Method, device and equipment for correcting engine ignition angle and storage medium

Abstract

Embodiments of the present application provide a method, device and equipment for correcting engine ignition angle and a storage medium. The method comprises: obtaining an intake amount and an injection amount of the engine; determining an air coefficient of the engine based on the intake amount; judging whether the air coefficient meets a preset condition; and determining an engine fuel amount based on the injection amount and an equivalence ratio of the engine in the case that the air coefficient meets the preset condition. By using the technical solution of the embodiments of the present application, in the case of using lean combustion technology, the engine fuel amount is determined by using the injection amount of the engine and the equivalence ratio of the engine, the effective combustion air amount is obtained, the ignition and injection are controlled, the efficient control of the lean ignition time is realized, and technical support is provided for subsequent engine thermal efficiency improvement.

Description

TECHNICAL FIELD

[0001] The present application relates to the engine technical field, in particular to a method, device and equipment for correcting engine ignition angle and a storage medium. BACKGROUND

[0002] In related technologies, gasoline engines are generally controlled to burn at equivalent air-fuel ratio, so the ignition and fuel injection parameters only need to be controlled according to the current engine speed and the air amount entering the engine. However, when lean combustion occurs, the air amount is much higher than the actual combustion dose, and at this time, if the combustion control is still based on the total air amount, the ignition and fuel injection control corresponding to the effective mixture will deviate, and the combustion will deteriorate. At present, there is no effective solution to this problem. SUMMARY

[0003] Therefore, the present application provides a method, device and equipment for correcting engine ignition angle and a storage medium.

[0004] The technical scheme of the present application is implemented as follows:

[0005] The present application provides a method for correcting engine ignition angle, which comprises the following steps:

[0006] Obtaining the air intake amount and the fuel injection amount of the engine;

[0007] Determining the air coefficient of the engine based on the air intake amount;

[0008] Determining whether the air coefficient meets a preset condition, lambda>1;

[0009] In the case where the air coefficient meets the preset condition, determining the engine fuel amount based on the fuel injection amount and the theoretical combustion equivalent ratio of the engine, engine fuel amount=fuel injection amount*theoretical combustion equivalent ratio.

[0010] In the above scheme, after determining the engine fuel amount based on the fuel injection amount and the equivalent ratio of the engine, the method further comprises:

[0011] Determining a first correction coefficient of the engine based on the engine fuel amount, the air coefficient and a first corresponding relationship; the first corresponding relationship represents the corresponding relationship among the engine fuel amount, the air coefficient and the first correction coefficient; and the first correction coefficient is used to correct the ignition angle of the engine.

[0012] In the above scheme, after determining the engine fuel amount based on the fuel injection amount and the equivalent ratio of the engine, the method further comprises:

[0013] determine a second correction coefficient of the engine based on the rotation speed of the engine and a second correspondence relationship; the second correspondence relationship represents a correspondence relationship between the rotation speed and the second correction coefficient; the second correction coefficient is used for correcting an ignition angle of the engine.

[0014] In the above scheme, the method further comprises:

[0015] determine a first sample air coefficient and at least one first sample rotation speed of a sample engine;

[0016] set a first sample fuel quantity of the sample engine based on each of the at least one first sample rotation speed;

[0017] determine a first target ignition angle of the sample engine in the case of the first sample air coefficient, each of the first sample rotation speed and the corresponding first sample fuel quantity;

[0018] determine the first correspondence relationship based on the first target ignition angle.

[0019] In the above scheme, the method further comprises:

[0020] determine a second sample rotation speed and at least one second sample air coefficient of the sample engine;

[0021] set a second sample fuel quantity of the sample engine based on each of the at least one second sample air coefficient;

[0022] determine a second target ignition angle of the sample engine in the case of the second sample rotation speed, each of the second sample air coefficient and the corresponding second sample fuel quantity;

[0023] determine the first correspondence relationship based on the first target ignition angle and the second target ignition angle.

[0024] In the above scheme, the method further comprises:

[0025] determine at least one third sample rotation speed of the sample engine;

[0026] set a third sample air coefficient and a third sample fuel quantity of the sample engine based on each of the at least one third sample rotation speed;

[0027] determine a third target ignition angle of the sample engine in the case of each of the third sample rotation speed, the corresponding third sample air coefficient and the corresponding third sample fuel quantity;

[0028] Determine a second corresponding relationship based on the third target ignition angle and the second target ignition angle.

