WO2025001880A1 - 一种压燃事件判定方法及装置、发动机、存储介质 - Google Patents

一种压燃事件判定方法及装置、发动机、存储介质 Download PDF

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Publication number
WO2025001880A1
WO2025001880A1 PCT/CN2024/099316 CN2024099316W WO2025001880A1 WO 2025001880 A1 WO2025001880 A1 WO 2025001880A1 CN 2024099316 W CN2024099316 W CN 2024099316W WO 2025001880 A1 WO2025001880 A1 WO 2025001880A1
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WIPO (PCT)
Prior art keywords
cylinder
compression ignition
crankshaft
heat release
combustion heat
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Ceased
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PCT/CN2024/099316
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English (en)
French (fr)
Inventor
陈龙
姚聪
雷雪
蔡文新
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Dongfeng Motor Group Co Ltd
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Dongfeng Motor Group Co Ltd
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F02B77/085—Safety, indicating, or supervising devices with sensors measuring combustion processes, e.g. knocking, pressure, ionization, combustion flame
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to the field of engine technology, and in particular to a compression ignition event determination method and device, an engine, and a storage medium.
  • automotive engines mainly include gasoline engines and diesel engines.
  • Gasoline engines use spark plugs to ignite gasoline to cause ignition and combustion in the cylinder to achieve power drive; diesel engines use compression strokes to compress the mixture of fuel and air to cause compression ignition and combustion in the cylinder to achieve power drive.
  • the Ignition Compression Ignition gasoline engine mainly combines spark plug ignition technology, compression stroke compression ignition technology and lean combustion technology to achieve ignition compression ignition combustion in the cylinder, significantly improving combustion efficiency.
  • the present disclosure provides a compression ignition event determination method and device, an engine, and a storage medium.
  • the compression ignition event determination method proposed in the present disclosure can accurately and reasonably determine the compression ignition event in the engine cylinder, which is helpful for the subsequent effective control of the engine cylinder to achieve ignition compression ignition combustion.
  • a compression ignition event determination method is provided, which is applied to an engine.
  • the method comprises:
  • the combustion heat release data includes a combustion heat release rate curve
  • the analysis result includes a curve change value
  • performing data analysis on the combustion heat release data to obtain the analysis result includes:
  • the curve change value includes a maximum value of a curve value of the combustion heat release rate curve within the preset crankshaft angle interval and an extreme value of a curvature change of the combustion heat release rate curve within the preset crankshaft angle interval; performing data analysis on the combustion heat release rate curve of the cylinder based on the preset crankshaft angle interval to obtain the curve change value of the combustion heat release rate curve within the preset crankshaft angle interval includes:
  • the curve value of the combustion heat release rate curve within the preset crankshaft angle interval is analyzed and calculated to obtain the extreme value of the curvature change.
  • analyzing and calculating the curve value of the combustion heat release rate curve within the preset crankshaft angle interval to obtain the curvature change extreme value includes:
  • the absolute value of the minimum ratio is taken as the extreme value of the curvature change.
  • the compression ignition threshold includes a first compression ignition threshold and a second compression ignition threshold; when the analysis result exceeds the compression ignition threshold, determining that a compression ignition event occurs in the cylinder includes:
  • determining the preset crankshaft angle interval corresponding to the cylinder includes:
  • the preset crankshaft angle interval is determined based on the first angle interval and the second angle interval.
  • determining combustion heat release data of the cylinders of the engine based on the plurality of crankshaft angles comprises:
  • 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.
  • determining the combustion heat release rate curve of the cylinder of the engine according to the cylinder pressure data and the cylinder volume corresponding to each crankshaft angle includes:
  • the combustion heat release rate curve of the cylinder is determined by multiplying the cylinder pressure difference value by the cylinder volume corresponding to the i-th crankshaft angle.
  • the cylinder includes a plurality of cylinders; when the analysis result exceeds a compression ignition threshold, determining that a compression ignition event occurs in the cylinder includes:
  • the method further comprises:
  • a first signal is generated; the first signal is used to indicate that the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event;
  • a second signal is generated, wherein the second signal is used to indicate that in a next working cycle, the cylinder needs to adjust the ignition angle to control the occurrence of the compression ignition event.
  • a compression ignition event determination device comprising:
  • An acquisition module is configured to acquire a plurality of crankshaft rotation angles obtained by sequentially rotating a crankshaft of the engine by preset angle increments;
  • a determination module configured to determine combustion heat release data of a cylinder of the engine based on a plurality of the crankshaft angles
  • An analysis module is configured to perform data analysis on the combustion heat release data to obtain analysis results
  • the determination module is configured to determine that a compression ignition event occurs in the cylinder when the analysis result exceeds a compression ignition threshold.
  • the combustion heat release data includes a combustion heat release rate curve
  • the analysis result includes a curve change value
  • the analysis module is further configured to determine a preset crankshaft angle interval corresponding to the cylinder; based on the preset crankshaft angle interval, perform data analysis 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.
  • the curve change value includes the maximum value of the curve value of the combustion heat release rate curve in the preset crankshaft angle interval and the maximum value of the curve value of the combustion heat release rate curve in the preset crankshaft angle interval.
  • the analysis module is further configured to analyze and sort the curve values of the combustion heat release rate curve within the preset crankshaft angle interval to obtain the maximum value of the curve value; and/or to analyze and calculate the curve values of the combustion heat release rate curve within the preset crankshaft angle interval to obtain the curvature change extreme value.
  • the analysis module is further configured to determine the difference between the curve values of the combustion heat release rate curve corresponding to two adjacent crankshaft angles among the multiple crankshaft angles within the preset crankshaft angle range; determine the minimum ratio among the multiple ratios between the multiple differences and the preset angle increments; and use the absolute value of the minimum ratio as the extreme value of the curvature change.
  • the compression ignition threshold includes a first compression ignition threshold and a second compression ignition threshold; the judgment module is further configured to judge that the compression ignition event occurs in the cylinder when the maximum value of the curve value exceeds the first compression ignition threshold and/or the extreme value of the curvature change exceeds the second compression ignition threshold.
  • the analysis module is also configured to determine a calibrated crankshaft angle corresponding to the cylinder; wherein the calibrated crankshaft angle is used to characterize the crankshaft angle corresponding to the piston of the cylinder reaching the compression top dead center position; based on the calibrated crankshaft angle and the calibrated crankshaft angle minus the first preset number of crankshaft angles corresponding to the preset angle increment, a first angle interval is determined; based on the calibrated crankshaft angle and the calibrated crankshaft angle plus the second preset number of crankshaft angles corresponding to the preset angle increment, a second angle interval is determined; based on the first angle interval and the second angle interval, the preset crankshaft angle interval is determined.
  • the determination module is further configured to determine the cylinder pressure data and the cylinder volume corresponding to each of the multiple crankshaft angles; and determine the combustion heat release rate curve of the cylinder of the engine based on the cylinder pressure data and the cylinder volume corresponding to each of the crankshaft angles.
  • the determination module is further configured to determine the i-th crankshaft angle among the plurality of crankshaft angles, wherein i is an integer; determine the 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; determine the 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; based on the The combustion heat release rate curve of the cylinder is determined by 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.
  • the cylinder includes a plurality of cylinders; the determination module is further configured to determine that the compression ignition event occurs in the cylinder when the analysis result determined by independently analyzing the combustion heat release data corresponding to each of the plurality of cylinders exceeds the compression ignition threshold.
  • the device also includes: a signal generating module, configured to generate a first signal when the compression ignition event occurs in the cylinder within a current working cycle; the first signal is used to indicate that the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event; when the compression ignition event does not occur in the cylinder, a second signal is generated, and the second signal is used to indicate that within the next working cycle, the cylinder needs to adjust the ignition angle to control the occurrence of the compression ignition event.
  • a signal generating module configured to generate a first signal when the compression ignition event occurs in the cylinder within a current working cycle; the first signal is used to indicate that the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event; when the compression ignition event does not occur in the cylinder, a second signal is generated, and the second signal is used to indicate that within the next working cycle, the cylinder needs to adjust the ignition angle to control the occurrence of the compression ignition event.
  • an engine comprising:
  • a memory for storing executable instructions
  • the processor is used to implement the compression ignition event determination method proposed in the first aspect of the present disclosure when executing the executable instructions stored in the memory.
  • a computer-readable storage medium which stores executable instructions for implementing the compression ignition event determination method proposed in the first aspect of the present disclosure when executed by a processor.
  • the compression ignition event determination method proposed in the embodiment of the present invention data analysis is performed on the combustion heat release data determined by the crankshaft angle of the engine's cyclic rotation, and the compression ignition event in the engine cylinder is determined based on the relationship between the analysis result and the compression ignition threshold value; in this way, the determination method proposed in the present invention is simple, and can quickly, accurately and reasonably determine the compression ignition event in the cylinder, and accurately locate the position and crankshaft angle of the compression ignition event; it is helpful to subsequently effectively control the ignition compression ignition combustion in the engine cylinder, and further improves the engine combustion efficiency compared to blindly controlling the ignition without knowing the engine combustion state.
  • FIG1 is a flow chart of a method for determining a compression ignition event according to an exemplary embodiment
  • FIG2 is a second flow chart of a method for determining a compression ignition event according to an exemplary embodiment
  • FIG3 is a third flow chart of a method for determining a compression ignition event according to an exemplary embodiment
  • FIG4 is a diagram showing a test analysis of combustion data in a cylinder according to an exemplary embodiment
  • Fig. 5 is a schematic block diagram of the structure of an engine according to an exemplary embodiment.
  • first ⁇ second ⁇ third involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that “first ⁇ second ⁇ third” can be interchanged with a specific order or sequence 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.
  • FIG. 1 is a flow chart of a compression ignition event determination method according to an exemplary embodiment. As shown in FIG. 1 , the compression ignition event determination method proposed in the present disclosure is applied to an engine, and the compression ignition event determination method can be implemented through steps 101 to 104:
  • Step 101 obtaining a plurality of crankshaft rotation angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments;
  • Step 102 determining combustion heat release data of the cylinders of the engine based on the plurality of crankshaft angles
  • Step 103 performing data analysis on the combustion heat release data to obtain analysis results
  • Step 104 When the analysis result exceeds the compression ignition threshold, it is determined that a compression ignition event occurs in the cylinder.
  • the compression ignition event determination method proposed in the present disclosure is applied in an engine, specifically, in a spark-ignition compression ignition gasoline engine.
  • the spark ignition compression ignition gasoline engine has a new combustion method that combines the ignition process and the compression ignition process, and it is necessary to arrange the injector and the spark plug at the center of the spark ignition combustion chamber at the same time.
  • One working stroke (working cycle) of the spark ignition compression ignition gasoline engine will control the injector to perform two injections and control the spark plug to ignite once.
  • the piston moves to the compression bottom dead center, and the engine inhales air.
  • the control module such as the Electronic Control Unit (ECU) controls the injector to perform the first injection into the cylinder.
  • the first injection amount will be contained in the cylinder, and the oil concentration is thin.
  • the piston moves to the compression top dead center.
  • the ECU controls the injector to perform the second injection into the center pit on the top of the piston.
  • the second injection amount will be contained in the center pit on the top of the piston, and the oil concentration is high.
  • 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 volume of the first compressed injection when it reaches the top dead center of compression, thus completing the entire ignition and compression combustion process.
  • the crankshaft is a rotating part in the engine, which bears the force transmitted by the crank connecting rod and converts it into torque to drive the piston in the engine cylinder to work effectively.
  • the crankshaft of the engine rotates 360 degrees.
  • the crankshaft angle is the rotation angle of the crankshaft.
  • the piston is moved to The crankshaft angle corresponding to the position of the compression top dead center is set as the calibrated crankshaft angle, and here, the calibrated crankshaft angle is defined as 0 degrees.
  • crankshaft angle obtained by the engine's crankshaft rotating in a preset rotation direction in sequence at preset 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, cylinder volume, etc.
  • the preset rotation direction can be clockwise or counterclockwise; the preset angle increment is pre-set and has a corresponding relationship with the torque variable of the engine.
  • the disclosed embodiment controls the torque based on the control module (such as ECU) of the engine to sequentially change the torque variable to achieve the crankshaft rotating in the preset rotation direction by the preset angle increment.
