Method to control the combustion of an internal combustion engine

Abstract

A method to control the combustion of an internal combustion engine comprising determining a combustion model providing a spark advance value depending on an objective value of a quantity representing the incidence of a low-pressure EGR circuit, of the rotation speed, of the intake efficiency and of an open-loop contribution of a combustion index; calculating a first closed-loop contribution of the spark advance depending on the combustion index; calculating a second closed-loop contribution of the spark advance depending on a quantity indicating the knocking energy; and calculating the objective value of the spark advance angle to be operated through the sum of the spark advance value provided by the combustion model and of the first closed-loop contribution or, alternatively, of the second closed-loop contribution.

Claims

1. A method to control the combustion of an internal combustion engine (1) comprising a number of cylinders (3) and a low-pressure EGR circuit (EGR.sub.LP); the method comprises the steps of: acquiring the rotation speed (n) and the intake efficiency (η.sub.ASP) of the internal combustion engine (1); determining a first open-loop quantity (R.sub.EGR-OL) representing the incidence of the low-pressure EGR circuit (EGR.sub.LP) on the gas mixture flowing in an intake duct (6) depending on the rotation speed (n) and the intake efficiency (η.sub.ASP); determining a first closed-loop quantity (ΔR.sub.EGR-KNOCK) representing the incidence of the low-pressure EGR circuit (EGR.sub.LP) on the gas mixture flowing in the intake duct (6) depending on a quantity (E.sub.det, MAPO) indicating a knocking energy; calculating the objective value (R.sub.EGR-obj) of said quantity representing the incidence of the low-pressure EGR circuit (EGR.sub.LP) on the gas mixture flowing in the intake duct (6) through the sum of the first open-loop quantity (R.sub.EGR-OL) and the first closed-loop quantity (ΔR.sub.EGR-KNOCK); determining a quantity (R.sub.EGR) representing the incidence of the low-pressure EGR circuit (EGR.sub.LP) on the gas mixture flowing in an intake duct (6) depending on the objective value (R.sub.EGR-obj) of said quantity; determining an open-loop combustion index (MFB50) representing the engine angle where, inside the cylinder, 50% of the fuel mass was burnt depending on the rotation speed (n) and the intake efficiency (η.sub.ASP); determining, in a designing phase, a combustion model providing a spark advance value (SA.sub.model) depending on said quantity (R.sub.EGR), rotation speed (n), intake efficiency (η.sub.ASP) and open-loop combustion index (MFB50); calculating a first closed-loop spark advance (ΔSA.sub.MFB50), which is suited to optimize the efficiency of the internal combustion engine (1), depending on the open-loop combustion index (MFB50); calculating a second closed-loop spark advance (ΔSA.sub.KNOCK), which is suited to avoid the occurrence of knocking phenomena, depending on a quantity (E.sub.det, MAPO) indicating the knocking energy; and calculating the objective value (SA.sub.obj) of the spark advance angle to be operated through the sum of the spark advance value (SA.sub.model) provided by the combustion model, of the first closed-loop spark advance (ΔSA.sub.MFB50) and of the second closed-loop spark advance (ΔSA.sub.KNOCK).

2. The method according to claim 1, wherein the second closed-loop spark advance (ΔSA.sub.KNOCK) reduces the spark advance value (SA.sub.model) provided by the combustion model, and the first closed-loop spark advance (ΔSA.sub.MFB50) increases or reduces the spark advance value (SA.sub.model) provided by the combustion model; the method further including the step of zeroing to the current value the first closed-loop spark advance (ΔSA.sub.MFB50) when the second closed-loop spark advance (ΔSA.sub.KNOCK) starts reducing the spark advance value (SA.sub.model) provided by the combustion model.

3. The method according to claim 1 and comprising the further steps of: determining a second open-loop quantity (R.sub.EGR-ADT) depending on the rotation speed (n) and the intake efficiency (η.sub.ASP) of the integral part of a PID/PI controller used in the first closed-loop quantity (ΔR.sub.EGR-KNOCK) in stationary conditions; and calculating the objective value (R.sub.EGR-obj) of said quantity through the sum of the first open-loop quantity (R.sub.EGR-OL), of the second open-loop quantity (R.sub.EGR-ADT) and of the first closed-loop quantity (ΔR.sub.EGR-KNOCK).

