Engine ignition control method, device and vehicle

Abstract

The present invention provides an engine ignition control method, device, and vehicle. The engine ignition control method includes obtaining an engine speed and an engine load, obtaining a first ignition angle and a second ignition angle based on the engine speed and the engine load, calculating an actual ignition angle based on the first ignition angle, the second ignition angle, and a correction factor, and controlling the engine ignition unit to ignite based on the actual ignition angle. The engine ignition control method calculates the actual ignition angle based on the first ignition angle, the second ignition angle, and the factor, thereby obtaining an optimal ignition angle, thereby reducing vehicle NVH noise and fuel consumption, while also ensuring vehicle power.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to an engine ignition control method. The present invention also relates to an engine ignition control device capable of implementing the engine ignition control method, and a vehicle equipped with the engine ignition control device. Background Art

[0002] Engine Management Systems (EMS) are rapidly developing and becoming increasingly popular due to their advantages of low emissions, low fuel consumption, and high power. Currently, EMSs typically utilize new technologies such as Miller and Atkinson to balance fuel consumption and efficiency, or to achieve a more uniform mixture within the engine's combustion chamber for better combustion.

[0003] With the implementation of the above new technologies, due to the relatively high compression and fast flame propagation rate in some working conditions, a "drum-knocking" knocking sound is likely to be emitted, affecting the vehicle's NVH (Noise, Vibration, Harshness) performance.

[0004] In addition, the determination of the ignition angle will also affect the vehicle's fuel consumption, power, NVH and other performance. In the existing technology, the ignition angle is generally obtained through calibration. The ignition angles obtained through the calibration method are summarized and stored in the form of a three-dimensional ignition angle map in the storage module of the EMS. After the engine is started, the control unit will call the ignition angle in the three-dimensional ignition angle map to enable the ignition unit to ignite according to the obtained ignition angle value.

[0005] During calibration, while retarding the base ignition angle can reduce engine combustion, it significantly impacts power, significantly increasing WLTC fuel consumption, causing a louder exhaust note and affecting the vehicle's NVH performance. WLTC fuel consumption is measured according to the WLTP (World Light Vehicle Test Procedure). Summary of the Invention

[0006] In view of this, the present invention aims to provide an engine ignition control method to reduce vehicle fuel consumption while ensuring vehicle power.

[0007] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0008] An engine ignition control method, the method comprising:

[0009] Obtain engine speed and engine load;

[0010] obtaining a first ignition angle and a second ignition angle according to the engine speed and the engine load;

[0011] An actual ignition angle is calculated based on the first ignition angle, the second ignition angle, and Factor, and an engine ignition unit is controlled to ignite based on the actual ignition angle.

[0012] Furthermore, the actual ignition angle is calculated according to the following formula:

[0013] Actual ignition angle = basic ignition angle + corrected ignition angle, where: basic ignition angle = first ignition angle × Factor + second ignition angle × (1-Factor).

[0014] Further, the current gear is obtained;

[0015] When the current gear is greater than or equal to a preset gear threshold, a first preset time is delayed, and Factor is increased from 0 to 1 at a first preset rate and substituted into the formula to obtain the actual ignition angle.

[0016] Furthermore, the first preset rate is greater than or equal to 0.005 / mS.

[0017] Further, the current gear is obtained;

[0018] When the current gear is less than the preset gear threshold, the second preset time is delayed, and Factor is substituted into the formula at a second preset rate from 1 to 0 to obtain the actual ignition angle.

[0019] Furthermore, the second preset rate is greater than or equal to 0.005 / mS.

[0020] Furthermore, the modified ignition angle is determined based on at least one of the engine's water temperature, intake air temperature, air-fuel ratio, variable intake and exhaust system, default knock recession angle, scavenging, and oil dilution.

