A method and device for controlling an ignition angle, a vehicle, and a storage medium

Abstract

The application discloses a kind of ignition angle control method, device, vehicle and storage medium, the method comprises: determining the target EGR rate and target EGR flow of engine in steady state condition;Based on the speed and load parameters of engine and target EGR rate, determine the modified ignition angle of engine under target EGR rate, and based on the speed and load parameters of engine, determine the basic ignition angle of engine under no EGR rate;Current EGR state of engine is obtained, and according to current EGR state, target EGR flow, modified ignition angle and basic ignition angle, determine the target ignition angle of engine.So, ignition angle can be matched with EGR rate, reach the best control state of engine, improve the combustion efficiency of engine.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to an ignition angle control method, device, vehicle, and storage medium. Background Technology

[0002] A low-pressure exhaust gas recirculation (EGR) system is a system that, after combustion, redirects a portion of the exhaust gas to the intake side to mix with fresh air, allowing it to participate in combustion again. This system draws exhaust gas out from before or after the turbine, passes through an EGR valve and cooler, and then introduces it back in front of the compressor. Because the exhaust pressure is always greater than the ambient pressure, this connection method allows for successful exhaust gas recirculation.

[0003] In related technologies, the low-pressure EGR system matched with high-efficiency engines can greatly reduce engine fuel consumption, and the effect is obvious for range-extended or hybrid new energy vehicles. However, if the engine operating condition instantly enters the condition of EGR valve opening and closing, it will inevitably cause abnormal combustion of the engine when the ignition angle is not matched well, such as knocking, unstable combustion, etc., resulting in a reduction in engine combustion efficiency. Summary of the Invention

[0004] This application proposes an ignition angle control method, device, vehicle, and storage medium that can match the ignition angle with the EGR rate to achieve the optimal control state of the engine and improve the engine's combustion efficiency.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0006] In a first aspect, embodiments of this application provide an ignition angle control method, the method comprising:

[0007] Determine the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions;

[0008] Based on the engine speed and load parameters and the target EGR rate, the corrected ignition angle of the engine at the target EGR rate is determined; and based on the engine speed and load parameters, the basic ignition angle of the engine at the no EGR rate is determined.

[0009] Obtain the engine's current EGR status, and determine the engine's target ignition angle based on the current EGR status, target EGR flow rate, corrected ignition angle, and basic ignition angle.

[0010] Secondly, embodiments of this application provide an ignition angle control device, which includes a determining unit and a calculating unit, wherein:

[0011] The determination unit is configured to determine the target EGR rate and target EGR flow of the engine under steady-state operating conditions.

[0012] The determining unit is also configured to determine the corrected ignition angle of the engine at the target EGR rate based on the engine speed and load parameters and the target EGR rate; and to determine the basic ignition angle of the engine at the no EGR rate based on the engine speed and load parameters.

[0013] The calculation unit is configured to acquire the current EGR status of the engine and determine the target ignition angle of the engine based on the current EGR status, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle.

[0014] Thirdly, embodiments of this application provide an electronic device, which includes a memory and a processor, wherein:

[0015] Memory is used to store computer programs that can run on a processor;

[0016] A processor for executing the method described in the first aspect when running a computer program.

[0017] Fourthly, embodiments of this application also provide a vehicle, the vehicle including an ignition control device for implementing the method as described in the first aspect.

[0018] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that is executed by at least one processor to implement the method described in the first aspect.

[0019] This application provides an ignition angle control method, device, vehicle, and storage medium. First, the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions are determined. Second, based on the engine speed and load parameters and the target EGR rate, a corrected ignition angle is determined for the engine at the target EGR rate, and a basic ignition angle is determined for the engine without EGR based on the engine speed and load parameters. Finally, the current EGR state of the engine is obtained, and the target ignition angle is determined based on the current EGR state, target EGR flow rate, corrected ignition angle, and basic ignition angle. Thus, the target ignition angle determined under the current EGR state can match the ignition angle with the EGR rate, achieving optimal engine control and improving engine combustion efficiency. Simultaneously, it can reduce fuel consumption, maintain engine combustion stability, and thereby improve vehicle performance. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the composition structure of a low-voltage EGR system provided in an embodiment of this application;

[0021] Figure 2 A flowchart illustrating an ignition angle control method provided in this application embodiment. Figure 1 ;

[0022] Figure 3 A flowchart illustrating an ignition angle control method provided in this application embodiment. Figure 2 ;

[0023] Figure 4 A flowchart illustrating an ignition angle control method provided in this application embodiment. Figure 3 ;

