WO2025001882A1 - 一种发动机点火方法及装置、发动机、存储介质 - Google Patents

一种发动机点火方法及装置、发动机、存储介质 Download PDF

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Publication number
WO2025001882A1
WO2025001882A1 PCT/CN2024/099319 CN2024099319W WO2025001882A1 WO 2025001882 A1 WO2025001882 A1 WO 2025001882A1 CN 2024099319 W CN2024099319 W CN 2024099319W WO 2025001882 A1 WO2025001882 A1 WO 2025001882A1
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WIPO (PCT)
Prior art keywords
ignition
cylinder
angle
preset
heat release
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Ceased
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PCT/CN2024/099319
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English (en)
French (fr)
Inventor
陈龙
李仕成
潘洪健
杨柳春
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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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • 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 technical field of engines, and in particular to an engine ignition 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.
  • Ignition Compression Ignition gasoline engine mainly combines spark plug ignition technology, compression stroke compression ignition technology and lean combustion to achieve Ignition Compression Ignition combustion in the cylinder, significantly improving combustion efficiency.
  • the present disclosure provides an engine ignition method and device, an engine, and a storage medium.
  • the ignition angle of the cylinder can be adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition working condition, so as to control the ignition compression ignition combustion in the cylinder of the engine.
  • an engine ignition method comprising:
  • 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;
  • an ignition process is performed on the cylinder based on the first target ignition angle.
  • the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle
  • 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; determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter includes:
  • the first ignition correction angle is determined based on a difference between the actual crankshaft angle and the preset crankshaft angle.
  • 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%.
  • the method further comprises:
  • an ignition process is performed on the engine based on the second target ignition angle.
  • obtaining a second ignition correction angle based on the knock condition of the knock event includes:
  • the second ignition correction angle corresponding to the knock level is determined.
  • the cylinder includes a plurality of cylinders; the ignition process for the cylinder based on the first target ignition angle includes:
  • an individual ignition process is performed on each of the cylinders.
  • the method further comprises:
  • the preset ignition angle and the preset combustion state parameter corresponding to the cylinder are obtained.
  • the method further comprises:
  • the first signal is generated.
  • an engine ignition device comprising:
  • 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
  • the first determination module is configured to, when no knock event is detected in the cylinder, Determining a first ignition correction angle 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;
  • 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.
  • the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle
  • 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; and determine the first ignition correction angle based on a difference between the actual crankshaft angle and the preset crankshaft angle.
  • 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%.
  • the apparatus further comprises:
  • 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 perform an ignition process on the engine based on the second target ignition angle in the next working cycle.
  • the second determination module is further configured to determine the knock intensity of the knock event; and determine the knock level corresponding to the knock level according to the knock intensity. Second ignition correction angle.
  • 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.
  • 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.
  • the apparatus further comprises:
  • 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.
  • an engine comprising:
  • a memory configured to store executable instructions
  • 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.
  • a computer-readable storage medium 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.
  • the ignition angle of the cylinder is adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition 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, usage 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 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 condition, thereby further improving the compression ignition combustion efficiency of the engine and optimizing the engine's working scenario.
  • FIG1 is a flow chart of an engine ignition method according to an exemplary embodiment
  • FIG2 is a schematic diagram of an ignition strategy of an engine ignition method according to an exemplary embodiment
  • FIG3 is a flow chart of a method for determining a compression ignition event according to an exemplary embodiment
  • Fig. 4 is a schematic block diagram of the structure of an engine according to an exemplary embodiment.
  • first ⁇ second ⁇ third are only used to distinguish similar objects and do not represent a specific order of the objects. It is understood that the specific order or sequence of "first ⁇ second ⁇ 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.
  • FIG. 1 is a flow chart of an engine ignition method according to an exemplary embodiment. As shown in FIG. 1 , the engine ignition method proposed in the present disclosure can be implemented through steps 101 to 104:
  • Step 101 In the current working cycle of the cylinder of the engine, obtain the preset ignition angle Combustion heat release data of the cylinder obtained by igniting the cylinder;
  • Step 102 when no knock event is detected in the cylinder, determining a first ignition correction angle based on the combustion heat release data and preset combustion state parameters;
  • the preset ignition angle and the preset combustion state parameter are obtained when a compression ignition event occurs in the cylinder;
  • Step 103 obtaining a first target ignition angle based on the preset ignition angle and the first ignition correction angle
  • Step 104 In the next working cycle of the cylinder, ignite the cylinder based on the first target ignition angle.
  • the engine ignition method proposed in the present disclosure is applied 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 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 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 compression stroke of the spark ignition compression ignition gasoline engine the piston moves to the 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 amount of the compressed first injection when it reaches the top dead center, thus completing the entire ignition and compression combustion process.
  • the ignition angle of the cylinder is adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition condition to control the ignition compression ignition combustion in the cylinder of the engine.
  • step 101 the cylinder of the engine is in the current working cycle, and when the crankshaft rotates to a position of a preset ignition angle, ignition is performed using a spark plug, and combustion heat release data of the cylinder after the ignition process is obtained.
  • the cylinders in the engine complete a complete energy conversion, specifically completing four working processes: intake, compression and ignition, combustion expansion, and exhaust; during the reciprocating rotation of the engine crankshaft, the engine completes multiple working cycles in sequence to continuously provide driving force.
  • the preset ignition angle is obtained when a compression ignition event occurs in the cylinder.
  • the ignition angle of the cylinder is obtained, and the ignition angle is written into the ignition angle three-dimensional table (MAP1);
  • the preset ignition angle can be any ignition angle recorded in the ignition angle three-dimensional table (MAP1), or the ignition angle in the most recent historical working cycle in which a compression ignition event occurs in the current working cycle, or the average value of multiple ignition angles recorded in the ignition angle three-dimensional table (MAP1), and the present disclosure does not impose further restrictions on this.
  • the ignition angle three-dimensional table (MAP1) can be generated by performing a combustion heat release test on the cylinder of the engine. Specifically, in multiple historical working cycles, the torque point grid and/or the speed point grid are adjusted in sequence through the torque three-dimensional table and/or the speed three-dimensional table, and in each working cycle, the combustion of the mixture in the cylinder is controlled by ignition and injection, and it is determined whether a compression ignition event occurs in the cylinder; when the occurrence rate of the compression ignition event is high, it is determined that the engine is working under the compression ignition condition; and the ignition angle corresponding to the compression ignition event is written into the ignition angle three-dimensional table (MAP1).
  • the torque point in the torque three-dimensional table can be 0Nm to 200Nm, with an interval of 10Nm; the speed point in the speed three-dimensional table can be 1000rpm to 5000rpm, with an interval of 500rpm.
  • the combustion heat release data of the cylinder obtained by the ignition process in the current working cycle is used to reflect the actual 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 actual combustion heat release rate, cylinder pressure rise rate, mean effective pressure, etc. of the cylinder in the current working cycle.
  • step 102 the engine is provided with a knock sensor for detecting a knock event in the cylinder; when no knock event is detected in the cylinder, the mixture in the cylinder can be controlled to be ignited and compressed, and when a knock event occurs, knock suppression processing needs to be performed first.
  • knock is an abnormal combustion phenomenon in gasoline engines, which is specifically manifested as follows: before the burning flame reaches the combustion chamber, the remote mixed gas is compressed due to the pressure of the expanding combustion gas, resulting in a reduction in volume, an increase in temperature and pressure, causing a part of the mixed gas to ignite itself and spread outward rapidly. When its flame wave meets the flame wave of normal combustion, it will produce violent gas vibrations and form knock. In the event of a knock event, compression ignition combustion ignition angle control cannot be performed.
