Engine control method, device, vehicle, and storage medium
By obtaining the ethanol content in ethanol gasoline and adjusting the ignition angle to make the engine operate at the edge of detonation, the problem of reduced power and economy caused by ethanol gasoline was solved, and the engine's optimal performance was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2023-06-30
- Publication Date
- 2026-06-30
AI Technical Summary
Ethanol gasoline has a high latent heat of vaporization, which affects the formation of the air-fuel mixture and the combustion speed, resulting in a decrease in vehicle power, economy and cold start performance.
By obtaining the content of the target combustible components in the fuel, the optimal control strategy is determined, including adjusting the ignition angle to make the engine operate at the edge of detonation, and using closed-loop correction technology to adjust the ignition angle to achieve the optimal ignition angle.
Improve engine power and fuel economy, ensure the engine always operates at its optimal state, and meet market demands.
Smart Images
Figure CN116658319B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine technology, and in particular to an engine control method, device, vehicle, and storage medium. Background Technology
[0002] Fuel generally refers to substances that can convert their stored chemical energy into heat energy through a chemical reaction (combustion), and its source is mostly petroleum. Automotive fuels mainly refer to fuels used in gasoline engines (spark-ignition engines) and diesel engines (compression-ignition engines). These are currently the main power sources for automobiles. With global economic development and the increasing number of cars on the road, various alternative fuels are being used more and more widely, such as natural gas, liquefied petroleum gas, methanol, ethanol, biomass fuels, hydrogen, and dimethyl ether.
[0003] Taking ethanol gasoline as an example, ethanol gasoline is gaining increasing attention as a cleaner vehicle fuel. Ethanol gasoline is a new type of automotive fuel made by adding an appropriate amount of fuel ethanol to regular gasoline. Because ethanol has a high latent heat of vaporization, its evaporation temperature at the theoretical air-fuel ratio is higher than that of conventional gasoline, which affects the formation of the air-fuel mixture and the combustion speed, resulting in a decrease in vehicle power, economy, and cold start performance, and is detrimental to vehicle acceleration. Summary of the Invention
[0004] This application provides an engine control method, device, vehicle, and storage medium. The method can control the engine to execute different control strategies according to different fuel compositions, effectively improving engine power, ensuring optimal engine performance, and better meeting market demands.
[0005] In a first aspect, an engine control method is provided, the method comprising: acquiring the content of a target combustible component in fuel; determining a control strategy that optimizes engine performance based on the content of the target combustible component; and controlling the engine to operate using the control strategy.
[0006] Through the above technical solution, the embodiments of this application can determine the control strategy that optimizes engine performance based on the content of the target combustible components in the fuel. By using the control strategy to control the engine operation, the power and economy of the engine can be effectively improved, ensuring that the engine always operates in the optimal state and better meeting market demands.
[0007] In conjunction with the first aspect, in some possible implementations, determining the control strategy that optimizes engine performance based on the content of the target combustible component includes: determining the initial ignition angle of the control strategy based on the content of the target combustible component; closed-loop correcting the initial ignition angle to obtain the optimal ignition angle that allows the engine to be in a state of near-detonation; and using the optimal ignition angle as the final ignition angle of the control strategy.
[0008] Through the above technical solution, the embodiments of this application can determine the ignition angle at which the engine is in the edge of detonation by closed-loop correction of the initial ignition angle. Since the engine can fully exert its performance when it is in the edge of detonation, the ignition angle at this time is the optimal ignition angle. Thus, the optimal ignition angle of the engine can be accurately determined through the closed-loop correction strategy, so that the control strategy can effectively ensure the power and economy of the vehicle engine.
[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the closed-loop correction of the initial ignition angle to obtain the optimal ignition angle that allows the engine to be in a state of detonation includes: controlling the engine to start working according to the initial ignition angle; adjusting the ignition angle of the engine so that the engine repeatedly alternates between detonation and no-detonation until a preset condition is met, thereby obtaining the optimal ignition angle that allows the engine to be in a state of detonation.