[0029] In the above scheme, the method further comprises:

[0030] In the case where the air coefficient does not satisfy the preset condition, determine the engine fuel quantity based on the engine intake quantity.

[0031] Embodiments of the present application provide a device for correcting engine ignition angle, comprising:

[0032] An acquisition module is configured to acquire the engine intake quantity and the fuel injection quantity;

[0033] A first determination module is configured to determine the engine air coefficient based on the intake quantity;

[0034] A judgment module is configured to judge whether the air coefficient satisfies a preset condition, lambda>1.

[0035] A second determination module is configured to determine the engine fuel quantity based on the fuel injection quantity and the engine theoretical combustion equivalent ratio in the case where the air coefficient satisfies the preset condition, engine fuel quantity=fuel injection quantity*theoretical combustion equivalent ratio.

[0036] Embodiments of the present application provide a device for correcting engine ignition angle, comprising a memory and a processor, the memory stores a computer program that can run on the processor, and the processor implements the steps in the above-mentioned engine ignition angle correction method when executing the program.

[0037] Embodiments of the present application provide a computer readable storage medium, which stores a computer program, and the computer program implements the steps in the above-mentioned engine ignition angle correction method when executed by a processor.

[0038] Embodiments of the present application provide a method, device, equipment and storage medium for correcting engine ignition angle. The method comprises: acquiring the engine intake quantity and the fuel injection quantity; determining the engine air coefficient based on the intake quantity; judging whether the air coefficient satisfies a preset condition; and determining the engine fuel quantity based on the fuel injection quantity and the engine equivalent ratio in the case where the air coefficient satisfies the preset condition. By using the technical solution of the embodiments of the present application, in the case of using lean combustion technology, the engine fuel quantity is determined by using the engine fuel injection quantity and the engine equivalent ratio, the effective combustion air quantity is obtained, the ignition and fuel injection are controlled, the efficient control of lean ignition time is realized, and technical support is provided for subsequent engine thermal efficiency improvement. BRIEF DESCRIPTION OF DRAWINGS

[0039] Figure 1A flowchart for implementing the engine ignition angle correction method of the embodiment of the present application is shown in the figure.

[0040] Figure 2 A strategy diagram for the engine ignition angle correction method of the embodiment of the present application is shown in the figure.

[0041] Figure 3 A structural diagram of the engine ignition angle correction device of the embodiment of the present application is shown in the figure.

[0042] Figure 4 A hardware entity structure diagram of the engine ignition angle correction device of the embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0043] To make the purpose, technical scheme and advantages of the embodiment of the present application clearer, the specific technical scheme of the present application will be further described below with reference to the accompanying drawings of the embodiment of the present application. The following embodiments are used to illustrate the present application, but not to limit the scope of the present application.

[0044] In the related art, the gasoline engine lean combustion technology is one of the development directions of passenger car engines at present, and the reason for application is that it can improve the air-fuel ratio of combustion, so that the engine can burn at a much higher theoretical combustion equivalence ratio (the theoretical mass air-fuel ratio of gasoline is generally 14.6:1), and has better fuel economy. However, when lean combustion, the air quantity is much higher than the actual combustion dose, at this time, if the combustion control is still based on the total air quantity, the ignition and fuel injection control corresponding to the effective mixture will deviate, the combustion will become weak, the speed will slow down and there will be incomplete combustion.

[0045] In view of the deficiencies of the above related technologies, the embodiment of the present application provides an engine ignition angle correction method, device, equipment and storage medium, designs an effective combustion air quantity calculation method for a lean-burn gasoline engine, and controls the ignition and fuel injection through the calculated effective combustion air quantity, calculates the effective thermal efficiency and torque.

[0046] The embodiment of the present application provides an engine ignition angle correction method, which can be realized by calling program code by a processor in an engine ignition angle correction device. Of course, the program code can be saved in a computer storage medium. Therefore, the computing device at least includes a processor and a storage medium.

[0047] Figure 1 A flowchart for implementing the engine ignition angle correction method of the embodiment of the present application is shown in the figure. Figure 1 As shown in the figure, the method comprises:

[0048] Step 101: Obtain the intake air quantity and fuel injection quantity of the engine.

[0049] It can be understood that the engine is an engine that burns fuel by using a lean burn technology.

[0050] The intake amount and the fuel injection amount are actual values of the intake amount and the fuel injection amount obtained by sensors, and the actual values of the intake amount and the fuel injection amount can be determined in advance according to the actual working condition of the engine.

