Ignition control method and device during heating of a gpf

Abstract

The application discloses a kind of ignition control method and device during GPF heating.The method comprises the following steps: S1, when GPF active regeneration is activated, determine the expected temperature value of GPF;S2, determine the temperature difference between the expected temperature value and the current temperature of GPF;S3, determine the ignition angle efficiency of engine according to the temperature difference and engine speed;S4, correct the ignition angle efficiency according to the altitude coefficient;S5, determine the minimum ignition angle of engine operation according to engine speed and engine load;S6, determine the ignition angle efficiency corresponding to the minimum ignition angle according to the difference between the optimal ignition angle and the minimum ignition angle;S7, determine the final ignition angle efficiency according to the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle;S8, control engine ignition according to the final ignition angle efficiency;S9, repeat S2-S8 until the temperature difference is less than or equal to the preset value.The application can improve the regeneration efficiency of GPF and reduce energy consumption.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to an ignition control method and apparatus during GPF heating. Background Technology

[0002] With the widespread application of direct injection technology in gasoline engines, while improving fuel economy, it also brings more carbon particulate emissions compared to traditional port injection engines. In order to meet stringent emission standards, most automakers have chosen the important technology of Gasoline Particulate Filter (GPF), which can capture particulate emissions before they enter the atmosphere.

[0003] After prolonged use, carbon particulate matter accumulates on the surface of the filter micropores, forming a PM layer. Its storage volume gradually decreases, and a throttling effect occurs in the exhaust pipe, increasing exhaust flow resistance. This leads to increased fuel consumption and decreased engine output power. At this point, the GPF needs to be replaced or regenerated. However, the regeneration efficiency of existing vehicle GPFs is low and energy consumption is high. Summary of the Invention

[0004] This invention provides an ignition control method and apparatus during GPF heating to improve GPF regeneration efficiency and reduce energy consumption.

[0005] According to one aspect of the present invention, an ignition control method during GPF heating is provided, comprising:

[0006] S1. When the active regeneration activation of the particulate filter (GPF) is detected, the desired temperature value of the GPF is determined.

[0007] S2. Obtain the current temperature of the GPF and determine the temperature difference between the desired temperature value and the current temperature;

[0008] S3. Determine the ignition angle efficiency of the engine based on the temperature difference and engine speed; wherein, when the engine speed is constant, the greater the temperature difference, the smaller the ignition angle efficiency of the engine.

[0009] S4. Correct the ignition angle efficiency according to the altitude coefficient to obtain the corrected ignition angle efficiency;

[0010] S5. Determine the minimum ignition angle for engine operation based on engine speed and engine load;

[0011] S6. Determine the optimal ignition angle of the engine, and determine the ignition angle efficiency corresponding to the minimum ignition angle based on the difference between the optimal ignition angle and the minimum ignition angle.

[0012] S7. Determine the final ignition angle efficiency based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle.

[0013] S8. Control engine ignition based on the final ignition angle efficiency;

[0014] S9. Repeat steps S2-S8 until the temperature difference is less than or equal to the preset value.

[0015] Optionally, when active regeneration activation of the GPF is detected, determining the desired temperature value of the GPF includes:

[0016] When GPF active regeneration activation is detected, check whether to perform parking service regeneration;

[0017] If yes, the desired temperature value is determined to be the first temperature value; otherwise, the desired temperature value is determined to be the second temperature value, wherein the first temperature value is greater than the second temperature value.

[0018] Optionally, determining the engine's ignition angle efficiency based on the temperature difference and engine speed includes:

[0019] The ignition angle efficiency is determined based on the temperature difference, engine speed, and a predetermined first ignition angle efficiency table, wherein the first ignition angle efficiency table is a table showing the correspondence between temperature difference, engine speed, and ignition angle efficiency.

[0020] Optionally, the ignition angle efficiency is corrected according to the altitude coefficient to obtain the corrected ignition angle efficiency, including:

[0021] The correction factor is determined based on the altitude factor and a pre-determined correction factor table;

[0022] The ignition angle efficiency is corrected according to the correction factor to obtain the corrected ignition angle efficiency; wherein, the correction factor table is a correspondence table between the altitude factor and the correction factor.

[0023] Optionally, the minimum ignition angle for engine operation can be determined based on engine speed and engine load, including:

[0024] The minimum ignition angle for engine operation is determined based on engine speed, engine load, and an ignition angle lookup table, where the ignition angle lookup table is a table showing the correspondence between engine speed, engine load, and the minimum ignition angle.

