cylinder based on an ignition angle;

[0107] The first control signal is used to instruct compression ignition combustion control of the cylinder; the second control signal is used to instruct ignition combustion control of the cylinder.

[0108] Here, the ignition angle is preset, and when the piston moves to a position corresponding to the ignition angle, the spark plug is controlled to perform ignition control.

[0109] In some embodiments, the method further comprises:

[0110] When the knock event is detected to occur in the cylinder, obtaining a second ignition correction angle based on a knock condition of the knock event;

[0111] obtaining a second target ignition angle based on the preset ignition angle and the second ignition correction angle;

[0112] In the next working cycle, an ignition process is performed on the engine based on the second target ignition angle.

[0113] Here, the engine is provided with a knock sensor for detecting knock events in the cylinder. Specifically, spectrum analysis is performed based on the signal collected by the knock sensor. When the result of the spectrum analysis exceeds a knock threshold, it is determined that a knock event has occurred in the cylinder.

[0114] When the knock event is detected in the cylinder, knock suppression processing is performed. Specifically, the knock suppression processing is performed by adjusting the ignition position based on a second target correction angle to suppress engine knock. Here, the second target ignition angle can be obtained by performing a logical AND operation on the preset ignition angle and the second ignition correction angle.

[0115] In actual implementation, knock can be suppressed by delaying the ignition angle. For example, the preset ignition angle is -5 degrees, and the first ignition correction angle is determined to be -2 degrees through spectrum analysis. At this time, the second target ignition angle is -7 degrees.

[0116] The disclosed embodiment detects knock conditions through a knock sensor and suppresses the occurrence of knock by delaying the ignition angle, thereby reducing abnormal combustion phenomena in working conditions and optimizing the working scenario of the engine.

[0117] In some embodiments, obtaining a second ignition correction angle based on the knock condition of the knock event includes:

[0118] determining a detonation intensity of the detonation event;

[0119] According to a knock level corresponding to the knock intensity, a second ignition correction angle corresponding to the knock level is determined.

[0120] In the present disclosure, the results of spectrum analysis of signals collected by a knock sensor include the knock intensity of a knock event. Here, when the knock intensity is within a first intensity range, the knock level is primary knock; when the knock intensity is within a second intensity range, the knock level is intermediate knock; and when the knock intensity is within a third intensity range, the knock level is super knock. Here, intensity values ​​within the first intensity range are smaller than intensity values ​​within the second intensity range, and intensity values ​​within the second intensity range are smaller than intensity values ​​within the third intensity range.

[0121] Here, a correspondence table between knock level and the second ignition correction angle is pre-set. It should be noted that the knock level and the absolute value of the second ignition correction angle are positively correlated. The higher the knock level, the larger the absolute value of the second ignition correction angle, and accordingly, the greater the degree of correction to the ignition angle.

[0122] After the knock intensity is determined, the knock level is determined according to the intensity range in which the knock intensity is located, and the second ignition correction angle is determined by searching a corresponding relationship table.

[0123] The embodiments of the present disclosure can determine a suitable second ignition correction angle according to the actual situation of the knock event, which helps to better achieve knock suppression.

[0124] In some embodiments, the method further comprises:

[0125] obtaining a first signal generated by the cylinder during a historical working cycle of the cylinder, wherein the first signal is used to indicate that the compression ignition event has occurred in the cylinder;

[0126] The preset ignition angle and the preset combustion state parameter corresponding to the cylinder are acquired based on the first signal.

[0127] Here, the three-dimensional table for determining the ignition angle (MAP1) and the three-dimensional table for recording the preset combustion state parameters can be obtained by performing a combustion heat release test on the cylinder of the engine; in multiple historical working cycles of the test link, the ignition angle needs to be continuously adjusted based on the speed and the intake volume per cycle in the cylinder; and the combustion heat release data of the cylinder is used to determine whether a compression ignition event occurs.

[0128] In the present disclosure, the first signal and the second signal are signals output from the cylinder corresponding to the result of determination of occurrence of the compression ignition event.

[0129] For example, the first signal is output as a high-level digital signal, indicating that a compression ignition event has occurred in the cylinder. Upon receiving the first signal, the preset ignition angle corresponding to the cylinder is written into the three-dimensional ignition angle table, and the preset combustion state parameters are written into the three-dimensional parameter table. The second signal is output as a low-level digital signal, indicating that a compression ignition event has not occurred in the cylinder. In actual implementation, the first signal can be transmitted as a 1 (true) signal, and the second signal can be transmitted as a 0 (false) signal.