[0051] Step 102: determining the air coefficient of the engine based on the intake amount.

[0052] It can be understood that the air coefficient is also called the excess air coefficient; the air coefficient can be the ratio of the actual air amount supplied to the theoretical air amount to ensure complete combustion of the fuel; determining the air coefficient of the engine based on the intake amount can be determining the air coefficient of the engine based on the ratio of the intake amount to the theoretical air amount.

[0053] Step 103: judging whether the air coefficient meets a preset condition.

[0054] It can be understood that the preset condition can be that the air coefficient is greater than a preset threshold, and specifically, the preset threshold can be 1; judging whether the air coefficient meets the preset condition can be judging whether the air coefficient is greater than the preset threshold.

[0055] Step 104: determining the engine fuel gas amount based on the fuel injection amount and the equivalence ratio of the engine when the air coefficient meets the preset condition.

[0056] Exemplarily, the engine fuel gas amount can be the combustion control gas amount of the engine; determining the engine fuel gas amount based on the fuel injection amount and the equivalence ratio of the engine can be determining the engine fuel gas amount based on the product of the fuel injection amount and the equivalence ratio of the engine.

[0057] In an application example, the method further includes:

[0058] In the case where the air coefficient does not meet the preset condition, determining the engine fuel gas amount based on the intake amount of the engine.

[0059] Exemplarily, the air coefficient not meeting the preset condition can be that the air coefficient is greater than or equal to the preset threshold; determining the engine fuel gas amount based on the intake amount of the engine can be determining the intake amount of the engine as the engine fuel gas amount.

[0060] Exemplarily, in addition to the main table of the combustion control gas amount according to the speed, the ignition time should also consider the combustion delay caused by the change of the combustion speed in the lean burn, and the ignition angle should be corrected based on the combustion control gas amount and the excess air coefficient of the current cycle of the engine.

[0061] In an application example, after determining the engine fuel gas amount based on the fuel injection amount and the equivalence ratio of the engine, the method further includes:

[0062] determine a first correction coefficient of the engine based on the engine fuel quantity, the air coefficient and a first corresponding relationship; the first corresponding relationship represents a corresponding relationship among the engine fuel quantity, the corresponding air coefficient and the first correction coefficient; the first correction coefficient is used for correcting the ignition angle of the engine.

[0063] In an application example, after determining the engine fuel quantity based on the fuel injection quantity and the equivalence ratio of the engine, the method further comprises:

[0064] determine a second correction coefficient of the engine based on the rotation speed of the engine and a second corresponding relationship; the second corresponding relationship represents a corresponding relationship between the rotation speed and the second correction coefficient; the second correction coefficient is used for correcting the ignition angle of the engine.

[0065] In an application example, the method further comprises:

[0066] determine a first sample air coefficient and at least one first sample rotation speed of a sample engine;

[0067] set a first sample fuel quantity of the sample engine based on each of the at least one first sample rotation speed;

[0068] determine a first target ignition angle of the sample engine under the condition of the first sample air coefficient, each of the first sample rotation speed and the corresponding first sample fuel quantity;

[0069] determine the first corresponding relationship based on the first target ignition angle.

[0070] Exemplarily, the first sample air coefficient can be equal to 1; the first sample rotation speed can be any rotation speed within a rotation speed range (for example, 1000 rpm-4000 rpm) of the engine; determining the at least one first sample rotation speed can be setting the first sample rotation speed to be different rotation speeds within 1000 rpm-4000 rpm in sequence after determining the first sample air parameter, for example, setting the first sample rotation speed to be 1000 rpm, 2000 rpm, 3000 rpm and 4000 rpm in sequence.

[0071] Exemplarily, the first sample fuel quantity can be any fuel quantity within a combustion control fuel quantity range (for example, 10 g / s-80 g / s) of the engine; determining the first sample fuel quantity can be setting the first sample fuel quantity to be different fuel quantities within 10 g / s-80 g / s in sequence after determining the first sample rotation speed, for example, setting the first sample fuel quantity to be 10 g / s, 20 g / s, 30 g / s, 40 g / s, 50 g / s, 60 g / s, 70 g / s and 80 g / s in sequence.

[0072] Exemplarily, the first target ignition angle of the sample engine is determined in the case of the first sample air coefficient, each first sample rotation speed, and the corresponding first sample fuel gas amount, and the first target ignition angle of the sample engine can be obtained by performing ignition control using the first sample air coefficient, each first sample rotation speed, and the corresponding first sample fuel gas amount.