  • the preset angle increment may be 1 degree.
  • crankshaft angle is used as a reference to monitor multiple crankshaft angles obtained every time the engine crankshaft rotates 1 degree, and cylinder characteristic data such as cylinder pressure, piston position, cylinder volume, etc. corresponding to each crankshaft angle are obtained.
  • step 102 based on cylinder characteristic data corresponding to each crankshaft angle among a plurality of crankshaft angles, combustion heat release data of the cylinder is determined according to the cylinder characteristic data.
  • the combustion heat release data is used to reflect the combustion state of the gasoline and lean mixture in the cylinder of the engine.
  • the combustion heat release data includes but is not limited to the combustion heat release, the heat release rate curve obtained based on the combustion heat release, the cylinder pressure curve, the engine work energy, etc.
  • step 103 the combustion heat release data is analyzed, calculated, and sorted to obtain an analysis result representing the combustion state in the cylinder.
  • the combustion heat release corresponding to each crankshaft angle can be sorted to obtain an analysis result, and the analysis result includes the average value of the combustion heat release;
  • the combustion heat release data includes a cylinder pressure curve, the cylinder pressure curve is differentiated to obtain the analysis result, and the analysis result includes the cylinder pressure rise rate;
  • the combustion heat release data includes the engine work energy, the work energy is analyzed based on the cylinder volume to obtain the analysis result, and the analysis result includes the mean effective pressure; here, the mean effective pressure refers to the effective work generated per unit cylinder working volume.
  • step 104 when the analysis result exceeds the compression ignition threshold, it can be determined that compression ignition occurs in the cylinder. Burning incident.
  • the compression ignition event occurring in the cylinder of the spark ignition compression ignition gasoline engine in the present disclosure is manifested as: through the ignition process of the spark plug and the compression ignition process of the up and down movement of the piston, the gasoline and the lean mixture in the cylinder are burned, presenting an spark ignition compression ignition combustion state.
  • the compression ignition threshold when the analysis results include an average value of combustion heat release, the compression ignition threshold includes a heat threshold, and when the average value of combustion heat release exceeds the heat threshold, it is determined that a compression ignition event has occurred in the cylinder, and when the average value of combustion heat release does not exceed the heat threshold, it is determined that no compression ignition event has occurred in the cylinder; when the analysis results include a cylinder pressure increase rate, the compression ignition threshold includes a cylinder pressure curve threshold, and when the maximum value of the cylinder pressure increase rate exceeds the cylinder pressure curve threshold, it is determined that a compression ignition event has occurred in the cylinder, and when the maximum value of the cylinder pressure increase rate does not exceed the cylinder pressure curve threshold, it is determined that no compression ignition event has occurred in the cylinder; when the analysis results include a mean effective pressure, the compression ignition threshold includes an effective pressure threshold, and when the mean effective pressure exceeds the effective pressure threshold, it is determined that a compression ignition event has occurred in the cylinder;
  • the analysis results in the embodiment of the present disclosure include any one of the above parameters and may also include other parameters.
  • any one parameter or multiple optional parameters exceed the corresponding compression ignition threshold, it can be determined that a compression ignition event has occurred in the cylinder.
  • the compression ignition event determination method proposed in the present disclosure further includes:
  • a first signal is generated; the first signal is used to indicate that the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event;
  • a second signal is generated, wherein the second signal is used to indicate that in a next working cycle, the cylinder needs to adjust the ignition angle to control the occurrence of the compression ignition event.
  • a signal corresponding to the state determination result can be output in the cylinder.
  • the first signal is output as a high-level digital signal, which is used to indicate that a compression ignition event occurs in the cylinder, and the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event in the subsequent working cycle;
  • the second signal is output as a low-level digital signal, which is used to indicate that a compression ignition event does not occur in the cylinder, and the ignition angle needs to be adjusted in the subsequent working cycle to control the occurrence of the compression ignition event in the cylinder.
  • the first signal is transmitted in the form of a signal 1 (true)
  • the second signal is transmitted in the form of a signal 0 (false).
  • the preset ignition angle and preset combustion state parameters corresponding to the cylinder are obtained based on the first signal, and the preset ignition angle is written into the ignition angle three-dimensional table (MAP1), and the preset combustion state parameters are written into the combustion heat release control three-dimensional table (MAP2).
  • the preset ignition angle is the current ignition angle of the cylinder;
  • the preset combustion state parameters include the crankshaft angle corresponding to the parameter value of the combustion heat release rate reaching 50%, and the engine cylinder is controlled to ignite compression ignition combustion in subsequent working cycles through MAP1 and MAP2.
  • the cylinder is ignited using a preset ignition angle output by MAP1, and the ignition angle correction process is performed based on a preset combustion state parameter output by MAP2.
  • the first signal and the second signal are used to output the determination result of the compression ignition event through a digital signal, so that the engine can effectively identify the determination result, so as to facilitate the subsequent precise control of the engine combustion state.
  • the compression ignition event determination method proposed in the embodiment of the present disclosure the combustion heat release data determined by the crankshaft angle of the engine's cyclic rotation is analyzed, and the compression ignition event in the engine cylinder is determined based on the relationship between the analysis result and the compression ignition threshold.
  • the determination method proposed in the present disclosure is simple, and can quickly, accurately and reasonably determine the compression ignition event in the cylinder, and accurately locate the position and crankshaft angle of the compression ignition event; it is helpful to effectively control the subsequent ignition compression ignition combustion in the cylinder of the engine, and further improves the engine combustion efficiency compared to blindly controlling the ignition without knowing the combustion state of the engine.
  • the combustion heat release data presented in the present disclosure may include a combustion heat release rate curve.
  • step 102 determining the combustion heat release data of the cylinders of the engine based on the plurality of crankshaft angles includes:
  • 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.
  • the combustion heat release rate curve is formed based on the combustion heat release rate of the cylinder at multiple crankshaft angles. Specifically, the cylinder characteristic data (including cylinder pressure data and cylinder volume) corresponding to each crankshaft angle ⁇ is used. The combustion heat release rate is determined, and then a combustion heat release rate curve is obtained based on the combustion heat release rates at multiple crankshaft angles ⁇ .
  • the combustion heat release rate (dQ/d ⁇ ) is used to characterize the change in the instantaneous heat release energy Q corresponding to the cylinder at each crankshaft angle ⁇ based on the crankshaft angle ⁇ .
  • the disclosed embodiment determines the curve change value of the combustion heat release rate through the cylinder pressure data and the cylinder volume corresponding to the crankshaft angle, and can concretely represent the combustion heat release data in the cylinder, so as to effectively determine the occurrence of a compression ignition event in the cylinder through data analysis results of the curve change value.
  • a combustion heat release rate curve of the cylinder of the engine is determined, including:
  • a combustion heat release rate curve of the cylinder is determined based on the product of the volume difference value and the cylinder pressure data corresponding to the i-th crank angle and the product of the cylinder pressure difference value and the cylinder volume corresponding to the i-th crank angle.
  • the calibrated crankshaft angle (the crankshaft angle corresponding to the piston of the cylinder reaching the compression top dead center position) is defined as 0 degrees, and during the crankshaft angle rotation process, the i-th crankshaft angle corresponding to each preset angle increment of the cylinder is determined.
  • the preset angle increment proposed in the present disclosure is an integer, and the angle interval between i and i-1, and between i and i+1 is the same as the preset angle increment, and here, the preset angle increment is 1 degree.
  • 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 formula (1) and formula (2):
  • 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 cylinder
  • l is the length of the crank connecting rod
  • a is the crank radius, here, i ⁇ [-180, 180].
  • the combustion heat release rate (dQ/di, i.e., Qi) can be obtained by formula (3):
  • 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-1th crankshaft angle
  • Vi-1 is the cylinder volume corresponding to the i-1th crankshaft angle
  • Pi+1 is the cylinder pressure data corresponding to the i+1th crankshaft angle
  • Vi+1 is the cylinder volume corresponding to the i+1th crankshaft angle
  • k is the thermodynamic polynomial coefficient, which is a preset parameter.
  • k of the spark-ignition compression ignition gasoline engine can be set to 1.35, where i ⁇ [-180, 180].
  • the disclosed embodiment effectively determines the change in combustion heat release when the crankshaft angle changes, that is, the combustion heat release rate, through the cylinder pressure data and cylinder volume corresponding to the i-th crankshaft angle, the i-1-th crankshaft angle and the i+1-th crankshaft angle, and obtains a combustion heat release rate curve, which concretely represents the combustion heat release data in the cylinder.
  • FIG. 2 is a flow chart of a compression ignition event determination method according to an exemplary embodiment.
  • the combustion heat release data includes a combustion heat release rate curve
  • the analysis result includes a curve change value; in conjunction with FIG. 2 , the data analysis of the combustion heat release data in step 103 to obtain the analysis result can be implemented by the following steps:
  • Step 1031 determining a preset crankshaft angle interval corresponding to the cylinder
  • Step 1032 Based on the preset crankshaft angle interval, perform data analysis 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.
  • step 104 can be implemented by step 1041:
  • Step 1041 When the curve change value exceeds the compression ignition threshold, it is determined that a compression ignition event occurs in the cylinder.
  • the preset angle interval may be pre-set or dynamically adjusted.
  • the preset crankshaft angle interval may be the angle interval corresponding to the crankshaft rotation when the piston moves from the compression top dead center position to the compression bottom dead center position; the preset crankshaft angle interval may also be the angle interval between the crankshaft angle corresponding to the spark plug ignition position (i.e., the ignition angle) of the piston and the crankshaft angle corresponding to the piston moving to the compression top dead center and from the compression top dead center to the specified position.
  • the engine cylinders fully burn and release heat and perform work externally within a preset crankshaft angle range.
  • step 1031 determining the preset crankshaft angle interval corresponding to the cylinder may be implemented in the following manner:
  • the preset crankshaft angle interval is determined based on the first angle interval and the second angle interval.
  • the calibrated crankshaft angle (the crankshaft angle corresponding to the cylinder piston reaching the compression top dead center position) is defined as 0 degrees; the first preset number and the second preset number can be pre-set, and the first preset number and the second preset number can be the same or different.
  • the first angle interval is determined based on the calibrated crankshaft angle minus a first preset number of crankshaft angles corresponding to the preset angle increments, which can be implemented as follows: the first angle interval is determined to be (-20, 0] based on the crankshaft angle obtained by subtracting 20 1-degree increments from 0 degree; the second angle interval is determined based on the calibrated crankshaft angle plus a second preset number of crankshaft angles corresponding to the preset angle increments, which can be implemented as the crankshaft angle obtained by adding 70 1-degree increments from 0 degree is determined to be [0, 70].
  • determining the preset crankshaft angle interval includes: taking the set of the first angle interval and the second angle interval as the preset crankshaft angle interval.
  • the preset crankshaft angle interval is (-20, 70).
  • the disclosed embodiment can locate the area where the engine cylinder is fully combusted by acquiring a preset crankshaft angle interval, thereby further making the analysis of the combustion heat release data more representative and improving the accuracy of determining the occurrence of a compression ignition event.
  • step 1032 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 in the preset crankshaft angle interval, which can be implemented by sorting the curve values corresponding to all crankshaft angles of the combustion heat release rate curve in the preset crankshaft angle interval (i.e., the combustion heat release rates corresponding to all crankshaft angles) to determine the minimum value of the curve value of the combustion heat release rate curve. Accordingly, in step 1041, when the minimum value of the curve value exceeds the compression ignition threshold (e.g., the minimum compression ignition threshold), it is determined that a compression ignition event occurs in the cylinder.
  • the compression ignition threshold e.g., the minimum compression ignition threshold
  • the combustion heat release data in the cylinder can be concretely represented, so as to determine the occurrence of the compression ignition event in the cylinder through the analysis result of the curve change value.
  • the curve change value includes a maximum value of a curve value of the combustion heat release rate curve within the preset crankshaft angle interval and an extreme value of a curvature change of the combustion heat release rate curve within the preset crankshaft angle interval; performing data analysis on the combustion heat release rate curve of the cylinder based on the preset crankshaft angle interval to obtain the curve change value of the combustion heat release rate curve within the preset crankshaft angle interval includes:
  • the curve value of the combustion heat release rate curve within the preset crankshaft angle interval is analyzed and calculated to obtain the extreme value of the curvature change.