[0130] Here, the ignition angle three-dimensional table implements an open-loop control strategy and does not require feedback control after outputting the preset ignition angle; the parameter three-dimensional table implements a closed-loop control strategy and requires feedback control after outputting the preset combustion state parameters.

[0131] In the disclosed embodiment, the determination result of the compression ignition event can be known based on the acquisition of the first signal and the second signal, which helps to determine the operating condition of the engine during the test. In addition, the preset ignition angle and preset combustion state parameters when the compression ignition event occurs can be determined based on the first signal, which helps to control the cylinder to achieve compression ignition combustion in actual work.

[0132] In some embodiments, the method further comprises:

[0133] obtaining, within the historical working cycle, a plurality of crankshaft rotation angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments;

[0134] determining the combustion heat release data of the cylinder based on a plurality of the crankshaft angles;

[0135] performing data analysis on the combustion heat release data to obtain analysis results;

[0136] When the analysis result exceeds the compression ignition threshold, the first signal is generated.

[0137] Here, during a cylinder operating cycle, multiple crankshaft angles obtained by sequentially rotating the engine's crankshaft in a predetermined rotational direction by predetermined angle increments are determined, and cylinder characteristic data corresponding to each crankshaft angle is obtained. Here, the cylinder characteristic data includes, but is not limited to, cylinder pressure, piston position, and cylinder volume. For example, the predetermined angle increment may be 1 degree.

[0138] In the present disclosure, the combustion heat release data is used to reflect the combustion state of the gasoline and lean mixture in the cylinder of the engine. In some examples, the combustion heat release data proposed in the present disclosure may include a combustion heat release rate curve.

[0139] In some embodiments, determining the combustion heat release data of the cylinder based on a plurality of the crankshaft angles includes:

[0140] determining cylinder pressure data and cylinder volume corresponding to each of the plurality of crankshaft angles;

[0141] A combustion heat release rate curve of a cylinder of the engine is determined according to the cylinder pressure data and the cylinder volume corresponding to each crankshaft angle.

[0142] Here, the combustion heat release rate curve is formed based on the combustion heat release rates of the cylinders at multiple crankshaft angles; specifically, the combustion heat release rate is determined by the cylinder characteristic data (including cylinder pressure data and cylinder volume) corresponding to each crankshaft angle θ, and then the combustion heat release rate curve is obtained based on the combustion heat release rates at multiple crankshaft angles θ; here, the combustion heat release rate (dQ / dθ) is used to characterize the change in the instantaneous heat release energy Q corresponding to the cylinder at each crankshaft angle θ based on the crankshaft angle θ.

[0143] In some embodiments, the above embodiments of the present disclosure propose that: determining the combustion heat release data of the cylinder of the engine according to the cylinder pressure data and the cylinder volume corresponding to each crankshaft angle includes:

[0144] determining an i-th crankshaft angle degree among the plurality of crankshaft angle degrees, wherein i is an integer;

[0145] determining a cylinder pressure difference between the cylinder pressure data corresponding to the (i+1)th crankshaft angle and the cylinder pressure data corresponding to the (i-1)th crankshaft angle;

[0146] determining a volume difference between the cylinder volume corresponding to the (i+1)th crankshaft angle and the cylinder volume corresponding to the (i-1)th crankshaft angle;

[0147] A combustion heat release rate curve of the cylinder is determined based on the product of the volume difference and the cylinder pressure data corresponding to the i-th crank angle and the product of the cylinder pressure difference and the cylinder volume corresponding to the i-th crank angle.

[0148] Here, first, the calibrated crankshaft angle (the crankshaft angle corresponding to the cylinder piston reaching compression top dead center) is defined as 0 degrees. During crankshaft rotation, the corresponding crankshaft angle for each preset angle increment of the cylinder is determined. It should be noted that the preset angle increments proposed in this disclosure are integers, and the angular intervals between i and i-1, and i and i+1 are the same as the preset angle increments. Here, the preset angle increment is 1 degree.

[0149] In the present disclosure, the cylinder pressure data (Pi) corresponding to the i-th crankshaft angle can be obtained by the cylinder pressure signal output by the cylinder pressure sensor; the cylinder volume (Vi) corresponding to the i-th crankshaft angle can be obtained by the following formulas (1) and (2):

[0150] Here, Vc is the volume of the combustion chamber on the top surface of the piston in the cylinder, B is the cylinder diameter; Si is the current position of the piston in the piston; l is the length of the crank connecting rod, a is the crank radius, and here, i∈[-180, 180].