[0073] Exemplarily, the first corresponding relationship is determined based on the first target ignition angle, and the first corresponding relationship can be determined based on the second target ignition angle determined based on the second sample rotation speed.

[0074] In an application example, the method further comprises:

[0075] determining a second sample rotation speed and at least one second sample air coefficient of the sample engine;

[0076] setting a second sample fuel gas amount of the sample engine based on each second sample air coefficient of the at least one second sample air coefficient;

[0077] determining a second target ignition angle of the sample engine in the case of the second sample rotation speed, each second sample air coefficient, and the corresponding second sample fuel gas amount;

[0078] determining the first corresponding relationship based on the first target ignition angle and the second target ignition angle.

[0079] Exemplarily, the second sample rotation speed can be a commonly used rotation speed 2000 rpm of the engine, and the second sample air coefficient can be any air coefficient greater than 1. The at least one second sample air coefficient can be determined by setting the second sample air coefficient to be any air coefficient greater than 1 in sequence after the second sample rotation speed is determined, for example, the second sample air coefficient is set to be 1.1, 1.2, 1.3, and 1.4 in sequence.

[0080] Exemplarily, the second sample fuel gas amount can be any fuel gas amount in a combustion control gas amount range (for example, 10 g / s-80 g / s) of the engine. The second sample fuel gas amount can be determined by setting the second sample fuel gas amount to be different fuel gas amounts in 10 g / s-80 g / s in sequence after the second sample air coefficient is determined, for example, the second sample fuel gas amount is set to be 10 g / s, 20 g / s, 30 g / s, 40 g / s, 50 g / s, 60 g / s, 70 g / s, and 80 g / s in sequence.

[0081] Exemplarily, the second target ignition angle of the sample engine is determined based on the second sample rotation speed, each second sample air coefficient and the corresponding second sample fuel amount, and the second target ignition angle of the sample engine is obtained by performing ignition control based on the second sample rotation speed, each second sample air coefficient and the corresponding second sample fuel amount.

[0082] Exemplarily, the first corresponding relationship is determined based on the first target ignition angle and the second target ignition angle, and the first sample correction coefficient is determined based on a first ratio of the second target ignition angle to the first target ignition angle; and the first corresponding relationship is determined based on each second sample air coefficient, the corresponding second sample fuel amount and the corresponding first sample correction coefficient.

[0083] In an application example, the method further comprises:

[0084] determining at least one third sample rotation speed of the sample engine;

[0085] setting a third sample air coefficient and a third sample fuel amount of the sample engine based on each third sample rotation speed in the at least one third sample rotation speed;

[0086] determining a third target ignition angle of the sample engine in the case of each third sample rotation speed, the corresponding third sample air coefficient and the corresponding third sample fuel amount;

[0087] determining a second corresponding relationship based on the third target ignition angle and the second target ignition angle.

[0088] Exemplarily, the third sample rotation speed can be any rotation speed in a rotation speed range (for example, 1000 rpm-4000 rpm) of the engine; the third sample air coefficient can be any air coefficient greater than 1; and the third sample air coefficient of the sample engine is set based on each third sample rotation speed in the at least one third sample rotation speed, which can be setting the third sample air coefficient as any air coefficient greater than 1 in sequence after determining the third sample rotation speed, for example, setting the third sample air coefficient as 1.1, 1.2, 1.3 and 1.4 in sequence.

[0089] Exemplarily, the third sample fuel amount can be any fuel amount in a fuel control amount range (for example, 10 g / s-80 g / s) of the engine; and the third sample fuel amount of the sample engine is set based on each third sample rotation speed in the at least one third sample rotation speed, which can be setting the third sample fuel amount as different fuel amounts in 10 g / s-80 g / s in sequence after determining the third sample rotation speed, for example, setting the third sample fuel amount as 10 g / s, 20 g / s, 30 g / s, 40 g / s, 50 g / s, 60 g / s, 70 g / s and 80 g / s in sequence.

[0090] Exemplarily, in the case of each third sample rotation speed, corresponding third sample air coefficient and corresponding third sample fuel quantity, the third target ignition angle of the sample engine can be determined by using the third sample rotation speed, the corresponding third sample air coefficient and the corresponding third sample fuel quantity to perform ignition control to obtain the third target ignition angle of the sample engine.