[0025] Optionally, the ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal ignition angle and the minimum ignition angle, including:

[0026] The ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal ignition angle and the minimum ignition angle, and the second ignition angle efficiency table, wherein the second ignition angle efficiency table is a table showing the correspondence between the difference between the optimal ignition angle and the minimum ignition angle and the ignition angle efficiency.

[0027] Optionally, the final ignition angle efficiency is determined based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle, including:

[0028] The maximum value between the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle is determined as the final ignition angle efficiency.

[0029] Optionally, controlling engine ignition based on the final ignition angle efficiency includes:

[0030] Multiple different execution ignition angle efficiency values ​​are determined based on the final ignition angle efficiency;

[0031] The engine ignition is controlled sequentially with multiple different ignition angle efficiency values, so that the engine ignition angle efficiency value gradually changes to the final ignition angle efficiency value.

[0032] Optionally, engine ignition can be controlled sequentially with multiple different ignition angle efficiency values, gradually changing the engine's ignition angle efficiency value to a final ignition angle efficiency value, including:

[0033] The corresponding ignition angle is determined based on the efficiency value of each ignition angle.

[0034] The engine ignition is controlled sequentially with ignition angles corresponding to multiple different execution ignition angle efficiency values, so that the engine ignition angle gradually changes to the ignition angle corresponding to the final ignition angle efficiency value.

[0035] According to another aspect of the present invention, an ignition control device is provided during GPF heating, comprising:

[0036] The desired temperature determination module is used to determine the desired temperature value of the GPF when active regeneration of the GPF is detected.

[0037] The temperature difference determination module is used to obtain the current temperature of the GPF and determine the temperature difference between the desired temperature value and the current temperature.

[0038] The first ignition angle efficiency determination module is used to determine the ignition angle efficiency of the engine based on the temperature difference and engine speed; wherein, when the engine speed is constant, the greater the temperature difference, the smaller the ignition angle efficiency of the engine.

[0039] The correction module is used to correct the ignition angle efficiency according to the altitude coefficient to obtain the corrected ignition angle efficiency.

[0040] The minimum ignition angle determination module is used to determine the minimum ignition angle of the engine based on the engine speed and engine load.

[0041] The second ignition angle efficiency determination module is used to determine the optimal ignition angle of the engine and determine the ignition angle efficiency corresponding to the minimum ignition angle based on the difference between the optimal ignition angle and the minimum ignition angle.

[0042] The final ignition angle efficiency value determination module is used to determine the final ignition angle efficiency based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle.

[0043] The ignition control module is used to control engine ignition based on the final ignition angle efficiency.

[0044] The cycle control module is used to control the temperature difference determination module, the first ignition angle efficiency determination module, the correction module, the minimum ignition angle determination module, the second ignition angle efficiency determination module, the final ignition angle efficiency value determination module, and the ignition control module to perform corresponding operations in sequence until the temperature difference is less than or equal to the preset value.

[0045] The solution of this invention includes the following steps: S1, when the active regeneration activation of the particulate filter (GPF) is detected, the desired temperature value of the GPF is determined; S2, the current temperature of the GPF is obtained, and the temperature difference between the desired temperature value and the current temperature is determined; S3, the ignition angle efficiency of the engine is determined based on the temperature difference and the engine speed; S4, the ignition angle efficiency is corrected based on the altitude coefficient to obtain the corrected ignition angle efficiency; S5, the minimum ignition angle for engine operation is determined based on the engine speed and engine load; S6, the optimal ignition angle of the engine is determined, and the ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal ignition angle and the minimum ignition angle; S7, the final ignition angle efficiency is determined based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle; S8, the engine ignition is controlled based on the final ignition angle efficiency; S9, steps S2-S8 are repeated until the temperature difference is less than or equal to a preset value. In this embodiment of the invention, when active GPF regeneration is detected, the current temperature of the GPF is collected at a certain frequency. The engine's ignition angle efficiency is updated in real time based on the temperature difference between the current temperature and the desired temperature. This ensures that when the engine speed remains constant, the greater the temperature difference, the lower the ignition angle efficiency. Furthermore, the ignition angle efficiency is corrected based on the altitude coefficient. This allows for more precise heating of the GPF while maintaining high engine combustion efficiency, resulting in more accurate GPF temperature control. This enables the GPF to reach the desired temperature faster and more accurately, improving GPF regeneration efficiency and reducing energy consumption. Additionally, this embodiment of the invention considers the ignition angle efficiency corresponding to the minimum ignition angle when determining the final ignition angle efficiency, preventing engine misfire.