[0010] Through the above technical solution, the embodiments of this application can adjust the engine to repeatedly switch between detonation and non-detonation, and finally obtain the optimal ignition angle that allows the engine to be in the state of detonation edge. When the engine is in the state of detonation edge, the engine performance can be fully utilized. Thus, by adjusting the engine to repeatedly switch between detonation and non-detonation, the optimal ignition angle can be determined quickly and accurately.
[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, adjusting the ignition angle of the engine to make the engine repeatedly switch between detonation and non-detonation includes: if detonation is detected in the engine, decreasing the ignition angle of the engine until the engine is non-detonation; if non-detonation is detected in the engine, increasing the ignition angle of the engine until the engine detonates.
[0012] Through the above technical solution, the embodiments of this application can increase the ignition angle when the engine is not detonating and decrease the ignition angle when the engine is detonating, and accurately determine the optimal ignition angle by repeatedly increasing or decreasing the ignition angle.
[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the preset conditions include: the frequency of engine detonation is less than a preset frequency; and / or, the speed fluctuation range of the engine is within a preset range.
[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the initial ignition angle of the control strategy based on the content of the target combustible component includes: obtaining a correspondence table between the content of the target combustible component and the control strategy; determining the control strategy that optimizes engine performance based on the content of the target combustible component and the correspondence table, and obtaining the initial ignition angle corresponding to the control strategy.
[0015] Through the above technical solution, the embodiments of this application can quickly and accurately determine the optimal control strategy for engine performance by using the correspondence table between the content of the target combustible component and the control strategy, and thus also obtain the initial ignition angle corresponding to the control strategy.
[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, before determining the control strategy that optimizes engine performance based on the content of the target combustible component, the method further includes: obtaining the control strategy and the content of the target combustible component during the engine's previous operation; if the content of the target combustible component during the engine's previous operation is the same as or within the same content range as the content of the target combustible component during the current operation, then the control strategy during the previous operation is used as the control strategy during the current operation; otherwise, the control strategy that optimizes engine performance is determined based on the content of the target combustible component.
[0017] With the above technical solution, the embodiments of this application can determine the current control strategy quickly and accurately based on the engine's previous situation when the engine is running and the content of the target combustible component matches the strategy used during the previous engine operation, i.e., the content of the target combustible component is the same or within the same content range.
[0018] In a second aspect, an engine control device is provided, comprising: a first acquisition module for acquiring the content of a target combustible component in fuel; a determination module for determining a control strategy that optimizes engine performance based on the content of the target combustible component; and a control module for controlling the engine to operate using the control strategy.
[0019] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to determine the initial ignition angle of the control strategy based on the content of the target combustible component; to close-loop correct the initial ignition angle to obtain the optimal ignition angle that allows the engine to be in a state of detonation edge; and to use the optimal ignition angle as the final ignition angle of the control strategy.
[0020] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to control the engine to start working according to the initial ignition angle; adjust the ignition angle of the engine so that the engine repeatedly alternates between detonation and non-detonation until a preset condition is met, thereby obtaining the optimal ignition angle that allows the engine to be in a state on the edge of detonation.
[0021] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to, if engine knocking is detected, reduce the ignition angle of the engine until the engine is free of knocking; if the engine is free of knocking, increase the ignition angle of the engine until the engine knocks.
[0022] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the preset conditions include: the frequency of engine detonation is less than a preset frequency; and / or, the speed fluctuation range of the engine is within a preset range.
[0023] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to obtain a correspondence table between the content of the target combustible component and the control strategy; determine the control strategy that optimizes engine performance based on the content of the target combustible component and the correspondence table, and obtain the initial ignition angle corresponding to the control strategy.
[0024] In conjunction with the second aspect and the above implementation methods, in some possible implementations, the engine control device further includes: a second acquisition module, configured to acquire the control strategy and the content of the target combustible component during the engine's previous operation before determining the control strategy that optimizes engine performance based on the content of the target combustible component; and a judgment module, configured to, if the content of the target combustible component during the engine's previous operation is the same as or within the same content range as the content of the target combustible component during the current operation, use the control strategy during the previous operation as the control strategy during the current operation; otherwise, determine the control strategy that optimizes engine performance based on the content of the target combustible component.
[0025] Thirdly, a vehicle is provided, including an engine control device as described in the above embodiments.