[0021] Furthermore, the first ignition angle is obtained from a first ignition angle three-dimensional map, and the second ignition angle is obtained from a second ignition angle three-dimensional map;

[0022] The first ignition angle is an aggressive ignition angle, and the second ignition angle is a conservative ignition angle.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] The engine ignition control method described in the present invention can obtain a better ignition angle by calculating the actual ignition angle based on the first ignition angle, the second ignition angle and the Factor (correction factor), which is beneficial for reducing the vehicle's NVH noise and fuel consumption, and can also better ensure the vehicle's power.

[0025] Furthermore, the actual ignition angle determined according to the formula can improve the accuracy of the actual ignition angle. When the current gear is greater than or equal to a preset gear threshold, Factor is substituted into the formula at a first preset rate from 0 to 1 to gradually shift the actual ignition angle from the second ignition angle to the first ignition angle. When the current gear is less than the preset gear threshold, Factor is substituted into the formula at a second preset rate from 1 to 0 to gradually shift the actual ignition angle from the first ignition angle to the second ignition angle. This ensures that appropriate ignition angles are achieved in both low and high gears, thereby reducing vehicle NVH noise and improving fuel economy and power.

[0026] Furthermore, limiting the rate at which the factor decreases and increases allows for smooth ignition angle switching, preventing rapid ignition angle jumps and helping to prevent vehicle knock, misfire, and other issues. By basing the corrected ignition angle on at least one of the engine's water temperature, intake air temperature, air-fuel ratio, variable intake and exhaust system, default knock recession angle, scavenging, and oil dilution, the multi-dimensional correction of the ignition angle can be determined, improving its accuracy.

[0027] Another object of the present invention is to provide an engine ignition control device, comprising:

[0028] A first acquiring unit, configured to acquire an engine speed and an engine load;

[0029] a second acquiring unit, connected to the first acquiring unit, configured to acquire a first ignition angle and a second ignition angle according to the engine speed and the engine load;

[0030] A calculation unit connected to the second acquisition unit, configured to calculate the actual ignition angle according to the first ignition angle, the second ignition angle, and the factor.

[0031] A control unit is connected to the calculation unit, and is used to control the engine ignition unit to ignite according to the actual ignition angle.

[0032] The engine ignition control device of the present invention can implement the above-mentioned ignition angle control method, thereby improving the NVH performance of the vehicle, and can effectively reduce the vehicle's fuel consumption and enhance the vehicle's power.

[0033] At the same time, another object of the present invention is to provide a vehicle provided with the engine ignition control device as described above.

[0034] The vehicle described in the present invention, by installing the above-mentioned engine ignition control device, has lower fuel consumption, stronger power, and better NVH performance, which is beneficial to improving the quality and value of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0036] Figure 1 This is an exemplary flow chart of an engine ignition control method according to an embodiment of the present invention;

[0037] Figure 2 This is another exemplary flow chart of the engine ignition control method according to an embodiment of the present invention;

[0038] Figure 3 This is a functional block diagram of an engine ignition control device according to an embodiment of the present invention;

[0039] Figure 4 This is a difference diagram between the first ignition angle and the second ignition angle in the first ignition angle three-dimensional map and the second ignition angle three-dimensional map according to an embodiment of the present invention.

[0040] Description of reference numerals:

[0041] 1. First acquisition unit; 2. Second acquisition unit; 3. Third acquisition unit; 4. Control unit; 5. Calculation unit. DETAILED DESCRIPTION

[0042] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0043] In the description of the present invention, it should be noted that the terms "upper," "lower," "inner," and "back" and other terms indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0044] Furthermore, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, these terms may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in light of the specific circumstances.

[0045] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0046] This embodiment relates to an engine ignition control method. The actual ignition angle obtained by this calculation method is applied to the operation of the engine, which can effectively reduce the vehicle's NVH noise, while maximizing the power and helping to reduce the vehicle's fuel consumption.

[0047] Based on the above design concept, an exemplary structure of the engine ignition control method of this embodiment is as follows: Figure 1 As shown in , the method mainly includes the following steps:

[0048] S101: Obtain engine speed and engine load.