[0046] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 This is a flowchart of an ignition control method during GPF heating provided in an embodiment of the present invention;

[0049] Figure 2 This is a schematic diagram of an ignition control device during GPF heating provided in an embodiment of the present invention. Detailed Implementation

[0050] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0051] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0052] This invention provides an ignition control method during GPF heating, which is applicable to engine ignition control during GPF heating prior to GPF regeneration. Figure 1This is a flowchart of an ignition control method during GPF heating provided in an embodiment of the present invention, see reference. Figure 1 The method includes:

[0053] S1. When the active regeneration activation of the particulate filter (GPF) is detected, the desired temperature value of the GPF is determined.

[0054] Specifically, under certain temperature conditions, the carbon soot particles within the GPF can burn effectively, allowing for efficient GPF regeneration. The desired temperature is the temperature required for GPF regeneration, and this temperature can be determined through calibration. The desired temperature can be the same or different for different vehicle models, and even for the same vehicle, the desired temperature can be the same or different under different operating conditions.

[0055] S2. Obtain the current temperature of the GPF and determine the temperature difference between the desired temperature value and the current temperature.

[0056] The current temperature of the GPF can be the center temperature of the GPF at the current moment. The system can obtain the temperature of the temperature sensor installed around the GPF or in the GPF in real time to determine the current temperature of the GPF.

[0057] S3. Determine the ignition angle efficiency of the engine based on the temperature difference and engine speed; wherein, when the engine speed remains constant, the greater the temperature difference, the smaller the ignition angle efficiency of the engine.

[0058] Specifically, the timing of ignition has a significant impact on engine performance. 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 to the piston reaching top dead center is called the ignition angle. The ignition angle that achieves optimal power, fuel economy, and emissions is called the optimal ignition angle. At the optimal ignition angle, the ignition efficiency is 1; at a non-optimal ignition angle, the efficiency is less than 1. When the ignition angle is delayed relative to the optimal ignition angle, the engine has a higher exhaust temperature. The greater the delay, the higher the exhaust temperature and the lower the ignition efficiency.

[0059] When the temperature difference is not zero, the GPF needs to be heated to reach the desired temperature for better regeneration. Engine speed and temperature difference both affect ignition angle efficiency. At a constant engine speed, different temperature differences (i.e., different differences between the desired and current temperatures) require different levels of heating to the GPF, resulting in different engine exhaust temperatures and ignition angle efficiencies. In this embodiment, with a constant engine speed, a larger temperature difference leads to a smaller ignition angle efficiency. This results in a higher engine exhaust temperature, allowing for a stronger heating of the GPF and faster heating efficiency, enabling the GPF to reach the desired temperature more quickly. Conversely, a smaller temperature difference results in a larger ignition angle efficiency. This ensures better heating of the GPF while also improving engine combustion efficiency and reducing power consumption.

[0060] The relationship between engine speed, temperature difference, and ignition angle efficiency can be determined in advance through calibration, etc., forming a corresponding relationship table, or a corresponding relationship curve, or a corresponding relationship function, and stored. After determining the temperature difference and engine speed, the ignition angle efficiency can be determined according to the corresponding relationship table, corresponding relationship curve, or corresponding relationship function.

[0061] S4. Correct the ignition angle efficiency according to the altitude coefficient to obtain the corrected ignition angle efficiency.

[0062] The altitude coefficient refers to the current altitude of the vehicle. Different altitudes require adjustments to the engine's ignition angle efficiency. Furthermore, the ignition angle efficiency can also be adjusted based on other environmental conditions to better meet the heating requirements of the GPF (Gas Power Filter).

[0063] S5. Determine the minimum ignition angle for engine operation based on engine speed and engine load.

[0064] The minimum ignition angle is the minimum ignition angle at which the engine can maintain combustion.

[0065] S6. Determine the optimal ignition angle of the engine, and determine the ignition angle efficiency corresponding to the minimum ignition angle based on the difference between the optimal ignition angle and the minimum ignition angle.

[0066] The ignition angle efficiency corresponding to the minimum ignition angle is the minimum ignition angle efficiency at which the engine maintains combustion. The ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal and minimum ignition angles.

[0067] S7. Determine the final ignition angle efficiency based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle.