[0026] Fourthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description
[0027] Figure 1This is a flowchart of an engine control method according to an embodiment of the present invention;
[0028] Figure 2 This is a schematic diagram illustrating the determination of the engine control strategy according to an embodiment of the present invention;
[0029] Figure 3 This is an example diagram of the engine control logic described in an embodiment of the present invention;
[0030] Figure 4 This is a block diagram of an engine control device according to an embodiment of the present invention. Detailed Implementation
[0031] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.
[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
[0033] Figure 1 This is a schematic flowchart of an engine control method provided in an embodiment of this application.
[0034] For example, such as Figure 1 As shown, the method includes:
[0035] Step S101: Obtain the content of the target combustible component in the fuel.
[0036] The fuel in this application embodiment can be a mixture of fuel oil and other combustible substances in different proportions, such as a mixture of gasoline and alcohol fuel in different proportions, namely ethanol gasoline and methanol gasoline. The target combustible component corresponding to ethanol gasoline is ethanol, and the target combustible component corresponding to methanol gasoline is methanol.
[0037] For ease of understanding, ethanol gasoline will be used as an example for detailed explanation in the following embodiments.
[0038] It is understandable that the content of combustible components in fuel is crucial to engine operating strategies. This application embodiment utilizes a sensor corresponding to a target combustible component to detect its content. For example, if the target combustible component is ethanol, an ethanol sensor can detect the ethanol content in gasoline. The higher the ethanol content, the smaller the engine's ignition angle; conversely, the more concentrated the ethanol in the gasoline, the stronger the detectable signal. In practical implementation, this application embodiment can install an ethanol sensor inside the fuel tank to detect the ethanol content of the gasoline in the tank.
[0039] Step S102: Determine the control strategy that optimizes engine performance based on the content of the target combustible component.
[0040] Since the content of the target combustible components of fuel varies, the corresponding control strategy will also change. Therefore, the embodiments of this application can determine the optimal control strategy applicable to the current fuel based on the content of the target combustible components, so that the control strategy is consistent with the characteristics of the current fuel, thereby enabling the engine to better adapt to the current fuel, fully utilize the engine performance, and improve the engine economy.
[0041] Optionally, according to one embodiment of this application, determining a control strategy that optimizes engine performance based on the content of the target combustible component includes: determining the initial ignition angle of the control strategy based on the content of the target combustible component; closed-loop correction of the initial ignition angle to obtain the optimal ignition angle that allows the engine to be in a state of detonation edge; and using the optimal ignition angle as the final ignition angle of the control strategy.
[0042] Understandably, the timing of ignition has a significant impact on engine performance during operation. Ignition is the process by which the spark plug ignites the combustible mixture in the combustion chamber before the piston reaches top dead center of the compression stroke. The angle through which the crankshaft rotates from the moment of ignition until the piston reaches top dead center of the compression stroke is called the ignition angle.
[0043] This application embodiment determines the initial ignition angle of the control strategy based on the content of the target combustible component. However, if the initial ignition angle is too large, detonation is likely; if the initial ignition angle is too small, the exhaust temperature will increase and the power will decrease. Therefore, this application embodiment can determine the ignition angle at which the engine is on the verge of detonation by closed-loop correction of the initial ignition angle. Since the engine can fully perform when it is operating on the verge of detonation, the ignition angle at this time is the optimal ignition angle. Thus, the optimal ignition angle of the engine can be accurately determined through the closed-loop correction strategy, so that the control strategy can effectively ensure the power and economy of the vehicle engine.
[0044] Optionally, according to one embodiment of this application, the closed-loop correction of the initial ignition angle to obtain the optimal ignition angle that allows the engine to be in a state of detonation edge includes: controlling the engine to start working according to the initial ignition angle; adjusting the engine's ignition angle so that the engine repeatedly alternates between detonation and no-detonation until a preset condition is met, thereby obtaining the optimal ignition angle that allows the engine to be in a state of detonation edge.