[0049] It should be noted here that, in this step, the engine speed can be detected by an existing speed sensor, and the engine load can be obtained by an existing load detection mechanism. The following first acquisition unit 1 is connected to the speed sensor and the load detection mechanism respectively to obtain the engine speed and engine load.

[0050] It should be noted that, since the engine control system can obtain the engine speed and engine load, the first obtaining unit 1 can also obtain the engine speed and engine load from the existing control unit of the engine control system.

[0051] S102: Obtain a first ignition angle and a second ignition angle according to the engine speed and the engine load.

[0052] As a preferred embodiment, the first ignition angle is obtained from the first ignition angle three-dimensional map, and the second ignition angle is obtained from the second ignition angle three-dimensional map. The first ignition angle is an aggressive ignition angle, and the second ignition angle is a conservative ignition angle.

[0053] It should be noted that the first 3D ignition angle map and the second 3D ignition angle map are pre-stored in a memory module of the engine control system. In this embodiment, the first 3D ignition angle map is applicable to high gear, while the second 3D ignition angle map is applicable to low gear. The division between high and low gear is described below for details.

[0054] The second ignition angle 3D map can be an existing 3D map, while the first ignition angle 3D map can be a 3D map obtained by recalibrating the vehicle. Relatively speaking, the first ignition angle 3D map is more aggressive than the second ignition angle 3D map, resulting in better power. During calibration, under the same engine speed and load, the first ignition angle in the first ignition angle 3D map is selected as an aggressive ignition angle, while the second ignition angle in the second ignition angle 3D map is selected as a conservative ignition angle.

[0055] It should be noted here that the so-called conservative ignition angle is a relatively conservative ignition angle for low gear, and the value of the conservative ignition angle is relatively large. The so-called radical ignition angle is a relatively radical ignition angle for high gear, and the value of the radical ignition angle is relatively small.

[0056] like Figure 4 The figure shows the calibration results of a certain engine. The first row on the top represents the engine speed in r / min, and the first column on the left is IMEP (mean indicated cylinder pressure) in MPa. IMEP is proportional to the engine load, and the value corresponding to the engine speed and IMEP is the difference between the second ignition angle and the first ignition angle.

[0057] In this step, the engine speed and engine load obtained by the first acquisition unit 1 can be transmitted to the second acquisition unit 2 described below, and then the second acquisition unit 2 obtains the first ignition angle and the second ignition angle from the two map graphs respectively, and transmits the first ignition angle and the second ignition angle to the calculation unit 5 described below.

[0058] S103: Calculate the actual ignition angle according to the first ignition angle, the second ignition angle, and Factor.

[0059] As a preferred embodiment, the actual ignition angle is calculated according to the following formula:

[0060] Actual ignition angle = basic ignition angle + corrected ignition angle, where: basic ignition angle = first ignition angle × Factor + second ignition angle × (1-Factor).

[0061] It should be noted that, in this step, the actual ignition angle is calculated by the calculation unit 5 described below according to the above formula, and the actual ignition angle is transmitted to the control unit 4 .

[0062] S104 , the control unit 4 controls the engine ignition unit to ignite according to the actual ignition angle.

[0063] It should also be noted that the values of the corrected ignition angles for both the first and second ignition angle 3D maps are identical. The specific method for determining the corrected ignition angle can be referenced in the prior art. This method is dependent on parameters that influence the corrected ignition angle, such as engine water temperature, intake air temperature, air-fuel ratio, VVT (Variable Velocity Transmission), default knock deceleration angle, scavenging, and oil dilution. Other parameters, such as engine warm-up and idle speed, can also be considered.