4. The method according to claim 1, wherein the quantity (E.sub.det, MAPO) indicating the knocking energy used to determine the second closed-loop spark advance (ΔSA.sub.KNOCK) is the knocking energy (E.sub.det) defined by the difference between the combustion noise and a limit value of the combustion noise.

5. The method according to claim 1, wherein the quantity (E.sub.det, MAPO) indicating the knocking energy used to determine the second closed-loop spark advance (ΔSA.sub.KNOCK) is the maximum amplitude (MAPO) of the intensity of the pressure waves generated by the combustion in the cylinders (3).

6. The method according to claim 1 and comprising the further steps of: calculating the difference between the quantity (E.sub.det, MAPO) indicating the knocking energy of the combustion cycle that just took place and a respective limit value of the knocking energy; and determining the first closed-loop quantity (ΔR.sub.EGR-KNOCK) in case said difference or said contribution is smaller than a first threshold value (S3); determining the second closed-loop spark advance (ΔSA.sub.KNOCK) in case said difference or said contribution is greater than or equal to the first threshold value (S3).

7. The method according to claim 6, wherein said difference is multiplied by intervention constants of a PID regulator, which are variable depending on the difference.

8. The method according to claim 6 and comprising the further step of rounding down the second closed-loop spark advance (ΔSA.sub.KNOCK) to a minimum value in case knocking events are detected.

9. The method according to claim 1, wherein the combustion model is expressed by means of a parabola formulated as follows:
SA.sub.model=a.sub.2*MFB50.sup.2+a.sub.1*MFB50+a.sub.0 MFB50 combustion index; SA.sub.model spark advance value provided by the combustion model.

10. The method according to claim 9 and wherein the a.sub.i coefficients are expressed as follows:
a.sub.i=f.sub.i(η.sub.ASP,n)*k.sub.i(R.sub.EGR,η.sub.ASP) [i=0,1,2] R.sub.EGR quantity representing the incidence of the low-pressure EGR circuit (EGR.sub.LP); n rotation speed, η.sub.ASP intake efficiency.

11. The method according to claim 1, wherein the combustion model is expressed by means of a parabola formulated as follows:
SA.sub.model=a.sub.5*MFB50.sup.2+a.sub.4*MFB50+a.sub.3+f.sub.EGR(R.sub.EGR,η.sub.ASP) MFB50 combustion index; R.sub.EGR quantity representing the incidence of the low-pressure EGR circuit (EGR.sub.LP); η.sub.ASP intake efficiency; and SA.sub.model spark advance value provided by the combustion model.

12. The method according to claim 11 and wherein the a.sub.l coefficients are expressed as follows:
a.sub.i=f.sub.i(η.sub.ASP,n) [i=3,4,5] n rotation speed; and η.sub.ASP intake efficiency.

13. The method according to claim 1, wherein the combustion model is expressed as follows:
SA.sub.model=MFB50+f.sub.6(η.sub.ASP,n)+f.sub.7(R.sub.EGR,η.sub.ASP)*f.sub.9(η.sub.ASP,n) MFB50 combustion index; R.sub.EGR quantity representing the incidence of the low-pressure EGR circuit (EGR.sub.LP); η.sub.ASP intake efficiency; n rotation speed; and SA.sub.model spark advance value provided by the combustion model.

14. The method according to claim 1, wherein the second closed-loop spark advance (ΔSA.sub.KNOCK) reduces the spark advance value (SA.sub.model) provided by the combustion model, and the first closed-loop spark advance (ΔSA.sub.MFB50) increases or reduces the spark advance value (SA.sub.model) provided by the combustion model; the method further including the step of freezing to the current value the first closed-loop spark advance (ΔSA.sub.MFB50) when the second closed-loop spark advance (ΔSA.sub.KNOCK) starts reducing the spark advance value (SA.sub.model) provided by the combustion model.

15. The method according to claim 1, wherein the second closed-loop spark advance (ΔSA.sub.KNOCK) reduces the spark advance value (SA.sub.model) provided by the combustion model, and the first closed-loop spark advance (ΔSA.sub.MFB50) increases or reduces the spark advance value (SA.sub.model) provided by the combustion model; the method further including the step of rounding up to the current value the first closed-loop spark advance (ΔSA.sub.MFB50) when the second closed-loop spark advance (ΔSA.sub.KNOCK) starts reducing the spark advance value (SA.sub.model) provided by the combustion model.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present invention will now be described with reference to the accompanying drawings, which illustrate a non-limiting embodiment thereof, in which:

(2) FIG. 1 is a schematic view of an internal combustion engine provided with an electronic control unit which implements the combustion control method object of the present invention; and

(3) FIG. 2 is a block diagram representing the combustion control strategy implemented by an engine control unit of FIG. 1.

