Calibration method, device and equipment for ignition angle of engine and storage medium

Abstract

The embodiment of the invention discloses an engine ignition angle calibration method and device, equipment and a storage medium, and the method comprises the steps that first state data of a target engine during operation at a first ignition angle are obtained, and the first state data comprise first knock intensity data and first angular acceleration data; determining whether the first state data meets a knock condition or not; under the condition that the first state data does not meet the knocking condition and a first torque value when the target engine operates at the previous ignition angle of the first ignition angle is smaller than a second torque value when the target engine operates at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle, and determining the target ignition angle based on the first ignition angle until the state data when the target engine operates at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when the target engine operates at the next ignition angle of the first ignition angle. The embodiment of the invention can ensure the calibration accuracy of the ignition angle.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a method, apparatus, device and storage medium for calibrating engine ignition angle. Background Technology

[0002] Currently, when calibrating the ignition angle under a certain operating condition, the maximum torque point and knock boundary measured in a single test are usually used as the basis for determination. Among them, the knock determination depends on the cylinder vibration signal collected by the knock sensor. However, mechanical vibration and electromagnetic interference during engine operation can easily lead to signal distortion, resulting in a high knock misjudgment rate, which in turn affects the accuracy of ignition angle calibration. Summary of the Invention

[0003] This application provides a method, apparatus, device, and storage medium for calibrating engine ignition angle, which can ensure the accuracy of ignition angle calibration by accurately identifying knock.

[0004] In a first aspect, embodiments of this application provide a method for calibrating the ignition angle of an engine, the method comprising: Acquire first state data of the target engine when it is running at a first ignition angle. The first state data includes first knock intensity data and first angular acceleration data. The first ignition angle is the ignition angle of the target engine when it is running under the target operating condition. The first knock intensity data is used to characterize the knock intensity of the target engine when it is running under the target operating condition. Determine whether the first state data meets the detonation conditions; If the first state data does not meet the knock condition, and the first torque value of the target engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

[0005] In the above technical solution, firstly, the first state data of the target engine running at the first ignition angle is acquired. This data includes the first knock intensity data and the first angular acceleration data, which can accurately collect the combustion and operating states of the engine under the corresponding operating conditions, providing an accurate basis for subsequent knock judgment. Secondly, it is determined whether the first knock intensity data and the first angular acceleration data meet the knock conditions, which can timely and accurately identify knock risks and avoid inaccurate knock identification caused by relying solely on knock intensity data. If the first state data does not meet the knock conditions, and the first torque value of the target engine running at the previous ignition angle is small... Given a second torque value when operating at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle until the target engine's state data at the next ignition angle meets the knock condition, or the second torque value is greater than or equal to the torque value at the next ignition angle. Based on the first ignition angle, the target ignition angle is determined, enabling rapid and accurate determination of the target ignition angle. This ensures that the target ignition angle under fixed operating conditions is precisely set in an ideal state that avoids knocking while maximizing torque output, ensuring the accuracy of ignition angle calibration and thus improving engine performance and safety.

[0006] In some embodiments, determining the target ignition angle based on the first ignition angle includes: If the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is increased to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

[0007] In the above technical solution, when the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is increased to obtain the next ignition angle until the corresponding state data meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle. During the process of increasing the ignition angle (advanced ignition), the torque change trend and knock boundary can be captured in real time. Finally, the target ignition angle is determined based on the first ignition angle when the stopping condition is met. The target ignition angle can be determined quickly, avoiding insufficient torque or knock caused by the target ignition angle being too late. This ensures that knock can be avoided and torque output can be maximized at the target ignition angle, thereby improving the efficiency and accuracy of engine ignition angle calibration.

[0008] In some embodiments, determining the target ignition angle based on the first ignition angle includes: The first ignition angle is determined as the first candidate ignition angle; Acquire second state data of the target engine when it is running at the second ignition angle. The second state data includes second knock intensity data and second angular acceleration data. The second knock intensity data is used to characterize the knock intensity of the target engine when it is running under the target operating condition. Determine whether the second state data satisfies the detonation condition; If the second state data does not meet the knock condition, and the third torque value of the target engine when running at the previous ignition angle of the second ignition angle is less than the fourth torque value when running at the second ignition angle, the second ignition angle is reduced to obtain the next ignition angle of the second ignition angle, until the state data of the target engine when running at the next ignition angle of the second ignition angle meets the knock condition or the fourth torque value is greater than or equal to the torque value when running at the next ignition angle of the second ignition angle, and the second ignition angle is determined as the second candidate ignition angle; The target ignition angle is determined based on the first candidate ignition angle and the second candidate ignition angle.

[0009] In the above technical solution, the first ignition angle is determined as the first candidate ignition angle, and second state data (second knock intensity data and second angular acceleration data) of the target engine running at the second ignition angle are acquired. If the second state data does not meet the knock condition, and the third torque value of the engine running at the previous ignition angle is less than the fourth torque value of the engine running at the second ignition angle, the second ignition angle is reduced to obtain the next ignition angle. This process continues until the corresponding state data meets the knock condition or the fourth torque value is greater than or equal to the torque value of the engine running at the next ignition angle. The second ignition angle is then determined as the second candidate ignition angle. By reducing the ignition angle to find the second candidate ignition angle, the limitations of single-direction adjustment are avoided, ensuring that the process of finding the target ignition angle covers all possible ignition angles. Finally, the target ignition angle is determined based on the first and second candidate ignition angles. This multi-candidate point comparison further improves the calibration accuracy and reliability of the target ignition angle, thereby improving the engine's power performance and fuel economy. In some embodiments, determining the target ignition angle based on the first candidate ignition angle and the second candidate ignition angle includes: The ignition angle corresponding to the maximum torque value between the torque value when running at the first candidate ignition angle and the torque value when running at the second candidate ignition angle is determined as the target ignition angle.