  • the preset combustion state parameters are also obtained when a compression ignition event occurs in the cylinder, and the preset combustion state parameters are used to characterize the combustion heat release state of the cylinder working under the compression ignition condition.
  • 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.
  • the compression ignition mean effective pressure obtained can be any mean effective pressure in the parameter three-dimensional table, and can also be the mean effective pressure corresponding to the most recent historical working cycle in which the compression ignition event occurs in the current working cycle, and can also be the average of multiple mean effective pressures recorded in the parameter three-dimensional table, and the present disclosure does not impose further restrictions on this.
  • determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameters can be implemented as follows: 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 the set angle as the first ignition correction angle.
  • the set angle is preset, for example Yes, the setting angle can be 10 degrees.
  • the ignition correction angle can be used to control the 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.
  • 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.
  • 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 may be -5 degrees; when the determined first ignition correction angle is 2 degrees, the target ignition angle is -3 degrees.
  • 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 ignition compression combustion in the cylinder and make the combustion in the cylinder tend to an ideal compression combustion heat release state.
  • the ignition angle of the cylinder is adjusted based on the preset ignition angle and preset combustion state parameters corresponding to the compression ignition 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, usage 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 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 condition, thereby further improving the compression ignition combustion efficiency of the engine and optimizing the engine's working scenario.
  • the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle
  • 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; determining the first ignition correction angle based on the combustion heat release data and the preset combustion state parameter in step S102 includes:
  • the first point is determined based on the difference between the actual crankshaft angle and the preset crankshaft angle. Fire correction angle.
  • 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.
  • the parameter value of the target combustion heat release rate may include 90%, and the preset crankshaft angle is the preset CA90; at this time, the actual crankshaft angle corresponding to the actual combustion heat release rate of the cylinder reaching 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.
  • 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.
  • 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%.
  • the preset crankshaft angle corresponding to the compression ignition combustion heat release rate parameter value of the cylinder reaching 50% is the compression ignition combustion midpoint, that is, the preset CA50; at this time, it is determined that the actual crankshaft angle corresponding to the actual combustion heat release rate of the cylinder reaching 90% is the measured combustion midpoint, that is, the measured CA50.
  • the difference between the measured CA50 and the preset CA50 is used as the first ignition correction angle.
  • 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 under the compression ignition condition reaching 50%, 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.
  • the method further comprises:
  • the ignition control signal includes the first control signal
  • the first control signal is used to instruct compression ignition combustion control of the cylinder; and the second control signal is used to instruct ignition combustion control of the cylinder.
  • 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.
  • the method further comprises:
  • an ignition process is performed on the engine based on the second target ignition angle.
  • the engine is provided with a knock sensor for detecting a knock event in the cylinder. Specifically, a spectrum analysis is performed based on a signal collected by the knock sensor, and when the result after the spectrum analysis exceeds a knock threshold, it is determined that a knock event occurs in the cylinder.
  • the knock suppression process is to adjust the ignition position according to the second target correction angle to suppress the occurrence of engine knock.
  • the second target ignition angle can be obtained based on the logical AND result of the preset ignition angle and the second ignition correction angle.
  • knock can be suppressed by delaying the ignition angle.
  • the preset ignition angle is -5 degrees; the first ignition correction angle is determined to be -2 degrees through the results of spectrum analysis, and at this time, the second target ignition angle is -7 degrees.
  • 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.
  • obtaining a second ignition correction angle based on the knock condition of the knock event includes:
  • the second ignition correction angle corresponding to the knock level is determined.
  • the analysis result of the spectrum analysis of the signal collected by the knock sensor includes the knock intensity of the knock event; here, when the knock intensity is within the first intensity range, the knock level is primary knock; when the knock intensity is within the second intensity range, the knock level is intermediate knock; when the knock intensity is within the third intensity range, the knock level is super knock.
  • the intensity value within the first intensity range is less than the intensity value within the second intensity range
  • the intensity value within the second intensity range is less than the intensity value within the third intensity range.
  • a corresponding relationship table between the knock level and the second ignition correction angle is preset. 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 greater the absolute value of the second ignition correction angle, and accordingly, the greater the degree of correction of the ignition angle.
  • the knock grade is determined according to the intensity interval in which the knock intensity is located, and the second ignition correction angle is determined by searching a corresponding relationship table.
  • 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.
  • the method further comprises:
  • the preset ignition angle and the preset combustion state parameter corresponding to the cylinder are obtained.
  • 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 rotational speed and the intake volume per cycle in the cylinder need to be used as input to continuously adjust the ignition angle; and the combustion heat release data of the cylinder is used to determine whether a compression ignition event occurs.
  • the first signal and the second signal are signals outputted from the cylinder corresponding to the result of determination of occurrence of the compression ignition event.
  • the first signal is output as a high-level digital signal, indicating that a compression ignition event occurs in the cylinder.
  • the preset ignition angle corresponding to the cylinder is written into the ignition angle three-dimensional table, and the preset combustion state parameter is written into the parameter three-dimensional table; the second signal is output as a low-level digital signal, indicating that no compression ignition event occurs in the cylinder.
  • the first signal can be transmitted in the form of signal 1 (true), and the second signal can be transmitted in the form of 0 (false).
  • 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 does not require feedback control after outputting the preset combustion state parameters.
  • 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.
  • 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.
  • the method further comprises:
  • the first signal is generated.
  • crankshaft angles obtained by the crankshaft of the engine rotating in a preset rotation direction in sequence by a preset angle increment are determined, and cylinder characteristic data corresponding to each crankshaft angle is obtained;
  • the cylinder characteristic data includes but is not limited to cylinder pressure, piston position, cylinder volume, etc.
  • the preset angle increment may be 1 degree.
  • 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 proposed in the present disclosure may include a combustion heat release rate curve.
  • determining the combustion heat release data of the cylinder based on a plurality of the crankshaft angles includes:
  • the engine's gas pressure is determined based on the cylinder pressure data and cylinder volume corresponding to each crankshaft angle. Combustion heat release rate curve of the cylinder.
  • 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 ⁇ , and then the combustion heat release rate curve is obtained based on the combustion heat release rates at multiple crankshaft angles ⁇ ; here, 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 above embodiments of the present disclosure propose that: according to the cylinder pressure data and the cylinder volume corresponding to each crankshaft angle, the combustion heat release data 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 cylinder rotation of the preset angle increment is determined; it should be noted that the preset angle increment proposed in the present disclosure is an integer, and the angle interval between i and i-1, i and i+1 is the same as the preset angle increment. 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.
  • the analysis result includes a curve change value; the above embodiments of the present disclosure provide data analysis on the combustion heat release data to obtain the analysis result, including:
  • 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.
  • 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 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.
  • the first compression ignition threshold value is 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 characterize that efficient compression ignition combustion occurs in the cylinder.
  • the first compression ignition threshold value limit1 can be set between 70% and 90%.
  • 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.
  • the curve change value also includes the curvature change extreme value of the combustion heat release rate curve within the preset crankshaft angle interval.
  • the combustion heat release rate curve is derivatized within the preset crankshaft angle interval to obtain the curvature change value (2dQ/di) of the combustion heat release rate (dQ/di) between two adjacent crankshaft angles (i.e., one preset angle increment apart), and the minimum value of the curvature change value (2dQ/di) 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 second compression ignition threshold value is the curvature change extreme value of the compression ignition combustion heat release rate curve when the cylinder is in the compression ignition working condition
  • the curvature change extreme value is the minimum value of the curvature change value, which 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 is different from the first compression ignition threshold.