PREFERRED EMBODIMENTS OF THE INVENTION

(4) In FIG. 1, number 1 indicates, as a whole, an internal combustion engine for a road vehicle—car or motorcycle—(not shown) provided with a number (in particular, four) of cylinders 2, in which respective variable volume combustion chambers and four injectors 3 are defined, which injectors inject the fuel, preferably petrol, directly into the cylinders 2, each of which is connected to an intake manifold 4 via at least one respective intake valve (not shown) and to an exhaust manifold 5 via at least one respective exhaust valve (not shown).

(5) The intake manifold 4 receives a gas mixture comprising both exhaust gas (as better described below) and fresh air, i.e. air coming from the external environment through an intake duct 6, which is provided with an air filter 7 for the flow of fresh air and is controlled by a throttle valve 8. A mass flow sensor 7* (better known as the Air Flow Meter) is also arranged along the intake duct 6 downstream of the air filter 7.

(6) An intercooler 9, whose function is to cool the intake air, is arranged along the intake duct 6 (preferably integrated into the intake manifold 4). The intercooler 9 is connected to a coolant conditioning circuit used in the intercooler 9 comprising a heat exchanger, a feed pump and a regulating valve arranged along a duct in parallel with the intercooler 9. The exhaust manifold 5 is connected to an exhaust duct 10 that feeds the exhaust gases produced by combustion to an exhaust system, which releases the gases produced by combustion into the atmosphere and normally comprises at least one catalyst 11 and at least one silencer (not shown) arranged downstream of the catalyst 11.

(7) The supercharging system of the internal combustion engine 1 comprises a turbocharger 12 provided with a turbine 13, which is arranged along the exhaust duct 10 so as to rotate at high speed under the action of the exhaust gases expelled from the cylinders 3, and a supercharger 14, which is arranged along the intake duct 6 and is mechanically connected to the turbine 13 to be driven into rotation by the turbine 13 itself so as to increase the pressure of the air in the feed duct 6.

(8) The internal combustion engine 1 is controlled by an ECU electronic control unit, which supervises the operation of all the components of the internal combustion engine 1.

(9) According to a preferred variant, the internal combustion engine 1 lastly comprises a low-pressure EGR.sub.LP circuit which, in turn, comprises a bypass duct 15 originating from the exhaust duct 10, preferably downstream of the catalyst 11, and flowing into the intake duct 6, downstream of the air flow meter 7; the bypass duct 15 is connected in parallel to the turbocharger 12. An EGR valve 16 is arranged along the bypass duct 15, the former being suitable to adjust the flow rate of the exhaust gases flowing through the bypass duct 15. A heat exchanger 17, whose function is to cool the gases exiting the exhaust manifold 5 and entering the supercharger 14, is also arranged along the bypass duct 15, upstream of the valve 16.

(10) The strategy implemented by the ECU electronic control unit to optimize combustion inside the internal combustion engine 1 is described below.

(11) In particular, the following quantities are defined as:

(12) η.sub.ASP intake efficiency (and represents the engine load or alternatively the indicated average pressure or the indicated driving torque or the driving brake torque) and is defined by the ratio between the mass of air trapped in the cylinder 2 for each combustion cycle m.sub.AIR and the mass of air trapped in the cylinder 2 for each combustion cycle under reference conditions m.sub.AIR_REF (i.e. at a temperature of 298° K and a pressure of one atmosphere);

(13) n speed of the internal combustion engine 1;

(14) E.sub.det knocking energy (preferably defined by the difference between the combustion noise, determined through suitable processing of a microphone or accelerometer signal in an angular detection window close to the top dead TDC point, and a limit combustion noise corresponding to the ninety-eighth percentile of non-knocking combustion cycles and provided by a map stored inside the ECU electronic control unit, depending on the engine point and the cylinder 2);

(15) E.sub.det-obj limit value of the knocking energy determined according to the engine point;

(16) MAPO maximum amplitude (Maximum Amplitude Pressure Oscillation) of the intensity of the pressure waves generated by the combustion in the cylinders 2;

(17) MAPO.sub.obj limit value of the maximum amplitude of the intensity of the pressure waves generated by the combustion in the cylinders 2 determined according to the engine point;

(18) MFB50 combustion index (50% Mass Fraction Burnt) representing the engine angle (i.e. the crank angle) where, inside the cylinder 2, 50% of the fuel mass has been burnt; SA spark advance angle; and

(19) SA.sub.obj objective value of the spark advance angle to be operated.