[0010] In the above technical solution, the ignition angle corresponding to the maximum torque value between the first candidate ignition angle and the second candidate ignition angle is determined as the target ignition angle. This enables the selection of the ignition angle with the optimal torque among multiple candidate ignition angles, ensuring that the target ignition angle maximizes torque output while satisfying the knock constraint, thereby improving the accuracy and reliability of the target ignition angle determination process.

[0011] In some embodiments, determining the target ignition angle based on the first ignition angle includes: If the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is reduced to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

[0012] In the above technical solution, when the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is reduced to obtain the next ignition angle of the first ignition angle, until the corresponding state data meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle. The optimization is gradually sought by reducing the ignition angle (retarding ignition). Finally, the target ignition angle is determined based on the first ignition angle when the stopping condition is met, ensuring that the target ignition angle does not trigger knock and can be as close as possible to the optimal torque value under the current operating condition, thereby improving the accuracy of ignition angle calibration, ensuring the stability of engine operation, and avoiding insufficient power or knock failure caused by unreasonable ignition angle.

[0013] In some embodiments, the detonation condition is used to indicate that the detonation intensity data is greater than or equal to the target intensity threshold, and the change in angular acceleration data is greater than or equal to the target fluctuation threshold.

[0014] In the above technical solution, the knock condition is used to indicate that the knock intensity data is greater than or equal to the target intensity threshold, and the change value of the angular acceleration data is greater than or equal to the target fluctuation threshold. It can capture the acceleration abnormality caused by the sudden change in cylinder pressure during knock by the change value of the angular acceleration data. Based on the change values ​​of the knock intensity data and the angular acceleration data, the occurrence of knock is determined by dual determination, which improves the accuracy and reliability of knock judgment, reduces the risk of misjudgment caused by the single knock intensity data judgment, and provides an accurate and reliable judgment basis for ignition angle adjustment.

[0015] In some embodiments, the method further includes: Based on the target operating condition, target threshold data is determined from the correspondence. The target threshold data includes the target intensity threshold and the target fluctuation threshold. The correspondence includes the relationship between multiple sets of operating conditions and multiple sets of threshold data. Each set of operating conditions includes a rotational speed and a charge. Each set of threshold data includes a fluctuation threshold and an intensity threshold. The multiple sets of operating conditions include the target operating condition. The multiple sets of threshold data include the target threshold data.

[0016] In the above technical solution, the target intensity threshold and the target fluctuation threshold are determined from the correspondence based on the target operating condition. The correspondence includes the relationship between multiple sets of operating conditions and multiple sets of threshold data. Each set of operating conditions includes a speed and a charge, and each set of threshold data includes a fluctuation threshold and an intensity threshold. This can ensure that the target intensity threshold and the target fluctuation threshold are accurately matched with the target operating condition, improve the accuracy of knock condition determination, and provide a stable and reliable basis for ignition angle calibration.

[0017] Secondly, embodiments of this application provide an engine ignition angle calibration device, the device comprising: The acquisition module acquires first state data of the target engine running at a first ignition angle. The first state data includes first knock intensity data and first angular acceleration data. The first ignition angle is the ignition angle of the target engine running under the target operating condition. The first knock intensity data is used to characterize the knock intensity of the target engine running under the target operating condition. The first determining module determines whether the first state data meets the detonation conditions; The second determining module adjusts the first ignition angle to obtain the next ignition angle when the first state data does not meet the knock condition and the first torque value of the target engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle, and determines the target ignition angle based on the first ignition angle.

[0018] Thirdly, embodiments of this application provide an electronic device, including a processor and a memory, wherein the memory stores a computer program, and the processor executes the program to implement the method described in embodiments of this application.

[0019] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the methods described in embodiments of this application.

[0020] Fifthly, the computer program product provided in the embodiments of this application includes a computer program that, when executed by a processor, implements the methods described in the embodiments of this application. Attached Figure Description

[0021] Figure 1 This is a flowchart illustrating a method for calibrating the engine ignition angle disclosed in an embodiment of this application; Figure 2 This is a flowchart illustrating another method for calibrating the engine ignition angle disclosed in an embodiment of this application; Figure 3 This is a flowchart illustrating the method for determining the first candidate ignition angle disclosed in an embodiment of this application; Figure 4 This is a flowchart illustrating the method for determining a second candidate ignition angle disclosed in an embodiment of this application. Figure 5 This is a schematic diagram of the structure of an engine ignition angle calibration device disclosed in an embodiment of this application. Detailed Implementation

[0022] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0023] To facilitate a clear description of the technical solutions in the embodiments of this application, the terms "first" and "second" are used in the embodiments of this application to distinguish identical or similar items with essentially the same function and effect. For example, "first instruction" and "second instruction" are used to distinguish different user instructions and do not limit their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and the terms "first" and "second" are not necessarily different.

[0024] It should be noted that, in this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0025] Furthermore, "at least one" refers to one or more, while "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can mean: a, or b, or c, or a and b, or a and c, or b and c, or a, b, and c, where a, b, and c can be single or multiple.

[0026] Furthermore, the terms "comprising" and "having," and any variations thereof, in the embodiments and drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0027] The ignition angle refers to the angle through which the crankshaft rotates during the compression stroke, from the moment the spark plug ignites the air-fuel mixture until the piston reaches top dead center. As a key parameter of the engine control system, the ignition angle directly affects engine combustion efficiency, power output, and emissions performance. A proper ignition angle ensures that the energy generated by combustion is converted into mechanical work to the maximum extent, thereby effectively improving engine thermal efficiency.