[0024] Figure 5 A detailed flowchart illustrating an ignition angle control method provided in this application embodiment;

[0025] Figure 6 This is a schematic diagram of the composition structure of an ignition angle control device provided in an embodiment of this application;

[0026] Figure 7 A schematic diagram of the composition structure of an electronic device provided in an embodiment of this application;

[0027] Figure 8 This is a schematic diagram of the composition structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0028] In order to gain a more detailed understanding of the features and technical content of the embodiments of this application, the implementation of the embodiments of this application will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for reference and illustration only and are not intended to limit the embodiments of this application.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0030] In the following description, references to "some embodiments" refer to a subset of all possible embodiments. It is understood that "some embodiments" may be the same or different subsets of all possible embodiments and may be combined with each other without conflict. It should also be noted that the terms "first, second, third" used in the embodiments of this application are merely for distinguishing similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0031] Before providing a detailed description of the technical solutions of the embodiments of this application, a brief description of the low-pressure EGR system in the related art will be given first.

[0032] Figure 1 This is a schematic diagram of the composition and structure of a low-voltage EGR system. Figure 1 As shown, the low-pressure EGR system may include a turbine 101, an intercooler pipe 102, an intake manifold 103, an engine 104, an EGR cooler 105, and an EGR valve 106. The low-pressure EGR system draws exhaust gas from before or after the turbine 101. The gas enters the intercooler pipe 102 to lower the engine's intake temperature, then passes through the intake manifold 103 into the engine 104. After passing through the EGR valve 106 and the EGR cooler 105, the exhaust gas is reintroduced at the front end of the turbine 101. Because the exhaust pressure is always greater than the ambient pressure, this connection method allows for successful exhaust gas recirculation. The low-pressure EGR system adjusts the amount of exhaust gas introduced into the intake manifold 103 by changing the opening of the EGR valve 106. Its function is to reduce the peak combustion temperature and pressure, ensuring that the exhaust gas recirculation rate is optimal under every operating condition of the engine 104, thus maintaining the combustion process in the most ideal state and ultimately ensuring the lowest possible pollutant content in the emissions.

[0033] However, in related technologies, if the low-pressure EGR system matched with a high-efficiency engine momentarily enters the condition of EGR valve opening and closing, it will inevitably cause abnormal combustion in the engine, such as knocking and unstable combustion, when the ignition angle is not well matched, resulting in a reduction in engine output efficiency.

[0034] Based on this, this application provides an ignition angle control method. First, the target EGR rate and target EGR flow rate of the engine under steady-state conditions are determined. Second, based on the engine speed and load parameters and the target EGR rate, a corrected ignition angle is determined for the engine at the target EGR rate, and a basic ignition angle is determined for the engine without EGR based on the engine speed and load parameters. Finally, the current EGR state of the engine is obtained, and the target ignition angle is determined based on the current EGR state, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle. Thus, the target ignition angle determined under the current EGR state, such as when the engine momentarily enters the EGR valve opening / closing state, can achieve matching between the ignition angle and the EGR rate, reaching the optimal control state of the engine and improving engine combustion efficiency. Moreover, this application can be adapted to various vehicle scenarios, especially scenarios where the EGR pipeline length causes a delay in the EGR flow rate into the engine cylinders. The target ignition angle can also improve engine combustion efficiency, thereby reducing fuel consumption, maintaining engine combustion stability, increasing engine output efficiency, and ultimately improving vehicle performance.

[0035] The various embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0036] In one embodiment of this application, Figure 2 This is a flowchart illustrating an ignition angle control method provided in an embodiment of this application. Figure 2 As shown, the method may include:

[0037] S201: Determine the target EGR rate and target EGR flow rate of the engine under steady-state conditions.

[0038] It should be noted that, in the embodiments of this application, under steady-state operating conditions, the target EGR rate and target EGR flow rate of the engine are determined based on the engine speed and load parameters; wherein, there is a corresponding relationship between the target EGR rate and the target EGR flow rate.

[0039] For example, during bench testing, under steady-state conditions, the engine's target EGR rate is determined by referring to performance parameters such as fuel consumption and emissions. An XYZ coordinate axis is established, specifically an axis with engine speed as the X-axis, engine load as the Y-axis, and target EGR rate as the Z-axis, thereby obtaining the engine's target EGR rate under steady-state conditions.

[0040] It should also be noted that in the embodiments of this application, there is a corresponding relationship between the target EGR rate and the target EGR flow, that is, the target EGR rate and the target EGR flow can be equivalently substituted, so the target EGR flow can be determined based on the target EGR rate.