  • the second compression ignition threshold limit2 can be set between 3 and 5.
  • 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.
  • the cylinder includes a plurality of cylinders; the ignition process for the cylinder based on the first target ignition angle includes:
  • an individual ignition process is performed on each of the cylinders.
  • 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.
  • each cylinder has its own ignition angle three-dimensional table (MAP1) and a parameter three-dimensional table recording preset combustion state parameters.
  • MAP1 ignition angle three-dimensional table
  • a parameter three-dimensional table recording preset combustion state parameters.
  • the determination of the compression ignition event in the cylinder is also independently processed.
  • the disclosed embodiment performs independent data processing and ignition control on multiple cylinders of the engine. Compared with unified ignition control, this takes into account the differences between the cylinders and further improves the combustion efficiency of the engine.
  • the ignition process of the cylinder based on the second target ignition angle includes:
  • an individual ignition process is performed on each of the cylinders.
  • each cylinder has a corresponding knock sensor, so the knock detection in the cylinder, determination of the second ignition correction angle of the cylinder, 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.
  • 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.
  • FIG. 2 is a schematic diagram of an ignition strategy of an engine ignition method according to an exemplary embodiment.
  • the engine ignition method proposed in the present disclosure can be implemented in the following manner:
  • the engine is set to operate in an ignition compression ignition state, and the engine speed and the air intake per cycle in the cylinder are used as inputs to determine the control range of the ignition compression ignition; then, an ignition control signal (including a first control signal and a second control signal) is obtained, and it is determined whether the ignition compression ignition control is required according to the ignition control signal; if so, the engine ignition scheme for controlling the ignition compression ignition combustion is executed based on the first control signal; if not, the engine ignition scheme for controlling the ignition combustion is executed based on the second control signal.
  • the engine ignition scheme for controlling the ignition combustion includes: ignition processing of the cylinder by the ignition ignition angle.
  • the preset ignition angle is recorded in the ignition angle three-dimensional table (MAP1)
  • the preset combustion state parameter is recorded in the parameter three-dimensional table.
  • the ignition angle in the ignition angle three-dimensional table and the combustion state parameter in the parameter three-dimensional table are recorded when a compression ignition event occurs in the cylinder.
  • FIG3 is a flow chart of a compression ignition event determination method 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:
  • Step 301 measuring the combustion heat release rate of the cylinder based on the crankshaft angle.
  • the engine has multiple cylinders; taking the crankshaft angle as the reference axis, the cylinder pressure of each cylinder at the crankshaft angle obtained every time the engine rotates 1°, the current crankshaft angle and the cylinder volume are monitored, and 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-1-th crankshaft angle
  • 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
  • Vi+1 is the cylinder volume corresponding to the i+1-th crankshaft angle
  • k is 1.35, where i ⁇ [-180, 180].
  • Step 302 obtaining a combustion heat release rate curve corresponding to the combustion heat release rate.
  • Step 303 obtaining the maximum value of the curve value of the combustion heat release rate curve within a preset crankshaft angle interval.
  • 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.
  • 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
  • the preset crankshaft angle interval can be (-20, 70) degrees.
  • the maximum value of the curve value of the combustion heat release rate curve in the preset crankshaft angle interval i.e., the combustion heat release rate dQ/di
  • Step 304 obtaining a compression ignition threshold.
  • the compression ignition threshold limit can be set between 3 and 5.
  • Step 305 determining whether the maximum value is greater than the compression ignition threshold; if so, executing step 306 , if not, executing step 307 .
  • Step 306 determining whether 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:
  • Step 308 obtaining a preset ignition angle and preset combustion state parameters.
  • the preset combustion parameters include the preset crank angle corresponding to the compression ignition combustion heat release rate parameter value reaching 50%, that is, the preset ignition compression ignition combustion midpoint CA50.
  • the preset CA50 is written in the ignition compression ignition combustion midpoint three-dimensional table (MAP2), and the preset ignition angle (preset SA) is written in the ignition angle three-dimensional table (MAP1).
  • the engine ignition scheme for controlling the ignition compression combustion is executed, specifically:
  • the cylinder of the engine is ignited to obtain the actual crankshaft angle corresponding to the actual combustion heat release rate of the cylinder reaching 90%, that is, the actual combustion midpoint measured CA50;
  • 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.
  • 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.
  • a knock event in the cylinder is detected by a knock sensor provided on the cylinder.
  • 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.
  • FIG. 4 is a schematic block diagram of the structure of an engine 400 shown according to an exemplary embodiment.
  • 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.
  • the bus system 403 is used to achieve connection and communication between these components.
  • the bus system 403 also includes a power bus, a control bus, and a status signal bus.
  • various buses are labeled as bus system 403 in FIG. 4 .
  • 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., where the general-purpose processor can be a microprocessor or any conventional processor, etc.
  • DSP digital signal processor
  • 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.
  • the memory 402 includes a volatile memory or a non-volatile memory, and may also include a volatile memory and a 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 embodiment of the present disclosure is intended to include any suitable type of memory.
  • the memory 402 can store data to support various operations, examples of which include programs, modules, and data structures, or subsets or supersets thereof.
  • the memory 402 stores an operating system 4021 and an engine ignition device 4022; specifically:
  • 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.
  • hardware-related tasks such as a framework layer, a core library layer, a driver layer, etc.
  • the engine ignition device provided by the embodiments of the present disclosure can be implemented in software.
  • FIG. 4 shows an engine ignition device 4022 stored in a memory 402, which can be software in the form of a program and a plug-in, including the following software modules: an acquisition module 40221, a first determination module 40222 and 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 logical, and therefore can be arbitrarily combined or further split according to the functions implemented. The functions of each module will be described below.
  • the engine ignition device provided by the embodiment of the present disclosure may be implemented in hardware.
  • the engine ignition device provided by the embodiment 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 embodiment 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 engine ignition device 4022 of the memory 402 may include:
  • the acquisition module 40221 is 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;
  • the first determination module 40222 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 40223 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 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.
  • the combustion heat release data includes an actual combustion heat release rate of the cylinder in the current working cycle
  • 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 40222 is further configured to determine an actual crankshaft angle of the engine corresponding to the target combustion heat release rate when the actual combustion heat release rate of the cylinder reaches 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.
  • 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%.
  • the apparatus further comprises:
  • the second determination 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;
  • 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;
  • the second ignition module 40227 is configured to, in the next working cycle, The target ignition angle performs an ignition process on the engine.
  • 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.
  • the cylinder comprises a plurality of
  • the first ignition module 40224 is further configured to perform individual ignition processing on each of the multiple cylinders based on the first target ignition angle corresponding to each of the cylinders.
  • 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.
  • the apparatus further comprises:
  • 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.
  • 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 engine ignition method provided by 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 engine ignition 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; 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 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, so as to control the ignition compression ignition combustion in the cylinder of the engine.