[0028] However, improper ignition timing can induce knocking. Knocking refers to a violent, non-uniform combustion phenomenon inside the engine, which generates a powerful pressure wave that impacts the internal engine structure, leading to a decrease in engine output power and a rapid increase in cylinder temperature. Furthermore, knocking can further cause serious malfunctions such as spark plug erosion, piston ring loss, and piston breakage. Therefore, accurately determining the ignition timing during engine calibration is crucial.

[0029] Currently, when calibrating the ignition angle under a certain operating condition, the maximum torque point and knock boundary measured in a single test are usually used as the basis for determination. Among them, the knock determination depends on the cylinder vibration signal collected by the knock sensor. However, mechanical vibration and electromagnetic interference during engine operation can easily lead to signal distortion, resulting in a high knock misjudgment rate, which in turn affects the accuracy of ignition angle calibration.

[0030] Based on this, this application provides a method for calibrating engine ignition angle. The method includes: acquiring first state data of a target engine operating at a first ignition angle, the first state data including first knock intensity data and first angular acceleration data; determining whether the first state data meets the knock condition; if the first state data does not meet the knock condition, and the first torque value of the target engine operating at the previous ignition angle is less than the second torque value operating at the first ignition angle, adjusting the first ignition angle to obtain the next ignition angle, until the state data of the target engine operating at the next ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value operating at the next ignition angle, and determining the target ignition angle based on the first ignition angle. This application, by accurately identifying knock, can ensure the accuracy of ignition angle calibration.

[0031] The method for calibrating engine ignition angle provided in this application is applied to electronic devices, such as tablet computers, laptops, mobile phones, mobile internet devices (MIDs), terminals in industrial control, terminals in self-driving vehicles, etc. This application does not limit the scope of the application.

[0032] To make the purpose and technical solution of this application clearer and more intuitive, the following description of one method disclosed in this application is provided in conjunction with the accompanying drawings.

[0033] It should be understood that the execution subject of the engine ignition angle calibration method of this application can be an electronic device, or a processor or chip in the electronic device. For ease of description, the electronic device is used as the execution subject to describe the embodiments of this application.

[0034] Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for calibrating the engine ignition angle disclosed in an embodiment of this application. Figure 1 The method shown may include the following steps: Step 101: The electronic device acquires the first state data of the target engine when it is running at the first ignition angle.

[0035] In this embodiment, the first ignition angle is the ignition angle of the target engine operating under target conditions, wherein the target operating conditions include target speed and target charge. The first state data includes first knock intensity data and first angular acceleration data, wherein the first knock intensity data is used to characterize the knock intensity during the combustion process of the target engine operating under target conditions.

[0036] It should be understood that the state data of different engine models when operating at the first ignition angle under the target operating conditions are different, and the target ignition angle of different engine models under the target operating conditions is also different. Among them, different engine models have differences in parameters such as the number of cylinders, number of strokes, and displacement. Therefore, this step takes the target engine as an example to illustrate the method of determining the target ignition angle.

[0037] It should be noted that the first ignition angle can be obtained by adjusting the initial ignition angle. For example, if the initial ignition angle is 11°CA, the first ignition angle can be obtained by increasing the initial ignition angle to 12°CA.

[0038] Optionally, the initial ignition angle is a preset fixed value.

[0039] Optionally, the initial ignition angle can be determined from a correspondence based on the target operating conditions of the target engine. The correspondence includes the relationship between multiple sets of operating conditions and multiple ignition angles. Each set of operating conditions includes a speed and a charge, the multiple sets of operating conditions include the target operating conditions, and the multiple ignition angles include the initial ignition angle. For example, the correspondence includes the relationship between 10 sets of operating conditions and 10 ignition angles.

[0040] Optionally, the first detonation intensity data can be determined based on the voltage signal detected by the detonation sensor. For example, the detonation sensor is a piezoelectric sensor, specifically model Bosch 0261231135.

[0041] Determining the first detonation intensity data, as an example, may include the following sub-steps: Sub-step 1: Perform bandpass filtering on the voltage signal detected by the knock sensor to obtain the filtered signal.

[0042] For example, by setting the sampling rate to 20 kHz, the original voltage signal output by the knock sensor is bandpass filtered from 1 kHz to 10 kHz to obtain the filtered signal.

[0043] It should be understood that the effective frequency band of knock signals is 1kHz-10kHz. Signals below 1kHz are mechanical vibration interferences from valves, crankshafts, etc., while signals above 10kHz are electromagnetic interferences. By setting the bandpass filter parameters from 1kHz to 10kHz, knock characteristics can be effectively captured while filtering out invalid interferences.

[0044] Sub-step 2: Determine the time domain window of the detonation core occurrence and extract the filtered signal within the time domain window of the detonation core occurrence.

[0045] For example, a specific crankshaft angle range can be defined as the time-domain window for the occurrence of knock core, and the filtered signal within the time-domain window for the occurrence of knock core can be extracted.

[0046] It should be understood that, taking a four-stroke engine as an example, one working cycle of the engine (720° crankshaft rotation angle) includes multiple strokes such as intake, compression, power, and exhaust. Knock only occurs in a specific crankshaft rotation angle range during the power stroke (such as the range from top dead center to 20° CA after top dead center during compression). Therefore, the above-mentioned specific crankshaft rotation angle range can be determined as the time domain window for the occurrence of knock core, thereby eliminating interference from non-power stages.