[0091] Exemplarily, based on the third target ignition angle and the second target ignition angle, the second corresponding relationship can be determined, which can be determining a first average value of the third target ignition angle corresponding to each third sample rotation speed; determining a second average value of the second target ignition angle; determining a second sample correction coefficient based on the second ratio of the first average value and the second average value; and determining the second corresponding relationship based on each third sample rotation speed and the corresponding second sample correction coefficient.

[0092] In order to understand the embodiments of the present application, the following takes a lean combustion air quantity calculation method as an example for illustration.

[0093] Figure 2 The correction method strategy for engine ignition angle of the embodiments of the present application is shown in FIG. 1. Figure 2 The method comprises the following steps:

[0094] Step one, real-time monitoring of engine intake air quantity, fuel injection quantity and excess air coefficient, for effective intake air quantity calculation of the engine involved in combustion;

[0095] Step two, monitoring the excess air coefficient, when the excess air coefficient <= 1, the combustion control air quantity can use the current actual intake air quantity, i.e. combustion control air quantity = actual intake air quantity, and the engine ignition time is controlled by taking the combustion control air quantity and engine rotation speed as input;

[0096] Step three, when the excess air coefficient > 1, the combustion control air quantity needs to be calculated, and the calculation method is combustion control air quantity = fuel injection quantity x theoretical combustion equivalence ratio. The air higher than the equivalence ratio has no substantial effect on combustion, and here the excess air needs to be removed, and when the equivalence ratio is greater than 1, only the air of the equivalence ratio is calculated as the effective air quantity for combustion control.

[0097] Step four, when the excess air coefficient > 1, in addition to the main table of rotation speed and combustion control air quantity for ignition time, the combustion retardation caused by the change of combustion speed during lean combustion should also be considered, and the ignition angle should be corrected based on the combustion control air quantity and the excess air coefficient of the current cycle of the engine, and the correction coefficient is set as F0, and different rotation speeds will bring the influence of the running speed of the mixture in the cylinder F1, which corrects F0 for different rotation speeds.

[0098] Step five, the method for obtaining F0 is as follows:

[0099] Step a. First, under excess air factor (lambda) = 1, ignition control under different speeds (SPEED) and different combustion control air mass (air mass) is completed to obtain control ignition angle SA1, which is written into table SA_map. The rule is that under the same speed, SA1 becomes smaller with the increase of combustion control air mass; under the same combustion control air mass, SA1 becomes smaller with the increase of speed.

[0100] Step b. Then, target lambda is set according to lambda = 1.1, 1.2, ….

[0101] Step c. Under different target lambdas, a commonly used speed such as 2000 rpm is selected, and control ignition angle SA2 is obtained under different combustion control air mass to calculate sample correction coefficient F0 = SA2 / SA1, and F0 under a group of combustion control air mass is completed.

[0102] It should be noted that the test points of SA2 and SA1 should be corresponding, that is, SA1 also needs to select a commonly used speed such as 2000 rpm for calculation.

[0103] Step d. Step b is executed again, the target value of lambda is updated, and the test content of step c is performed again, and finally F0_map is completed. Table 1 is an excess air coefficient-air mass ignition correction corresponding table, and the content of F0_map is referred to the following table 1 example:

[0104] Table 1 is an excess air coefficient-air mass ignition correction corresponding table

[0105]

[0106] The method for obtaining F1 is:

[0107] Step e. Replace the speed set in step c, test the ignition angle of several lambdas and combustion control air mass under the new speed, take the average value SA3_avg, compare it with the average value SA2_avg of the ignition angle corresponding to the lambda completed in b-d, calculate the sample correction coefficient F1 = SA3_avg / SA2_avg, and take it as the ignition correction coefficient F1 of the new speed.

[0108] It should be noted that the test points of SA3_avg and SA2_avg should be corresponding, for example, 8 points obtained by lambda = 1, 1.2; airmass = 10 g / s, 30 g / s, 50 g / s, 70 g / s are used for calculation, and SA3_avg also uses the same corresponding points.

[0109] Step f. Continue to replace the speed, according to step e test and calculation, finally complete F1_map. Table 2 is the speed ignition correction table, complete F1_map content reference as follows table 2 example:

[0110] Table 2 is the speed ignition correction table

[0111]

[0112] Step six, ignition angle according to the current combustion control air quantity and the speed, on the basis of SA_map, F0 and F1 correction, get output ignition angle SA_out. The same effective combustion air quantity, but the speed and lambda are different, the ignition angle needs to be corrected to achieve the best value (for example, the maximum torque under the same air mass).