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Abstract

一种发动机点火方法，包括：在发动机的气缸的当前工作循环内，获取基于预设点火角对气缸进行点火处理得到的气缸的燃烧放热数据；在未检测到气缸中发生爆震事件的情况下，基于燃烧放热数据和预设燃烧状态参数确定第一点火修正角；其中，预设点火角和预设燃烧状态参数是在气缸中发生压燃事件的情况下获取的；基于预设点火角和第一点火修正角，得到第一目标点火角；在气缸的下一个工作循环内，基于第一目标点火角对气缸进行点火处理。该发动机点火方法能够基于压燃工况对应的预设点火角和预设燃烧状态参数调整气缸的点火角，以控制发动机的气缸内实现点燃压燃燃烧。还公开了一种发动机点火装置、一种发动机和一种计算机可读存储介质。

Description

一种发动机点火方法及装置、发动机、存储介质 技术领域
本发明涉及发动机技术领域，尤其涉及一种发动机点火方法及装置、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，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，如何进行发动机的点火控制，以进一步实现发动机的点燃压燃燃烧，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，本公开提供了一种发动机点火方法及装置、发动机、存储介质。通过本公开提出的发动机点火方法，能够基于压燃工况对应的预设点火角和预设燃烧状态参数调整气缸的点火角，以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，提供一种发动机点火方法，所述方法包括：
在所述发动机的气缸的当前工作循环内，获取基于预设点火角对所述气缸进行点火处理得到的所述气缸的燃烧放热数据；
在未检测到所述气缸中发生爆震事件的情况下，基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角；其中，所述预设点火角和所述预设燃烧状态参数是在所述气缸中发生压燃事件的情况下获取的；
基于所述预设点火角和所述第一点火修正角，得到第一目标点火角；
在所述气缸的下一个工作循环内，基于所述第一目标点火角对所述气缸进行点火处理。
在一些实施例中，所述燃烧放热数据包括在所述当前工作循环内所述气缸的实际燃烧放热率，所述预设燃烧状态参数包括在所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率达到目标燃烧放热率对应的所述发动机的预设曲轴转角；所述基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角，包括：
确定所述气缸的实际燃烧放热率达到所述目标燃烧放热率对应的所述发动机的实际曲轴转角；
基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角。
在一些实施例中，所述目标燃烧放热率的参数值包括50％；所述基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角，包括：
基于所述气缸的实际燃烧放热率的参数值达到50％对应的所述实际曲轴转角，和所述气缸的压燃燃烧放热率的参数值达到50％对应的所述预设曲轴转角之间的差值，确定所述第一点火修正角。
在一些实施例中，所述方法还包括：
在检测到所述气缸中发生所述爆震事件的情况下，基于所述爆震事件的爆震情况，得到第二点火修正角；
基于所述预设点火角和所述第二点火修正角，得到第二目标点火角；
在所述下一个工作循环内，基于所述第二目标点火角对所述发动机进行点火处理。
在一些实施例中，所述基于所述爆震事件的爆震情况，得到第二点火修正角，包括：
确定所述爆震事件的爆震强度；
根据所述爆震强度对应的爆震等级，确定与所述爆震等级对应的所述第二点火修正角。
在一些实施例中，所述气缸包括多个；所述基于所述第一目标点火角对所述气缸进行点火处理，包括：
基于多个所述气缸中的每个所述气缸对应的所述第一目标点火角，对每个所述气缸进行单独点火处理。
在一些实施例中，所述方法还包括：
在所述气缸的历史工作循环内，获取所述气缸生成的第一信号，其中，所述第一信号用于指示所述气缸中发生所述压燃事件；
基于所述第一信号，获取所述气缸对应的所述预设点火角和所述预设燃烧状态参数。
在一些实施例中，所述方法还包括：
在所述历史工作循环内，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气缸的所述燃烧放热数据；
对所述燃烧放热数据进行数据分析，得到分析结果；
在所述分析结果超过压燃阈值的情况下，生成所述第一信号。
本公开实施例的第二方面，提供一种发动机点火装置，所述装置包括：
获取模块，被配置为在所述发动机的气缸的当前工作循环内，获取基于预设点火角对所述气缸进行点火处理得到的所述气缸的燃烧放热数据；
第一确定模块，被配置为在未检测到所述气缸中发生爆震事件的情况下， 基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角；其中，所述预设点火角和所述预设燃烧状态参数是在所述气缸中发生压燃事件的情况下获取的；
第一修正模块，被配置为基于所述预设点火角和所述第一点火修正角，得到第一目标点火角；
第一点火模块，被配置为在所述气缸的下一个工作循环内，基于所述第一目标点火角对所述气缸进行点火处理。
在一些实施例中，所述燃烧放热数据包括在所述当前工作循环内所述气缸的实际燃烧放热率，所述预设燃烧状态参数包括在所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率达到目标燃烧放热率对应的所述发动机的预设曲轴转角；
所述第一确定模块，还被配置为确定所述气缸的实际燃烧放热率达到所述目标燃烧放热率对应的所述发动机的实际曲轴转角；基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角。
在一些实施例中，所述第一确定模块，还配置为基于所述气缸的实际燃烧放热率的参数值达到50％对应的所述实际曲轴转角，和所述气缸的压燃燃烧放热率的参数值达到50％对应的所述预设曲轴转角之间的差值，确定所述第一点火修正角。
在一些实施例中，所述装置还包括：
第二确定模块，被配置为在检测到所述气缸中发生所述爆震事件的情况下，基于所述爆震事件的爆震情况，得到第二点火修正角；
第二修正模块，被配置为基于所述预设点火角和所述第二点火修正角，得到第二目标点火角；
第二点火模块，被配置为在所述下一个工作循环内，基于所述第二目标点火角对所述发动机进行点火处理。
在一些实施例中，所述第二确定模块，还被配置为确定所述爆震事件的爆震强度；根据所述爆震强度对应的爆震等级，确定与所述爆震等级对应的所述 第二点火修正角。
在一些实施例中，所述气缸包括多个；
所述第一点火模块，还被配置为基于多个所述气缸中的每个所述气缸对应的所述第一目标点火角，对每个所述气缸进行单独点火处理。
在一些实施例中，所述获取模块，还被配置为在所述气缸的历史工作循环内，获取所述气缸生成的第一信号，其中，所述第一信号用于指示所述气缸中发生所述压燃事件；基于所述第一信号，获取所述气缸对应的所述预设点火角和所述预设燃烧状态参数。
在一些实施例中，所述装置还包括：
信号生成模块，被配置为在所述历史工作循环内，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气缸的所述燃烧放热数据；对所述燃烧放热数据进行数据分析，得到分析结果；在所述分析结果超过压燃阈值的情况下，生成所述第一信号。
本公开实施例的第三方面，提供一种发动机，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，实现本公开上述第一方面所提出的发动机点火方法。
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，被配置为被处理器执行时，实现本公开上述第一方面所提出的发动机点火方法。
本公开实施例提供的技术方案可以包括以下有益效果：
本公开实施例中，基于压燃工况对应的预设点火角和预设燃烧状态参数调整气缸的点火角，能够有效控制发动机的气缸内实现点燃压燃燃烧；并且，本公开考虑到了气缸实际燃烧过程中受到使用环境、使用时长、循环次数等干扰因素对发动机燃烧放热状态的影响，通过预设燃烧状态参数修正点火角使得下个工作循环内气缸的燃烧状态能够有效满足压燃工况下的燃烧状态，进一步提高了发动机的压燃燃烧效率，优化了发动机的工作场景。
附图说明
图1是根据一示例性实施例示出的发动机点火方法的流程示意图；
图2是根据一示例性实施例示出的发动机点火方法的点火策略示意图；
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；
图4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发动机点火方法的流程示意图。如图1所示的，本公开提出的发动机点火方法能够通过步骤101至步骤104实施：