[0064] As a preferred embodiment, Figure 2As shown, after the engine is started, the current gear is acquired by the third acquisition unit 3 described below. When the current gear is greater than or equal to a preset gear threshold, the calculation unit 5 delays for a first preset time and sequentially substitutes the factor increasing from 0 to 1 at a first preset rate into the formula to obtain the actual ignition angle. This allows the actual ignition angle to gradually shift from the second ignition angle to the first ignition angle, ensuring an appropriate ignition angle in high gears. This helps reduce vehicle NVH noise and improves fuel economy and power.

[0065] It should be noted here that the method of obtaining the gear position can refer to the existing technology, for example, the gear position information in the control module of the engine management system can be used, and the specific value of the first preset time can be obtained through calibration.

[0066] Furthermore, the preset gear threshold can also be obtained through calibration. For example, in a vehicle with nine gears, seventh gear can be selected as the preset gear threshold, while in a vehicle with seven gears, fifth gear can be selected as the preset gear threshold. However, it should be noted that the specific determination of the preset gear threshold should be obtained through calibration and can be ultimately determined based on actual vehicle performance. Generally, the preset gear corresponds to a vehicle speed of no less than 60 km / h.

[0067] Preferably, the first preset rate is greater than or equal to 0.005 / mS, which can enable smooth switching of the ignition angle and prevent the ignition angle from jumping too quickly, thereby helping to prevent problems such as vehicle detonation and fire.

[0068] As a preferred embodiment, still referring to Figure 2 As shown, after the engine is started, the current gear is acquired by the third acquisition unit 3 described below. When the current gear is less than a preset gear threshold, the calculation unit 5 delays for a second preset time and sequentially substitutes the factor from 1 to 0 at a second preset rate into the formula to obtain the actual ignition angle. This gradually shifts the actual ignition angle from the first ignition angle to the second ignition angle, ensuring an appropriate ignition angle in low gears. This helps reduce vehicle NVH noise and improves fuel economy and power.

[0069] Preferably, the second preset rate is greater than or equal to 0.005 / mS, which can enable smooth switching of the ignition angle and prevent the ignition angle from jumping too quickly, thereby helping to prevent problems such as vehicle detonation and fire.

[0070] The engine ignition control method of the present invention obtains the first ignition angle and the second ignition angle from two ignition angle three-dimensional map diagrams respectively, and calculates the actual ignition angle through a formula to obtain a better ignition angle, which is beneficial to reducing the vehicle's NVH noise and fuel consumption, and can also better ensure the vehicle's power.

[0071] Another object of the present invention is to provide an engine ignition control device, such as Figure 3 As shown, it mainly includes a first acquisition unit 1, a second acquisition unit 2, a calculation unit 5, and a control unit 4. The first acquisition unit 1 is used to obtain the engine speed and the engine load, and the second acquisition unit 2 is used to obtain the first ignition angle from the first ignition angle three-dimensional map and obtain the second ignition angle from the second ignition angle three-dimensional map based on the engine speed and the engine load.

[0072] The aforementioned calculation unit 5 is connected to the second acquisition unit 2 and is used to determine the actual ignition angle according to the following formula:

[0073] Actual ignition angle = basic ignition angle + corrected ignition angle, where: basic ignition angle = first ignition angle × Factor + second ignition angle × (1-Factor).

[0074] As a preferred embodiment, the engine ignition control device also includes a third acquisition unit 3, which is used to obtain the current gear. The third acquisition unit 3 is connected to the calculation unit 5, and the calculation unit 5 is used to delay the first preset time when the current gear is greater than or equal to the preset gear threshold, and substitute the Factor into the formula in sequence at a first preset rate from 0 to 1 to obtain the actual ignition angle. In this process, the first preset rate is greater than or equal to 0.005 / mS.

[0075] As a preferred embodiment, the calculation unit 5 is also used to delay for a second preset time when the current gear is less than a preset gear threshold, and substitute the Factor into the formula in sequence from 1 to 0 at a second preset rate to obtain the actual ignition angle. In this process, the second preset rate is greater than or equal to 0.005 / mS.