  • the curve values corresponding to all crankshaft angles in the preset crankshaft angle interval of the combustion heat release rate curve are sorted to determine the maximum value of the curve value.
  • the combustion heat release rate curve is derivated within the preset crankshaft angle interval to obtain the combustion heat release rate (dQ/d ⁇ ) within two adjacent crankshaft angles (i.e., the interval A curvature change value (2dQ/d ⁇ ) between a preset angle increment) is determined, and the minimum value of the curvature change value (2dQ/d ⁇ ) within the preset crankshaft angle interval is determined, and the absolute value of the minimum value is taken as the curvature change extreme value.
  • the curvature change curve formed by the curvature change value can reflect the degree of change of the combustion heat release rate at the preset angle increment.
  • the degree of change of the combustion heat release rate is close to the degree of change of the compression ignition combustion heat release rate, the effective occurrence of the compression ignition event in the cylinder can be determined.
  • the degree of change of the compression ignition combustion heat release rate in the present disclosure can be characterized by the compression ignition threshold.
  • analyzing and calculating the curve value of the combustion heat release rate curve within the preset crankshaft angle interval to obtain the curvature change extreme value includes:
  • the absolute values of the multiple minimum ratios are taken as the extreme values of the curvature change.
  • the curvature change value (2dQ/di) corresponding to the i-th crankshaft angle within the preset crankshaft angle interval is obtained by the following formula (4):
  • Qi -Qi -1 is expressed as the difference between the curve values of the combustion heat release rate curve corresponding to two adjacent crankshaft angles; the curve value of the combustion heat release rate curve, i.e., the combustion heat release rates Qi and Qi-1, can be obtained by formula (3); [i-(i-1)] is expressed as a preset angle increment, where the preset angle increment is 1 degree, i is an integer, and i is within the preset crankshaft angle range.
  • the disclosed embodiment obtains the maximum value of the combustion heat release rate curve in a preset crankshaft angle interval and the curvature change extreme value of the combustion heat release rate curve in the preset crankshaft angle interval through data analysis.
  • the value can concretely represent the combustion heat release state in the cylinder, so that the occurrence of the compression ignition event can be effectively determined by the maximum value of the curve value and/or the extreme value of the curvature change.
  • the compression ignition threshold includes a first compression ignition threshold and a second compression ignition threshold; when the analysis result exceeds the compression ignition threshold, determining that a compression ignition event occurs in the cylinder includes:
  • the first compression ignition threshold value includes the maximum value of the curve value of the compression ignition combustion heat release rate curve when the cylinder is in the compression ignition working condition, which is used to indicate that efficient compression ignition combustion has occurred in the cylinder.
  • the first compression ignition threshold value may be the maximum value of the curve value of the combustion heat release rate curve in a working cycle in which a compression ignition event occurs on the cylinder, or may be the average value of the maximum values of the curve value of the combustion heat release rate curve in multiple working cycles in which compression ignition events occur.
  • the second compression ignition threshold is represented by the extreme value of the curvature change of the compression ignition combustion heat release rate curve when the cylinder is in the compression ignition working condition, where the extreme value of the curvature change is the minimum value of the curvature change value, and is used to characterize the position corresponding to the maximum degree of change of the compression ignition combustion heat release rate.
  • the second compression ignition threshold may be the minimum value of the curvature change value of the compression ignition combustion heat release rate curve in a working cycle in which a compression ignition event occurs on the cylinder, or may be the average value of the minimum values of the curvature change value of the combustion heat release rate curve in multiple working cycles in which compression ignition events occur.
  • the first compression ignition threshold and the second compression ignition threshold are different.
  • the first compression ignition threshold limit1 may be set between 70% and 90%
  • the second compression ignition threshold limit2 may be set between 3 and 5.
  • the maximum value of the curve value When the first compression ignition threshold value limit1 is exceeded it can be determined that a compression ignition event occurs in the cylinder; in other examples, when the curvature changes to an extreme value When the second compression ignition threshold value limit2 is exceeded, it can be determined that a compression ignition event occurs in the cylinder; in some other examples, when the maximum value of the curve value Exceeds the first compression ignition threshold limit1, and the curvature changes to the extreme value When the second compression ignition threshold value limit2 is exceeded, it can be confirmed that A compression ignition event occurs in the cylinder.
  • 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, which helps to speed up the subsequent engine ignition control process; the occurrence of a compression ignition event can be more accurately determined based on the relationship between the extreme value of the curvature change and the second compression ignition threshold, which helps to ensure the accuracy of the subsequent engine ignition control; and, by combining the relationship between the maximum value of the curve value and the first compression ignition threshold and the relationship between the extreme value of the curvature change and the second compression ignition threshold, it is possible to more efficiently and accurately determine whether a compression ignition event has occurred in the cylinder, thereby improving the diversity and reliability of determining the occurrence of a compression ignition event in the cylinder.
  • the cylinder includes a plurality of cylinders; when the analysis result exceeds a compression ignition threshold, determining that a compression ignition event occurs in the cylinder includes:
  • the spark-ignition compression ignition gasoline engine proposed in the present disclosure may have multiple cylinders.
  • the multiple cylinders may be three, four or five, etc., and the present disclosure does not impose any limitation on this.
  • the combustion in each cylinder is independent; therefore, the acquisition of combustion heat release data in the cylinder, the analysis results, and the determination of the occurrence of compression ignition events are all processed independently for each cylinder by the engine control module.
  • the compression ignition threshold corresponding to each cylinder is also determined based on the combustion heat release data of the cylinder in the historical working cycle when the compression ignition event occurred.
  • the disclosed embodiment independently analyzes and judges the multiple cylinders of the engine, thereby facilitating subsequent individual ignition control of each cylinder of the engine. Compared with unified ignition control, it takes into account the differences between each cylinder and further improves the combustion efficiency of the engine.
  • the compression ignition event determination method can be implemented in an ignition compression ignition gasoline engine, by installing a pressure sensor in each cylinder of the ignition compression ignition gasoline engine, and determining whether a compression ignition event occurs by designing a test method and processing cylinder pressure data.
  • FIG. 3 is a flow chart of a compression ignition event determination method according to an exemplary embodiment. As shown in FIG. 3 , the compression ignition event determination method proposed in the present disclosure can be implemented by the following steps:
  • Step 301 measuring the combustion heat release rate of the cylinder based on the crankshaft angle
  • the combustion heat release rate (dQ/d ⁇ ) of each cylinder is obtained by processing the above data.
  • the combustion heat release rate (dQ/d ⁇ ) is used to characterize the change in the instantaneous heat release energy Q corresponding to the cylinder at each crankshaft angle ⁇ based on the crankshaft angle ⁇ .
  • 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-1th crankshaft angle
  • Vi-1 is the cylinder volume corresponding to the i-1th crankshaft angle
  • Pi+1 is the cylinder pressure data corresponding to the i+1th crankshaft angle
  • Vi+1 is the cylinder volume corresponding to the i+1th crankshaft angle
  • k is the thermodynamic polynomial coefficient, which is a preset parameter.
  • k of the spark-ignition compression ignition gasoline engine can be set to 1.35, where i ⁇ [-180, 180].
  • Step 302 obtaining a combustion heat release rate curve corresponding to the combustion heat release rate
  • Figure 4 is a cylinder combustion data test analysis diagram according to an exemplary embodiment.
  • the abscissa of the coordinate system represents the crankshaft angle
  • the ordinate represents the crankshaft angle CA corresponding to the combustion heat release rate
  • the solid line in Figure 4 represents the combustion heat release rate curve corresponding to the combustion heat release rate.
  • Step 303 performing a derivative process on the combustion heat release rate curve based on the crankshaft angle, and determining an extreme value of the curvature change of the combustion heat release rate curve within a preset crankshaft angle range.
  • the combustion heat release rate curve is differentiated based on the crankshaft angle to obtain the curvature change value (2dQ/d ⁇ ) of the combustion heat release rate (dQ/d ⁇ ) between two adjacent crankshaft angles (i.e., separated by a preset angle increment), and the minimum value among the multiple curvature change values (2dQ/d ⁇ ) within the preset crankshaft angle interval is determined, and the absolute value of the minimum value is taken as the extreme value of the curvature change.
  • the curvature change value (2dQ/di) corresponding to the i-th crankshaft angle within the preset crankshaft angle interval is obtained by the following formula (4):
  • i is an integer, and i is within the preset crankshaft angle range.
  • the dotted line in Figure 4 represents the curvature change curve formed by the curvature change value of the combustion heat release rate curve.
  • 0 degrees in the horizontal axis represents the crankshaft angle corresponding to the compression top dead center position of the piston reaching the cylinder; the preset crankshaft interval is between the starting angle Angel_start (such as -20 degrees) and the ending angle Angel_end (such as 70 degrees).
  • Step 304 obtaining a second compression ignition threshold
  • the second compression ignition threshold value limt2 is obtained.
  • the second compression ignition threshold value limit2 can be set between 3 and 5.
  • Step 305 determining whether the curvature change extreme value is greater than the second compression ignition threshold; if so, executing step 306 , if not, executing step 307 .
  • Step 306 determining that a compression ignition event occurs in the cylinder and generating a first signal
  • the first signal is transmitted in the form of a digital signal 1 (true).
  • Step 307 determining that no compression ignition event occurs in the cylinder, and generating a second signal.
  • the second signal is transmitted in the form of a digital signal 0 (false).
  • Step 306 and step 307 can be implemented as follows:
  • the spark ignition compression ignition gasoline engine includes a plurality of cylinders, each cylinder is independently operated. Data collection, signal processing and compression ignition event determination, and transmission of the compression ignition event determination result of each cycle in the form of 1 (true) or 0 (false); after determining that a compression ignition event has occurred, determine the ignition angle corresponding to the cylinder so that the controller can perform ignition control on the cylinder to promote compression ignition in subsequent working cycles.
  • the compression ignition event determination method proposed in the present disclosure can accurately and reasonably determine the compression ignition event in the engine cylinder, which helps to effectively control the subsequent ignition compression ignition combustion in the engine cylinder.
  • FIG. 5 is a schematic block diagram of the structure of an engine shown according to an exemplary embodiment.
  • an engine 500 includes: at least one processor 501 and a memory 502.
  • the various components in the engine 500 are coupled together via a bus system 503.
  • the bus system 503 is used to achieve connection and communication between these components.
  • the bus system 503 also includes a power bus, a control bus, and a status signal bus.
  • various buses are labeled as bus systems 503 in FIG. 5 .
  • Processor 501 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., where the general-purpose processor can be a microprocessor or any conventional processor, etc.
  • DSP digital signal processor
  • the memory 502 may be removable, non-removable, or a combination thereof.
  • An exemplary hardware device may be a solid-state memory.
  • the memory 502 may optionally include one or more storage devices that are physically remote from the processor 501.
  • the memory 502 includes a volatile memory or a non-volatile memory, and may also include both volatile and non-volatile memories.
  • the non-volatile memory may be a read-only memory (ROM), and the volatile memory may be a random access memory (RAM).
  • the memory 502 described in the embodiments of the present disclosure is intended to include any suitable type of memory.
  • the memory 502 can store data to support various operations, and examples of these data include programs, modules, and data structures, or subsets or supersets thereof.
  • the memory 502 stores an operating system 5021 and a compression ignition event determination device 5022. Specifically:
  • Operating system 5021 including a computer configured to handle various basic system services and perform hardware-related tasks
  • System programs such as the framework layer, core library layer, and driver layer, are used to implement various basic services and process hardware-based tasks.
  • the compression ignition event determination device may be implemented in software.
  • FIG. 5 shows a compression ignition event determination device 5022 stored in the memory 502, which may be software in the form of a program or a plug-in, and includes the following software modules: an acquisition module 50221, a determination module 50222, an analysis module 50223, a determination module 50224, and a signal generation module 50225. These modules are logical, and therefore may be arbitrarily combined or further split according to the functions implemented. The functions of each module will be described below.
  • the compression ignition event determination device provided in the embodiments of the present disclosure may be implemented in hardware.