[0113] Four aspects are defined in this application: 1. Define the parameters required for lean burn air mass calculation: engine intake air, fuel injection and excess air coefficient, which are used for effective intake air calculation of engine involved in combustion; 2. Define the combustion air mass calculation and ignition control method of lean burn engine when excess air coefficient <=1: monitor the target excess air coefficient, when the target excess air coefficient <=1, the combustion control air mass can use the current actual intake air, that is, the combustion control air mass = actual intake air, and the engine ignition time is controlled by the combustion control air mass and engine speed as input; 3. Define the combustion air mass calculation and ignition control method of lean burn engine when excess air coefficient >1: the calculation method is combustion control air mass = fuel injection x theoretical combustion equivalence ratio; 4. Define the ignition time correction of lean burn engine when excess air coefficient >1: in addition to the main table according to the speed and combustion control air mass, the ignition time should also consider the delay of combustion caused by the change of combustion speed when burning leanly, and should be corrected based on engine speed and excess air coefficient.

[0114] The embodiment of the application provides a kind of engine ignition angle correction device, Figure 3 The component structure diagram of the engine ignition angle correction device of the embodiment of the application is as shown in Figure 3 The device 300 includes:

[0115] The acquisition module 301 is used to acquire the intake air and fuel injection of engine;

[0116] The first determination module 302 is used to determine the air coefficient of engine based on intake air;

[0117] The judgment module 303 is used to judge whether the air coefficient meets the preset condition;

[0118] The second determining module 304 is configured to determine the engine fuel gas based on the fuel injection amount and the equivalence ratio of the engine when the air coefficient meets the preset condition.

[0119] In other embodiments, the apparatus 300 further includes a first correcting module configured to determine a first correction coefficient of the engine based on the engine fuel gas, the air coefficient and a first corresponding relationship after determining the engine fuel gas based on the fuel injection amount and the equivalence ratio of the engine, the first corresponding relationship representing a corresponding relationship among the engine fuel gas, the corresponding air coefficient and the first correction coefficient, and the first correction coefficient being used for correcting the ignition angle of the engine.

[0120] In other embodiments, the apparatus 300 further includes a second correcting module configured to determine a second correction coefficient of the engine based on the rotation speed of the engine and a second corresponding relationship after determining the engine fuel gas based on the fuel injection amount and the equivalence ratio of the engine, the second corresponding relationship representing a corresponding relationship between the rotation speed and the second correction coefficient, and the second correction coefficient being used for correcting the ignition angle of the engine.

[0121] In other embodiments, the apparatus 300 further includes a third determining module configured to determine a first sample air coefficient and at least one first sample rotation speed of a sample engine, set a first sample fuel gas of the sample engine based on each of the at least one first sample rotation speed, determine a first target ignition angle of the sample engine in a case of the first sample air coefficient, each of the at least one first sample rotation speed and the corresponding first sample fuel gas, and determine the first corresponding relationship based on the first target ignition angle.

[0122] In other embodiments, the apparatus 300 further includes a fourth determining module configured to determine a second sample rotation speed and at least one second sample air coefficient of the sample engine, set a second sample fuel gas of the sample engine based on each of the at least one second sample air coefficient, determine a second target ignition angle of the sample engine in a case of the second sample rotation speed, each of the at least one second sample air coefficient and the corresponding second sample fuel gas, and determine the first corresponding relationship based on the first target ignition angle and the second target ignition angle.

[0123] In other embodiments, the apparatus 300 further includes a fifth determining module configured to determine at least one third sample rotation speed of the sample engine, set a third sample air coefficient and a third sample fuel gas of the sample engine based on each of the at least one third sample rotation speed, determine a third target ignition angle of the sample engine in a case of each of the at least one third sample rotation speed, the corresponding third sample air coefficient and the corresponding third sample fuel gas, and determine the second corresponding relationship based on the third target ignition angle and the second target ignition angle.

[0124] In other embodiments, the apparatus 300 further comprises a sixth determining module configured to determine the engine fuel quantity based on the engine intake air quantity when the air coefficient does not satisfy the preset condition.

[0125] The above description of the apparatus embodiments is similar to the description of the above method embodiments, and has similar beneficial effects to the method embodiments. For technical details not disclosed in the apparatus embodiments of the present application, please refer to the description of the method embodiments of the present application.