[0041] It should also be noted that, in the embodiments of this application, the ratio of the power generated by the engine at a certain speed to the maximum power that can be generated at the same speed is called the engine load rate, expressed as a percentage, and is usually referred to as load.

[0042] S202: Based on the engine speed and load parameters and the target EGR rate, determine the corrected ignition angle of the engine at the target EGR rate; and based on the engine speed and load parameters, determine the basic ignition angle of the engine at the no EGR rate.

[0043] It should be noted that, in the embodiments of this application, the target EGR rate of the engine under steady-state operating conditions will be matched with a corrected ignition angle under the target EGR rate.

[0044] For example, the corrected ignition angle under the target EGR rate in steady-state engine conditions can be matched and verified by bench testing. An XYZ coordinate axis is established, specifically an axis with engine speed as the X-axis, engine load as the Y-axis, and corrected ignition angle as the Z-axis. Thus, the corrected ignition angle of the engine under the target EGR rate can be determined based on the engine speed and load parameters and the target EGR rate.

[0045] It should also be noted that in the embodiments of this application, the engine may experience an operating condition with no EGR rate. Under the condition with no EGR rate, the basic ignition angle of the engine under the condition with no EGR rate can be determined based on the engine speed and load parameters.

[0046] For example, under the condition of no EGR rate, through bench testing, an XYZ coordinate axis is still established. Specifically, it is a coordinate axis with engine speed as the X-axis, engine load as the Y-axis, and the basic ignition angle under no EGR rate as the Z-axis. Thus, based on the engine speed and load parameters, the basic ignition angle of the engine under no EGR rate can be obtained.

[0047] S203: Obtain the current EGR status of the engine, and determine the target ignition angle of the engine based on the current EGR status, target EGR flow rate, corrected ignition angle and basic ignition angle.

[0048] It should be noted that, in this embodiment of the application, the method for determining the target ignition angle further includes: obtaining the estimated EGR flow rate of the engine. Accordingly, after obtaining the estimated EGR flow rate, the method may specifically include: determining the target ignition angle of the engine based on the estimated EGR flow rate, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle under the current EGR state.

[0049] It should also be noted that, in the embodiments of this application, the estimated EGR flow rate refers to the pre-set EGR flow rate entering the engine cylinder, and the specific setting method is not limited. For example, the estimated EGR flow rate can be determined using parameters such as the pressure ratio before and after the EGR valve, the effective cross-sectional area of ​​the valve, and the upstream pressure.

[0050] In this way, under the current EGR state, the final target ignition angle can be calculated based on the estimated EGR flow, target EGR flow, corrected ignition angle, and basic ignition angle.

[0051] It should also be noted that, in the embodiments of this application, after determining the target ignition angle of the engine, the method further includes: controlling the engine to ignite according to the target ignition angle.

[0052] In other words, once the target ignition angle is determined, the engine is driven to ignite when the piston moves to the angle corresponding to the target ignition angle, so as to drive the engine to perform the next stroke, thereby enabling the engine to complete the ignition action at the appropriate position.

[0053] This application provides an ignition angle control method. First, the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions are determined. Second, based on the engine speed and load parameters and the target EGR rate, the corrected ignition angle of the engine under the target EGR rate is determined, and based on the engine speed and load parameters, the basic ignition angle of the engine under no EGR rate is determined. Finally, based on the current EGR state, the target ignition angle of the engine is determined by the estimated EGR flow rate, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle. This enables the ignition angle to match the EGR rate, achieving the optimal control state of the engine and improving the engine's combustion efficiency. At the same time, it can also reduce fuel consumption and maintain engine combustion stability.

[0054] In another embodiment of this application, based on the ignition angle control method described in the foregoing embodiments, the current EGR state may include three states: entering an operating condition zone with no EGR rate, EGR valve open, and EGR valve closed. These three states will be described in detail below.

[0055] In one possible implementation, when the engine's current EGR state indicates that the engine has entered a no-EGR operating range, the engine's target ignition angle is equal to its basic ignition angle. That is, the target ignition angle at this point is the engine's basic ignition angle under no-EGR conditions.

[0056] In another possible implementation, when the current EGR state indicates that the engine's EGR valve is open, for determining the engine's target ignition angle, see [reference needed]. Figure 3 The method may include:

[0057] S301: Determine the first correction factor based on the estimated EGR flow and the target EGR flow.

[0058] S302: Correct the ignition angle according to the first correction factor to obtain the first ignition angle compensation value of the engine.