[0047] Sub-step 3: Determine the detonation characteristic values ​​in the filtered signal within the time-domain window of the detonation core occurrence.

[0048] For example, the peak voltage in the filtered signal within the time-domain window where the knock core occurs can be determined as the knock characteristic value. In this way, the impact intensity of in-cylinder knock can be intuitively reflected through the knock characteristic value.

[0049] Sub-step 4: Determine the first detonation intensity data based on the detonation characteristic values.

[0050] For example, the first knock intensity data can be determined based on the ratio of the knock characteristic value to the reference value. The reference value is determined based on the historical knock characteristic data of the target engine at the target speed and target charge, such as the average value of the historical knock characteristic data of the target engine at the target speed and target charge.

[0051] Optionally, the first angular acceleration data can be determined based on the Z-axis angular velocity data detected by the gyroscope. For example, the specific model of the gyroscope is ADIS16488.

[0052] As an example, to determine the first angular acceleration data, the angular acceleration data can be obtained by differential calculation of the Z-axis angular velocity data detected by the gyroscope within a preset time period.

[0053] Step 102: The electronic device determines whether the first state data meets the detonation conditions.

[0054] In some embodiments, the detonation condition is used to indicate that the detonation intensity data is greater than or equal to the target intensity threshold, and the change in angular acceleration data is greater than or equal to the target fluctuation threshold.

[0055] It should be noted that in the event of knocking, the sudden change in cylinder pressure will cause the overall acceleration of the engine to fluctuate. Therefore, by combining the judgment of the changes in knocking intensity data and angular acceleration data, knocking can be judged more accurately and comprehensively.

[0056] It should be understood that the change in angular acceleration data is used to characterize the change in angular acceleration data within a preset time period. For example, the change in angular acceleration data can be the difference between the maximum and minimum angular acceleration data within the preset time period; or, for example, the change in angular acceleration data can be the variance calculated based on the angular acceleration data within the preset time period.

[0057] For example, the detonation condition is that the first detonation intensity data is greater than or equal to the target intensity threshold, and the change value of the first angular acceleration data is greater than or equal to the target fluctuation threshold.

[0058] For example, if the target intensity threshold is 5, the target fluctuation threshold is 3, the first detonation intensity data is 5, and the change value of the first angular acceleration data is 4, then the first detonation intensity data is equal to the target intensity threshold, and the change value of the first angular acceleration data is greater than the target fluctuation threshold, thus satisfying the detonation condition.

[0059] As can be seen, by implementing the above embodiments, the knock condition is used to indicate that the knock intensity data is greater than or equal to the target intensity threshold, and the change value of the angular acceleration data is greater than or equal to the target fluctuation threshold. It can capture the acceleration anomaly caused by the sudden change in cylinder pressure during knock by the change value of the angular acceleration data. Based on the change values ​​of the knock intensity data and the angular acceleration data, the occurrence of knock is determined by dual determination, which improves the accuracy and reliability of knock judgment, reduces the risk of misjudgment caused by a single knock intensity data determination, and provides an accurate and reliable basis for ignition angle adjustment.

[0060] Regarding the target intensity threshold and the target fluctuation threshold, in some embodiments, the target threshold data can be determined from the correspondence based on the target operating condition. The target threshold data includes the target intensity threshold and the target fluctuation threshold. The correspondence includes the relationship between multiple sets of operating conditions and multiple sets of threshold data. Each set of operating conditions includes a rotational speed and a charge. Each set of threshold data includes a fluctuation threshold and an intensity threshold. The multiple sets of operating conditions include the target operating condition, and the multiple sets of threshold data include the target threshold data.

[0061] For example, the correspondence includes the relationship between 20 sets of working conditions and 20 sets of threshold data.

[0062] It should be understood that the background vibration intensity and engine acceleration fluctuation level of an engine vary significantly under different operating conditions, such as engine speed and charge. For example, under lower operating conditions with lower speed and charge, the background vibration is smaller, and the intensity threshold is lower. Therefore, it is necessary to determine the corresponding intensity threshold and fluctuation threshold for each set of operating conditions to ensure the accuracy of knock detection under different operating conditions.

[0063] As can be seen, by implementing the above embodiments, the target intensity threshold and target fluctuation threshold are determined from the correspondence based on the target operating conditions. The correspondence includes the relationship between multiple sets of operating conditions and multiple sets of threshold data. Each set of operating conditions includes a speed and a charge, and each set of threshold data includes a fluctuation threshold and an intensity threshold. This can ensure that the target intensity threshold and target fluctuation threshold are accurately matched with the target operating conditions, improve the accuracy of knock condition determination, and provide a stable and reliable basis for ignition angle calibration.

[0064] Step 103: If the electronic device does not meet the knock condition in the first state data and the first torque value of the target engine when running at the previous ignition angle is less than the second torque value when running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle until the state data of the target engine when running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle. The target ignition angle is then determined based on the first ignition angle.

[0065] It should be noted that the larger the ignition angle value, the earlier the ignition is initiated; therefore, increasing the ignition angle means advancing the ignition, and decreasing the ignition angle means retarding the ignition. This step needs to ensure that when the target engine is running at the target ignition angle, it will not trigger knock, and can approach the optimal torque value under the current operating conditions as closely as possible; therefore, it is necessary to find the ignition angle that is at the knock boundary or the torque reduction boundary.

[0066] Optionally, the torque value can be obtained using a torque sensor.

[0067] As an example, if the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is increased to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

[0068] Optionally, increasing the first ignition angle can be achieved by increasing the fixed ignition angle step size (e.g., increasing CA by 1°).