  • the compression ignition event determination device provided in the embodiments of the present disclosure may be a processor in the form of a hardware decoding processor, which is programmed to execute the compression ignition event determination method provided in the embodiments of the present disclosure.
  • the processor in the form of a hardware decoding processor may adopt 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.
  • ASICs application specific integrated circuits
  • DSPs digital signal processor
  • PLDs programmable logic devices
  • CPLDs complex programmable logic devices
  • FPGAs field programmable gate arrays
  • the software module stored in the compression ignition event determination device 5022 of the memory 502 may include:
  • the acquisition module 50221 is configured to acquire a plurality of crankshaft rotation angles obtained by sequentially rotating the crankshaft of the engine by preset angle increments;
  • a determination module 50222 is configured to determine combustion heat release data of a cylinder of the engine based on a plurality of crankshaft angles
  • the analysis module 50223 is configured to perform data analysis on the combustion heat release data to obtain analysis results
  • the determination module 50224 is configured to determine that a compression ignition event occurs in the cylinder when the analysis result exceeds a compression ignition threshold.
  • the combustion heat release data includes a combustion heat release rate curve
  • the analysis result includes a curve change value
  • the analysis module 50223 is also configured to determine a preset crankshaft angle interval corresponding to the cylinder; based on the preset crankshaft angle interval, perform data analysis 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.
  • the curve change value includes a maximum value of a curve value of the combustion heat release rate curve within the preset crankshaft angle interval and an extreme value of a curvature change of the combustion heat release rate curve within the preset crankshaft angle interval.
  • the analysis module 50223 is further configured to analyze and sort the curve values of the combustion heat release rate curve within the preset crankshaft angle interval to obtain the maximum value of the curve value; and/or to analyze and calculate the curve values of the combustion heat release rate curve within the preset crankshaft angle interval to obtain the extreme value of the curvature change.
  • the analysis module 50223 is further configured to determine the difference between the curve values of the combustion heat release rate curve corresponding to two adjacent crankshaft angles among the multiple crankshaft angles within the preset crankshaft angle interval; determine the minimum ratio among the multiple ratios between the multiple differences and the preset angle increments; and use the absolute value of the minimum ratio as the extreme value of the curvature change.
  • the compression ignition threshold includes a first compression ignition threshold and a second compression ignition threshold; the determination module 50224 is further configured to determine that the compression ignition event occurs in the cylinder when the maximum value of the curve value exceeds the first compression ignition threshold and/or the curvature change extreme value exceeds the second compression ignition threshold.
  • the analysis module 50223 is further configured to determine a calibrated crankshaft angle corresponding to the cylinder; wherein the calibrated crankshaft angle is used to characterize the crankshaft angle corresponding to the piston of the cylinder reaching the compression top dead center position; a first angle interval is determined based on the calibrated crankshaft angle and the calibrated crankshaft angle minus a first preset number of crankshaft angles corresponding to the preset angle increment; a second angle interval is determined based on the calibrated crankshaft angle and the calibrated crankshaft angle plus a second preset number of crankshaft angles corresponding to the preset angle increment; the preset crankshaft angle interval is determined based on the first angle interval and the second angle interval.
  • the determination module 50222 is further configured to determine the cylinder pressure data and the cylinder volume corresponding to each of the multiple crankshaft angles; and determine the combustion heat release rate curve of the cylinder of the engine based on the cylinder pressure data and the cylinder volume corresponding to each of the crankshaft angles.
  • the determination module 50222 is further configured to determine the i-th crankshaft angle among the multiple crankshaft angles, where i is an integer; determine the 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; determine the 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; and determine the combustion heat release rate curve of the cylinder based on the product of the volume difference and the cylinder pressure data corresponding to the i-th crankshaft angle, and the product of the cylinder pressure difference and the cylinder volume corresponding to the i-th crankshaft angle.
  • the cylinder includes multiple cylinders; the judgment module 50224 is also configured to determine that the compression ignition event occurs in the cylinder when the analysis result determined by independently analyzing the combustion heat release data corresponding to each of the multiple cylinders exceeds the compression ignition threshold.
  • the device also includes: a signal generating module 50225, which is configured to generate a first signal when the compression ignition event occurs in the cylinder within the current working cycle; the first signal is used to indicate that the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event; when the compression ignition event does not occur in the cylinder, a second signal is generated, and the second signal is used to indicate that in the next working cycle, the cylinder needs to adjust the ignition angle to control the occurrence of the compression ignition event.
  • a signal generating module 50225 which is configured to generate a first signal when the compression ignition event occurs in the cylinder within the current working cycle; the first signal is used to indicate that the current ignition angle corresponding to the cylinder can be used to control the occurrence of the compression ignition event; when the compression ignition event does not occur in the cylinder, a second signal is generated, and the second signal is used to indicate that in the next working cycle, the cylinder needs to adjust the ignition angle to control the occurrence of the compression ignition event.