[0059] S303: Determine the target ignition angle of the engine based on the first ignition angle compensation value and the basic ignition angle.

[0060] It should be noted that, in the embodiments of this application, the first correction coefficient is determined based on the estimated EGR flow and the target EGR flow. For example, the first correction coefficient can be obtained based on the ratio of the estimated EGR flow to the target EGR flow; that is, the first correction coefficient = estimated EGR flow / target EGR flow.

[0061] It should also be noted that, in the embodiments of this application, the correction ignition angle is corrected according to the first correction coefficient to obtain the first ignition angle compensation value of the engine. For example, the first ignition angle compensation value can be obtained by multiplying the first correction coefficient and the correction ignition angle; that is, the first ignition angle compensation value = (estimated EGR flow / target EGR flow) * correction ignition angle.

[0062] It should also be noted that, in the embodiments of this application, the target ignition angle of the engine is determined based on the first ignition angle compensation value and the basic ignition angle. For example, the target ignition angle of the engine can be obtained by addition operation based on the first ignition angle compensation value and the basic ignition angle; that is, target ignition angle = (estimated EGR flow / target EGR flow) * corrected ignition angle + basic ignition angle.

[0063] Furthermore, in one specific embodiment, the method further includes: if the estimated EGR flow rate is equal to the target EGR flow rate, then determining that the first ignition angle compensation value is equal to the corrected ignition angle.

[0064] Accordingly, determining the target ignition angle of the engine may include: performing an addition operation based on the modified ignition angle and the basic ignition angle to obtain the target ignition angle of the engine.

[0065] In other words, in the embodiments of this application, if the estimated EGR flow rate equals the target EGR flow rate, then the target ignition angle can be determined as the corrected ignition angle plus the basic ignition angle.

[0066] It should also be noted that, in the embodiments of this application, when the EGR valve is open, the engine can be controlled to ignite according to the determined target ignition angle, thereby completing the ignition action.

[0067] Through the above embodiments, when the engine's EGR valve is open according to the current EGR status indicator, a first correction coefficient is determined based on the estimated EGR flow rate and the target EGR flow rate. The ignition angle is then corrected according to this first correction coefficient to obtain the engine's first ignition angle compensation value. Based on the first ignition angle compensation value and the basic ignition angle, the engine's target ignition angle is determined. After determining the target ignition angle, the engine is controlled to ignite according to the target ignition angle. Thus, when the engine momentarily enters the EGR valve open state, the ignition angle and EGR rate can be matched, achieving optimal engine control and improving combustion efficiency.

[0068] In another possible implementation, for determining the target ignition angle of the engine when the EGR valve indicating the current EGR state of the engine is closed, see [reference needed]. Figure 4 The method may include:

[0069] S401: Determine the second correction factor based on the estimated EGR flow, the target EGR flow, and the preset factor.

[0070] It should be noted that, in the embodiments of this application, in order to ensure that no knocking occurs in the engine cylinder when the EGR valve is closed, in some embodiments, the preset factor can be a preset constant greater than 1.

[0071] It should also be noted that, in the embodiments of this application, the method further includes: obtaining the knock angle of the engine; and determining the value of a preset factor based on the knock angle.

[0072] In other words, in this embodiment, the preset factor can have a learning function, and the value of the preset factor is related to the knock angle, ensuring normal combustion in the cylinder without knocking when the EGR valve is closed. For example, the preset factor is K. When the engine's knock angle is greater than 2 degrees, the K value is modified to 2K; or, the K value is modified to 3K, etc., without specific limitations. Furthermore, the setting of the K value is related to parameters such as the engine's pipe length and curvature.

[0073] It should also be noted that in this embodiment, the calculation of the target ignition angle when the EGR valve is closed involves a preset factor, which is a preset constant greater than 1. However, when the EGR valve is open, the calculation of the target ignition angle does not involve a preset factor, or the preset factor is equal to 1. This is because the EGR valve can open slowly, but it needs to close quickly. If the EGR valve does not close quickly, it will lead to engine malfunctions or even engine damage.

[0074] S402: Correct the ignition angle according to the second correction factor to obtain the engine's second ignition angle compensation value.

[0075] S403: Determine the target ignition angle of the engine based on the second ignition angle compensation value and the basic ignition angle.

[0076] It should be noted that, in the embodiments of this application, the second correction coefficient is determined based on the estimated EGR flow, the target EGR flow, and the preset factor. For example, the second correction coefficient can be obtained by multiplying the ratio of the estimated EGR flow to the target EGR flow and the preset factor; that is, the second correction coefficient = (estimated EGR flow / target EGR flow) * preset factor.