(20) The R.sub.EGR quantity (or ratio) indicating (representing) the incidence of the low-pressure EGR circuit EGR.sub.LP on the gas mixture flowing in the intake duct 6 is also defined as follows:
R.sub.EGR=M.sub.EGR_LP/M.sub.TOT

(21) M.sub.TOT mass of the gas mixture flowing in the intake duct 6 calculated as the sum of the mass of fresh air M.sub.AIR coming from the external environment flowing in the intake duct 6 and the mass of exhaust gas M.sub.EGR_LP recirculated through the low-pressure circuit EGR.sub.LP flowing in the intake duct 6; and

(22) M.sub.EGR_LP mass of exhaust gas recirculated through the low-pressure circuit EGR.sub.LP flowing in the intake duct 6.

(23) In the description below, the R.sub.EGR quantity (for example used in the combustion model, as better described in the description below) can be alternatively determined through any one of the methods described in documents EP-A1-3040541, EP-B1-3128159, IT2016000115146, IT2016000115205 or through an outflow model of the EGR valve 16.

(24) In greater detail, as illustrated in FIG. 2, the R.sub.EGR quantity represents the direct measurement or the estimate of the incidence of the gas flow from the low-pressure circuit EGR.sub.LP with respect to the (total) gas mixture flowing in the intake duct 6; the gas flow from the low-pressure circuit EGR.sub.LP is defined by the position of the EGR valve 16 and the conditions of the internal combustion engine 1 (in particular, pressure, temperature); the position of the EGR valve 16 is determined by the engine control unit according to an objective value of the R.sub.EGR_OBJ quantity (or ratio) which is calculated as illustrated below. In an alternative form, the R.sub.EGR quantity is determined (estimated) as a function of the objective value of the R.sub.EGR_OBJ quantity (for example, by filtering the objective value of the R.sub.EGR_OBJ quantity by means of a first order filter).

(25) As illustrated in FIG. 2, the combustion model used calculates the spark advance SA.sub.model as a function of the (known) intake efficiency η.sub.ASP, the (known) speed n of the internal combustion engine 1, the combustion index MFB50 and the R.sub.EGR quantity. In other words, the combustion model that calculates the spark advance SA.sub.model can be expressed as follows:
SA.sub.model=f(MFB50,η.sub.ASP,n,R.sub.EGR)

(26) According to a first embodiment, the combustion model can be expressed by means of a parabola formulated as follows:
SA.sub.model=a.sub.2*MFB50.sup.2+a.sub.1*MFB50+a.sub.0

(27) wherein SA.sub.model and MFB50 take the meaning introduced previously, whereas the a.sub.i coefficients can be expressed as follows:
a.sub.i=f.sub.i(η.sub.ASP,n)*k.sub.i(R.sub.EGR,η.sub.ASP) [i=0,1,2]

(28) wherein R.sub.EGR, n and η.sub.ASP take the meaning introduced previously. The n and η.sub.ASP values are known to the electronic control unit.

(29) Whereas f.sub.i and k.sub.i represent maps experimentally set up in a preliminary phase, which can change in relation to η.sub.ASP, n, R.sub.EGR.

(30) According to a second embodiment, the combustion model can be expressed by means of a parabola formulated as follows:
SA.sub.model=a.sub.5*MFB50.sup.2+a.sub.4*MFB50+a.sub.3+f.sub.EGR(R.sub.EGR,η.sub.ASP)

(31) wherein SA.sub.model and MFB50 take the meaning introduced previously, whereas the a coefficients can be expressed as follows:
a.sub.i=f.sub.i(η.sub.ASP,n) [i=3,4,5]

(32) wherein R.sub.EGR, n and η.sub.ASP take the meaning introduced previously. The n and η.sub.ASP values are known to the electronic control unit; f.sub.i represents a map experimentally set up in a preliminary phase, which can change in relation to the a.sub.i coefficients.