[0151] In the disclosed embodiment, based on the cylinder pressure data and cylinder volume corresponding to the i-th crankshaft angle, the i-1th crankshaft angle, and the i+1th crankshaft angle, respectively, the combustion heat release rate (dQ / di, i.e., Qi) can be obtained by formula (3):

[0152] Here, Pi is the cylinder pressure data corresponding to the i-th crankshaft angle; Vi is the cylinder volume corresponding to the i-th crankshaft angle; Pi-1 is the cylinder pressure data corresponding to the i-1-th crankshaft angle, and Vi-1 is the cylinder volume corresponding to the i-1-th crankshaft angle; Pi+1 is the cylinder pressure data corresponding to the i+1-th crankshaft angle, and Vi+1 is the cylinder volume corresponding to the i+1-th crankshaft angle; k is the thermodynamic polynomial, a preset parameter. In the disclosed embodiment, k for a spark-ignition compression ignition gasoline engine can be set to 1.35, where i∈[-180, 180].

[0153] The disclosed embodiment effectively determines the change in combustion heat release when the crankshaft angle changes, i.e., the combustion heat release rate, through the cylinder pressure data and cylinder volume corresponding to the i-th crankshaft angle, the i-1th crankshaft angle, and the i+1th crankshaft angle, and obtains a combustion heat release rate curve, which concretely represents the combustion heat release data in the cylinder.

[0154] In some embodiments, the analysis result includes a curve change value; the above embodiments of the present disclosure provide data analysis of the combustion heat release data to obtain analysis results, including:

[0155] determining a preset crankshaft angle interval corresponding to the cylinder;

[0156] Based on the preset crankshaft angle interval, data analysis is performed on the combustion heat release rate curve of the cylinder to obtain the curve change value of the combustion heat release rate curve within the preset crankshaft angle interval.

[0157] In this way, when the curve change value exceeds the compression ignition threshold, it is determined that a compression ignition event occurs in the cylinder and a first signal is generated; when the curve change value exceeds the compression ignition threshold, it is determined that no compression ignition event occurs in the cylinder and a second signal is generated.

[0158] Here, the preset crankshaft angle range is the range of crankshaft angles corresponding to the piston being near compression top dead center. Here, the calibrated crankshaft angle (the crankshaft angle corresponding to the piston reaching compression top dead center) is 0 degrees, and the preset crankshaft angle range can be (-20, 70) degrees.

[0159] In the present disclosure, the curve change value includes the maximum value of the curve value of the combustion heat release rate curve within the preset crankshaft angle interval; here, the curve values ​​corresponding to all crankshaft angles of the combustion heat release rate curve within the preset crankshaft angle interval, that is, the combustion heat release rates (dQ / di) corresponding to all crankshaft angles, are sorted to determine the maximum value of the curve value.

[0160] Thus, at the maximum value of the curve When a first compression ignition threshold value, limit1, is exceeded, a compression ignition event can be determined to have occurred in the cylinder. The first compression ignition threshold value is the maximum value of the compression ignition combustion heat release rate curve when the cylinder is in compression ignition operation, indicating efficient compression ignition combustion within the cylinder. For example, the first compression ignition threshold value, limit1, can be set between 70% and 90%.

[0161] Here, the occurrence of a compression ignition event can be quickly determined based on the relationship between the maximum value of the curve value and the first compression ignition threshold, and a first signal can be generated, which helps to speed up the subsequent engine ignition control process.

[0162] In the present disclosure, the curve change value also includes the extreme curvature change value of the combustion heat release rate curve within the preset crankshaft angle range. Here, the combustion heat release rate curve is differentiated within the preset crankshaft angle range to obtain the curvature change value (2dQ / di) of the combustion heat release rate (dQ / di) between two adjacent crankshaft angles (i.e., separated by a preset angle increment). The minimum value of the curvature change value (2dQ / di) within the preset crankshaft angle range is determined, and the absolute value of the minimum value is used as the extreme curvature change value.

[0163] Thus, when the curvature changes to the extreme value When a second compression ignition threshold, limit2, is exceeded, it can be determined that a compression ignition event has occurred in the cylinder. Here, the second compression ignition threshold is the extreme curvature change value of the compression ignition combustion heat release rate curve when the cylinder is in the compression ignition operating condition. The extreme curvature change value is the minimum curvature change value and is used to indicate the position corresponding to the maximum degree of change in the compression ignition combustion heat release rate.