  • the embodiment of the present disclosure provides a computer program product or a computer program, which includes computer instructions, and the computer instructions are stored in a computer-readable storage medium.
  • the processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the compression ignition event determination method described in the embodiment of the present disclosure.
  • An embodiment of the present disclosure provides a computer-readable storage medium storing executable instructions, wherein the executable instructions are stored.
  • the processor When the executable instructions are executed by a processor, the processor will be caused to execute the compression ignition event determination method provided by the embodiment of the present disclosure.
  • 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 it may be various devices including one or any combination of the above memories.
  • 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.
  • executable instructions may, but do not necessarily, correspond to a file in a file system, may be stored as part of a file that stores other programs or data, such as, for example, 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 coordinated files (e.g., files storing one or more modules, subroutines, or code portions).
  • HTML HyperText Markup Language
  • executable instructions may be deployed to be executed on one computing device, or on multiple computing devices located at one site, or on multiple computing devices distributed across multiple sites and interconnected by a communication network.
  • the embodiments of the present disclosure can accurately and reasonably determine the compression ignition event in the engine cylinder, which helps to effectively control the ignition compression ignition combustion in the cylinder of the gasoline engine.

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Abstract

一种压燃事件判定方法及装置、发动机、存储介质。压燃事件判定方法应用于发动机中，包括：获取发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角（101）；基于多个曲轴转角确定发动机的气缸的燃烧放热数据（102）；对燃烧放热数据进行数据分析，得到分析结果（103）；当分析结果超过压燃阈值时，判定气缸中发生压燃事件（104）。通过提出的压燃事件判定方法，能够准确、合理的判定发动机气缸内的压燃事件，有助于后续有效控制发动机的气缸内实现点燃压燃燃烧。

Description

一种压燃事件判定方法及装置、发动机、存储介质 技术领域
本发明涉及发动机技术领域，尤其涉及一种压燃事件判定方法及装置、发动机、存储介质。
背景技术
随着生产生活的不断进步与发展，车辆成为了运输、代步等场景的重要工具，良好的发动机对车辆起到至关重要的作用。
目前，车用发动机主要包括汽油发动机和柴油发动机。汽油发动机是使用火花塞引燃汽油使气缸内发生点燃燃烧实现动力驱动；柴油发动机是使用压缩冲程将燃油跟空气的混合物压缩使气缸内发生压燃燃烧实现动力驱动。
而柴油发动机缺少火花塞结构促进点火会使发动机缺氧而产生有毒气体，造成环境污染，汽油机的燃油消耗率高，经济性差，所以，点燃压燃式汽油机是当前乘用车发动机发展的重要研究方向。点燃压燃式汽油机主要结合火花塞点燃技术和压缩冲程压燃技术以及稀薄燃烧技术，实现气缸内的点燃压燃燃烧，显著提升燃烧效率。
而在点燃压燃式汽油机中，如何精准判定压燃是否发生，以通过压燃事件进行后续发动机的点燃压燃燃烧控制，成为了亟待解决和突破的难点。
发明内容
为克服相关技术中存在的问题，本公开提供了一种压燃事件判定方法及装置、发动机、存储介质。通过本公开提出的压燃事件判定方法，能够准确、合理的判定发动机气缸内的压燃事件，有助于后续有效控制发动机的气缸内实现点燃压燃燃烧。
本公开实施例的技术方案是这样实现的：
本公开实施例的第一方面，提供一种压燃事件判定方法，应用于发动机中，所述方法包括：
获取所述发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角；
基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据；
对所述燃烧放热数据进行数据分析，得到分析结果；
当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件。
在一些实施例中，所述燃烧放热数据包括燃烧放热率曲线，所述分析结果包括曲线变化值；所述对所述燃烧放热数据进行数据分析，得到分析结果，包括：
确定所述气缸对应的预设曲轴转角区间；
基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值。
在一些实施例中，所述曲线变化值包括所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值的最大值和所述燃烧放热率曲线在所述预设曲轴转角区间内的曲率变化极值；所述基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值，包括：
对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析整理，得到所述曲线值的最大值；
和/或，
对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值。
在一些实施例中，所述对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值，包括：
确定所述预设曲轴转角区间内的多个所述曲轴转角中相邻两个所述曲轴转角对应的所述燃烧放热率曲线的所述曲线值之间的差值；
确定多个所述差值分别与所述预设角度增量之间的多个比值中的最小比 值；
将所述最小比值的绝对值作为所述曲率变化极值。
在一些实施例中，所述压燃阈值包括第一压燃阈值和第二压燃阈值；所述当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件，包括：
当所述曲线值的最大值超过所述第一压燃阈值，和/或，所述曲率变化极值超过所述第二压燃阈值时，判定所述气缸中发生所述压燃事件。
在一些实施例中，所述确定所述气缸对应的预设曲轴转角区间，包括：
确定所述气缸对应的标定曲轴转角；其中，所述标定曲轴转角用于表征所述气缸的活塞到达压缩上止点位置对应的所述曲轴转角；
基于所述标定曲轴转角和所述标定曲轴转角依次减去所述预设角度增量对应的第一预设数量个所述曲轴转角，确定第一角度区间；
基于所述标定曲轴转角和所述标定曲轴转角依次增加所述预设角度增量对应的第二预设数量个所述曲轴转角，确定第二角度区间；
基于所述第一角度区间和所述第二角度区间，确定所述预设曲轴转角区间。
在一些实施例中，所述基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据，包括：
确定多个所述曲轴转角中每个所述曲轴转角对应的缸压数据和缸内容积；
根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线。
在一些实施例中，所述根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线，包括：
在多个所述曲轴转角中确定第i度曲轴转角，其中，i是整数；
确定第i+1度曲轴转角对应的缸压数据和第i-1度曲轴转角对应的缸压数据之间的缸压差值；
确定所述第i+1度曲轴转角对应的缸内容积和所述第i-1度曲轴转角对应的缸内容积的容积差值；
基于所述容积差值与所述第i度曲轴转角对应的缸压数据的乘积，和所述 缸压差值和所述第i度曲轴转角对应的缸内容积的乘积，确定所述气缸的燃烧放热率曲线。
在一些实施例中，所述气缸包括多个；所述当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件，包括：
当对多个所述气缸中每个所述气缸对应的所述燃烧放热数据进行独立分析确定的所述分析结果超过所述压燃阈值时，判定所述气缸中发生所述压燃事件。
在一些实施例中，所述方法还包括：
在当前工作循环内，当所述气缸中发生所述压燃事件时，生成第一信号；所述第一信号用于指示所述气缸对应的当前点火角能够用于控制所述压燃事件发生；
当所述气缸中未发生所述压燃事件时，生成第二信号，所述第二信号用于指示在下一个工作循环内，所述气缸需要调整点火角以控制所述压燃事件发生。
本公开实施例的第二方面，提供一种压燃事件判定装置，所述装置包括：
获取模块，被配置为获取发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角；
确定模块，被配置为基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据；
分析模块，被配置为对所述燃烧放热数据进行数据分析，得到分析结果；
判定模块，被配置为当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件。
在一些实施例中，所述燃烧放热数据包括燃烧放热率曲线，所述分析结果包括曲线变化值；
所述分析模块，还被配置为确定所述气缸对应的预设曲轴转角区间；基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值。
在一些实施例中，所述曲线变化值包括所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值的最大值和所述燃烧放热率曲线在所述预设曲轴转角区 间内的曲率变化极值；
所述分析模块，还被配置为对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析整理，得到所述曲线值的最大值；和/或，对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值。
在一些实施例中，所述分析模块，还被配置为确定所述预设曲轴转角区间内的多个所述曲轴转角中相邻两个所述曲轴转角对应的所述燃烧放热率曲线的所述曲线值之间的差值；确定多个所述差值分别与所述预设角度增量之间的多个比值中的最小比值；将所述最小比值的绝对值作为所述曲率变化极值。
在一些实施例中，所述压燃阈值包括第一压燃阈值和第二压燃阈值；所述判定模块，还被配置为当所述曲线值的最大值超过所述第一压燃阈值，和/或，所述曲率变化极值超过所述第二压燃阈值时，判定所述气缸中发生所述压燃事件。
在一些实施例中，其特征在于，所述分析模块，还被配置为确定所述气缸对应的标定曲轴转角；其中，所述标定曲轴转角用于表征所述气缸的活塞到达压缩上止点位置对应的所述曲轴转角；基于所述标定曲轴转角和所述标定曲轴转角依次减去所述预设角度增量对应的第一预设数量个所述曲轴转角，确定第一角度区间；基于所述标定曲轴转角和所述标定曲轴转角依次增加所述预设角度增量对应的第二预设数量个所述曲轴转角，确定第二角度区间；基于所述第一角度区间和所述第二角度区间，确定所述预设曲轴转角区间。
在一些实施例中，所述确定模块，还被配置为确定多个所述曲轴转角中每个所述曲轴转角对应的缸压数据和缸内容积；根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线。
在一些实施例中，所述确定模块，还被配置为在多个所述曲轴转角中确定第i度曲轴转角，其中，i是整数；确定第i+1度曲轴转角对应的缸压数据和第i-1度曲轴转角对应的缸压数据之间的缸压差值；确定所述第i+1度曲轴转角对应的缸内容积和所述第i-1度曲轴转角对应的缸内容积的容积差值；基于所述 容积差值与所述第i度曲轴转角对应的缸压数据的乘积，和所述缸压差值和所述第i度曲轴转角对应的缸内容积的乘积，确定所述气缸的燃烧放热率曲线。
在一些实施例中，所述气缸包括多个；所述判定模块，还被配置为当对多个所述气缸中每个所述气缸对应的所述燃烧放热数据进行独立分析确定的所述分析结果超过所述压燃阈值时，判定所述气缸中发生所述压燃事件。
在一些实施例中，所述装置还包括：信号生成模块，被配置为在当前工作循环内，当所述气缸中发生所述压燃事件时，生成第一信号；所述第一信号用于指示所述气缸对应的当前点火角能够用于控制所述压燃事件发生；当所述气缸中未发生所述压燃事件时，生成第二信号，所述第二信号用于指示在下一个工作循环内，所述气缸需要调整点火角以控制所述压燃事件发生。