[0045] It is understood that the embodiments of this application can adjust the engine to repeatedly switch between detonation and non-detonation until the frequency of engine detonation is less than a preset frequency, and / or the engine speed fluctuation range is within a preset range, thereby obtaining the optimal ignition angle that allows the engine to operate at the edge of detonation, thus maximizing engine performance. Those skilled in the art can set the preset frequency and preset range according to actual conditions, without specific limitations.
[0046] In actual implementation, the embodiments of this application can diagnose the frequency of engine detonation using a detonation sensor, detect engine speed using a speed sensor, and obtain engine speed fluctuations through relevant calculations, without making specific limitations.
[0047] Optionally, according to one embodiment of this application, adjusting the engine's ignition angle to cause the engine to repeatedly switch between detonation and non-detonation includes: if engine detonation is detected, decreasing the engine's ignition angle until engine detonation is eliminated; if engine detonation is detected, increasing the engine's ignition angle until engine detonation occurs.
[0048] This application embodiment can determine whether engine knocking occurs and the intensity of knocking, and perform feedback control on the ignition angle based on the determination result. If engine knocking is detected, this application embodiment can gradually decrease the ignition angle to delay ignition until the knocking disappears; if no engine knocking is detected, this application embodiment can gradually increase the ignition angle to advance ignition; when knocking occurs again, the ECU gradually decreases the ignition angle, and so on. By repeatedly adjusting the ignition angle, the engine is kept on the verge of knocking.
[0049] In actual implementation, the embodiments of this application can use a knock sensor to determine the intensity of engine knock. When engine knock occurs, the knock sensor generates a corresponding electrical signal and sends it to the ECU, so that the ECU can eliminate engine knock by ignition retarding.
[0050] Optionally, according to one embodiment of this application, determining the initial ignition angle of the control strategy based on the content of the target combustible component includes: obtaining a correspondence table between the content of the target combustible component and the control strategy; determining the control strategy that optimizes engine performance based on the content of the target combustible component and the correspondence table, and obtaining the initial ignition angle corresponding to the control strategy.
[0051] The correspondence table includes different correspondence tables between the content of the target combustible component and the control strategy. The correspondence table can be pre-calibrated, so the control strategy with the optimal engine performance can be quickly and accurately determined through the correspondence table, and the initial ignition angle corresponding to the control strategy can also be obtained.
[0052] Different grades of gasoline result in different maximum engine performance for the vehicle. For example, E10 indicates an ethanol content of 10%, and E20 indicates an ethanol content of 20%. Ethanol sensors detect the ethanol content of the gasoline in the fuel tank. Figure 2 As shown, in this embodiment of the application, when the ethanol content is between 0-10%, engine control strategy A is executed, and the whole engine achieves high-performance output, improving customer satisfaction; when the ethanol content is between 10-20%, engine control strategy B is executed, and the whole engine achieves low-performance output.
[0053] The above embodiments can use an ethanol sensor to determine the ethanol content in the fuel, so as to distinguish gasoline grades, such as E10, E20, etc., and further implement different control strategies according to different grades of gasoline. That is, the engine can achieve optimal combustion performance under different grades, and better meet market demand.
[0054] Optionally, according to one embodiment of this application, before determining the control strategy that optimizes engine performance based on the content of the target combustible component, the method further includes: obtaining the control strategy and the content of the target combustible component during the engine's previous operation; if the content of the target combustible component during the engine's previous operation is the same as or within the same content range as the content of the target combustible component during the current operation, then the control strategy during the previous operation is used as the control strategy during the current operation; otherwise, the control strategy that optimizes engine performance is determined based on the content of the target combustible component.
[0055] Understandably, different levels of the target combustible component result in different maximum achievable engine performance. When the engine is running and the level of the target combustible component matches the strategy used during the previous engine operation—for example, if the level of the target combustible component is the same or within the same range—there is no need to switch the engine control strategy; the current engine control strategy used by the vehicle can remain unchanged.
[0056] Step S103: Control the engine operation using a control strategy.
[0057] The embodiments of this application enable the engine to operate under the optimal control strategy, thereby achieving higher engine performance and effectively improving the engine's power and economy.
[0058] In summary, the engine control method of this application embodiment can determine the control strategy that optimizes engine performance based on the content of the target combustible component in the fuel, and use the control strategy to control the engine operation, effectively improving the engine's power and economy, ensuring that the engine always operates in the optimal state, and better meeting market demands.