[0164] In the present disclosure, the second compression ignition threshold is different from the first compression ignition threshold. For example, the second compression ignition threshold limit2 can be set between 3 and 5.

[0165] Here, the occurrence of a compression ignition event can be determined more accurately based on the relationship between the extreme value of the curvature change and the second compression ignition threshold, which helps to improve the accuracy of subsequent engine ignition control.

[0166] In some embodiments, the cylinder includes a plurality of cylinders; and the ignition process for the cylinder based on the first target ignition angle includes:

[0167] Based on the first target ignition angle corresponding to each of the plurality of cylinders, an independent ignition process is performed on each of the cylinders.

[0168] Here, the spark-ignition compression-ignition gasoline engine proposed in the present disclosure may have multiple cylinders. Here, the multiple cylinders may be three, four, or five, etc., and the present disclosure does not impose any limitation on this.

[0169] It's important to note that combustion within each cylinder is independent. Therefore, the engine control module processes the acquisition of combustion heat release data within the cylinder, the determination of the cylinder's first ignition correction angle and first target ignition angle, and ignition control for the next operating cycle independently for each cylinder. Each cylinder has its own three-dimensional ignition angle table (MAP1) and a three-dimensional parameter table containing preset combustion state parameters. In this disclosure, the determination of compression ignition events within the cylinder is also handled independently.

[0170] By performing independent data processing and ignition control on multiple cylinders of the engine, the disclosed embodiment takes into account the differences between the cylinders compared to unified ignition control, thereby further improving the combustion efficiency of the engine.

[0171] In some other embodiments, the ignition processing of the cylinder based on the second target ignition angle includes:

[0172] Based on the second target ignition angle corresponding to each of the plurality of cylinders, an independent ignition process is performed on each of the cylinders.

[0173] It should be noted that each cylinder has a corresponding knock sensor, so the knock detection in the cylinder, determination of the cylinder's second ignition correction angle, the second target ignition angle, and the knock suppression processing of each cylinder in the next working cycle are all processed independently for each cylinder through the engine control module.

[0174] The disclosed embodiment performs independent knock detection and knock suppression processing on multiple cylinders of the engine, taking into account the differences between the cylinders and further improving the combustion efficiency of the engine.

[0175] In the following, a specific application embodiment of the engine ignition method proposed in the present disclosure is described in combination with the above embodiments of the present disclosure.

[0176] Here, the engine ignition method can be implemented in a spark-ignition compression-ignition gasoline engine. Referring to FIG. 2 , FIG. 2 is a schematic diagram illustrating an ignition strategy for the engine ignition method according to an exemplary embodiment. As shown in FIG. 2 , the engine ignition method proposed in the present disclosure can be implemented in the following manner:

[0177] First, an engine operating condition is established in an ICI mode. The engine speed and the air intake per cycle in the cylinder are used as inputs to determine an ICI control range. Subsequently, an ignition control signal (including a first control signal and a second control signal) is obtained, and a determination is made based on the ignition control signal whether ICI control is required. If so, an engine ignition scheme for ICI control is executed based on the first control signal. If not, an engine ignition scheme for ICI control is executed based on the second control signal. The engine ignition scheme for ICI control includes igniting the cylinder using an ignition angle.

[0178] When executing an engine ignition strategy for controlled spark compression ignition combustion, it is necessary to obtain a preset ignition angle and preset combustion state parameters. The preset ignition angle is recorded in a three-dimensional ignition angle table (MAP1), and the preset combustion state parameters are recorded in a three-dimensional parameter table. The ignition angle in the three-dimensional ignition angle table and the combustion state parameters in the three-dimensional parameter table are recorded when a compression ignition event occurs in the cylinder.

[0179] Here, referring to FIG3 , FIG3 is a flow chart of a method for determining a compression ignition event according to an exemplary embodiment. As shown in FIG3 , the method for determining a compression ignition event in a cylinder can be implemented by the following steps:

[0180] Step 301 : Measure the combustion heat release rate of the cylinder based on the crankshaft angle.

[0181] Here, the engine has multiple cylinders; with the crankshaft angle as the reference axis, the cylinder pressure, the current crankshaft angle, and the cylinder volume are monitored for each crankshaft angle obtained by 1° of engine rotation. By processing this data, the combustion heat release rate (dQ / dθ) of each cylinder is obtained. Here, the combustion heat release rate (dQ / dθ) is used to represent the change in the instantaneous heat release energy Q corresponding to the cylinder at each crankshaft angle θ based on the crankshaft angle θ.