(33) The f.sub.EGR function also represents a map experimentally set up in a preliminary phase, which can change in relation to the R.sub.EGR and η.sub.ASP quantities.

(34) According to a third embodiment, the combustion model can be expressed as follows:
SA.sub.model=MFB50+f.sub.6(η.sub.ASP,n)+f.sub.7(R.sub.EGR,η.sub.ASP)*f.sub.9(η.sub.ASP,n)

(35) wherein SA.sub.model, MFB50, R.sub.EGR, n and η.sub.ASP take the meaning introduced previously, and the n and η.sub.ASP values are known to the electronic control unit.

(36) The f.sub.6 and f.sub.8 functions represent maps experimentally set up in a preliminary phase, which can change in relation to the n e η.sub.ASP quantities.

(37) The f.sub.7 function also represents a map experimentally set up in a preliminary phase, which can change in relation to the R.sub.EGR and η.sub.ASP quantities.

(38) It is now described how to determine the combustion index MFB50 and the R.sub.EGR_OBJ quantity.

(39) The combustion index MFB50 is determined by means of an open-loop contribution; in particular, an MFB50.sub.OL map is stored inside the ECU electronic control unit, which map, depending on the intake efficiency η.sub.ASP and the speed n of the internal combustion engine 1, provides the combustion index MFB50.

(40) The quantity R.sub.EGR_OBJ is instead determined by adding up an open-loop contribution and a closed-loop contribution (i.e. in feedback).

(41) The open-loop contribution provides a quantity R.sub.EGR_OL; in particular, an REGR.sub.OL map is stored inside the ECU electronic control unit, which map, depending on the intake efficiency η.sub.ASP and the speed n of the internal combustion engine 1, provides the R.sub.EGR_OL quantity.

(42) According to a first variant, the closed-loop contribution of the R.sub.EGR_OBJ quantity is obtained by comparing the knocking energy E.sub.det of the combustion cycle that just took place with the limit value E.sub.det-obj of the knocking energy.

(43) Alternatively, the closed-loop contribution of the R.sub.EGR_OBJ quantity is obtained by comparing the maximum amplitude MAPO of the intensity of the pressure waves generated by the combustion in the cylinders 3 with the limit value MAP.sub.obj of the maximum amplitude of the intensity of the pressure waves generated by the combustion in the cylinders 3.

(44) The type of control to be implemented is differentiated according to the outcome of the comparison between the knocking energy E.sub.det of the combustion cycle that just took place and the limit value E.sub.det-obj of the knocking energy (or, respectively, of the comparison between the maximum amplitude MAPO of the intensity of the pressure waves generated by the combustion in the cylinders 3 and the limit value MAPO.sub.obj of the maximum amplitude of the intensity of the pressure waves generated by the combustion in the cylinders 3); for example, the type of control is done by differentiating the intervention constants of a PID (or PI) regulator.

(45) In particular, the strategy comprises a governor block which receives, as input, the contribution calculated through the difference between the knocking energy E.sub.det of the combustion cycle that just took place and the limit value E.sub.det-obj of the knocking energy (or, respectively, the difference between the maximum amplitude MAPO of the intensity of the pressure waves generated by the combustion in the cylinders 3 and the limit value MAPO.sub.obj of the maximum amplitude of the intensity of the pressure waves generated by the combustion in the cylinders 3), multiplied by the respective intervention constant of the PID regulator. Depending on the value of said contribution, the governor block 3 decides how to intervene to reduce the risk of knocking. In particular, if the contribution is lower than a threshold value S3 (preferably adjustable and changeable according to the engine point), this means that a reduced correction is required in order to avoid the occurrence of knocking phenomena. In this case, the governor block 3 calculates a differential of the ΔR.sub.EGR-KNOCK quantity, which is suited to avoid the occurrence of knocking phenomena.

(46) If, on the other hand, the contribution exceeds the threshold value S3, this means that a significant correction is required in order to avoid the occurrence of knocking phenomena. In this case, the governor block calculates a differential of the spark advance ΔSA.sub.KNOCK, which is suited to avoid the occurrence of knocking phenomena. In this case, as better described in the description below, the R.sub.EGR-OBJ quantity is rounded to a limit value.