[0069] For example, if the previous ignition angle is 11°CA and the first ignition angle is 12°CA, and the first state data does not meet the knock condition, and the first torque value of the target engine running at 11°CA is less than the second torque value running at 12°CA (i.e., the torque value increases), the first ignition angle is increased to obtain the next ignition angle (13°CA), until the state data of the target engine running at 13°CA meets the knock condition, or the second torque value is greater than or equal to the torque value running at 13°CA (i.e., the torque value decreases). The target ignition angle is then determined based on the first ignition angle. For example, the first ignition angle of 12°CA is determined as the target ignition angle.

[0070] As can be seen, by implementing the above embodiments, when the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is increased to obtain the next ignition angle until the corresponding state data meets the knock condition or the second torque value is greater than or equal to the torque value when the next ignition angle is running. This allows for real-time capture of torque change trends and knock boundaries during the process of increasing the ignition angle (advanced ignition). Finally, the target ignition angle is determined based on the first ignition angle when the stopping condition is met. This enables rapid determination of the target ignition angle, avoiding insufficient torque or knock caused by a delayed target ignition angle. It ensures that knock can be avoided and torque output can be maximized at the target ignition angle, thereby improving the efficiency and accuracy of engine ignition angle calibration.

[0071] As another example, if the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is reduced to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

[0072] Optionally, reducing the first ignition angle can be done by reducing it by a fixed ignition angle step (e.g., reducing it by 1°CA).

[0073] For example, if the previous ignition angle is 9°CA and the first ignition angle is 8°CA, and the first state data does not meet the knock condition, and the first torque value of the target engine running at 9°CA is less than the second torque value running at 8°CA (i.e., the torque value increases), the first ignition angle is decreased to obtain the next ignition angle (7°CA). This continues until the state data of the target engine running at 7°CA meets the knock condition, or the second torque value is greater than or equal to the torque value running at 7°CA (i.e., the torque value decreases), and the target ignition angle is determined based on the first ignition angle. For example, the first ignition angle of 8°CA is determined as the target ignition angle.

[0074] As can be seen, by implementing the above embodiments, when the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is reduced to obtain the next ignition angle of the first ignition angle, until the corresponding state data meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle. The optimization is gradually sought by reducing the ignition angle (retarding ignition). Finally, the target ignition angle is determined based on the first ignition angle when the stopping condition is met, ensuring that the target ignition angle does not trigger knock and can be as close as possible to the optimal torque value under the current operating condition, thereby improving the accuracy of ignition angle calibration, ensuring the stability of engine operation, and avoiding insufficient power or knock failure caused by unreasonable ignition angle.

[0075] As can be seen, implementing the above embodiments involves, firstly, acquiring the first state data of the target engine operating at the first ignition angle. This data includes the first knock intensity data and the first angular acceleration data, enabling accurate acquisition of the engine's combustion and operating states under the corresponding conditions, providing an accurate basis for subsequent knock judgment. Secondly, determining whether the first knock intensity data and the first angular acceleration data meet the knock conditions allows for timely and accurate identification of knock risks, avoiding inaccurate knock identification based solely on knock intensity data. If the first state data does not meet the knock conditions, and the target engine operates at the previous ignition angle, the first torque value... If the second torque value is less than the torque value when the engine is running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle. This process continues until the state data of the target engine running at the next ignition angle meets the knock condition, or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle. Based on the first ignition angle, the target ignition angle is determined quickly and accurately. This ensures that the target ignition angle under fixed operating conditions is precisely set in an ideal state that avoids knock and maximizes torque output, thus ensuring the accuracy of the ignition angle calibration and improving engine performance and safety.

[0076] As another example of determining the target ignition angle, please refer to Figure 2 , Figure 2 This is a schematic flowchart of another engine ignition angle calibration method disclosed in an embodiment of this application. Figure 2 The method shown may include the following steps: Step 201: The electronic device acquires the first state data of the target engine when it is running at the first ignition angle.

[0077] For the specific implementation of step 201, please refer to the content of step 101 above, which will not be repeated here.

[0078] Step 202: The electronic device determines whether the first state data meets the detonation conditions.

[0079] For the specific implementation of step 202, please refer to the content of step 102 above, which will not be repeated here.

[0080] Step 203: If the first state data does not meet the knock condition and the first torque value is less than the second torque value, the electronic device increases the first ignition angle to obtain the next ignition angle of the first ignition angle until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the first ignition angle is determined as the first candidate ignition angle.

[0081] For example, if the first ignition angle is 12°CA, then the first ignition angle 12°CA is determined as the first candidate ignition angle.

[0082] Step 204: The electronic device acquires second state data of the target engine running at the second ignition angle.

[0083] In this embodiment, the second ignition angle is the ignition angle of the target engine operating under target conditions, wherein the target operating conditions include target speed and target charge. The second state data includes second knock intensity data and second angular acceleration data, wherein the second knock intensity data is used to characterize the knock intensity during the combustion process of the target engine operating under target conditions.

[0084] The second ignition angle differs from the first ignition angle mentioned above only in its value; their physical meanings are the same.

[0085] It should be noted that the second ignition angle can be obtained by reducing the initial ignition angle. For example, if the initial ignition angle is 11°CA, the second ignition angle of 10°CA can be obtained by reducing the initial ignition angle.

[0086] The second state data differs from the first state data only in its value; their physical meanings are the same. For determining the second detonation intensity data and the second angular acceleration data, please refer to the steps 101 above for determining the first detonation intensity data and the first angular acceleration data; these will not be repeated here.

[0087] Step 205: The electronic device determines whether the second state data meets the detonation conditions.