[0182] Here, the combustion heat release rate at the crankshaft angle (dQ / dθ), Qi, can be obtained by formula (3):

[0183] It should be noted that Pi is the cylinder pressure data corresponding to the i-th crankshaft angle; Vi is the cylinder volume corresponding to the i-th crankshaft angle; Pi-1 is the cylinder pressure data corresponding to the i-1-th crankshaft angle, and Vi-1 is the cylinder volume corresponding to the i-1-th crankshaft angle; Pi+1 is the cylinder pressure data corresponding to the i+1-th crankshaft angle, and Vi+1 is the cylinder volume corresponding to the i+1-th crankshaft angle; k is 1.35, where i∈[-180, 180].

[0184] Step 302: Obtain a combustion heat release rate curve corresponding to the combustion heat release rate.

[0185] Step 303: Obtain the maximum value of the combustion heat release rate curve within a preset crankshaft angle range.

[0186] Here, the preset crankshaft angle interval is the interval formed by the crankshaft angle corresponding to the position of the piston near the compression top dead center. Here, the calibrated crankshaft angle (the crankshaft angle corresponding to the position of the piston of the cylinder reaching the compression top dead center) is 0 degrees, and the preset crankshaft angle interval can be (-20, 70) degrees. The maximum value of the curve value of the combustion heat release rate curve (i.e., the combustion heat release rate dQ / di) within the preset crankshaft angle interval is Here, i∈(-20, 70).

[0187] Step 304: Obtain the compression ignition threshold.

[0188] Here, the compression ignition threshold value limit can be set between 3 and 5.

[0189] Step 305 , determining whether the maximum value is greater than the compression ignition threshold; if so, executing step 306 ; if not, executing step 307 .

[0190] Step 306 : Determine whether a compression ignition event occurs in the cylinder and generate a first signal.

[0191] Here, the first signal is transmitted in the form of a digital signal 1 (true).

[0192] Step 307 : Determine whether a compression ignition event has not occurred in the cylinder, and generate a second signal.

[0193] Here, the second signal is transmitted in the form of a digital signal 0 (false).

[0194] Step 306 and step 307 can be implemented as follows:

[0195] when When the judgment result is transmitted as signal 1 (true), , the judgment result is transmitted as signal 0 (false).

[0196] Step 308: Obtain a preset ignition angle and preset combustion state parameters.

[0197] Here, the preset combustion parameters include the preset crankshaft angle corresponding to the compression ignition combustion heat release rate reaching 50%, i.e., the preset ICI combustion midpoint CA50. The preset CA50 is written to the ICI combustion midpoint three-dimensional table (MAP2), and the preset ignition angle (preset SA) is written to the ignition angle three-dimensional table (MAP1).

[0198] In conjunction with the strategy diagram shown in FIG2 , in actual implementation, the engine ignition plan for controlling ICI combustion is executed based on the preset ignition angle (preset SA) output by the ignition angle three-dimensional table (MAP1) and the preset ICI combustion midpoint CA50 output by the ICI combustion midpoint three-dimensional table (MAP2). Specifically:

[0199] Ignite the engine cylinder based on the preset ignition angle and obtain the actual crankshaft angle corresponding to the cylinder's actual combustion heat release rate reaching 90%, that is, the actual combustion midpoint measured CA50;

[0200] The preset CA50 is compared with the measured CA50 to obtain a first ignition correction angle SA1, and the ignition process is controlled based on the first ignition correction angle SA1 to promote compression ignition.

[0201] Here, each cylinder performs independent data acquisition, signal processing, and measured CA50 feedback, so as to perform ignition angle correction on the corresponding cylinder through the first ignition correction angle SA1.

[0202] In conjunction with the strategy diagram shown in FIG2 , in actual implementation, during the current working cycle of the engine, a knock event in the cylinder is detected by a knock sensor provided on the cylinder.

[0203] Determine whether a knock event occurs in the cylinder. If so, obtain a second ignition correction angle SA2 based on the knock situation, and add the second ignition correction angle SA2 to the preset ignition angle to obtain a second target ignition angle. Ignition is controlled by the second target ignition angle to suppress engine knock.

[0204] If not, the ignition process is controlled based on the first ignition correction angle SA1, and the first ignition correction angle SA1 is added to the preset ignition angle to obtain a first target ignition angle, and the ignition is controlled by the first target ignition angle to promote compression ignition.