[0126] It should be noted that, in the embodiments of the present application, if the above-mentioned engine ignition angle correction method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical embodiments of the embodiments of the present application or the parts that essentially contribute to the prior art can be embodied in the form of a software product stored in a storage medium, including a number of instructions for causing an engine ignition angle correction device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the method described in each embodiment of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk, and various program code storage media. Thus, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0127] Correspondingly, the embodiments of the present application provide an engine ignition angle correction device, comprising a memory and a processor, the memory stores a computer program capable of running on the processor, and the processor implements the steps in the above-mentioned engine ignition angle correction method when executing the program.

[0128] Correspondingly, the embodiments of the present application provide a computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps in the above-mentioned engine ignition angle correction method.

[0129] It should be noted that the above description of the storage medium and device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects to the method embodiments. For technical details not disclosed in the storage medium and device embodiments of the present application, please refer to the description of the method embodiments of the present application.

[0130] It should be noted that, Figure 4 A hardware entity structure diagram of the engine ignition angle correction device of the embodiments of the present application is as follows, Figure 4As shown, the hardware entity of the engine ignition angle correction device 400 includes a processor 401 and a memory 403. Optionally, the engine ignition angle correction device 400 can further include a communication interface 402.

[0131] It can be understood that the memory 403 can be a volatile memory or a non-volatile memory, and can also include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a ferromagnetic random access memory (FRAM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); the magnetic surface memory can be a disk memory or a tape memory. The volatile memory can be a random access memory (RAM) used as an external cache. By way of example but not limitation, many forms of RAM can be used, such as static random access memory (SRAM), synchronous static random access memory (SSRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), direct memory bus random access memory (DRRAM).The memory 403 described in the embodiments of the present application is intended to include, but not limited to, these and any other suitable types of memories.

[0132] The method disclosed in the embodiments of the present application can be applied in the processor 401 or implemented by the processor 401. The processor 401 can be an integrated circuit chip having a processing capability of signals. In the implementation process, each step of the above method can be completed by the integrated logic circuit of hardware in the processor 401 or the instruction in the form of software. The processor 401 described above can be a general processor, a digital signal processor (DSP), or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The processor 401 can implement or execute the disclosed methods, steps and logic block diagrams in the embodiments of the present application. The general processor can be a microprocessor or any conventional processor, etc. In combination with the steps of the method disclosed in the embodiments of the present application, the hardware decoding processor can be directly embodied to execute the above steps, or the combination of hardware and software modules in the decoding processor can be executed. The software module can be located in the storage medium, which is located in the memory 403. The processor 401 reads the information in the memory 403 and combines the hardware to complete the steps of the above method.

[0133] In the exemplary embodiments, the correction device of the engine ignition angle can be implemented by one or more application specific integrated circuits (ASICs), DSPs, programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers (MCUs), microprocessors, or other electronic elements, for executing the above method.

[0134] In several embodiments provided by the present application, it should be understood that the disclosed method and device can be implemented in other manners. The embodiments described above are merely exemplary. For example, the division of the units is merely logical function division, and there can be other division manners in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed communication connection between the components can be indirect connection or communication connection through some interfaces, devices or units, and can be electrical, mechanical or in other forms.

[0135] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, can be located in one place or distributed on a plurality of network units; and some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0136] It can be understood by those skilled in the art that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware, and the foregoing program can be stored in a computer readable storage medium, and the program executes the steps including the above-mentioned method embodiments when executed; and the foregoing storage medium includes: mobile storage equipment, read-only memory (ROM), magnetic disc or optical disc and various storage program codes.

[0137] Alternatively, the integrated units of the embodiments of the present application can be stored in a computer readable storage medium if they are realized in the form of software function units and sold or used as independent products. Based on such understanding, the technical embodiments of the embodiments of the present application can be embodied in the form of software products, and the computer software products are stored in a storage medium, and include a plurality of instructions for making an engine ignition angle correction device (which can be a personal computer, a server or a network device) execute all or part of the method described in the embodiments of the present application. The foregoing storage medium includes: mobile storage equipment, ROM, magnetic disc or optical disc and various storage program codes.

[0138] The engine ignition angle correction method, device and computer storage medium described in the examples of the present application are only examples of the embodiments of the present application, but are not limited thereto. As long as the engine ignition angle correction method, device and computer storage medium are involved, they are within the protection scope of the present application.