步骤101、在所述发动机的气缸的当前工作循环内，获取基于预设点火角 对所述气缸进行点火处理得到的所述气缸的燃烧放热数据；
步骤102、在未检测到所述气缸中发生爆震事件的情况下，基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角；
其中，所述预设点火角和所述预设燃烧状态参数是在所述气缸中发生压燃事件的情况下获取的；
步骤103、基于所述预设点火角和所述第一点火修正角，得到第一目标点火角；
步骤104、在所述气缸的下一个工作循环内，基于所述第一目标点火角对所述气缸进行点火处理。
需要说明的是，本公开提出的发动机点火方法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，活塞向下止点运动，发动机吸气，在下止点附近，控制模组如电子控制单元(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，活塞向上止点运动，当活塞运行至上止点附近时，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，基于压燃事件发生的预设燃烧状态参数来修正实际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，能够在气缸中未发生爆 震事件的情况下，基于压燃工况对应的预设点火角和预设燃烧状态参数调整气缸的点火角，以控制发动机的气缸内实现点燃压燃燃烧。
这里，在步骤101中，发动机的气缸处于当前工作循环内，在曲轴转动到预设点火角的位置，利用火花塞进行点火，并获取点火处理后所述气缸的燃烧放热数据。
需要说明的是，发动机的一个工作循环中，发动机中的气缸完成一次完整的能量转换，具体完成进气、压缩及点火、燃烧膨胀和排气四个工作过程；发动机曲轴在循环往复转动过程中，发动机依次完成多个工作循环，以持续提供驱动力。
本公开实施例中，预设点火角是在所述气缸中发生压燃事件的情况下获取的。具体的，在历史工作循环内，若判定气缸中发生压燃事件，则获取该气缸的点火角，并将该点火角写入点火角三维表(MAP1)内；预设点火角可以是点火角三维表(MAP1)中记录的任意一个点火角，还可以与当前工作循环最近的一个发生压燃事件的历史工作循环中的点火角，还可以是点火角三维表(MAP1)中记录的多个点火角的平均值，本公开对此不作进一步限制。
这里，生成点火角三维表(MAP1)可以是通过对发动机的气缸进行燃烧放热测试得到。具体的，在多个历史工作循环中，通过扭矩三维表和/或转速三维表，依次调整扭矩点格和/或转速点格，并在每个工作循环内，通过点火和喷油控制气缸内混合气燃烧，并判定气缸中是否发生压燃事件；在压燃事件的发生率高的情况下，判定该发动机工作在压燃工况下；并将压燃事件对应的点火角写入点火角三维表(MAP1)中。这里，扭矩三维表中扭矩点可以是0Nm至200Nm，且间隔10Nm；转速三维表中转速点可以1000rpm至5000rpm，间隔500rpm。
本公开实施例中，当前工作循环内点火处理得到的所述气缸的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实际燃烧状态。本公开中，燃烧放热数据包括但不限于所述当前工作循环内所述气缸的实际燃烧放热率、缸压升高率、平均有效压力等。
在步骤102中，发动机设置有爆震传感器，用于检测气缸中的爆震事件；在未检测到气缸中发生爆震事件的情况下，可以控制气缸中的混合气进行点燃压燃燃烧，在发生爆震事件的情况下，则需要先进行爆震抑制处理。
这里，爆震是汽油机中一种不正常燃烧的现象，具体表现为：燃烧的火焰还没有到达燃烧室之前，远程混合气由于受到燃烧气体膨胀的压力而被压缩，造成体积缩小、温度和压力升高，使得一部分混合气自行引燃，并迅速向外传播，其火焰波与正常燃烧的火焰波相遇时，会产生剧烈的气体震动，形成爆震。而在爆震事件发生的情况下，不能进行压燃燃烧点火角控制。
本公开中，预设燃烧状态参数也是在所述气缸中发生压燃事件的情况下获取的，预设燃烧状态参数用于表征气缸工作在压燃工况下的燃烧放热状态。本公开中，预设燃烧状态参数包括但不限于所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率、压燃缸压升高率或压燃平均有效压力。
需要说明的是，气缸在实际燃烧过程中，使用环境、使用时长、循环次数等干扰因素会对发动机当前工作循环内的燃烧放热状态产生影响，在预设点火角的作用下，实际燃烧放热状态在上述干扰因素的作用下可能低于理想的压燃燃烧放热状态，所以，通过预设燃烧状态参数对点火角修正，能够使气缸的燃烧状态趋向压燃工况下的燃烧状态。
在历史工作循环内，若判定气缸中发生压燃事件，则获取预设燃烧状态参数，并将预设状态参数记载在参数三维表内。以预设状态参数为压燃平均有效压力为例，获取的压燃平均有效压力可以是参数三维表中的任意一个平均有效压力，还可以与当前工作循环最近的一个发生压燃事件的历史工作循环中对应的平均有效压力，还可以是参数三维表中记录的多个平均有效压力的平均值，本公开对此不作进一步限制。
本公开中，基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角可以实施为：确定当前工作循环内所述气缸的平均有效压力和获取的压燃平均有效压力的差值；确定该差值和压燃平均有效压力之间的比值，将该比值与设定角度的乘积作为第一点火修正角。其中，设定角度是预先设置的，示例性 的，设定角度可以是10度。
这里，通过监测当前工作循环内实际的平均有效压力和压燃工况下气缸的压燃平均有效压力之间的差异，并基于该差异得到第一点火修正角，使得在下一个工作循环内，能够通过该点火修正角控制气缸内发生点燃压燃燃烧，并控制实际燃烧放热状态趋向理想的点燃压燃燃烧放热状态。
在步骤103中，第一点火修正角可以是基于所述预设点火角和所述第一点火修正角的逻辑与结果，得到第一目标点火角。
例如，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，预设点火角可以是-5度；在确定的第一点火修正角为2度时，目标点火角为-3度。
在步骤104中，在气缸的下一个工作循环内，基于第一目标点火角对气缸进行点火处理，能够有效控制气缸内的点燃压燃燃烧，并且使气缸内的燃烧趋向理想的压燃燃烧放热状态。
本公开实施例中，基于压燃工况对应的预设点火角和预设燃烧状态参数调整气缸的点火角，能够有效控制发动机的气缸内实现点燃压燃燃烧；并且，本公开考虑到了气缸实际燃烧过程中受到使用环境、使用时长、循环次数等干扰因素对发动机燃烧放热状态的影响，通过预设燃烧状态参数修正点火角使得下个工作循环内气缸的燃烧状态能够有效满足压燃工况下的燃烧状态，进一步提高了发动机的压燃燃烧效率，优化了发动机的工作场景。
在一些实施例中，所述燃烧放热数据包括在所述当前工作循环内所述气缸的实际燃烧放热率，所述预设燃烧状态参数包括在所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率达到目标燃烧放热率对应的所述发动机的预设曲轴转角；步骤S102中的基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角，包括：
确定所述气缸的实际燃烧放热率达到所述目标燃烧放热率对应的所述发动机的实际曲轴转角；
基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点 火修正角。
本公开中，通过比较所述气缸的实际燃烧放热率和气缸在压燃工况下的压燃燃烧放热率之间的差异来获取第一点火修正角。
示例性的，目标燃烧放热率的参数值可以包括90％，预设曲轴转角为预设CA90；此时确定所述气缸的实际燃烧放热率达到90％对应的实际曲轴转角为实测CA90。将实测CA90和预设CA90之间的差值作为第一点火修正角。
这里，通过监测当前工作循环内燃烧放热率达到目标燃烧放热率对应的曲轴转角和压燃工况下气缸的目标燃烧放热率对应的曲轴转角之间的差异，并基于该差异得到第一点火修正角，能够通过第一点火修正角控制气缸朝向压燃工况的点燃压燃燃烧状态靠近，提高发动机的燃烧放热效率。
在一些实施例中，所述目标燃烧放热率的参数值包括50％；所述基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角，包括：
基于所述气缸的实际燃烧放热率的参数值达到50％对应的所述实际曲轴转角，和所述气缸的压燃燃烧放热率的参数值达到50％对应的所述预设曲轴转角之间的差值，确定所述第一点火修正角。
这里，气缸的压燃燃烧放热率的参数值达到50％对应的所述预设曲轴转角是点燃压燃燃烧中点，即预设CA50；此时确定所述气缸的实际燃烧放热率达到90％对应的实际曲轴转角是实测燃烧中点，即实测CA50。将实测CA50和预设CA50之间的差值作为第一点火修正角。
需要说明的是，目标燃烧放热率的参数值在50％时，燃烧放热的效果最佳；如此，通过监测当前工作循环内燃烧放热率达到50％对应的曲轴转角和压燃工况下气缸的压燃燃烧放热率达到50％对应的曲轴转角之间的差异，能够控制气缸朝向压燃工况的点燃压燃燃烧最佳状态靠近，提高发动机的燃烧放热效率。
在一些实施例中，在所述气缸的下一个工作循环内，所述方法还包括：