[0205] Next, an engine device for implementing the above-mentioned engine ignition method provided by an embodiment of the present disclosure is described. Referring to FIG4 , FIG4 is a schematic block diagram of the structure of an engine 400 shown according to an exemplary embodiment. As shown in FIG4 , the engine 400 includes: at least one processor 401 and a memory 402. The various components in the engine 400 are coupled together via a bus system 403. It can be understood that the bus system 403 is used to achieve connection and communication between these components. In addition to the data bus, the bus system 403 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, various buses are labeled as bus system 403 in FIG4 .

[0206] The processor 401 can be an integrated circuit chip with signal processing capabilities, such as a general-purpose processor, a digital signal processor (DSP), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc., wherein the general-purpose processor can be a microprocessor or any conventional processor, etc.

[0207] Memory 402 may be removable, non-removable, or a combination thereof. An exemplary hardware device may be a solid-state memory. Memory 402 may optionally include one or more storage devices physically located away from processor 401.

[0208] The memory 402 includes volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory may be a read-only memory (ROM), and the volatile memory may be a random access memory (RAM). The memory 402 described in the embodiments of the present disclosure is intended to include any suitable type of memory.

[0209] In some embodiments, the memory 402 can store data to support various operations. Examples of such data include programs, modules, and data structures, or subsets or supersets thereof. In the embodiment of the present disclosure, the memory 402 stores an operating system 4021 and an engine-based ignition device 4022; specifically:

[0210] The operating system 4021 includes system programs for processing various basic system services and performing hardware-related tasks, such as a framework layer, a core library layer, a driver layer, etc., which are used to implement various basic businesses and process hardware-based tasks.

[0211] In some embodiments, the engine ignition device provided by the disclosed embodiments can be implemented using software. Figure 4 shows an engine ignition device 4022 stored in memory 402. This device can be software in the form of a program or plug-in, and includes the following software modules: an acquisition module 40221, a first determination module 40222, a first correction module 40223, a first ignition module 40224, a second determination module 40225, a second correction module 40226, a second ignition module 40227, and a signal generation module 40228. These modules are logically linked and can be arbitrarily combined or further separated depending on the functionality they implement. The functions of each module are described below.

[0212] In other embodiments, the engine ignition device provided by the embodiments of the present disclosure may be implemented in hardware. As an example, the engine ignition device provided by the embodiments of the present disclosure may be a processor in the form of a hardware decoding processor, which is programmed to execute the engine ignition method provided by the embodiments of the present disclosure. For example, the processor in the form of a hardware decoding processor may be one or more application-specific integrated circuits (ASICs), DSPs, programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0213] The following further describes an exemplary structure of the engine ignition device 4022 provided by the present disclosure as a software module. In some embodiments, as shown in FIG4 , the software modules stored in the engine ignition device 4022 of the memory 402 may include:

[0214] The acquisition module 40221 is configured to acquire, during a current working cycle of a cylinder of the engine, combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle;

[0215] a first determining module 40222 configured to determine a first ignition correction angle based on the combustion heat release data and preset combustion state parameters when no knock event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameters are obtained when a compression ignition event occurs in the cylinder;

[0216] A first correction module 40223 is configured to obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle;

[0217] The first ignition module 40224 is configured to perform ignition processing on the cylinder based on the first target ignition angle during the next working cycle of the cylinder.

[0218] In some embodiments, the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to when the compression ignition combustion heat release rate of the cylinder reaches a target combustion heat release rate when a compression ignition event occurs in the cylinder;

[0219] The first determination module 40222 is further configured to determine the actual crankshaft angle of the engine corresponding to the actual combustion heat release rate of the cylinder reaching the target combustion heat release rate; and determine the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle.

[0220] In some embodiments, the first determination module 40222 is further configured to determine the first ignition correction angle based on the difference between the actual crankshaft angle corresponding to the parameter value of the actual combustion heat release rate of the cylinder reaching 40% and the preset crankshaft angle corresponding to the parameter value of the compression ignition combustion heat release rate of the cylinder reaching 40%.

[0221] In some embodiments, the apparatus further comprises:

[0222] The second determining module 40225 is configured to obtain a second ignition correction angle based on a knock condition of the knock event when the knock event is detected to occur in the cylinder;

[0223] A second correction module 40226 is configured to obtain a second target ignition angle based on the preset ignition angle and the second ignition correction angle;

[0224] The second ignition module 40227 is configured to perform ignition processing on the engine based on the second target ignition angle in the next working cycle.

[0225] In some embodiments, the second determination module 40226 is further configured to determine a knock intensity of the knock event; and determine the second ignition correction angle corresponding to the knock level according to the knock level corresponding to the knock intensity.