[0059] The engine control method of this application embodiment will be described in detail below with reference to a specific embodiment, taking ethanol gasoline as an example. In the following embodiments, the initial ignition angle of the engine is the same for ethanol gasoline with an ethanol content between 0% and 10%, and the initial ignition angle of the engine is the same for ethanol gasoline with an ethanol content between 10% and 20%. Figure 3 As shown, the details are as follows:
[0060] (1) The ethanol sensor detects the ethanol content of gasoline in the fuel tank and sends different ethanol content information to the ECU (Engine Control Unit). When the ethanol content is between 0-10%, control strategy A is executed, and the initial ignition angle at this time is the ignition angle corresponding to the normal ignition angle. When the ethanol content is between 10%-20%, control strategy B is executed, and the initial ignition angle at this time is the ignition angle corresponding to the ignition angle retarded state. It can be seen that the higher the ethanol content, the larger the detonation retarded ignition angle.
[0061] (2) Control strategy A includes: if the detected ignition angle of the engine is the ignition angle d corresponding to the normal ignition angle state, then combustion closed-loop control is performed using the combustion closed-loop control strategy; control strategy B includes: if the detected ignition angle of the engine is the ignition angle e corresponding to the ignition angle retarded state, then combustion closed-loop control is performed using the combustion closed-loop control strategy; wherein, the combustion closed-loop control strategy is the same for different control strategies, and the combustion closed-loop control strategy includes:
[0062] a. Perform closed-loop combustion control on the engine's ignition angle. The closed-loop control includes: detecting whether engine knock occurs; if engine knock is detected, gradually decreasing the engine's ignition angle to delay ignition until knock disappears; if no engine knock is detected, gradually increasing the engine's ignition angle to advance ignition; when knock occurs again, gradually decreasing the engine's ignition angle again, and so on, repeatedly adjusting the ignition angle to keep the engine operating on the edge of knock.
[0063] b. Use sensors to diagnose whether the number of knocking events is less than X times / min. If so, check whether the engine speed fluctuation is less than Y / rpm. If so, obtain the optimal ignition angle that can bring the engine to the edge of knocking and use it as the final ignition angle of the control strategy; otherwise, continue to perform combustion closed-loop control on the ignition angle.
[0064] (3) Utilize the optimal ignition angle to control the normal operation of the engine, thereby achieving higher engine performance and effectively improving the engine's power and economy.
[0065] Figure 4 This is a schematic diagram of the structure of an engine control device provided in an embodiment of this application.
[0066] For example, such as Figure 4 As shown, the device may include: a first acquisition module 100, a determination module 200, and a control module 300.
[0067] The first acquisition module 100 is used to acquire the content of the target combustible component in the fuel; the determination module 200 is used to determine the control strategy that optimizes engine performance based on the content of the target combustible component; and the control module 300 is used to control the engine operation using the control strategy.
[0068] Optionally, according to one embodiment of this application, the determining module 200 is further configured to determine the initial ignition angle of the control strategy based on the content of the target combustible component; to obtain the optimal ignition angle that allows the engine to be in a state of detonation by closing the loop; and to use the optimal ignition angle as the final ignition angle of the control strategy.
[0069] Optionally, according to one embodiment of this application, the determining module 200 is further configured to control the engine to start working according to the initial ignition angle; adjust the ignition angle of the engine so that the engine repeatedly alternates between detonation and non-detonation until a preset condition is met, thereby obtaining the optimal ignition angle that allows the engine to be in a state on the edge of detonation.
[0070] Optionally, according to one embodiment of this application, the determining module 200 is further configured to, if engine knock is detected, reduce the engine ignition angle until engine knock is eliminated; if engine knock is eliminated, increase the engine ignition angle until engine knock occurs.
[0071] Optionally, according to one embodiment of this application, the preset conditions include: the frequency of engine detonation is less than a preset frequency; and / or, the engine speed fluctuation range is within a preset range.