[0088] In some embodiments, the detonation condition is used to indicate that the detonation intensity data is greater than or equal to the target intensity threshold, and the change in angular acceleration data is greater than or equal to the target fluctuation threshold.

[0089] For example, the detonation condition is that the second detonation intensity data is greater than or equal to the target intensity threshold, and the change value of the second angular acceleration data is greater than or equal to the target fluctuation threshold.

[0090] Step 206: If the electronic device does not meet the knock condition in the second state data, and the third torque value of the target engine when running at the previous ignition angle of the second ignition angle is less than the fourth torque value when running at the second ignition angle, the second ignition angle is reduced to obtain the next ignition angle of the second ignition angle. This process continues until the state data of the target engine when running at the next ignition angle of the second ignition angle meets the knock condition or the fourth torque value is greater than or equal to the torque value when running at the next ignition angle of the second ignition angle. The second ignition angle is then determined as the second candidate ignition angle.

[0091] For example, if the previous ignition angle of the second ignition angle is 11°CA and the second ignition angle is 10°CA, and the second state data does not meet the knock condition, and the third torque value of the target engine running at 11°CA is less than the fourth torque value running at 10°CA (i.e., the torque value increases), the second ignition angle is decreased to obtain the next ignition angle (9°CA) until the state data of the target engine running at 9°CA meets the knock condition, or the fourth torque value is greater than or equal to the torque value running at 9°CA (i.e., the torque value decreases), the second ignition angle 10°CA is determined as the second candidate ignition angle.

[0092] Step 207: The electronic device determines the target ignition angle based on the first candidate ignition angle and the second candidate ignition angle.

[0093] As an example, the ignition angle corresponding to the maximum torque value between the torque value when running at the first candidate ignition angle and the torque value when running at the second candidate ignition angle is determined as the target ignition angle.

[0094] For example, if the torque value is 150 Nm when running at the first candidate ignition angle of 12°CA and the torque value is 145 Nm when running at the second candidate ignition angle of 10°CA, and the ignition angle corresponding to the maximum torque value is the first candidate ignition angle, then the target ignition angle is 12°CA.

[0095] As can be seen, by implementing the above embodiments, the ignition angle corresponding to the maximum torque value between the first candidate ignition angle and the second candidate ignition angle is determined as the target ignition angle. This enables the selection of the ignition angle with the optimal torque from multiple candidate ignition angles, ensuring that the target ignition angle maximizes torque output while satisfying the knock constraint, thereby improving the accuracy and reliability of the target ignition angle determination process.

[0096] As another example, either the first candidate ignition angle or the second candidate ignition angle is determined as the target ignition angle.

[0097] As can be seen, by implementing the above embodiments, the first ignition angle is determined as the first candidate ignition angle, and the second state data (second knock intensity data and second angular acceleration data) of the target engine running at the second ignition angle are obtained. If the second state data does not meet the knock condition, and the third torque value of the engine running at the previous ignition angle is less than the fourth torque value of the engine running at the second ignition angle, the second ignition angle is reduced to obtain the next ignition angle. This process continues until the corresponding state data meets the knock condition or the fourth torque value is greater than or equal to the torque value of the engine running at the next ignition angle. The second ignition angle is then determined as the second candidate ignition angle. By reducing the ignition angle to find the second candidate ignition angle, the limitations of single-direction adjustment are avoided, ensuring that the process of finding the target ignition angle covers all possible ignition angles. Finally, the target ignition angle is determined based on the first and second candidate ignition angles. This multi-candidate point comparison can further improve the calibration accuracy and reliability of the target ignition angle, thereby improving the engine's power performance and fuel economy.

[0098] It should be noted that the target engine can be fixed on a test bench. After confirming that all sensors are installed correctly, a serial port connection is selected to the host computer, and the basic engine information is input into the host computer. Then, the target engine is started, and the intensity threshold and fluctuation threshold under different operating conditions are determined. Then, by simulating the target operating conditions, the optimal firing angle of the target engine under different operating conditions is determined. Finally, the optimal firing angle data obtained under different operating conditions can be written into the control unit of the target engine. This data is used to look up the optimal firing angle in real time according to the current operating conditions (speed and charge) during actual operation, thereby ensuring that the engine can operate efficiently and stably under various operating conditions.

[0099] Regarding the steps for increasing the ignition angle, as one implementation method, please refer to... Figure 3 , Figure 3 This is a flowchart illustrating the method for determining the first candidate ignition angle disclosed in an embodiment of this application. Figure 3 The method shown may include the following steps: Step 301: If the initial ignition angle of the electronic device does not meet the detonation condition, increase the initial ignition angle.

[0100] Step 302: The electronic equipment determines the status data and torque value of the target engine when it is running at the current ignition angle.

[0101] It should be noted that the current ignition angle refers to the ignition angle in the current loop process, which is obtained by increasing the previous ignition angle. The previous ignition angle can be the initial ignition angle or the ignition angle in the previous loop judgment process.

[0102] Step 3031: If the state data of the electronic device running at the current ignition angle does not meet the knocking condition, determine whether the torque value when running at the previous ignition angle is less than the torque value at the current ignition angle.

[0103] Step 3032: If the electronic device meets the knocking conditions when the state data of the current ignition angle is running, the previous ignition angle is taken as the first candidate ignition angle.

[0104] Step 3041: If the torque value of the electronic device when running at the previous ignition angle is greater than or equal to the torque value at the current ignition angle, the previous ignition angle is selected as the first candidate ignition angle.

[0105] Step 3042: If the torque value of the electronic device when running at the previous ignition angle is less than the torque value at the current ignition angle, the current ignition angle is increased.