本公开实施例的第三方面，提供一种发动机，包括：
存储器，用于存储可执行指令；
处理器，用于执行所述存储器中存储的可执行指令时，实现本公开上述第一方面所提出的压燃事件判定方法。
本公开实施例的第四方面，提供一种计算机可读存储介质，存储有可执行指令，用于被处理器执行时，实现本公开上述第一方面所提出的压燃事件判定方法。
本公开实施例提供的技术方案可以包括以下有益效果：
通过本公开实施例提出的压燃事件判定方法，对发动机循环转动的曲轴转角确定的燃烧放热数据进行数据分析，基于分析结果与压燃阈值的关系判定发动机气缸内的压燃事件；如此，本公开提出的判定方法简单，能够快速、准确、合理的判定气缸内的压燃事件，并精准定位压燃事件发生的位置及曲轴转角；有助于后续有效控制发动机的气缸内实现点燃压燃燃烧，相对于不知晓发动机燃烧状态而盲目控制点火来说，进一步提高了发动机燃烧效率。
附图说明
图1是根据一示例性实施例示出的压燃事件判定方法的流程示意图一；
图2是根据一示例性实施例示出的压燃事件判定方法的流程示意图二；
图3是根据一示例性实施例示出的压燃事件判定方法的流程示意图三；
图4是根据一示例性实施例示出的气缸内燃烧数据测试分析图；
图5是根据一示例性实施例示出的发动机的结构示意框图。
具体实施方式
为了使本公开的目的、技术方案和优点更加清楚，下面将结合附图对本公开作进一步地详细描述，所描述的实施例不应视为对本公开的限制，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其它实施例，都属于本公开保护的范围。
在以下的描述中，涉及到“一些实施例”，其描述了所有可能实施例的子集，但是可以理解，“一些实施例”可以是所有可能实施例的相同子集或不同子集，并且可以在不冲突的情况下相互结合。
在以下的描述中，所涉及的术语“第一\第二\第三”仅仅是区别类似的对象，不代表针对对象的特定排序，可以理解地，“第一\第二\第三”在允许的情况下可以互换特定的顺序或先后次序，以使这里描述的本公开实施例能够以除了在这里图示或描述的以外的顺序实施。
除非另有定义，本文所使用的所有的技术和科学术语与属于本公开的技术领域的技术人员通常理解的含义相同。本文中所使用的术语只是为了描述本公开实施例的目的，不是旨在限制本公开。
参见图1，图1是根据一示例性实施例示出的压燃事件判定方法的流程示意图一。如图1所示的，本公开提出的压燃事件判定方法应用于发动机中，该压燃事件判定方法能够通过步骤101至步骤104实施：
步骤101、获取所述发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角；
步骤102、基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据；
步骤103、对所述燃烧放热数据进行数据分析，得到分析结果；
步骤104、当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件。
需要说明的是，本公开提出的压燃事件判定方法应用在发动机中，具体的，应用在点燃压燃式汽油发动机中。
这里，点燃压燃式汽油发动机具有将点燃过程和压燃过程结合的新型燃烧方式，需要在点燃压燃燃烧室的中心同时布置喷油器和火花塞。点燃压燃式汽油发动机的一个工作行程(工作循环)将控制喷油器进行两次喷油，控制火花塞进行一次点火。点燃压燃式汽油发动机的进气冲程中，活塞向压缩下止点运动，发动机吸气，在压缩下止点附近，控制模组例如电子控制单元(Electronic Control Unit，ECU)控制喷油器向气缸内进行第一次喷油，第一次喷油量都将被容纳在气缸内，油量浓度稀薄。点燃压燃式汽油发动机的压缩冲程中，活塞向压缩上止点运动，当活塞运行至压缩上止点附近时，ECU控制喷油器向活塞顶部中心凹坑进行第二次喷油，第二次喷油量都将被容纳于活塞顶部中心凹坑，油量浓度高。ECU控制喷油器完成第二次喷油并控制火花塞点火，引燃活塞顶部中心凹坑的第二次喷油量形成火核，火核使缸内温度和压力上升，促进被压缩的第一次喷油的稀薄油量到达压缩上止点时进行点燃压燃，完成整个点燃压燃的过程。
申请人在探索点燃压燃式汽油发动机的过程中发现，控制火花塞点火的点火角不同时，汽油机内可能出现不同的燃烧情况，识别有效压燃事件发生并确定压燃发生的点火角能够帮助发动机在后续的工作循环内准确的完成点燃压燃燃烧过程。因此，通过本公开提出的实施例，对发动机气缸的燃烧放热数据进行分析，能够准确、合理的判定点燃压燃式汽油发动机的气缸内的压燃事件，有助于后续有效控制点火角，以实现气缸内的汽油发生点燃压燃燃烧。
这里，在步骤101中，曲轴是发动机中的转动部件，承受曲柄连杆传来的力，并将其转变为转矩通过曲轴输出以驱动发动机气缸内的活塞有效工作。这里，发动机的曲轴旋转一周是360度，在气缸的一个工作循环内，发动机的曲轴旋转至少两周。这里，曲轴转角是曲轴的旋转角度。通常的，将活塞运动至 压缩上止点的位置对应的曲轴转角设置为标定曲轴转角，这里，将标定曲轴转角定义为0度。
在气缸的工作循环内，确定发动机的曲轴沿预设旋转方向依次转动预设角度增量得到的多个曲轴转角，并获取每个曲轴转角对应的气缸特征数据；这里，气缸特征数据包括但不限于缸压、活塞位置、缸内容积等。
需要说明的是，预设旋转方向可以是顺时针方向或逆时针方向；预设角度增量是预先设定的，与发动机的扭矩变量具有对应关系。具体的，本公开实施例基于发动机的控制模组(如ECU)控制扭矩依次改变扭矩变量以实现曲轴沿预设旋转方向依次转动预设角度增量。
示例性的，预设角度增量可以是1度。
在实际实施时，以曲轴转角为参考，监测发动机的曲轴每转动1度所得到的多个曲轴转角，以及获取每个曲轴转角对应的缸压、活塞位置、缸内容积等气缸特征数据。
在步骤102中，基于多个曲轴转角中每个曲轴转角对应的气缸特征数据，根据所述气缸特征数据确定气缸的燃烧放热数据。
这里，燃烧放热数据用于反映所述发动机的气缸中的汽油及稀薄混合气发生燃烧的燃烧状态。本公开中，燃烧放热数据包括但不限于燃烧放热量，基于燃烧放热量得到的放热率曲线、缸压曲线、发动机做功能量等。
在步骤103中，对燃烧放热数据通过分析、计算、整理等方式，得到表征气缸内燃烧状态的分析结果。
本公开实施例中，当燃烧放数据包括燃烧放热量时，可以对每个曲轴转角对应的燃烧放热量进行排序得到分析结果，此时分析结果包括燃烧放热量的平均值；当燃烧放热数据包括缸压曲线时，对缸压曲线进行求导处理得到分析结果，此时分析结果包括缸压升高率；当燃烧放热数据包括发动机做功能量时，对做功能量基于缸内容积进行数据分析得到分析结果，此时分析结果包括平均有效压力；这里，平均有效压力是指单位气缸工作容积发出的有效功。
在步骤104中，当分析结果超过压燃阈值时，可以判定所述气缸中发生压 燃事件。
这里，本公开中的点燃压燃式汽油机的气缸中发生压燃事件表现为：通过火花塞的点燃处理和活塞上下运动的压燃处理，使得气缸中的汽油和稀薄混合气发生燃烧，呈现点燃压燃燃烧状态。
结合本公开上述实施例示出的分析结果，当分析结果包括燃烧放热量的平均值时，压燃阈值包括热量阈值，在燃烧放热量的平均值超过热量阈值时，判定气缸中发生压燃事件，在燃烧放热量的平均值未超过热量阈值时，判定气缸中未发生压燃事件；当分析结果包括缸压升高率时，压燃阈值包括缸压曲线阈值，在缸压升高率的最大值超过缸压曲线阈值时，判定气缸中发生压燃事件，在缸压升高率的最大值未超过缸压曲线阈值时，判定气缸中未发生压燃事件；当分析结果包括平均有效压力时，压燃阈值包括有效压力阈值，在平均有效压力超过有效压力阈值时，判定气缸中发生压燃事件，在平均有效压力未超过有效压力阈值时，判定气缸中未发生压燃事件。
需要说明的是，本公开实施例中分析结果包括上述参数的任意之一，也可以包括其他参数，在实际实施时，任意一个参数或可选的多个参数超过对应的压燃阈值的情况下，可以判定所述气缸中发生压燃事件。
在一些实施例中，本公开提出的压燃事件判定方法还包括：
在当前工作循环内，当所述气缸中发生所述压燃事件时，生成第一信号；所述第一信号用于指示所述气缸对应的当前点火角能够用于控制所述压燃事件发生；
当所述气缸中未发生所述压燃事件时，生成第二信号，所述第二信号用于指示在下一个工作循环内，所述气缸需要调整点火角以控制所述压燃事件发生。
这里，气缸中可以输出状态判定结果对应的信号。示例性的，第一信号以高电平数字信号输出，用于指示所述气缸发生压燃事件，且气缸对应的当前点火角能够用于后续工作循环内控制压燃事件发生；第二信号以低电平数字信号输出，用于指示所述气缸内未发生压燃事件，需要在后续工作循环内调整点火角以控制气缸内的压燃事件发生。
例如，第一信号通过信号1(true)的形式传输，第二信号通过0(false)的形式传输。
本公开实施例中，在获取气缸生成的第一信号后，基于第一信号获取气缸对应的预设点火角和预设燃烧状态参数，并将所述预设点火角写入点火角三维表(MAP1)内，并将预设燃烧状态参数写入燃烧放热控制三维表(MAP2)内。
这里，预设点火角是所述气缸的当前点火角；预设燃烧状态参数包括燃烧放热率的参数值达到50％对应的曲轴转角，通过MAP1和MAP2对发动机气缸在后续的工作循环中进行点燃压燃燃烧控制。
例如，通过MAP1输出的预设点火角对气缸进行点火处理，并基于MAP2输出的预设燃烧状态参数进行点火角修正处理。
本公开实施例中，利用第一信号和第二信号将压燃事件的判定结果通过数字信号输出，使得发动机能有效识别判定结果，以便于后续对发动机燃烧状态进行精准控制。
通过本公开实施例提出的压燃事件判定方法，对发动机循环转动的曲轴转角确定的燃烧放热数据进行数据分析，基于分析结果与压燃阈值的关系判定发动机气缸内的压燃事件。如此，本公开提出的判定方法简单，能够快速、准确、合理的判定气缸内的压燃事件，并精准定位压燃事件发生的位置及曲轴转角；有助于后续有效控制发动机的气缸内实现点燃压燃燃烧，相对于不知晓发动机燃烧状态而盲目控制点火来说，进一步提高了发动机燃烧效率。
在一些示例中，本公开提出的燃烧放热数据可以包括燃烧放热率曲线。
在一些实施例中，步骤102中的：基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据，包括：
确定多个所述曲轴转角中每个所述曲轴转角对应的缸压数据和缸内容积；
根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线。
这里，燃烧放热率曲线是基于多个曲轴转角下气缸的燃烧放热率所形成的。具体的，通过每个曲轴转角θ对应的气缸特征数据(包括缸压数据和缸内容积) 确定燃烧放热率，再基于多个曲轴转角θ的燃烧放热率得到燃烧放热率曲线。这里，燃烧放热率(dQ/dθ)用于表征每个曲轴转角θ下气缸对应的瞬时放热能量Q基于曲轴转角θ的变化量。
本公开实施例通过曲轴转角对应的缸压数据和缸内容积确定燃烧放热率的曲线变化值，能够具象表征气缸内的燃烧放热数据，以通过对曲线变化值的数据分析结果有效判定气缸内压燃事件的发生。
在一些实施例中，本公开上述实施例提出的：根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线，包括：
在多个所述曲轴转角中确定第i度曲轴转角，其中，i是整数；
确定第i+1度曲轴转角对应的缸压数据和第i-1度曲轴转角对应的缸压数据之间的缸压差值；
确定所述第i+1度曲轴转角对应的缸内容积和所述第i-1度曲轴转角对应的缸内容积的容积差值；
基于所述容积差值与所述第i度曲轴转角对应的缸压数据的乘积，和所述缸压差值和所述第i度曲轴转角对应的缸内容积的乘积，确定所述气缸的燃烧放热率曲线。
这里，首先，将标定曲轴转角(气缸的活塞到达压缩上止点位置对应的所述曲轴转角)定义为0度，在曲轴转角旋转的过程中，确定气缸每转动预设角度增量后对应的第i度曲轴转角。需要说明的是，本公开提出的预设角度增量是整数，i与i-1，i与i+1之间的角度间隔与预设角度增量相同，这里，预设角度增量为1度。
本公开中，第i度曲轴转角对应的缸压数据(Pi)可以通过缸压传感器输出的缸压信号得到；第i度曲轴转角对应的缸内容积(Vi)可以通过以下公式(1)和公式(2)得到：

这里，Vc是气缸内活塞顶面燃烧室的容积，B为气缸的缸径；Si为当前活塞在活塞中的位置；l为曲柄连杆长度，a为曲柄半径，这里，i∈[-180，180]。
本公开实施例中，基于获取到的第i个曲轴转角、第i-1度曲轴转角以及第i+1度曲轴转角分别对应的缸压数据和缸内容积，燃烧放热率(dQ/di，即Qi)可以通过公式(3)得到：
这里，Pi是第i度曲轴转角对应的缸压数据、Vi是第i度曲轴转角对应的缸内容积；Pi-1是第i-1度曲轴转角对应的缸压数据、Vi-1是第i-1度曲轴转角对应的缸内容积；Pi+1是第i+1度曲轴转角对应的缸压数据、Vi+1是第i+1度曲轴转角对应的缸内容积；k为热力学多变系数，是预先设置的参数。本公开实施例中，点燃压燃式汽油机的k可以设置为1.35，这里i∈[-180，180]。
本公开实施例通过第i度曲轴转角、第i-1度曲轴转角以及第i+1度曲轴转角分别对应的缸压数据和缸内容积，有效确定了曲轴转角变化时燃烧放热量的变化即得到燃烧放热率，并得到燃烧放热率曲线，以燃烧放热率曲线具象表征气缸内的燃烧放热数据。
参见图2，图2是根据一示例性实施例示出的压燃事件判定方法的流程示意图二。在一些实施例中，所述燃烧放热数据包括燃烧放热率曲线，所述分析结果包括曲线变化值；结合图2所示的，步骤103中的所述对所述燃烧放热数据进行数据分析，得到分析结果，可以通过以下步骤实施：
步骤1031、确定所述气缸对应的预设曲轴转角区间；
步骤1032、基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值。
这里，所述分析结果包括曲线变化值，步骤104可以通过步骤1041实施：
步骤1041、当所述曲线变化值超过压燃阈值时，判定所述气缸中发生压燃事件。
在步骤1031中，预设角度区间可以是预先设置的，也可以是动态调整变化的。本公开中预设曲轴转角区间可以是活塞从压缩上止点位置运动到压缩下止点位置时曲轴转动对应的转角区间；预设曲轴转角区间还可以是活塞从火花塞点火位置对应的曲轴转角(即点火角)到活塞运动至压缩上止点并从压缩上止点运动至指定位置的对应的曲轴转角之间的转角区间。
需要说明的是，本公开中发动机气缸在预设曲轴转角区间内气缸充分燃烧放热并对外做功。
在一些实施例中，在步骤1031中的：确定所述气缸对应的预设曲轴转角区间，可以通过以下方式实施：
确定所述气缸对应的标定曲轴转角；其中，所述标定曲轴转角用于表征所述气缸的活塞到达压缩上止点位置对应的所述曲轴转角；
基于所述标定曲轴转角和所述标定曲轴转角依次减去所述预设角度增量对应的第一预设数量个所述曲轴转角，确定第一角度区间；
基于所述标定曲轴转角和所述标定曲轴转角依次增加所述预设角度增量对应的第二预设数量个所述曲轴转角，确定第二角度区间；
基于所述第一角度区间和所述第二角度区间，确定所述预设曲轴转角区间。
本公开中，将标定曲轴转角(气缸的活塞到达压缩上止点位置对应的所述曲轴转角)定义为0度；第一预设数量和第二预设数量可以是预先设置的，第一预设数量和第二预设数量可以相同或者不同。