[0226] In some embodiments, the cylinder comprises a plurality of;

[0227] The first ignition module 40224 is further configured to perform individual ignition processing on each of the plurality of cylinders based on the first target ignition angle corresponding to each of the cylinders.

[0228] In some embodiments, the acquisition module 40221 is further configured to acquire a first signal generated by the cylinder within a historical working cycle of the cylinder, wherein the first signal is used to indicate that the compression ignition event has occurred in the cylinder; and based on the first signal, acquire the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

[0229] In some embodiments, the apparatus further comprises:

[0230] The signal generating module 40228 is configured to obtain, within the historical working cycle, a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by a preset angle increment; determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; perform data analysis on the combustion heat release data to obtain an analysis result; and generate the first signal when the analysis result exceeds a compression ignition threshold.

[0231] It should be noted that the description of the apparatus of the embodiment of the present disclosure is similar to the description of the above-mentioned method embodiment, and has similar beneficial effects as the method embodiment, so it will not be repeated.

[0232] The present disclosure provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the engine ignition method provided by the present disclosure.

[0233] An embodiment of the present disclosure provides a computer-readable storage medium storing executable instructions, wherein the executable instructions are stored. When the executable instructions are executed by a processor, the processor will be caused to execute the engine ignition method provided by the embodiment of the present disclosure.

[0234] In some embodiments, the computer-readable storage medium may be a memory such as FRAM, ROM, PROM, EPROM, EEPROM, flash memory, magnetic surface storage, optical disk, or CD-ROM; or various devices including one or any combination of the above memories.

[0235] In some embodiments, executable instructions may be in the form of a program, software, software module, script, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.

[0236] As an example, executable instructions may, but need not, correspond to a file in a file system, may be stored as part of a file that stores other programs or data, such as in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinating files (e.g., files storing one or more modules, subroutines, or code portions).

[0237] By way of example, executable instructions may be deployed to be executed on one computing device, or on multiple computing devices at one site, or on multiple computing devices distributed across multiple sites and interconnected by a communication network.

[0238] In summary, the embodiments of the present disclosure can adjust the ignition angle of the cylinder based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition working condition to control the ignition compression ignition combustion in the cylinder of the engine.

[0239] The above description is merely an embodiment of the present disclosure and is not intended to limit the scope of protection of the present disclosure. Any modifications, equivalent replacements, and improvements made within the spirit and scope of the present disclosure are included in the scope of protection of the present disclosure.

Claims

1. An engine ignition method, characterized in that: The method comprises: In a current working cycle of a cylinder of the engine, obtaining combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle; In the case where a knock event is not detected in the cylinder, a first ignition correction angle is determined based on the combustion heat release data and a preset combustion state parameter; wherein the preset ignition angle and the preset combustion state parameter are obtained when a compression ignition event occurs in the cylinder; Based on the preset ignition angle and the first ignition correction angle, obtaining a first target ignition angle; In a next working cycle of the cylinder, an ignition process is performed on the cylinder based on the first target ignition angle.

2. The method according to claim 1, characterized in that The combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to a compression ignition combustion heat release rate of the cylinder reaching a target combustion heat release rate when a compression ignition event occurs in the cylinder; and determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter includes: Determining that the actual combustion heat release rate of the cylinder reaches the actual crankshaft angle of the engine corresponding to the target combustion heat release rate; The first ignition correction angle is determined based on a difference between the actual crankshaft angle and the preset crankshaft angle.

3. The method according to claim 2, characterized in that The parameter value of the target combustion heat release rate includes 50%; and determining the first ignition correction angle based on the difference between the actual crankshaft angle and the preset crankshaft angle includes: The first ignition correction angle is determined based on the difference between the actual crankshaft angle corresponding to the parameter value of the actual combustion heat release rate of the cylinder reaching 50% and the preset crankshaft angle corresponding to the parameter value of the compression ignition combustion heat release rate of the cylinder reaching 50%.

4. The method according to claim 1, characterized in that The method further comprises: When the knock event is detected to occur in the cylinder, obtaining a second ignition correction angle based on the knock condition of the knock event; Based on the preset ignition angle and the second ignition correction angle, obtaining a second target ignition angle; In the next working cycle, an ignition process is performed on the engine based on the second target ignition angle.

5. The method according to claim 4, characterized in that The obtaining of a second ignition correction angle based on the knock condition of the knock event comprises: determining a knock intensity of the knock event; According to the knock level corresponding to the knock intensity, the second ignition correction angle corresponding to the knock level is determined.