[0077] It should also be noted that, in the embodiments of this application, the correction ignition angle is corrected according to the second correction coefficient to obtain the second ignition angle compensation value of the engine. For example, the second ignition angle compensation value can be obtained by multiplying the second correction coefficient and the correction ignition angle; that is, the second ignition angle compensation value = (estimated EGR flow / target EGR flow) * preset factor * correction ignition angle.

[0078] It should also be noted that, in the embodiments of this application, the target ignition angle of the engine is determined based on the second ignition angle compensation value and the basic ignition angle. For example, the target ignition angle of the engine can be obtained by addition operation based on the second ignition angle compensation value and the basic ignition angle; that is, target ignition angle = (estimated EGR flow / target EGR flow) * preset factor * corrected ignition angle + basic ignition angle.

[0079] Furthermore, in one specific embodiment, the method further includes: if the estimated EGR flow rate is equal to the target EGR flow rate, then determining that the second ignition angle compensation value is equal to the product of the corrected ignition angle and the preset factor.

[0080] Accordingly, determining the target ignition angle of the engine may include: performing an addition operation based on the product of the modified ignition angle and the preset factor and the basic ignition angle to obtain the target ignition angle of the engine.

[0081] In other words, in the embodiments of this application, if the estimated EGR flow rate = the target EGR flow rate, then the target ignition angle can be determined as preset factor * corrected ignition angle + basic ignition angle.

[0082] It should also be noted that, in the embodiments of this application, when the EGR valve is closed, the engine can be controlled to ignite according to the determined target ignition angle, thereby completing the ignition action.

[0083] Through the above embodiments, when the engine's EGR valve is closed according to the current EGR status indication, a second correction coefficient is determined based on the estimated EGR flow rate, the target EGR flow rate, and a preset factor. The correction ignition angle is then adjusted based on this second correction coefficient to obtain the engine's second ignition angle compensation value. Based on the second ignition angle compensation value and the basic ignition angle, the engine's target ignition angle is determined. After determining the engine's target ignition angle, the engine is controlled to ignite according to the target ignition angle. Thus, when the engine momentarily enters the EGR valve closed state, the ignition angle and EGR rate can be matched, ensuring normal combustion in the engine cylinders without knocking and improving engine combustion stability.

[0084] In another embodiment of this application, the ignition angle control method based on the foregoing embodiments is described. Figure 5 This is a detailed flowchart illustrating an ignition angle control method provided in an embodiment of this application.Figure 5 As shown, the detailed process may include:

[0085] S501: Determine the target EGR rate and target EGR flow rate of the engine under steady-state conditions.

[0086] S502: Based on engine speed and load parameters and target EGR rate, determine the corrected ignition angle of the engine at the target EGR rate; and based on engine speed and load parameters, determine the basic ignition angle of the engine at no EGR rate.

[0087] S503: Obtain the current EGR status of the engine.

[0088] It should also be noted that, in the embodiments of this application, for step S503, if it is determined that the current EGR status indicates that the engine's EGR valve is open, then step S504 is executed; if the current EGR status indicates that the engine's EGR valve is closed, then step S507 is executed.

[0089] S504: Determine the first correction factor based on the estimated EGR flow and the target EGR flow.

[0090] S505: Correct the ignition angle according to the first correction factor to obtain the first ignition angle compensation value of the engine.

[0091] S506: Determine the target ignition angle of the engine based on the first ignition angle compensation value and the basic ignition angle.

[0092] S507: Determine the second correction factor based on the estimated EGR flow, the target EGR flow, and the preset factor.

[0093] S508: The correction ignition angle is corrected according to the second correction factor to obtain the second ignition angle compensation value of the engine.

[0094] S509: Determine the target ignition angle of the engine based on the second ignition angle compensation value and the basic ignition angle.

[0095] It should be noted that, in the embodiments of this application, based on Figure 5 The process shown can match the ignition angle with the EGR rate, achieving the best engine control state and improving engine combustion efficiency; at the same time, it can also reduce fuel consumption and maintain engine combustion stability.