[0139] It is to be understood that the terminology "one embodiment" or "an embodiment" used throughout this specification means that a particular feature, structure or characteristic described is included in at least one embodiment of the application. Therefore, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily referring to the same embodiment. Furthermore, the particular features, structures or characteristics can be combined in any suitable manner in one or more embodiments. It is to be understood that the sequence of steps in the above-described various embodiments of the present application does not mean that the execution sequence is prior or posterior, and the execution sequence of the steps should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The sequence of the above-described embodiments of the present application is only for description, and does not represent the advantages or disadvantages of the embodiments.

[0140] It should be noted that the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element preceded by "comprises... a" does not, without more limitations, foreclose the existence of additional identical elements in the process, method, article, or apparatus that comprises the recited element.

[0141] The above description is merely illustrative of the application and is not intended to limit the scope of the application. Any changes and modifications that can come within the scope of the present application as recited by the claims are intended to be included therein. Accordingly, the scope of the present application should be determined by the scope of the claims.

Claims

1. A method for correcting the ignition angle of an engine, characterized in that, include: Obtain the intake air volume and fuel injection volume of the engine; The air coefficient of the engine is determined based on the intake air volume; Determine whether the air coefficient meets the preset condition lambda>1; When the air coefficient meets the preset condition, the engine fuel gas quantity is determined based on the fuel injection quantity and the theoretical combustion equivalence ratio of the engine, where the engine fuel gas quantity = fuel injection quantity * theoretical combustion equivalence ratio; After determining the engine fuel gas quantity based on the fuel injection quantity and the engine equivalence ratio, the method further includes: Based on the engine fuel consumption, the air coefficient, and a first correspondence, a first correction coefficient for the engine is determined; the first correspondence represents the relationship between the engine fuel consumption, the corresponding air coefficient, and the first correction coefficient; the first correction coefficient is used to correct the engine's ignition angle. After determining the engine fuel gas quantity based on the fuel injection quantity and the engine equivalence ratio, the method further includes: Based on the engine speed and the second correspondence, a second correction coefficient for the engine is determined; the second correspondence characterizes the relationship between the engine speed and the second correction coefficient; the second correction coefficient is used to correct the ignition angle of the engine.

2. The method according to claim 1, characterized in that, The method further includes: Determine the first sample aerodynamic coefficient and at least one first sample speed of the sample engine; The first sample fuel quantity of the sample engine is set based on each of the at least one first sample speed; Given the first sample air coefficient, the rotational speed of each first sample, and the corresponding first sample fuel quantity, determine the first target ignition angle of the sample engine; The first correspondence is determined based on the first target ignition angle.

3. The method according to claim 2, characterized in that, The method further includes: Determine the second sample speed and at least one second sample aerodynamic coefficient of the sample engine; The second sample fuel quantity of the sample engine is set based on each of the at least one second sample air coefficient; Given the second sample speed, the air coefficient of each second sample, and the corresponding second sample fuel quantity, determine the second target ignition angle of the sample engine; The first correspondence is determined based on the first target ignition angle and the second target ignition angle.

4. The method according to claim 3, characterized in that, The method further includes: Determine at least one third sample rotational speed of the sample engine; The third sample air coefficient and the third sample fuel quantity of the sample engine are set based on each of the at least one third sample speed. Given each of the third sample rotational speeds, the corresponding third sample air coefficients, and the corresponding third sample fuel gas quantities, the third target ignition angle of the sample engine is determined. Based on the third target ignition angle and the second target ignition angle, a second correspondence is determined.

5. The method according to claim 1, characterized in that, The method further includes: If the air coefficient does not meet the preset conditions, the engine fuel quantity is determined based on the engine's intake air quantity.

6. A device for correcting engine ignition angle, characterized in that, include: The acquisition module is used to acquire the intake air volume and fuel injection volume of the engine; The first determining module is used to determine the air coefficient of the engine based on the intake air volume; The judgment module is used to determine whether the air coefficient meets the preset condition lambda>1; The second determining module is used to determine the engine gas quantity based on the fuel injection quantity and the theoretical combustion equivalence ratio of the engine, provided that the air coefficient meets the preset conditions. The engine gas quantity = fuel injection quantity * theoretical combustion equivalence ratio.

7. An engine ignition angle correction device, comprising a memory and a processor, wherein the memory stores 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 5.

8. 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 steps of the method according to any one of claims 1 to 5.

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