[0068] Specifically, the ignition angle efficiency corresponding to the minimum ignition angle is the minimum ignition angle efficiency required to maintain combustion; it cannot be lowered further, as this would lead to engine misfires. Therefore, the corrected ignition angle efficiency can be compared with the ignition angle efficiency corresponding to the minimum ignition angle. If the corrected ignition angle efficiency is greater than or equal to the ignition angle efficiency corresponding to the minimum ignition angle, then the corrected ignition angle efficiency is determined as the final ignition angle efficiency. If the corrected ignition angle efficiency is less than the ignition angle efficiency corresponding to the minimum ignition angle, a new ignition angle efficiency can be determined as the final ignition angle efficiency. For example, the corrected ignition angle efficiency can be processed to obtain an ignition angle efficiency greater than the ignition angle efficiency corresponding to the minimum ignition angle, which can then be used as the final ignition angle efficiency. Alternatively, the ignition angle efficiency corresponding to the minimum ignition angle can be directly determined as the final ignition angle efficiency.

[0069] S8. Control engine ignition based on the final ignition angle efficiency.

[0070] Specifically, the final ignition angle can be determined based on the final ignition angle efficiency and then sent to the engine control system (ECU) so that the ECU can control engine ignition accordingly. Alternatively, the final ignition angle efficiency can be directly sent to the ECU, allowing the ECU to control engine ignition based on that efficiency. Another option is to subtract the final ignition angle from the optimal ignition angle to obtain the ignition retarding angle, which is then sent to the ECU to control engine ignition.

[0071] S9. Repeat steps S2-S8 until the temperature difference is less than or equal to the preset value.

[0072] The preset value can be a small value, for example, 0.

[0073] Specifically, the current temperature of the GPF can be collected at a preset frequency. After each collection, the temperature difference between the desired temperature value and the current temperature is determined. Then, the ignition angle efficiency of the engine is determined based on the temperature difference and the engine speed. The ignition angle efficiency is corrected based on the altitude coefficient to obtain the corrected ignition angle efficiency. The minimum ignition angle for engine operation is determined based on the engine speed and engine load. The final ignition angle efficiency is determined based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle. The engine ignition is controlled based on the final ignition angle efficiency until the temperature difference is less than or equal to the preset value.

[0074] As the engine exhaust heats the GPF, the temperature difference gradually decreases. The engine's ignition angle efficiency, determined by the temperature difference and engine speed, gradually approaches 1. When the temperature difference is 0, the ignition angle efficiency is 1, the engine ignition angle becomes the optimal ignition angle, and the heating is complete.

[0075] The solution of this invention includes the following steps: S1, when the active regeneration activation of the particulate filter (GPF) is detected, the desired temperature value of the GPF is determined; S2, the current temperature of the GPF is obtained, and the temperature difference between the desired temperature value and the current temperature is determined; S3, the ignition angle efficiency of the engine is determined based on the temperature difference and the engine speed; S4, the ignition angle efficiency is corrected based on the altitude coefficient to obtain the corrected ignition angle efficiency; S5, the minimum ignition angle for engine operation is determined based on the engine speed and engine load; S6, the optimal ignition angle of the engine is determined, and the ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal ignition angle and the minimum ignition angle; S7, the final ignition angle efficiency is determined based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle; S8, the engine ignition is controlled based on the final ignition angle efficiency; S9, steps S2-S8 are repeated until the temperature difference is less than or equal to a preset value. In this embodiment of the invention, when active GPF regeneration is detected, the current temperature of the GPF is collected at a certain frequency. The engine's ignition angle efficiency is updated in real time based on the temperature difference between the current temperature and the desired temperature. This ensures that when the engine speed remains constant, the greater the temperature difference, the lower the ignition angle efficiency. Furthermore, the ignition angle efficiency is corrected based on the altitude coefficient. This allows for more precise heating of the GPF while maintaining high engine combustion efficiency, resulting in more accurate GPF temperature control. This enables the GPF to reach the desired temperature faster and more accurately, improving GPF regeneration efficiency and reducing energy consumption. Additionally, this embodiment of the invention considers the ignition angle efficiency corresponding to the minimum ignition angle when determining the final ignition angle efficiency, preventing engine misfire.

[0076] Optionally, when active regeneration activation of the GPF is detected, determining the desired temperature value of the GPF includes:

[0077] When GPF active regeneration activation is detected, check whether to perform parking service regeneration;

[0078] If yes, the desired temperature value is determined to be the first temperature value; otherwise, the desired temperature value is determined to be the second temperature value, wherein the first temperature value is greater than the second temperature value.