(47) Lastly, if knocking events (DET) are detected, the contribution is immediately rounded to a maximum value without waiting for the response of the PID regulator, so that the governor block 3 calculates a differential of the spark advance ΔSA.sub.KNOCK which is suited to avoid the occurrence of knocking phenomena.

(48) A preferred variant comprises a further open-loop contribution which provides an adaptive quantity R.sub.EGR-ADT; in particular, a map is stored inside the ECU electronic control unit, which map, depending on the intake efficiency η.sub.ASP and the speed n of the internal combustion engine 1, provides the adaptive quantity R.sub.EGR-ADT. Preferably, the said REGR.sub.ADT map is updated according to the integral part of the PID or PI controller used in the closed-loop contribution to determine the differential of the ΔR.sub.EGR-KNOCK quantity in stationary conditions.

(49) The R.sub.EGR_OBJ quantity is therefore determined by adding the two open-loop contributions R.sub.EGR-ADT (if present) and R.sub.EGR-OL and the closed-loop contribution ΔR.sub.EGR-KNOCK.

(50) The strategy also comprises a closed-loop contribution to optimize efficiency. In particular, the said closed-loop contribution is achieved by comparing the combustion index MFB50, determined by means of the open-loop contribution, and an estimated value of the combustion index MFB50.sub.est.

(51) The type of control to be implemented is differentiated according to the outcome of the comparison between the combustion index MFB50 and the estimated value of the combustion index MFB50.sub.est; for example, the type of control is done by differentiating the intervention constants of a PID (or PI) regulator.

(52) In particular, the strategy comprises a governor block which receives, as input, the contribution calculated through the difference between the combustion index MFB50 (or, more precisely, the open-loop combustion index MFB50.sub.OL) and the estimated value of the combustion index MFB50.sub.est, multiplied by the intervention constants of the PID or PI regulator. Depending on the value of said contribution, the governor block 4 decides how to intervene to optimise the efficiency of the internal combustion engine 1. In particular, if the contribution is higher than a threshold value S4 (preferably adjustable and changeable according to the engine point), this means that a significant correction is required in order to optimise the efficiency of the internal combustion engine 1. In this case, the governor block 4 calculates a differential of the spark advance ΔSA.sub.MFB50, which is suited to optimise the efficiency of the internal combustion engine 1.

(53) Clearly, in this case too, in order to control the knocking and avoid the occurrence of knocking phenomena, the differential of the spark advance ΔSA.sub.KNOCK reduces the spark advance SA.sub.model provided by the combustion model. On the contrary, to optimise the efficiency of the internal combustion engine 1, the differential of the spark advance ΔSA.sub.MFB50 increases the spark advance SA.sub.model provided by the combustion model. The protection of the internal combustion engine 1 in order to avoid the occurrence of knocking phenomena is preferred over the efficiency of the internal combustion engine 1; therefore, the differential of the spark advance ΔSA.sub.MFB50, which is suited to optimise the efficiency of the internal combustion engine 1, is zeroed (or drastically reduced) when the differential of the spark advance ΔSA.sub.KNOCK, which is suited to avoid the occurrence of knocking phenomena, intervenes to reduce the spark advance SA.sub.model provided by the combustion model. In other words, the strategy comprises zeroing (or rounding to a value close to zero) the differential of the spark advance ΔSA.sub.MFB50 as soon as the differential of the spark advance ΔSA.sub.KNOCK starts to reduce the spark advance value SA.sub.model provided by the combustion model.

(54) The objective advance SA.sub.obj to be implemented is therefore obtained through the sum of two different contributions: the spark advance SA.sub.model provided by the combustion model and the differential of the spark advance ΔSA.sub.MFB50, which is suited to optimise the efficiency of the internal combustion engine 1, or alternatively, the differential of the spark advance ΔSA.sub.KNOCK, which is suited to avoid the occurrence of knocking phenomena.

(55) As anticipated in the foregoing discussion, the intake efficiency η.sub.ASP can be alternatively replaced by the indicated average pressure or the indicated driving torque or the driving brake torque or, generally, by any quantity representing the engine load.

(56) The above-described combustion control method has many advantages as it can be easily implemented since it does not require a high computational burden, is robust and above all allows the presence of water on board the vehicle to be avoided without compromising the thermodynamic efficiency, at the same time allowing the occurrence of knocking phenomena to be avoided in a reliable manner.