[0076] The calculation unit 5 is connected to the control unit 4 , and the calculation unit 5 sends the calculated actual ignition angle to the control unit 4 , and the control unit 4 controls the engine ignition unit to ignite according to the actual ignition angle unit.

[0077] Meanwhile, another object of the present invention is to provide a vehicle equipped with the above engine ignition control device. The vehicle of the present invention and the above engine ignition control device have the same beneficial effects as the prior art, and will not be described in detail here.

[0078] Another object of the present invention is to provide a computer storage medium storing a program or instructions that, when executed on a computer, executes the ignition angle control method described above. When used in a vehicle, the computer storage medium of the present invention can improve the vehicle's NVH performance, reduce fuel consumption, and enhance vehicle power.

[0079] In this embodiment, a general example of a computer-readable storage medium is a memory. In addition, computer-readable media include permanent and non-permanent, removable and non-removable media, and can implement information storage by any method or technology.

[0080] Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory, or other memory technology, compact disc-read only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tapes, disks or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

[0081] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An engine ignition control method, characterized in that: The method comprises: Obtain engine speed and engine load; obtaining a first ignition angle and a second ignition angle according to the engine speed and the engine load; Calculating an actual ignition angle according to the first ignition angle, the second ignition angle, and Factor; controlling an engine ignition unit to ignite according to the actual ignition angle; The actual ignition angle is calculated according to the following formula: Actual ignition angle = basic ignition angle + corrected ignition angle, where: basic ignition angle = first ignition angle × Factor + second ignition angle × (1- Factor); Get the current gear; When the current gear is greater than or equal to a preset gear threshold, the first preset time is delayed, and the Factor is substituted into the formula at a first preset rate from 0 to 1 to obtain the actual ignition angle; and / or, when the current gear is less than the preset gear threshold, the second preset time is delayed, and the Factor is substituted into the formula at a second preset rate from 1 to 0 to obtain the actual ignition angle.

2. The engine ignition control method according to claim 1, characterized in that: The first preset rate is greater than or equal to 0.005 / mS.

3. The engine ignition control method according to claim 1, characterized in that: The second preset rate is greater than or equal to 0.005 / mS.

4. The engine ignition control method according to claim 1, characterized in that: The modified ignition angle is determined based on at least one of the engine's water temperature, intake air temperature, air-fuel ratio, variable intake and exhaust system, default knock recession angle, scavenging, and oil dilution.

5. The engine ignition control method according to any one of claims 1 to 4, characterized in that: The first ignition angle is obtained from a first ignition angle three-dimensional map, and the second ignition angle is obtained from a second ignition angle three-dimensional map; The first ignition angle is an aggressive ignition angle, and the second ignition angle is a conservative ignition angle.

6. An engine ignition control device, characterized in that: include: A first acquisition unit (1) is used to acquire engine speed and engine load; A second acquisition unit (2) is connected to the first acquisition unit (1) and is used to acquire a first ignition angle and a second ignition angle according to the engine speed and the engine load; A calculation unit (5) is connected to the second acquisition unit (2) and is used to calculate an actual ignition angle based on the first ignition angle, the second ignition angle and the factor, wherein the actual ignition angle is calculated according to the following formula: actual ignition angle = basic ignition angle + corrected ignition angle, wherein: basic ignition angle = first ignition angle × factor + second ignition angle × (1-factor); A control unit (4) is connected to the calculation unit (5), and the control unit (4) is used to control the engine ignition unit to ignite according to the actual ignition angle; A third acquisition unit (3) is used to acquire the current gear position; The calculation unit (5) is further configured to, when the current gear is greater than or equal to a preset gear threshold, delay a first preset time, and substitute the factor into the formula at a first preset rate from 0 to 1 to obtain the actual ignition angle; and / or, when the current gear is less than the preset gear threshold, delay a second preset time, and substitute the factor into the formula at a second preset rate from 1 to 0 to obtain the actual ignition angle.

7. A vehicle, characterized in that: The vehicle is provided with the engine ignition control device according to claim 6.

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