[0106] It should be noted that after increasing the current ignition angle in step 3042, another current ignition angle will be obtained, and the next loop process will continue to repeat the above step 302 until the state data of running with a certain current ignition angle meets the knock condition, or the torque value of running with the previous ignition angle of a certain current ignition angle is greater than or equal to the torque value of running with a certain current ignition angle. After obtaining the first candidate ignition angle, the loop ends.

[0107] Understandable, Figure 3 The method is used to indicate the general cyclic steps for determining the first candidate ignition angle, while the above Figure 2 The steps related to determining the first candidate ignition angle mainly include the last three loop judgment processes: the third to last loop is for judging the ignition angle before the first ignition angle, the second to last loop is for judging the first ignition angle, and the last loop is for judging the ignition angle after the first ignition angle.

[0108] Regarding the step of increasing the ignition angle, as an alternative implementation, the previous ignition angle of the current ignition angle can be directly used as the target ignition angle, without the need to determine a second candidate ignition angle.

[0109] Regarding the steps for reducing the ignition angle, as one implementation method, please refer to... Figure 4 , Figure 4 This is a flowchart illustrating the method for determining a second candidate ignition angle disclosed in an embodiment of this application. Figure 4 The method shown may include the following steps: Step 401: If the initial ignition angle does not meet the detonation conditions, the electronic equipment shall reduce the initial ignition angle.

[0110] Step 402: The electronic equipment determines the status data and torque value of the target engine when it is running at the current ignition angle.

[0111] It should be noted that the current ignition angle refers to the ignition angle in the current loop process, which is obtained by reducing the previous ignition angle. The previous ignition angle can be the initial ignition angle or the ignition angle in the previous loop process.

[0112] Step 4031: If the state data of the electronic device running at the current ignition angle does not meet the knocking condition, determine whether the torque value when running at the previous ignition angle is less than the torque value at the current ignition angle.

[0113] Step 4032: If the electronic device meets the knocking conditions when the state data of the current ignition angle is running, the previous ignition angle is taken as the second candidate ignition angle.

[0114] Step 4041: If the torque value of the electronic device when running at the previous ignition angle is greater than or equal to the torque value at the current ignition angle, the previous ignition angle is selected as the second candidate ignition angle.

[0115] Step 4042: If the torque value of the electronic device when running at the previous ignition angle is less than the torque value at the current ignition angle, the current ignition angle is reduced.

[0116] It should be noted that after reducing the current ignition angle in step 4042, another current ignition angle will be obtained, and the next loop process will continue to repeat the above step 402 until the state data of running with a certain current ignition angle meets the knock condition, or the torque value of running with the previous ignition angle of a certain current ignition angle is greater than or equal to the torque value at a certain current ignition angle. After obtaining the second candidate ignition angle, the loop ends.

[0117] Understandable, Figure 4 The method is used to indicate the general cyclic steps for determining the second candidate ignition angle, while the above Figure 2 The steps related to determining the second candidate ignition angle mainly include the final three loop judgment processes: the third to last loop is for judging the ignition angle before the second ignition angle, the second to last loop is for judging the second ignition angle, and the last loop is for judging the ignition angle after the second ignition angle.

[0118] Regarding the step of reducing the ignition angle, as an alternative implementation, the previous ignition angle of the current ignition angle can be directly used as the target ignition angle, without needing to determine the first candidate ignition angle.

[0119] The above combination Figures 1-4 The method for calibrating the engine ignition angle provided in the embodiments of this application is described in detail. It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Furthermore, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps. In addition, the above embodiments can be implemented independently or in combination with each other, and no limitations are imposed here.

[0120] Based on the foregoing embodiments, this application provides a calibration device for engine ignition angle. The device includes various modules and units included in each module, which can be implemented by a processor; of course, it can also be implemented by specific logic circuits. In the implementation process, the processor can be a central processing unit (CPU), microprocessor (MPU), digital signal processor (DSP), or field programmable gate array (FPGA), etc.

[0121] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of an engine ignition angle calibration device disclosed in an embodiment of this application, as shown below. Figure 5 The apparatus shown includes an acquisition module 501, a first determination module 502, and a second determination module 503.

[0122] The acquisition module 501 acquires the first state data of the target engine when it is running at the first ignition angle. The first state data includes the first knock intensity data and the first angular acceleration data. The first ignition angle is the ignition angle of the target engine when it is running under the target operating condition. The first knock intensity data is used to characterize the knock intensity of the target engine when it is running under the target operating condition. The first determining module 502 determines whether the first state data meets the detonation conditions; The second determining module 503, when the first state data does not meet the knock condition and the first torque value of the target engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, adjusts the first ignition angle to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle, and determines the target ignition angle based on the first ignition angle.

[0123] In some embodiments, the second determining module is specifically used to, when the first state data does not meet the knock condition and the first torque value is less than the second torque value, increase the first ignition angle to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and determine the target ignition angle based on the first ignition angle.

[0124] In some embodiments, the second determining module is specifically configured to: determine the first ignition angle as the first candidate ignition angle; acquire second state data of the target engine running at the second ignition angle, the second state data including second knock intensity data and second angular acceleration data, the second knock intensity data being used to characterize the knock intensity of the target engine running under the target operating condition; determine whether the second state data satisfies the knock condition; if the second state data does not satisfy the knock condition, and the third torque value of the target engine running at the previous ignition angle is less than the fourth torque value of the target engine running at the second ignition angle, reduce the second ignition angle to obtain the next ignition angle of the second ignition angle, until the state data of the target engine running at the next ignition angle of the second ignition angle satisfies the knock condition or the fourth torque value is greater than or equal to the torque value of the target engine running at the next ignition angle of the second ignition angle, and determine the second ignition angle as the second candidate ignition angle; and determine the target ignition angle based on the first candidate ignition angle and the second candidate ignition angle.