6. The method according to any one of claims 1 to 5, characterized in that The cylinders include a plurality of cylinders; and the ignition process for the cylinders based on the first target ignition angle includes: Based on the first target ignition angle corresponding to each of the plurality of cylinders, an individual ignition process is performed on each of the cylinders.

7. The method according to any one of claims 1 to 5, characterized in that The method further comprises: Acquire a first signal generated by the cylinder within a historical working cycle of the cylinder, wherein the first signal is used to indicate that the compression ignition event occurs in the cylinder; Based on the first signal, the preset ignition angle and the preset combustion state parameter corresponding to the cylinder are obtained.

8. The method according to claim 7, characterized in that The method further comprises: In the historical working cycle, a plurality of crankshaft rotation angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments are obtained; determining the combustion heat release data of the cylinder based on a plurality of the crankshaft angles; Performing data analysis on the combustion heat release data to obtain analysis results; In the event that the analysis result exceeds a compression ignition threshold, the first signal is generated.

9. An engine ignition device, characterized in that: The device comprises: an acquisition module configured to acquire, within a current working cycle of the cylinder of the engine, combustion heat release data of the cylinder obtained by igniting the cylinder based on a preset ignition angle; A first determination module is configured to determine a first ignition correction angle based on the combustion heat release data and a preset combustion state parameter when no knock event is detected in the cylinder; wherein the preset ignition angle and the preset combustion state parameter are obtained when a compression ignition event occurs in the cylinder; A first correction module is configured to obtain a first target ignition angle based on the preset ignition angle and the first ignition correction angle; The first ignition module is configured to perform an ignition process on the cylinder based on the first target ignition angle during a next working cycle of the cylinder.

10. The device according to claim 9, characterized in that The combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle, and the preset combustion state parameter includes a preset crankshaft angle of the engine corresponding to a compression ignition combustion heat release rate of the cylinder reaching a target combustion heat release rate when a compression ignition event occurs in the cylinder; The first determination module is further configured to determine an actual crankshaft angle of the engine corresponding to the actual combustion heat release rate of the cylinder reaching the target combustion heat release rate; The first ignition correction angle is determined based on a difference between the actual crankshaft angle and the preset crankshaft angle.

11. The device according to claim 10, characterized in that The first determination module is further configured to determine the first ignition correction angle based on a difference between the actual crankshaft angle corresponding to a parameter value of the actual combustion heat release rate of the cylinder reaching 50% and the preset crankshaft angle corresponding to a parameter value of the compression ignition combustion heat release rate of the cylinder reaching 50%.

12. The device according to claim 9, characterized in that The device also includes: a second determination module configured to obtain a second ignition correction angle based on a knock condition of the knock event when the knock event is detected to occur in the cylinder; A second correction module is configured to obtain a second target ignition angle based on the preset ignition angle and the second ignition correction angle; The second ignition module is configured to, within the next working cycle, The fire angle performs an ignition process on the engine.

13. The device according to claim 12, characterized in that The second determination module is further configured to determine a knock intensity of the knock event; and determine the second ignition correction angle corresponding to the knock level according to the knock level corresponding to the knock intensity.

14. The device according to any one of claims 9 to 13, characterized in that The cylinder comprises a plurality of; The first ignition module is further configured to perform a separate ignition process on each of the cylinders based on the first target ignition angle corresponding to each of the cylinders.

15. The device according to any one of claims 9 to 13, characterized in that The acquisition module is further configured to acquire a first signal generated by the cylinder within a historical working cycle of the cylinder, wherein the first signal is used to indicate that the compression ignition event has occurred in the cylinder; and based on the first signal, acquire the preset ignition angle and the preset combustion state parameters corresponding to the cylinder.

16. The device according to claim 15, characterized in that The device also includes: The signal generating module is configured to obtain, within the historical working cycle, a plurality of crankshaft angles obtained by sequentially rotating the crankshaft of the engine by a preset angle increment; determine the combustion heat release data of the cylinder based on the plurality of crankshaft angles; perform data analysis on the combustion heat release data to obtain an analysis result; and generate the first signal when the analysis result exceeds a compression ignition threshold.

17. An engine, characterized in that: include: a memory configured to store executable instructions; The processor is configured to implement the engine ignition method according to any one of claims 1 to 8 when executing the executable instructions stored in the memory.

18. A computer-readable storage medium, characterized in that: The device stores executable instructions and is configured to implement the engine ignition method according to any one of claims 1 to 8 when executed by a processor.

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