示例性的，基于标定曲轴转角依次减去预设角度增量对应的第一预设数量个曲轴转角，确定第一角度区间，可以实施为：基于0度依次减去20个1度所得到的曲轴转角，确定第一角度区间为(-20，0]；基于标定曲轴转角依次增加预设角度增量对应的第二预设数量个曲轴转角，确定第二角度区间，可以实施为基于0度依次增加70个1度所得到的曲轴转角，确定第二角度区间为[0，70)。
这里，基于所述第一角度区间和所述第二角度区间，确定所述预设曲轴转角区间，包括：将所述第一角度区间和所述第二角度区间的集合作为所述预设曲轴转角区间。示例性的，预设曲轴转角区间为(-20，70)。
本公开实施例通过获取预设曲轴转角区间能够定位发动机气缸充分燃烧的区域，进一步使得对燃烧放热数据的分析更具有代表性，提高判定压燃事件发生的准确性。
在步骤1032中，基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值，可以实施为对所述燃烧放热率曲线在所述预设曲轴转角区间内所有曲轴转角对应的曲线值(即所有曲轴转角对应的燃烧放热率)进行排序，确定燃烧放热率曲线的曲线值的最小值。相应的，在步骤1041中，当所述曲线值的最小值超过压燃阈值(例如最小压燃阈值)的情况下，判定气缸内发生压燃事件。
通过确定燃烧放热率的曲线变化值，能够具象表征气缸内的燃烧放热数据，以通过对曲线变化值的分析结果判定气缸内压燃事件的发生。
在一些实施例中，所述曲线变化值包括所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值的最大值和所述燃烧放热率曲线在所述预设曲轴转角区间内的曲率变化极值；所述基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值，包括：
对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析整理，得到所述曲线值的最大值；
和/或，
对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值。
本公开实施例中，对燃烧放热率曲线在所述预设曲轴转角区间内所有曲轴转角对应的曲线值即所有曲轴转角对应的燃烧放热率(dQ/dθ)进行排序，确定曲线值的最大值和/或，对所述燃烧放热率曲线在所述预设曲轴转角区间内进行求导处理，得到燃烧放热率(dQ/dθ)在相邻两个曲轴转角(即间隔 一个预设角度增量)之间的曲率变化值(2dQ/dθ)，并确定在预设曲轴转角区间内曲率变化值(2dQ/dθ)中的极小值，将极小值的绝对值作为曲率变化极值。
这里，曲率变化值所形成的曲率变化曲线能够反映燃烧放热率在预设角度增量上燃烧放热率的变化程度。在燃烧放热率的变化程度靠近压燃燃烧放热率的变化程度时，可以确定气缸内压燃事件的有效发生。这里，本公开中压燃燃烧放热率的变化程度可以通过压燃阈值表征。
在一些实施例中，所述对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值，包括：
确定所述预设曲轴转角区间内的多个所述曲轴转角中相邻两个所述曲轴转角对应的所述燃烧放热率曲线的所述曲线值之间的差值；
确定多个所述差值分别与所述预设角度增量之间的多个比值中的最小比值；
将多个最小比值的绝对值作为所述曲率变化极值。
示例性的，结合本公开上文，在预设曲轴转角区间内的第i度曲轴转角对应的曲率变化值(2dQ/di)通过以下公式(4)得到
需要说明的是，Qi-Qi-1表现为相邻两个所述曲轴转角对应的所述燃烧放热率曲线的所述曲线值之间的差值；燃烧放热率曲线的所述曲线值即燃烧放热率Qi及Qi-1可以通过公式(3)得到；[i-(i-1)]表现为预设角度增量，这里，预设角度增量为1度，i是整数，i位于预设曲轴转角区间内。
在确定本公开中根据公式(4)得到的所有比值中的最小比值后，计算所述最小比值的绝对值并将该绝对值作为曲率变化极值(即取曲率变化值的极小值)。
本公开实施例通过数据分析得到燃烧放热率曲线在预设曲轴转角区间内的曲线值的最大值和燃烧放热率曲线在所述预设曲轴转角区间内的曲率变化极 值，能够具象表征气缸内的燃烧放热状态，以使得通过曲线值的最大值和/或曲率变化极值有效判定压燃事件的发生。
在一些实施例中，所述压燃阈值包括第一压燃阈值和第二压燃阈值；所述当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件，包括：
当所述曲线值的最大值超过所述第一压燃阈值，和/或，所述曲率变化极值超过所述第二压燃阈值时，确定所述气缸中发生压燃事件。
这里，第一压燃阈值包括气缸处于压燃工况下，压燃燃烧放热率曲线的曲线值的最大值，用于表征气缸内发生了高效的压燃燃烧。这里，第一压燃阈值可以是气缸上一个发生压燃事件的工作循环内的燃烧放热率曲线的曲线值的最大值，还可是多个发生压燃事件的工作循环内的燃烧放热率曲线的曲线值的最大值的平均值。
第二压燃阈值表现为气缸处于压燃工况下，压燃燃烧放热率曲线的曲率变化极值，这里曲率变化极值是曲率变化值的极小值，用于表征压燃燃烧放热率的变化程度最大对应位置。这里，第二压燃阈值可以是气缸上一个发生压燃事件的工作循环内的压燃燃烧放热率曲线的曲率变化值的极小值，还可是多个发生压燃事件的工作循环内的燃烧放热率曲线的曲率变化值的极小值的平均值。
本公开中，第一压燃阈值和第二压燃阈值不同。示例性的，第一压燃阈值limit1可以设置在70％至90％之间，第二压燃阈值limit2可以设置在3至5之间。
在实际实施时，在一些示例中，当所述曲线值的最大值超过第一压燃阈值limit1时，可以确定所述气缸中发生压燃事件；在另一些示例中，当曲率变化极值超过第二压燃阈值limit2时，可以确定所述气缸中发生压燃事件；在一些其他示例中，当曲线值的最大值超过第一压燃阈值limit1，并且曲率变化极值超过第二压燃阈值limit2时，可以确 定所述气缸中发生压燃事件。
这里，根据曲线值的最大值和第一压燃阈值的关系可以快速判定压燃事件的发生，有助于加快后续发动机点火控制进程；根据曲率变化极值与第二压燃阈值的关系可以更精准判定压燃事件的发生，有助于后续发动机点火控制的准确性；并且，通过结合曲线值的最大值和第一压燃阈值的关系和曲率变化极值与第二压燃阈值的关系，能够更加高效准确的判定所述气缸中是否发生压燃事件，提高了确定气缸内压燃事件发生的多样性和可靠性。
在一些实施例中，所述气缸包括多个；所述当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件，包括：
当对多个所述气缸中每个所述气缸对应的所述燃烧放热数据进行独立分析确定的所述分析结果超过所述压燃阈值时，确定所述气缸中发生压燃事件。
这里，本公开提出的点燃压燃式汽油机可以具有多个气缸，这里，多个气缸可以表现为三个、四个或者五个等，本公开对此不做限制。
需要说明的是，每个气缸内的燃烧是独立的；所以，获取气缸内的燃烧放热数据、得到分析结果以及判定压燃事件发生都是通过发动机的控制模组对每个气缸进行独立处理的。这里，每个气缸对应的压燃阈值也是基于该气缸在发生压燃事件的历史工作循环内的燃烧放热数据所确定的。
本公开实施例通过对发动机多个气缸进行独立分析和判断，方便后续对发动机各个气缸进行单独点火控制，相较于统一点火控制来说，兼顾了各个气缸之间的差异性，进一步提高了发动机的燃烧效率。
下面结合本公开上文实施例内容，说明本公开提出的压燃事件判定方法的一个具体的应用实施例。
这里，压燃事件判定方法可以实施在点燃压燃式汽油机中，通过在点燃压燃式汽油机的各个气缸中安装压力传感器，通过试验方法设计及对缸压数据处理，判定压燃事件是否发生。参见图3，图3是根据一示例性实施例示出的压燃事件判定方法的流程示意图三。如图3所示的，本公开提出的压燃事件判定方法可以通过下述步骤实施：
步骤301，实测气缸基于曲轴转角的燃烧放热率；
以曲轴转角为参考轴，监测发动机每转动1度得到的曲轴转角下的各缸缸内压力、当前曲轴转角以及缸内容积，通过处理上述数据得到各气缸的燃烧放热率(dQ/dθ)。这里，燃烧放热率(dQ/dθ)用于表征每个曲轴转角θ下气缸对应的瞬时放热能量Q基于曲轴转角θ的变化量。
这里，曲轴转角的燃烧放热率(dQ/dθ)，即Qi可以通过公式(3)得到：
需要说明的是，Pi为第i度曲轴转角对应的缸压数据；Vi为第i度曲轴转角对应的缸内容积；Pi-1是第i-1度曲轴转角对应的缸压数据、Vi-1是第i-1度曲轴转角对应的缸内容积；Pi+1是第i+1度曲轴转角对应的缸压数据、Vi+1是第i+1度曲轴转角对应的缸内容积；k为热力学多变系数，是预先设置的参数。本公开实施例中，点燃压燃式汽油机的k可以设置为1.35，这里i∈[-180，180]。
步骤302，获取燃烧放热率对应的燃烧放热率曲线；
参见图4，图4是根据一示例性实施例示出的气缸内燃烧数据测试分析图。如图4所示的，该坐标系的横坐标表示曲轴转角，纵坐标表示燃烧放热率对应的曲轴转角CA；图4中的实线表现为燃烧放热率对应的燃烧放热率曲线。
步骤303，对燃烧放热率曲线基于曲轴转角进行求导处理，并在预设曲轴转角区间内，确定燃烧放热率曲线的曲率变化极值。
这里，对燃烧放热率曲线基于曲轴转角进行求导处理，得到燃烧放热率(dQ/dθ)在相邻两个曲轴转角(即间隔一个预设角度增量)之间的曲率变化值(2dQ/dθ)，并确定在预设曲轴转角区间内多个曲率变化值(2dQ/dθ)中的极小值，将极小值的绝对值作为曲率变化极值。
结合本公开上文，在预设曲轴转角区间内的第i度曲轴转角对应的曲率变化值(2dQ/di)通过以下公式(4)得到
这里，i是整数，i位于所述预设曲轴转角区间内。
在确定本公开中根据公式(4)得到的所有比值的最小比值后，计算所述最小比值的绝对值并将该绝对值作为所述曲率变化极值。
结合图4，图4中的虚线表现为燃烧放热率曲线的曲率变化值所形成的曲率变化曲线。这里，横坐标中的0度表示活塞抵达气缸的压缩上止点位置对应的曲轴转角；预设曲轴区间在起始角Angel_start(如-20度)到终止角为Angel_end(如70度)之间。
结合图4可知，燃烧放热率曲线的曲率变化程度最大时，对应的曲率变化曲线具有曲率变化极值，通过比较曲率变化极值和第二压燃阈值能够判断燃烧放热率曲线的曲率变化程度最大位置与压燃燃烧放热率的变化程度最大位置的相近性，进而能够判定当前循环内气缸是否发生压燃事件。
步骤304，获取第二压燃阈值；
这里，获取第二压燃阈值limt2，第二压燃阈值limit2可以设置在3至5之间。
步骤305，判断曲率变化极值是否大于第二压燃阈值；若是，执行步骤306，若不是执行步骤307。
步骤306，判定所述气缸内发生压燃事件，并生成第一信号；
这里，第一信号通过数字信号1(true)的形式传输。
步骤307，判定所述气缸内未发生压燃事件，生成第二信号。
这里，第二信号通过数字信号0(false)的形式传输。
步骤306和步骤307可以通过如下方式实施：
这里，当时，以信号1(true)传输判定结果，当时，以信号0(false)传输判定结果。
本公开中，点燃压燃式汽油机中包括多个气缸，每个气缸均分开独立进行 数据采集、信号处理和压燃事件判定，并将每循环压燃事件判定结果以1(true)或0(false)的形式进行传输；在确定压燃事件发生后，确定该气缸对应的点火角，以供控制器在后续的工作循环内对该气缸进行促进压燃发生的点火控制。
通过本公开提出的压燃事件判定方法，能够准确、合理的判定发动机气缸内的压燃事件，有助于后续有效控制发动机的气缸内实现点燃压燃燃烧。
接下来对本公开实施例提供的用于实施基于上述压燃事件判定方法的发动机设备进行说明。参见图5，图5是根据一示例性实施例示出的发动机的结构示意框图。如图5所示，发动机500包括：至少一个处理器501和存储器502。发动机500中的各个组件通过总线系统503耦合在一起。可理解，总线系统503用于实现这些组件之间的连接通信。总线系统503除包括数据总线之外，还包括电源总线、控制总线和状态信号总线。但是为了清楚说明起见，在图5中将各种总线都标为总线系统503。
处理器501可以是一种集成电路芯片，具有信号的处理能力，例如通用处理器、数字信号处理器(DSP，Digital Signal Processor)，或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等，其中，通用处理器可以是微处理器或者任何常规的处理器等。
存储器502可以是可移除的，不可移除的或其组合。示例性的硬件设备可以是固态存储器。存储器502可选地包括在物理位置上远离处理器501的一个或多个存储设备。
存储器502包括易失性存储器或非易失性存储器，也可包括易失性和非易失性存储器两者。非易失性存储器可以是只读存储器(ROM，Read Only Memory)，易失性存储器可以是随机存取存储器(RAM，Random Access Memory)。本公开实施例描述的存储器502旨在包括任意适合类型的存储器。
在一些实施例中，存储器502能够存储数据以支持各种操作，这些数据的示例包括程序、模块和数据结构或者其子集或超集。本公开实施例中，存储器502中存储有操作系统5021及基于压燃事件判定装置5022。具体地：
操作系统5021，包括被配置为处理各种基本系统服务和执行硬件相关任务 的系统程序，例如框架层、核心库层、驱动层等，用于实现各种基础业务以及处理基于硬件的任务。
在一些实施例中，本公开实施例提供的压燃事件判定装置可以采用软件方式实现，图5示出了存储在存储器502中的压燃事件判定装置5022，其可以是程序和插件等形式的软件，包括以下软件模块：获取模块50221、确定模块50222和分析模块50223、判定模块50224和信号生成模块50225，这些模块是逻辑上的，因此根据所实现的功能可以进行任意的组合或进一步拆分。将在下文中说明各个模块的功能。
在另一些实施例中，本公开实施例提供的压燃事件判定装置可以采用硬件方式实现，作为示例，本公开实施例提供的压燃事件判定装置可以是采用硬件译码处理器形式的处理器，其被编程以执行本公开实施例提供的压燃事件判定方法，例如，硬件译码处理器形式的处理器可以采用一个或多个应用专用集成电路(ASIC，Application Specific Integrated Circuit)、DSP、可编程逻辑器件(PLD，Programmable Logic Device)、复杂可编程逻辑器件(CPLD，Complex Programmable Logic Device)、现场可编程门阵列(FPGA，Field-Programmable Gate Array)或其他电子元件。
下面继续说明本公开实施例提供的压燃事件判定装置5022的实施为软件模块的示例性结构。在一些实施例中，如图5所示，存储在存储器502的压燃事件判定装置5022中的软件模块可以包括：
获取模块50221，被配置为获取发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角；
确定模块50222，被配置为基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据；
分析模块50223，被配置为对所述燃烧放热数据进行数据分析，得到分析结果；
判定模块50224，被配置为当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件。
在一些实施例中，所述燃烧放热数据包括燃烧放热率曲线，所述分析结果包括曲线变化值。