[0125] In some embodiments, the second determining module is specifically used to determine the ignition angle corresponding to the maximum torque value among the torque values ​​when running at the first candidate ignition angle and the torque values ​​when running at the second candidate ignition angle as the target ignition angle.

[0126] In some embodiments, the second determining module is specifically used to, when the first state data does not meet the knock condition and the first torque value is less than the second torque value, reduce the first ignition angle to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and determine the target ignition angle based on the first ignition angle.

[0127] In some embodiments, the detonation condition is used to indicate that the detonation intensity data is greater than or equal to the target intensity threshold, and the change in angular acceleration data is greater than or equal to the target fluctuation threshold.

[0128] In some embodiments, the engine ignition angle calibration device further includes a third determining module. The third determining module is used to determine target threshold data from a correspondence based on a target operating condition. The target threshold data includes a target intensity threshold and a target fluctuation threshold. The correspondence includes the relationship between multiple sets of operating conditions and multiple sets of threshold data. Each set of operating conditions includes a speed and a charge, and each set of threshold data includes a fluctuation threshold and an intensity threshold. The multiple sets of operating conditions include the target operating condition, and the multiple sets of threshold data include the target threshold data.

[0129] It should be noted that the division of modules in the engine ignition angle calibration device shown in this embodiment is illustrative and is only a logical functional division. In actual implementation, there may be other division methods.

[0130] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0131] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the method provided in the above-described method embodiments.

[0132] It should be noted that the descriptions of the above embodiments of the apparatus, electronic devices, and computer-readable storage media are similar to the descriptions of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the embodiments of the apparatus, electronic devices, and computer-readable storage media of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0133] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0134] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three kinds of relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0135] It should be noted that, in this document, 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. Unless otherwise specified, 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] In the several embodiments provided in this application, it should be understood that the disclosed methods, apparatus, and electronic devices can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of modules above is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, and can be electrical, mechanical, or other forms.

[0137] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

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

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

[0140] The above description is merely an 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 calibrating the ignition angle of an engine, characterized in that, The method includes: Acquire first state data of the target engine when it is running at a first ignition angle. The first state data includes first knock intensity data and first angular acceleration data. The first ignition angle is the ignition angle of the target engine when it is running under the target operating condition. The first knock intensity data is used to characterize the knock intensity of the target engine when it is running under the target operating condition. Determine whether the first state data meets the detonation conditions; If the first state data does not meet the knock condition, and the first torque value of the target engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

2. The method according to claim 1, characterized in that, Determining the target ignition angle based on the first ignition angle includes: If the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is increased to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

3. The method according to claim 2, characterized in that, Determining the target ignition angle based on the first ignition angle includes: The first ignition angle is determined as the first candidate ignition angle; Acquire second state data of the target engine when it is running at the second ignition angle. The second state data includes second knock intensity data and second angular acceleration data. The second knock intensity data is used to characterize the knock intensity of the target engine when it is running under the target operating condition. Determine whether the second state data satisfies the detonation condition; If the second state data does not meet the knock condition, and the third torque value of the target engine when running at the previous ignition angle of the second ignition angle is less than the fourth torque value when running at the second ignition angle, the second ignition angle is reduced to obtain the next ignition angle of the second ignition angle, until the state data of the target engine when running at the next ignition angle of the second ignition angle meets the knock condition or the fourth torque value is greater than or equal to the torque value when running at the next ignition angle of the second ignition angle, and the second ignition angle is determined as the second candidate ignition angle; The target ignition angle is determined based on the first candidate ignition angle and the second candidate ignition angle.

4. The method according to claim 3, characterized in that, Determining the target ignition angle based on the first candidate ignition angle and the second candidate ignition angle includes: The ignition angle corresponding to the maximum torque value between the torque value when running at the first candidate ignition angle and the torque value when running at the second candidate ignition angle is determined as the target ignition angle.

5. The method according to claim 1, characterized in that, Determining the target ignition angle based on the first ignition angle includes: If the first state data does not meet the knock condition and the first torque value is less than the second torque value, the first ignition angle is reduced to obtain the next ignition angle of the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

6. The method according to any one of claims 1-5, characterized in that, The detonation condition is used to indicate that the detonation intensity data is greater than or equal to the target intensity threshold, and the change in angular acceleration data is greater than or equal to the target fluctuation threshold.

7. The method according to claim 6, characterized in that, The method further includes: Based on the target operating condition, target threshold data is determined from the correspondence. The target threshold data includes the target intensity threshold and the target fluctuation threshold. The correspondence includes the relationship between multiple sets of operating conditions and multiple sets of threshold data. Each set of operating conditions includes a rotational speed and a charge. Each set of threshold data includes a fluctuation threshold and an intensity threshold. The multiple sets of operating conditions include the target operating condition. The multiple sets of threshold data include the target threshold data.

8. A calibration device for engine ignition angle, characterized in that, The device includes: The acquisition module acquires first state data of the target engine running at a first ignition angle. The first state data includes first knock intensity data and first angular acceleration data. The first ignition angle is the ignition angle of the target engine running under the target operating condition. The first knock intensity data is used to characterize the knock intensity of the target engine running under the target operating condition. The first determining module determines whether the first state data meets the detonation conditions; The second determining module adjusts the first ignition angle to obtain the next ignition angle when the first state data does not meet the knock condition and the first torque value of the target engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, until the state data of the target engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle, and determines the target ignition angle based on the first ignition angle.

9. A computer device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 7.

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