[0072] Optionally, according to one embodiment of this application, the determining module 200 is further configured to obtain a correspondence table between the content of the target combustible component and the control strategy; determine the control strategy that optimizes engine performance based on the content of the target combustible component and the correspondence table, and obtain the initial ignition angle corresponding to the control strategy.
[0073] Optionally, according to one embodiment of this application, the engine control device 10 further includes a second acquisition module and a judgment module.
[0074] The second acquisition module is used to acquire the control strategy and the content of the target combustible component during the engine's previous operation before determining the control strategy that optimizes engine performance based on the content of the target combustible component. The judgment module is used to determine the control strategy during the previous operation as the control strategy during the current operation if the content of the target combustible component during the engine's previous operation is the same as or within the same content range as the content of the target combustible component during the current operation; otherwise, it determines the control strategy that optimizes engine performance based on the content of the target combustible component.
[0075] In summary, the engine control device of this application embodiment can determine the control strategy that optimizes engine performance based on the content of the target combustible component in the fuel, control the engine operation using the control strategy, effectively improve the engine's power and economy, ensure that the engine always operates in the optimal state, and better meet market demands.
[0076] Furthermore, this application also protects a vehicle that may include the engine control device described above.
[0077] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement an engine control method provided in the above embodiment.
[0078] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.
[0079] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.
[0080] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.
[0081] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. An engine control method characterized by, The method includes: To obtain the content of the target combustible component in the fuel; The control strategy that optimizes engine performance is determined based on the content of the target combustible component. The engine is controlled to operate using the aforementioned control strategy; The step of determining the control strategy that optimizes engine performance based on the content of the target combustible component includes: The initial ignition angle of the control strategy is determined based on the content of the target combustible component; The initial ignition angle is corrected using a closed-loop method to obtain the optimal ignition angle that allows the engine to be in a state of near-detonation. The optimal ignition angle is taken as the final ignition angle of the control strategy; The closed-loop correction of the initial ignition angle to obtain the optimal ignition angle that allows the engine to be in a state of near-detonation includes: The engine is controlled to start working according to the initial ignition angle; The ignition angle of the engine is adjusted so that the engine repeatedly alternates between detonation and non-detonation until a preset condition is met, thus obtaining the optimal ignition angle that allows the engine to be in a state on the verge of detonation. The preset conditions include: the frequency of engine detonation is less than the preset frequency, and the engine speed fluctuation range is within the preset range; If the frequency of engine detonation is found to be less than a preset frequency, and the engine speed fluctuation range is found to be within a preset range, then the preset condition is determined to be met.
2. The method of claim 1, wherein, The adjustment of the engine's ignition angle to cause the engine to repeatedly switch between detonation and non-detonation includes: If engine knocking is detected, the ignition angle of the engine is reduced until the engine is no longer knocking. If no detonation is detected in the engine, the ignition angle of the engine is increased until detonation occurs.
3. The method of claim 1, wherein, Determining the initial ignition angle of the control strategy based on the content of the target combustible component includes: Obtain a table showing the correspondence between the content of the target combustible component and the control strategy; Based on the content of the target combustible component and the corresponding relationship table, a control strategy that optimizes engine performance is determined, and the initial ignition angle corresponding to the control strategy is obtained.
4. The engine control method according to claim 1, characterized by, Before determining the control strategy that optimizes engine performance based on the content of the target combustible component, the method further includes: Obtain the control strategy and target combustible component content of the engine during its last operation; If the content of the target combustible component when the engine was last working is the same as or within the same content range as the content of the target combustible component when the engine is currently working, then the control strategy of the last working time shall be used as the control strategy of the engine when it is currently working. Otherwise, a control strategy that optimizes engine performance is determined based on the content of the target combustible component.
5. An engine control device characterized by comprising: The apparatus for implementing the method as described in any one of claims 1 to 4, comprising: The acquisition module is used to acquire the content of the target combustible component in the fuel; The determination module is used to determine the control strategy that optimizes engine performance based on the content of the target combustible component. A control module is used to control the engine operation using the control strategy.
6. A vehicle characterized by comprising: The vehicle includes an engine control device as described in claim 5.
7. A computer readable storage medium characterized by The computer readable storage medium stores a computer program which, when executed, implements the method of any one of claims 1 to 4.