获取点火控制信号；
在所述点火控制信号包括第一控制信号时，执行步骤104中的基于所述第 一目标点火角对所述气缸进行点火处理；
在所述点火控制信号包括第二控制信号时，基于点燃点火角对所述气缸进行点火处理；
其中，第一控制信号用于指示对所述气缸进行压燃燃烧控制；所述第二控制信号用于指示对所述气缸进行点燃燃烧控制。
这里，点燃点火角是预先设置的，在活塞运动到点燃点火角对应的位置时，控制火花塞进行点燃点火控制。
在一些实施例中，所述方法还包括：
在检测到所述气缸中发生所述爆震事件的情况下，基于所述爆震事件的爆震情况，得到第二点火修正角；
基于所述预设点火角和所述第二点火修正角，得到第二目标点火角；
在所述下一个工作循环内，基于所述第二目标点火角对所述发动机进行点火处理。
这里，发动机设置有爆震传感器，用于检测气缸中的爆震事件。具体的，基于爆震传感器采集到的信号进行频谱分析，在频谱分析后的结果超过爆震阈值时，确定气缸中发生爆震事件。
在检测到所述气缸中发生所述爆震事件的情况下，需要先进行爆震抑制处理。具体的，爆震抑制处理的方式是根据第二目标修正角调整点火位置，以抑制发动机发生爆震。这里，第二目标点火角可以是基于所述预设点火角和所述第二点火修正角的逻辑与结果，得到第二目标点火角。
在实际实施过程中，可以通过推迟点火角来抑制爆震。例如：预设点火角为-5度；通过频谱分析后的结果确定第一点火修正角为-2度，此时，第二目标点火角为-7度。
本公开实施例通过爆震传感器检测爆震情况，并通过推迟点火角来抑制爆震发生，减少工况中的非正常燃烧现象，优化发动机的工作场景。
在一些实施例中，所述基于所述爆震事件的爆震情况，得到第二点火修正角，包括：
确定所述爆震事件的爆震强度；
根据所述爆震强度对应的爆震等级，确定与所述爆震等级对应的所述第二点火修正角。
本公开中，对爆震传感器采集到的信号进行频谱分析的分析结果包括爆震事件的爆震强度；这里，爆震强度在第一强度范围内时，爆震等级为初级爆震；爆震强度在第二强度范围内时，爆震等级为中级爆震，爆震强度在第三强度范围内时，爆震等级为超级爆震。这里，第一强度范围内的强度值小于第二强度范围内的强度值，第二强度范围内的强度值小于第三强度范围内的强度值。
这里，预先设置爆震等级和第二点火修正角的对应关系表。需要说明的是，爆震等级和第二点火修正角的绝对值呈正相关关系。爆震等级越高，第二点火修正角的绝对值越大，相应的，对点火角的修正程度越大。
在确定爆震强度后，根据爆震强度所在的强度区间确定爆震等级，并查找对应关系表确定第二点火修正角。
通过本公开实施例能够根据爆震事件的实际情况确定合适的第二点火修正角，有助于更好的实现爆震抑制。
在一些实施例中，所述方法还包括：
在所述气缸的历史工作循环内，获取所述气缸生成的第一信号，其中，所述第一信号用于指示所述气缸中发生所述压燃事件；
基于所述第一信号，获取所述气缸对应的所述预设点火角和所述预设燃烧状态参数。
这里，确定点火角三维表(MAP1)和记载预设燃烧状态参数的参数三维表可以是通过对发动机的气缸进行燃烧放热测试得到；在测试环节的多个历史工作循环中，需要以转速和气缸内每循环进气量为输入，不断调整点火角；并通过气缸的燃烧放热数据来确定压燃事件是否发生。
本公开中，第一信号和第二信号是气缸中输出的与压燃事件发生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，指示所述气缸发生压燃事件， 在接收到第一信号后，将该气缸对应的预设点火角写入所述点火角三维表内，并将预设燃烧状态参数写入参数三维表内；第二信号以低电平数字信号输出，指示所述气缸内未发生压燃事件。在实际实施时，第一信号可以通过信号1(true)的形式传输，第二信号可以通过0(false)的形式传输。
这里，点火角三维表执行开环控制策略，输出预设点火角后不需要反馈控制；参数三维表执行闭环控制策略，输出预设燃烧状态参数需要反馈控制。
本公开实施例中，基于获取第一信号和第二信号能够知晓压燃事件的判定结果，有助于判定发动机在测试过程中的工况，并且，基于第一信号能够确定压燃事件发生时的预设点火角和预设燃烧状态参数，有助于在实际工作中控制气缸实现压燃燃烧。
在一些实施例中，所述方法还包括：
在所述历史工作循环内，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气缸的所述燃烧放热数据；
对所述燃烧放热数据进行数据分析，得到分析结果；
在所述分析结果超过压燃阈值的情况下，生成所述第一信号。
这里，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。示例性的，预设角度增量可以是1度。
本公开中，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。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，所述基于多个所述曲轴转角确定所述气缸的所述燃烧放热数据，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。
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数据，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，燃烧放热率(dQ/di，即Qi)可以通过公式(3)得到：
这里，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]。
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。
在一些实施例中，所述分析结果包括曲线变化值；本公开上述实施例提出的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。
如此，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，并生成第一信号；在所述曲线变化值为超过压燃阈值时，判定所述气缸中未发生压燃事件，并生成第二信号。
这里，预设曲轴转角区间是活塞在压缩上止点附近位置对应的曲轴转角形成的区间。这里，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)为0度，预设曲轴转角区间可以是(-20，70)度。
本公开中，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；这里，对燃烧放热率曲线在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/di)进行排序，确定曲线值的最大值
如此，在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。这里，第一压燃阈值是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。示例性的，第一压燃阈值limit1可以设置在70％至90％之间。
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，并生成第一信号，有助于加快后续发动机点火控制进程。
本公开中，曲线变化值还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率变化极值。这里，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/di)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/di)，并确定在预设曲轴转角区间内曲率变化值(2dQ/di)中的极小值，将极小值的绝对值作为曲率变化极值。
如此，在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。这里，第二压燃阈值是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。
本公开中，第二压燃阈值和第一压燃阈值不同。示例性的，第二压燃阈值limit2可以设置在3至5之间。
这里，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。
在一些实施例中，所述气缸包括多个；所述基于所述第一目标点火角对所述气缸进行点火处理，包括：
基于多个所述气缸中的每个所述气缸对应的所述第一目标点火角，对每个所述气缸进行单独点火处理。
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、确定气缸的第一点火修正角、第一目标点火角，以及对气缸在下个工作循环内的点火控制等，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，每个气缸都具有各自的点火角三维表(MAP1)和记载预设燃烧状态参数的参数三维表。本公开中，对气缸内的压燃事件判定也是独立处理的。
本公开实施例通过对发动机多个气缸进行独立数据处理和点火控制，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。