[0096] It should also be noted that, in the embodiments of this application, Figure 5 The ignition angle control method shown may specifically include the following steps:

[0097] Step 1: During bench testing, under steady-state engine conditions, the target EGR rate is determined primarily by considering performance parameters such as fuel consumption and emissions. An XYZ coordinate axis is established, specifically with engine speed as the X-axis, engine load as the Y-axis, and the target EGR rate as the Z-axis, thus obtaining the target EGR rate. There is a correspondence between the target EGR rate and the target EGR flow rate; that is, the target EGR flow rate can be determined based on the target EGR rate. The target EGR rate under steady-state engine conditions corresponds to a corrected ignition angle. This corrected ignition angle can be verified through bench testing. An XYZ coordinate axis is established, specifically with engine speed as the X-axis, engine load as the Y-axis, and the corrected ignition angle as the Z-axis, thus obtaining the corrected ignition angle under the target EGR rate.

[0098] Step 2: The engine will experience an operating condition with no EGR rate. Under this condition, bench testing is conducted to establish an XYZ coordinate axis, specifically an axis with engine speed as the X-axis, engine load as the Y-axis, and the basic ignition angle under no EGR rate as the Z-axis, thus obtaining the engine's basic ignition angle under no EGR rate.

[0099] Step 3: When the current EGR status indicates that the engine's EGR valve is open, the formula for calculating the engine's target ignition angle is: Target ignition angle = (Estimated EGR flow / Target EGR flow) * Corrected ignition angle + Basic ignition angle.

[0100] Step 4: When the current EGR status indicator shows that the engine's EGR valve is open, and the estimated EGR flow rate equals the target EGR flow rate, the formula for calculating the engine's target ignition angle is: Target ignition angle = Corrected ignition angle + Basic ignition angle.

[0101] Step 5: When the current EGR status indicates that the engine's EGR valve is closed, the formula for calculating the engine's target ignition angle is: Target ignition angle = (Estimated EGR flow rate / Target EGR flow rate) * (Corrected ignition angle * K) + Basic ignition angle. Here, K is applicable to different engine pipe lengths, and K can be a preset constant greater than 1, primarily to ensure that no knocking occurs in the cylinder when the EGR valve is closed. K also has a learning function; for example, when the engine's knock retraction angle is greater than 2 degrees, the value of K is modified to 2K to ensure normal combustion in the cylinder without knocking.

[0102] Step 6: When the current EGR status indicates that the engine has entered the operating range with no EGR rate, the target ignition angle of the engine is equal to the basic ignition angle.

[0103] This application provides an ignition angle control method, specifically an ignition angle control method for EGR on and off. The above embodiments have provided a detailed explanation of the specific implementation of the aforementioned embodiments. It can be seen that the technical solutions of the aforementioned embodiments can achieve matching between the target ignition angle and the EGR rate, achieving the optimal control state of the engine and improving the engine's combustion efficiency. At the same time, it can also be applied to different vehicle scenarios, especially when the EGR pipeline is longer and there is a delay in the EGR flow into the engine cylinder. Based on the determined target ignition angle, the engine's combustion efficiency can be improved, fuel consumption reduced, engine combustion stability maintained, and thus vehicle performance improved.

[0104] In yet another embodiment of this application, based on the same inventive concept as the foregoing embodiments, Figure 6 This is a schematic diagram illustrating the structural composition of an ignition angle control device provided in an embodiment of this application. Figure 6 As shown, the ignition angle control device 60 may include:

[0105] The determining unit 601 is configured to determine the target EGR rate and target EGR flow of the engine under steady-state operating conditions.

[0106] The determining unit 601 is further configured to determine the corrected ignition angle of the engine at the target EGR rate based on the engine speed and load parameters and the target EGR rate; and to determine the basic ignition angle of the engine at the no EGR rate based on the engine speed and load parameters.

[0107] The calculation unit 602 is configured to acquire the current EGR status of the engine and determine the target ignition angle of the engine based on the current EGR status, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle.

[0108] In some embodiments, the determining unit 601 is further configured to determine the target EGR rate and target EGR flow rate of the engine under steady-state conditions based on the engine's speed and load parameters; wherein there is a correspondence between the target EGR rate and the target EGR flow rate.

[0109] In some embodiments, see Figure 6 The ignition angle control device 60 may also include an acquisition unit 603 configured to acquire the estimated EGR flow of the engine;

[0110] Accordingly, the calculation unit 602 is also configured to determine the engine's target ignition angle based on the estimated EGR flow rate, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle under the current EGR state.

[0111] In some embodiments, the calculation unit 602 is further configured to, when the current EGR state indicates that the engine's EGR valve is open, determine a first correction coefficient based on the estimated EGR flow rate and the target EGR flow rate; correct the correction ignition angle based on the first correction coefficient to obtain a first ignition angle compensation value for the engine; and determine the target ignition angle for the engine based on the first ignition angle compensation value and the basic ignition angle.