所述分析模块50223，还被配置为确定所述气缸对应的预设曲轴转角区间；基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值。
在一些实施例中，所述曲线变化值包括所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值的最大值和所述燃烧放热率曲线在所述预设曲轴转角区间内的曲率变化极值。
所述分析模块50223，还被配置为对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析整理，得到所述曲线值的最大值；和/或，对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值。
在一些实施例中，所述分析模块50223，还被配置为确定所述预设曲轴转角区间内的多个所述曲轴转角中相邻两个所述曲轴转角对应的所述燃烧放热率曲线的所述曲线值之间的差值；确定多个所述差值分别与所述预设角度增量之间的多个比值中的最小比值；将所述最小比值的绝对值作为所述曲率变化极值。
在一些实施例中，所述压燃阈值包括第一压燃阈值和第二压燃阈值；所述判定模块50224，还被配置为当所述曲线值的最大值超过所述第一压燃阈值，和/或，所述曲率变化极值超过所述第二压燃阈值时，判定所述气缸中发生所述压燃事件。
在一些实施例中，所述分析模块50223，还被配置为确定所述气缸对应的标定曲轴转角；其中，所述标定曲轴转角用于表征所述气缸的活塞到达压缩上止点位置对应的所述曲轴转角；基于所述标定曲轴转角和所述标定曲轴转角依次减去所述预设角度增量对应的第一预设数量个所述曲轴转角，确定第一角度区间；基于所述标定曲轴转角和所述标定曲轴转角依次增加所述预设角度增量对应的第二预设数量个所述曲轴转角，确定第二角度区间；基于所述第一角度区间和所述第二角度区间，确定所述预设曲轴转角区间。
在一些实施例中，所述确定模块50222，还被配置为确定多个所述曲轴转角中每个所述曲轴转角对应的缸压数据和缸内容积；根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线。
在一些实施例中，所述确定模块50222，还被配置为在多个所述曲轴转角中确定第i度曲轴转角，其中，i是整数；确定第i+1度曲轴转角对应的缸压数据和第i-1度曲轴转角对应的缸压数据之间的缸压差值；确定所述第i+1度曲轴转角对应的缸内容积和所述第i-1度曲轴转角对应的缸内容积的容积差值；基于所述容积差值与所述第i度曲轴转角对应的缸压数据的乘积，和所述缸压差值和所述第i度曲轴转角对应的缸内容积的乘积，确定所述气缸的燃烧放热率曲线。
在一些实施例中，所述气缸包括多个；所述判定模块50224，还被配置为当对多个所述气缸中每个所述气缸对应的所述燃烧放热数据进行独立分析确定的所述分析结果超过所述压燃阈值时，判定所述气缸中发生所述压燃事件。
在一些实施例中，所述装置还包括：信号生成模块50225，被配置为在当前工作循环内，当所述气缸中发生所述压燃事件时，生成第一信号；所述第一信号用于指示所述气缸对应的当前点火角能够用于控制所述压燃事件发生；当所述气缸中未发生所述压燃事件时，生成第二信号，所述第二信号用于指示在下一个工作循环内，所述气缸需要调整点火角以控制所述压燃事件发生。
需要说明的是，本公开实施例装置的描述，与上述方法实施例的描述是类似的，具有同方法实施例相似的有益效果，因此不做赘述。
本公开实施例提供了一种计算机程序产品或计算机程序，该计算机程序产品或计算机程序包括计算机指令，该计算机指令存储在计算机可读存储介质中。计算机设备的处理器从计算机可读存储介质读取该计算机指令，处理器执行该计算机指令，使得该计算机设备执行本公开实施例上述的压燃事件判定方法。
本公开实施例提供一种存储有可执行指令的计算机可读存储介质，其中存储有可执行指令，当可执行指令被处理器执行时，将引起处理器执行本公开实施例提供的压燃事件判定方法。
在一些实施例中，计算机可读存储介质可以是FRAM、ROM、PROM、EPROM、EEPROM、闪存、磁表面存储器、光盘、或CD-ROM等存储器；也可以是包括上述存储器之一或任意组合的各种设备。
在一些实施例中，可执行指令可以采用程序、软件、软件模块、脚本或代码的形式，按任意形式的编程语言(包括编译或解释语言，或者声明性或过程性语言)来编写，并且其可按任意形式部署，包括被部署为独立的程序或者被部署为模块、组件、子例程或者适合在计算环境中使用的其它单元。
作为示例，可执行指令可以但不一定对应于文件系统中的文件，可以可被存储在保存其它程序或数据的文件的一部分，例如，存储在超文本标记语言(HTML，Hyper Text Markup Language)文档中的一个或多个脚本中，存储在专用于所讨论的程序的单个文件中，或者，存储在多个协同文件(例如，存储一个或多个模块、子程序或代码部分的文件)中。
作为示例，可执行指令可被部署为在一个计算设备上执行，或者在位于一个地点的多个计算设备上执行，又或者，在分布在多个地点且通过通信网络互连的多个计算设备上执行。
综上所述，通过本公开实施例能够准确、合理的判定发动机气缸内的压燃事件，有助于后续有效控制汽油发动机的气缸内实现点燃压燃燃烧。
以上所述，仅为本公开的实施例而已，并非用于限定本公开的保护范围。凡在本公开的精神和范围之内所作的任何修改、等同替换和改进等，均包含在本公开的保护范围之内。

Claims (22)

  1. 一种压燃事件判定方法，其特征在于，应用于发动机中，所述方法包括：
    获取所述发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角；
    基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据；
    对所述燃烧放热数据进行数据分析，得到分析结果；
    当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件。
  2. 根据权利要求1所述的方法，其特征在于，所述燃烧放热数据包括燃烧放热率曲线，所述分析结果包括曲线变化值；所述对所述燃烧放热数据进行数据分析，得到分析结果，包括：
    确定所述气缸对应的预设曲轴转角区间；
    基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值。
  3. 根据权利要求2所述的方法，其特征在于，所述曲线变化值包括所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值的最大值和所述燃烧放热率曲线在所述预设曲轴转角区间内的曲率变化极值；所述基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值，包括：
    对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析整理，得到所述曲线值的最大值；
    和/或，
    对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值。
  4. 根据权利要求3所述的方法，其特征在于，所述对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值，包括：
    确定所述预设曲轴转角区间内的多个所述曲轴转角中相邻两个所述曲轴转 角对应的所述燃烧放热率曲线的所述曲线值之间的差值；
    确定多个所述差值分别与所述预设角度增量之间的多个比值中的最小比值；
    将所述最小比值的绝对值作为所述曲率变化极值。
  5. 根据权利要求3所述的方法，其特征在于，所述压燃阈值包括第一压燃阈值和第二压燃阈值；所述当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件，包括：
    当所述曲线值的最大值超过所述第一压燃阈值，和/或，所述曲率变化极值超过所述第二压燃阈值时，判定所述气缸中发生所述压燃事件。
  6. 根据权利要求2所述的方法，其特征在于，所述确定所述气缸对应的预设曲轴转角区间，包括：
    确定所述气缸对应的标定曲轴转角；其中，所述标定曲轴转角用于表征所述气缸的活塞到达压缩上止点位置对应的所述曲轴转角；
    基于所述标定曲轴转角和所述标定曲轴转角依次减去所述预设角度增量对应的第一预设数量个所述曲轴转角，确定第一角度区间；
    基于所述标定曲轴转角和所述标定曲轴转角依次增加所述预设角度增量对应的第二预设数量个所述曲轴转角，确定第二角度区间；
    基于所述第一角度区间和所述第二角度区间，确定所述预设曲轴转角区间。
  7. 根据权利要求2至6中任一项所述的方法，其特征在于，所述基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据，包括：
    确定多个所述曲轴转角中每个所述曲轴转角对应的缸压数据和缸内容积；
    根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线。
  8. 根据权利要求7所述的方法，其特征在于，所述根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线，包括：
    在多个所述曲轴转角中确定第i度曲轴转角，其中，i是整数；
    确定第i+1度曲轴转角对应的缸压数据和第i-1度曲轴转角对应的缸压数据 之间的缸压差值；
    确定所述第i+1度曲轴转角对应的缸内容积和所述第i-1度曲轴转角对应的缸内容积的容积差值；
    基于所述容积差值与所述第i度曲轴转角对应的缸压数据的乘积，和所述缸压差值和所述第i度曲轴转角对应的缸内容积的乘积，确定所述气缸的燃烧放热率曲线。
  9. 根据权利要求1至6中任一项所述的方法，其特征在于，所述气缸包括多个；所述当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件，包括：
    当对多个所述气缸中每个所述气缸对应的所述燃烧放热数据进行独立分析确定的所述分析结果超过所述压燃阈值时，判定所述气缸中发生所述压燃事件。
  10. 根据权利要求1至6中任一项所述的方法，其特征在于，所述方法还包括：
    在当前工作循环内，当所述气缸中发生所述压燃事件时，生成第一信号；所述第一信号用于指示所述气缸对应的当前点火角能够用于控制所述压燃事件发生；
    当所述气缸中未发生所述压燃事件时，生成第二信号，所述第二信号用于指示在下一个工作循环内，所述气缸需要调整点火角以控制所述压燃事件发生。
  11. 一种压燃事件判定装置，其特征在于，所述装置包括：
    获取模块，被配置为获取发动机的曲轴依次转动预设角度增量所得到的多个曲轴转角；
    确定模块，被配置为基于多个所述曲轴转角确定所述发动机的气缸的燃烧放热数据；
    分析模块，被配置为对所述燃烧放热数据进行数据分析，得到分析结果；
    判定模块，被配置为当所述分析结果超过压燃阈值时，判定所述气缸中发生压燃事件。
  12. 根据权利要求11所述的装置，其特征在于，所述燃烧放热数据包括燃 烧放热率曲线，所述分析结果包括曲线变化值；
    所述分析模块，还被配置为确定所述气缸对应的预设曲轴转角区间；基于所述预设曲轴转角区间，对所述气缸的燃烧放热率曲线进行数据分析，得到所述燃烧放热率曲线在所述预设曲轴转角区间内的所述曲线变化值。
  13. 根据权利要求12所述的装置，其特征在于，所述曲线变化值包括所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值的最大值和所述燃烧放热率曲线在所述预设曲轴转角区间内的曲率变化极值；
    所述分析模块，还被配置为对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析整理，得到所述曲线值的最大值；和/或，对所述燃烧放热率曲线在所述预设曲轴转角区间内的曲线值进行分析计算，得到所述曲率变化极值。
  14. 根据权利要求13所述的装置，其特征在于，
    所述分析模块，还被配置为确定所述预设曲轴转角区间内的多个所述曲轴转角中相邻两个所述曲轴转角对应的所述燃烧放热率曲线的所述曲线值之间的差值；确定多个所述差值分别与所述预设角度增量之间的多个比值中的最小比值；将所述最小比值的绝对值作为所述曲率变化极值。
  15. 根据权利要求13所述的装置，其特征在于，所述压燃阈值包括第一压燃阈值和第二压燃阈值；所述判定模块，还被配置为当所述曲线值的最大值超过所述第一压燃阈值，和/或，所述曲率变化极值超过所述第二压燃阈值时，判定所述气缸中发生所述压燃事件。
  16. 根据权利要求12所述的装置，其特征在于，
    所述分析模块，还被配置为确定所述气缸对应的标定曲轴转角；其中，所述标定曲轴转角用于表征所述气缸的活塞到达压缩上止点位置对应的所述曲轴转角；基于所述标定曲轴转角和所述标定曲轴转角依次减去所述预设角度增量对应的第一预设数量个所述曲轴转角，确定第一角度区间；基于所述标定曲轴转角和所述标定曲轴转角依次增加所述预设角度增量对应的第二预设数量个所述曲轴转角，确定第二角度区间；基于所述第一角度区间和所述第二角度区间， 确定所述预设曲轴转角区间。
  17. 根据权利要求12至16中任一项所述的装置，其特征在于，
    所述确定模块，还被配置为确定多个所述曲轴转角中每个所述曲轴转角对应的缸压数据和缸内容积；根据每个所述曲轴转角对应的缸压数据和缸内容积，确定所述发动机的气缸的燃烧放热率曲线。
  18. 根据权利要求17所述的装置，其特征在于，
    所述确定模块，还被配置为在多个所述曲轴转角中确定第i度曲轴转角，其中，i是整数；确定第i+1度曲轴转角对应的缸压数据和第i-1度曲轴转角对应的缸压数据之间的缸压差值；确定所述第i+1度曲轴转角对应的缸内容积和所述第i-1度曲轴转角对应的缸内容积的容积差值；基于所述容积差值与所述第i度曲轴转角对应的缸压数据的乘积，和所述缸压差值和所述第i度曲轴转角对应的缸内容积的乘积，确定所述气缸的燃烧放热率曲线。
  19. 根据权利要求11至16中任一项所述的装置，其特征在于，所述气缸包括多个；
    所述判定模块，还被配置为当对多个所述气缸中每个所述气缸对应的所述燃烧放热数据进行独立分析确定的所述分析结果超过所述压燃阈值时，判定所述气缸中发生所述压燃事件。
  20. 根据权利要求11至16中任一项所述的装置，其特征在于，所述装置还包括：
    信号生成模块，被配置为在当前工作循环内，当所述气缸中发生所述压燃事件时，生成第一信号；所述第一信号用于指示所述气缸对应的当前点火角能够用于控制所述压燃事件发生；当所述气缸中未发生所述压燃事件时，生成第二信号，所述第二信号用于指示在下一个工作循环内，所述气缸需要调整点火角以控制所述压燃事件发生。
  21. 一种发动机，其特征在于，包括：
    存储器，被配置为存储可执行指令；
    处理器，被配置为执行所述存储器中存储的可执行指令时，实现权利要求 1至10中任一项所述的压燃事件判定方法。
  22. 一种计算机可读存储介质，其特征在于，存储有可执行指令，被配置为被处理器执行时，实现权利要求1至10中任一项所述的压燃事件判定方法。
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