在另一些实施例中，所述基于所述第二目标点火角对所述气缸进行点火处理，包括：
基于多个所述气缸中的每个所述气缸对应的所述第二目标点火角，对每个所述气缸进行单独点火处理。
需要说明的是，每个气缸都有对应的爆震传感器，所以对于气缸内的爆震检测、确定气缸的第二点火修正角、第二目标点火角，以及对每个气缸在下个工作循环内爆震抑制处理等，都是通过发动机的控制模组对每个气缸进行独立处理的。
本公开实施例通过对发动机多个气缸进行独立的爆震检测和爆震抑制处理，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，说明本公开提出的发动机点火方法的一个具体的应用实施例。
这里，发动机点火方法可以实施在点燃压燃式汽油机中。参见图2，图2是根据一示例性实施例示出的发动机点火方法的点火策略示意图。如图2所示的，本公开提出的发动机点火方法可以通过下述方式实施：
首先，设定发动机运行在点燃压燃状态下的工况，以发动机转速和缸内每循环进气量为输入，确定点燃压燃的控制区间；随后，获取点火控制信号(包括第一控制信号和第二控制信号)，根据点火控制信号判断是否需要进行点燃压燃控制；若是，基于第一控制信号执行控制点燃压燃燃烧的发动机点火方案；若不是，基于第二控制信号执行控制点燃燃烧的发动机点火方案。这里，控制点燃燃烧的发动机点火方案包括：通过点燃点火角对所述气缸进行点火处理。
在执行控制点燃压燃燃烧的发动机点火方案中，需要获取预设点火角和预设燃烧状态参数。这里，预设点火角记载在点火角三维表(MAP1)内，预设燃烧状态参数记载在参数三维表中，点火角三维表内的点火角以及参数三维表中的燃烧状态参数是在气缸中发生压燃事件的情况下记录的。
这里，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。如图3所示的，对气缸中压燃事件判定的方法可以通过以下步骤实施：
步骤301，实测气缸基于曲轴转角的燃烧放热率。
这里，发动机具有多个气缸；以曲轴转角为参考轴，监测发动机每转动1°得到的曲轴转角下的各气缸缸缸内压力、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。
步骤303，获取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。
这里，预设曲轴转角区间是活塞在压缩上止点附近位置对应的曲轴转角形成的区间。这里，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)为0度，预设曲轴转角区间可以是(-20，70)度。燃烧放热率曲线在预设曲轴转角区间内的曲线值(即燃烧放热率dQ/di)的最大值这里，i∈(-20，70)。
步骤304，获取压燃阈值。
这里，压燃阈值limit可以设置在3至5之间。
步骤305，判断所述最大值是否大于压燃阈值；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：
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。
步骤308，获取预设点火角和预设燃烧状态参数。
这里，预设燃烧参数包括压燃燃烧放热率的参数值达到50％对应的预设曲轴转角，即点燃压燃燃烧中点预设CA50。将预设CA50写在点燃压燃燃烧中点三维表(MAP2)中，并将预设点火角(预设SA)写入点火角三维表(MAP1)内。
结合图2示出的策略图，在实际实施时，根据点火角三维表(MAP1)输出的预设点火角(预设SA)和点燃压燃燃烧中点三维表(MAP2)输出的点燃压燃燃烧中点预设CA50，执行控制点燃压燃燃烧的发动机点火方案，具体的：
基于预设点火角对发动机的气缸进行点火处理，获取气缸的实际燃烧放热率达到90％对应的实际曲轴转角，即实测燃烧中点实测CA50；
将预设CA50与实测CA50比较，得到第一点火修正角SA1，基于第一点火修正角SA1控制点火处理，以促进压燃发生。
这里，每个气缸进行独立数据采集、信号处理和实测CA50反馈，以通过第一点火修正角SA1对相应的气缸进行点火角修正。
结合图2示出的策略图，在实际实施时，在发动机的当前工作循环内，通过气缸上设置的爆震传感器检测气缸内的爆震事件。
判断气缸中是否发生爆震事件，如果是，根据爆震情况获取第二点火修正角SA2，并将第二点火修正角SA2和预设点火角相加，得到第二目标点火角，通过第二目标点火角控制点火，抑制发动机发生爆震。
如果不是，基于第一点火修正角SA1控制点火处理，并将第一点火修正角SA1和预设点火角相加，得到第一目标点火角，通过第一目标点火角控制点火以促进压燃发生。
接下来对本公开实施例提供的用于实施基于上述发动机点火方法的发动机设备进行说明。参见图4，图4是根据一示例性实施例示出的发动机400的结构示意框图。如图4所示的，发动机400包括：至少一个处理器401和存储器402。发动机400中的各个组件通过总线系统403耦合在一起。可理解，总线系统403用于实现这些组件之间的连接通信。总线系统403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4中将各种总线都标为总线系统403。
处理器401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402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402可选地包括在物理位置上远离处理器401的一个或多个存储设备。
存储器402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402旨在包括任意适合类型的存储器。
在一些实施例中，存储器402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402中存储有操作系统4021及基于发动机点火装置4022；具体地：
操作系统4021，包括用于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发动机点火装置可以采用软件方式实现。图4示出了存储在存储器402中的发动机点火装置4022，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40221、第一确定模块40222和第一修正模块40223、第一点火模块40224、第二确定模块40225、第二修正模块40226、第二点火模块40227、信号生成模块40228，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发动机点火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发动机点火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发动机点火方法，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发动机点火装置4022的实施为软件模块的示例性结构。在一些实施例中，如图4所示，存储在存储器402的发动机点火装置4022中的软件模块可以包括：
获取模块40221，被配置为在发动机的气缸的当前工作循环内，获取基于预设点火角对所述气缸进行点火处理得到的所述气缸的燃烧放热数据；
第一确定模块40222，被配置为在未检测到所述气缸中发生爆震事件的情况下，基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角；其中，所述预设点火角和所述预设燃烧状态参数是在所述气缸中发生压燃事件的情况下获取的；
第一修正模块40223，被配置为基于所述预设点火角和所述第一点火修正角，得到第一目标点火角；
第一点火模块40224，被配置为在所述气缸的下一个工作循环内，基于所述第一目标点火角对所述气缸进行点火处理。
在一些实施例中，所述燃烧放热数据包括在所述当前工作循环内所述气缸的实际燃烧放热率，所述预设燃烧状态参数包括在所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率达到目标燃烧放热率对应的所述发动机的预设曲轴转角；
所述第一确定模块40222，还被配置为确定所述气缸的实际燃烧放热率达到所述目标燃烧放热率对应的所述发动机的实际曲轴转角；基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角。
在一些实施例中，所述第一确定模块40222，还配置为基于所述气缸的实际燃烧放热率的参数值达到40％对应的所述实际曲轴转角，和所述气缸的压燃燃烧放热率的参数值达到40％对应的所述预设曲轴转角之间的差值，确定所述第一点火修正角。
在一些实施例中，所述装置还包括：
第二确定模块40225，被配置为在检测到所述气缸中发生所述爆震事件的情况下，基于所述爆震事件的爆震情况，得到第二点火修正角；
第二修正模块40226，被配置为基于所述预设点火角和所述第二点火修正角，得到第二目标点火角；