[0112] In some embodiments, the determining unit 601 is further configured to determine that the first ignition angle compensation value is equal to the corrected ignition angle when the EGR valve of the engine is open under the current EGR state indication, if the estimated EGR flow rate is equal to the target EGR flow rate.

[0113] Accordingly, the calculation unit 602 is also configured to perform an addition operation based on the modified ignition angle and the basic ignition angle to obtain the target ignition angle of the engine.

[0114] In some embodiments, the calculation unit 602 is further configured to, when the current EGR state indicates that the engine's EGR valve is closed, determine a second correction coefficient based on the estimated EGR flow rate, the target EGR flow rate, and a preset factor; correct the correction ignition angle based on the second correction coefficient to obtain a second ignition angle compensation value for the engine; and determine the target ignition angle for the engine based on the second ignition angle compensation value and the basic ignition angle.

[0115] In some embodiments, the determining unit 601 is further configured to, when the current EGR state indicates that the engine's EGR valve is closed, determine that the second ignition angle compensation value is equal to the product of the corrected ignition angle and a preset factor if the estimated EGR flow rate is equal to the target EGR flow rate.

[0116] Accordingly, the calculation unit 602 is also configured to perform an addition operation based on the product of the corrected ignition angle and the preset factor and the basic ignition angle to obtain the target ignition angle of the engine.

[0117] In some embodiments, the preset factor is a preset constant greater than 1.

[0118] In some embodiments, the determining unit 601 is further configured to acquire the knock angle of the engine; and to determine the value of a preset factor based on the knock angle.

[0119] It should be noted that the above Figure 6 The ignition angle control device provided is only illustrated by the division of the above-mentioned program modules when determining the target ignition angle. In actual applications, the above processing can be assigned to different program modules as needed, that is, the internal structure of the device can be divided into different program modules to complete all or part of the processing described above.

[0120] It should also be noted that in this embodiment, a "unit" can be a portion of a circuit, a portion of a processor, a portion of a program or software, etc., and can also be a module or a non-modular component. Furthermore, the components in this embodiment can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit described above can be implemented in hardware or as a software functional module.

[0121] If the integrated unit is implemented as a software functional module and not sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this embodiment, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the method described in this embodiment. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0122] Therefore, this embodiment provides a computer-readable storage medium storing a computer program that, when executed by at least one processor, implements the steps of the ignition angle control method described in any of the foregoing embodiments.

[0123] Based on the composition of the aforementioned ignition angle control device 60 and the computer-readable storage medium, Figure 7 This is a schematic diagram illustrating the structural composition of an electronic device provided in an embodiment of this application. Figure 7 As shown, the electronic device 70 includes a communication interface 701, a memory 702, and a processor 703; these components are coupled together via a bus system 704. It is understood that the bus system 704 is used to implement communication between these components. In addition to a data bus, the bus system 704 also includes a power bus, a schematic diagram of the electronic device's structure, and a status signal bus. However, for clarity, in... Figure 7 The general designates all buses as Bus System 704. Among them:

[0124] Communication interface 701 is used for receiving and sending signals during the process of sending and receiving information with other external network elements;

[0125] Memory 702 is used to store computer programs that can run on processor 703;

[0126] Processor 703, when running the computer program, performs the following:

[0127] Determine the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions; determine the corrected ignition angle of the engine at the target EGR rate based on the engine speed and load parameters and the target EGR rate; and determine the basic ignition angle of the engine at the no EGR rate based on the engine speed and load parameters; obtain the current EGR status of the engine, and determine the target ignition angle of the engine based on the current EGR status, target EGR flow rate, corrected ignition angle, and basic ignition angle.

[0128] It is understood that the memory 702 in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DRRAM). The memory 702 of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0129] The processor 703 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 703 or by software instructions. The processor 703 can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory 702, and the processor 703 reads the information in memory 702 and, in conjunction with its hardware, completes the steps of the above method.

[0130] It is understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions described herein, or combinations thereof.

[0131] For software implementation, the techniques described herein can be achieved through modules (e.g., procedures, functions, etc.) that perform the functions described herein. The software code can be stored in memory and executed by a processor. The memory can be implemented within the processor or externally.

[0132] In some embodiments, the processor 703 is further configured to perform the steps of the method described in any of the foregoing embodiments when running the computer program.

[0133] In yet another embodiment of this application, Figure 8 This is a schematic diagram of the structural composition of a vehicle provided in an embodiment of this application. Figure 8 As shown, the vehicle 80 may include an ignition angle control device 60.

[0134] In this embodiment, the ignition angle control device 60 is used to implement the ignition angle control method described in any of the foregoing embodiments, thereby enabling precise control of engine ignition and improving the overall performance of the vehicle.

[0135] It should be noted that, in this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0136] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0137] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0138] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0139] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0140] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling ignition angle, characterized in that, The method includes: Determine the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions; Based on the engine's speed and load parameters and the target EGR rate, the corrected ignition angle of the engine at the target EGR rate is determined; and based on the engine's speed and load parameters, the basic ignition angle of the engine at no EGR rate is determined. Obtain the current EGR status of the engine; Obtain the estimated EGR flow rate of the engine; When the current EGR status indicates that the engine's EGR valve is closed, a second correction coefficient is determined based on the estimated EGR flow rate, the target EGR flow rate, and a preset factor; the preset factor is a preset constant determined based on the engine's knock angle. The correction ignition angle is corrected according to the second correction coefficient to obtain the second ignition angle compensation value of the engine; The target ignition angle of the engine is determined based on the second ignition angle compensation value and the basic ignition angle.

2. The method according to claim 1, characterized in that, Determining the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions includes: Based on the engine's speed and load parameters, the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions are determined; wherein, there is a corresponding relationship between the target EGR rate and the target EGR flow rate.

3. The method according to claim 1, characterized in that, When the current EGR status indicates that the engine's EGR valve is open, determining the engine's target ignition angle based on the estimated EGR flow rate, the target EGR flow rate, the corrected ignition angle, and the basic ignition angle includes: Based on the estimated EGR flow and the target EGR flow, a first correction factor is determined; The correction ignition angle is corrected according to the first correction coefficient to obtain the first ignition angle compensation value of the engine; The target ignition angle of the engine is determined based on the first ignition angle compensation value and the basic ignition angle.

4. The method according to claim 3, characterized in that, The method further includes: If the estimated EGR flow rate is equal to the target EGR flow rate, then the first ignition angle compensation value is determined to be equal to the corrected ignition angle; Accordingly, determining the target ignition angle of the engine based on the first ignition angle compensation value and the basic ignition angle includes: The target ignition angle of the engine is obtained by performing an addition operation based on the modified ignition angle and the basic ignition angle.

5. The method according to claim 1, characterized in that, The method further includes: If the estimated EGR flow rate is equal to the target EGR flow rate, then the second ignition angle compensation value is determined to be equal to the product of the corrected ignition angle and the preset factor; Accordingly, determining the target ignition angle of the engine based on the second ignition angle compensation value and the basic ignition angle includes: The target ignition angle of the engine is obtained by adding the product of the corrected ignition angle and the preset factor to the basic ignition angle.

6. The method according to claim 5, characterized in that, The preset factor is a preset constant greater than 1.

7. The method according to claim 5, characterized in that, The method further includes; Obtain the knock angle of the engine; The value of the preset factor is determined based on the detonation angle.

8. The method according to any one of claims 1 to 5, characterized in that, After determining the target ignition angle of the engine, the method further includes: The engine is controlled to ignite at the target ignition angle.

9. An ignition angle control device, characterized in that, It includes a determining unit, an acquiring unit, and a calculating unit, wherein: The determining unit is configured to determine the target EGR rate and target EGR flow rate of the engine under steady-state operating conditions. The determining unit is further configured to determine the corrected ignition angle of the engine at the target EGR rate based on the engine speed and load parameters and the target EGR rate; and to determine the basic ignition angle of the engine at no EGR rate based on the engine speed and load parameters. The acquisition unit is configured to acquire the estimated EGR flow of the engine; The calculation unit is configured to acquire the current EGR state of the engine, and when the current EGR state indicates that the engine's EGR valve is closed, determine a second correction coefficient based on the estimated EGR flow rate, the target EGR flow rate, and a preset factor; the preset factor is a preset constant determined based on the engine's knock angle; correct the corrected ignition angle based on the second correction coefficient to obtain a second ignition angle compensation value for the engine; and determine the target ignition angle of the engine based on the second ignition angle compensation value and the basic ignition angle.

10. An electronic device, characterized in that, Includes memory and processor, wherein: The memory is used to store computer programs that can run on the processor; The processor is configured to execute the ignition angle control method as described in any one of claims 1 to 8 when running the computer program.

11. A vehicle, characterized in that, It includes an ignition angle control device, which is used to implement the ignition angle control method as described in any one of claims 1 to 8.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by at least one processor, implements the ignition angle control method as described in any one of claims 1 to 8.

Images