第二点火模块40227，被配置为在所述下一个工作循环内，基于所述第二 目标点火角对所述发动机进行点火处理。
在一些实施例中，所述第二确定模块40226，还被配置为确定所述爆震事件的爆震强度；根据所述爆震强度对应的爆震等级，确定与所述爆震等级对应的所述第二点火修正角。
在一些实施例中，所述气缸包括多个；
所述第一点火模块40224，还被配置为基于多个所述气缸中的每个所述气缸对应的所述第一目标点火角，对每个所述气缸进行单独点火处理。
在一些实施例中，所述获取模块40221，还被配置为在所述气缸的历史工作循环内，获取所述气缸生成的第一信号，其中，所述第一信号用于指示所述气缸中发生所述压燃事件；基于所述第一信号，获取所述气缸对应的所述预设点火角和所述预设燃烧状态参数。
在一些实施例中，所述装置还包括：
信号生成模块40228，被配置为在所述历史工作循环内，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气缸的所述燃烧放热数据；对所述燃烧放热数据进行数据分析，得到分析结果；在所述分析结果超过压燃阈值的情况下，生成所述第一信号。
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提供的发动机点火方法。
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发动机点火方法。
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基于压燃工况对应的预设点火角和预设燃烧状态参数调整气缸的点火角，以控制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 (18)

  1. 一种发动机点火方法，其特征在于，所述方法包括：
    在所述发动机的气缸的当前工作循环内，获取基于预设点火角对所述气缸进行点火处理得到的所述气缸的燃烧放热数据；
    在未检测到所述气缸中发生爆震事件的情况下，基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角；其中，所述预设点火角和所述预设燃烧状态参数是在所述气缸中发生压燃事件的情况下获取的；
    基于所述预设点火角和所述第一点火修正角，得到第一目标点火角；
    在所述气缸的下一个工作循环内，基于所述第一目标点火角对所述气缸进行点火处理。
  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在所述当前工作循环内所述气缸的实际燃烧放热率，所述预设燃烧状态参数包括在所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率达到目标燃烧放热率对应的所述发动机的预设曲轴转角；所述基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角，包括：
    确定所述气缸的实际燃烧放热率达到所述目标燃烧放热率对应的所述发动机的实际曲轴转角；
    基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角。
  3. 根据权利要求2所述的方法，其特征在于，所述目标燃烧放热率的参数值包括50％；所述基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角，包括：
    基于所述气缸的实际燃烧放热率的参数值达到50％对应的所述实际曲轴转角，和所述气缸的压燃燃烧放热率的参数值达到50％对应的所述预设曲轴转角之间的差值，确定所述第一点火修正角。
  4. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    在检测到所述气缸中发生所述爆震事件的情况下，基于所述爆震事件的爆震情况，得到第二点火修正角；
    基于所述预设点火角和所述第二点火修正角，得到第二目标点火角；
    在所述下一个工作循环内，基于所述第二目标点火角对所述发动机进行点火处理。
  5. 根据权利要求4所述的方法，其特征在于，所述基于所述爆震事件的爆震情况，得到第二点火修正角，包括：
    确定所述爆震事件的爆震强度；
    根据所述爆震强度对应的爆震等级，确定与所述爆震等级对应的所述第二点火修正角。
  6. 根据权利要求1至5中任一项所述的方法，其特征在于，所述气缸包括多个；所述基于所述第一目标点火角对所述气缸进行点火处理，包括：
    基于多个所述气缸中的每个所述气缸对应的所述第一目标点火角，对每个所述气缸进行单独点火处理。
  7. 根据权利要求1至5中任一项所述的方法，其特征在于，所述方法还包括：
    在所述气缸的历史工作循环内，获取所述气缸生成的第一信号，其中，所述第一信号用于指示所述气缸中发生所述压燃事件；
    基于所述第一信号，获取所述气缸对应的所述预设点火角和所述预设燃烧状态参数。
  8. 根据权利要求7所述的方法，其特征在于，所述方法还包括：
    在所述历史工作循环内，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气缸的所述燃烧放热数据；
    对所述燃烧放热数据进行数据分析，得到分析结果；
    在所述分析结果超过压燃阈值的情况下，生成所述第一信号。
  9. 一种发动机点火装置，其特征在于，所述装置包括：
    获取模块，被配置为在所述发动机的气缸的当前工作循环内，获取基于预设点火角对所述气缸进行点火处理得到的所述气缸的燃烧放热数据；
    第一确定模块，被配置为在未检测到所述气缸中发生爆震事件的情况下，基于所述燃烧放热数据和预设燃烧状态参数确定第一点火修正角；其中，所述预设点火角和所述预设燃烧状态参数是在所述气缸中发生压燃事件的情况下获取的；
    第一修正模块，被配置为基于所述预设点火角和所述第一点火修正角，得到第一目标点火角；
    第一点火模块，被配置为在所述气缸的下一个工作循环内，基于所述第一目标点火角对所述气缸进行点火处理。
  10. 根据权利要求9所述的装置，其特征在于，所述燃烧放热数据包括在所述当前工作循环内所述气缸的实际燃烧放热率，所述预设燃烧状态参数包括在所述气缸中发生压燃事件的情况下，所述气缸的压燃燃烧放热率达到目标燃烧放热率对应的所述发动机的预设曲轴转角；
    所述第一确定模块，还被配置为确定所述气缸的实际燃烧放热率达到所述目标燃烧放热率对应的所述发动机的实际曲轴转角；基于所述实际曲轴转角和所述预设曲轴转角之间的差值，确定所述第一点火修正角。
  11. 根据权利要求10所述的装置，其特征在于，
    所述第一确定模块，还配置为基于所述气缸的实际燃烧放热率的参数值达到50％对应的所述实际曲轴转角，和所述气缸的压燃燃烧放热率的参数值达到50％对应的所述预设曲轴转角之间的差值，确定所述第一点火修正角。
  12. 根据权利要求9所述的装置，其特征在于，所述装置还包括：
    第二确定模块，被配置为在检测到所述气缸中发生所述爆震事件的情况下，基于所述爆震事件的爆震情况，得到第二点火修正角；
    第二修正模块，被配置为基于所述预设点火角和所述第二点火修正角，得到第二目标点火角；
    第二点火模块，被配置为在所述下一个工作循环内，基于所述第二目标点 火角对所述发动机进行点火处理。
  13. 根据权利要求12所述的装置，其特征在于，
    所述第二确定模块，还被配置为确定所述爆震事件的爆震强度；根据所述爆震强度对应的爆震等级，确定与所述爆震等级对应的所述第二点火修正角。
  14. 根据权利要求9至13中任一项所述的装置，其特征在于，所述气缸包括多个；
    所述第一点火模块，还被配置为基于多个所述气缸中的每个所述气缸对应的所述第一目标点火角，对每个所述气缸进行单独点火处理。
  15. 根据权利要求9至13中任一项所述的装置，其特征在于，
    所述获取模块，还被配置为在所述气缸的历史工作循环内，获取所述气缸生成的第一信号，其中，所述第一信号用于指示所述气缸中发生所述压燃事件；基于所述第一信号，获取所述气缸对应的所述预设点火角和所述预设燃烧状态参数。
  16. 根据权利要求15所述的装置，其特征在于，所述装置还包括：
    信号生成模块，被配置为在所述历史工作循环内，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气缸的所述燃烧放热数据；对所述燃烧放热数据进行数据分析，得到分析结果；在所述分析结果超过压燃阈值的情况下，生成所述第一信号。
  17. 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8中任一项所述的发动机点火方法。
  18. 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8中任一项所述的发动机点火方法。
PCT/CN2024/099319 2023-06-28 2024-06-14 一种发动机点火方法及装置、发动机、存储介质 Ceased WO2025001882A1 (zh)

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