[0079] Specifically, during parking service, the vehicle remains stationary and is not moving, with no driving tasks or other requirements. Therefore, the desired temperature value can be set to a relatively high first temperature value, for example, 750 degrees Celsius. When the vehicle is not in parking service, it may have driving tasks, etc. To avoid affecting driving, the desired temperature value can be set to a relatively low second temperature value, for example, 700 degrees Celsius. It should be noted that the first and second temperature values ​​can also be set to other temperatures, which can be determined based on vehicle calibration.

[0080] Optionally, determining the engine's ignition angle efficiency based on the temperature difference and engine speed includes:

[0081] The ignition angle efficiency is determined based on the temperature difference, engine speed, and a predetermined first ignition angle efficiency table, wherein the first ignition angle efficiency table is a table showing the correspondence between temperature difference, engine speed, and ignition angle efficiency.

[0082] Specifically, vehicle calibration can be performed beforehand to determine the first ignition angle efficiency table, thereby improving the accuracy of the ignition efficiency determined based on the first ignition angle efficiency table, resulting in more efficient and energy-saving heating of the GPF. Furthermore, determining the ignition angle efficiency by looking up a table allows for faster determination of the ignition angle efficiency.

[0083] Optionally, the ignition angle efficiency is corrected according to the altitude coefficient to obtain the corrected ignition angle efficiency, including:

[0084] The correction factor is determined based on the altitude factor and a pre-determined correction factor table;

[0085] The ignition angle efficiency is corrected according to the correction factor to obtain the corrected ignition angle efficiency; wherein, the correction factor table is a correspondence table between the altitude factor and the correction factor.

[0086] Specifically, the vehicle can be tested and calibrated in various altitude environments beforehand to determine the correction coefficient table. This allows the corrected ignition angle efficiency, obtained by correcting the ignition angle efficiency according to the correction coefficient table, to be more suitable for the altitude of the vehicle, thereby enabling more efficient and energy-saving heating of the GPF.

[0087] Optionally, the minimum ignition angle for engine operation can be determined based on engine speed and engine load, including:

[0088] The minimum ignition angle for engine operation is determined based on engine speed, engine load, and an ignition angle lookup table, where the ignition angle lookup table is a table showing the correspondence between engine speed, engine load, and the minimum ignition angle.

[0089] Specifically, the ignition angle lookup table can be determined in advance through vehicle testing and calibration.

[0090] Optionally, the ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal ignition angle and the minimum ignition angle, including:

[0091] The ignition angle efficiency corresponding to the minimum ignition angle is determined based on the difference between the optimal ignition angle and the minimum ignition angle, and the second ignition angle efficiency table, wherein the second ignition angle efficiency table is a table showing the correspondence between the difference between the optimal ignition angle and the minimum ignition angle and the ignition angle efficiency.

[0092] Specifically, the second ignition angle efficiency table can also be determined through pre-calibration. Furthermore, the optimal ignition angle may differ under different conditions such as different engine speeds and loads; the optimal ignition angle can be determined based on the vehicle's specifications.

[0093] Optionally, the final ignition angle efficiency is determined based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle, including:

[0094] The maximum value between the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle is determined as the final ignition angle efficiency.

[0095] This setup ensures that misfires do not occur when the final ignition angle efficiency value is used to control engine ignition, while also allowing for faster determination of the final ignition angle efficiency.

[0096] Optionally, controlling engine ignition based on the final ignition angle efficiency includes:

[0097] Multiple different execution ignition angle efficiency values ​​are determined based on the final ignition angle efficiency;

[0098] The engine ignition is controlled sequentially with multiple different ignition angle efficiency values, gradually changing the engine's ignition angle efficiency value to the final ignition angle efficiency value. In other words, the final ignition angle efficiency is filtered to ensure a smooth transition from the current ignition angle efficiency to the final ignition angle efficiency.

[0099] Specifically, when the engine ignition angle efficiency changes significantly at once, engine vibration and other phenomena are likely to occur. By controlling the engine ignition with multiple different ignition angle efficiency values ​​in sequence, the engine ignition angle efficiency value is gradually changed to the final ignition angle efficiency value, which can avoid engine vibration.

[0100] The magnitudes of multiple different executed ignition angle efficiency values ​​can gradually change, either decreasing or increasing. For example, if the currently used ignition angle efficiency is 'a' and the final ignition angle efficiency is 'b', then the multiple executed ignition angle efficiency values ​​can be a+(ba) / n, a+2(ba) / n, ..., a+(n-1)(ba) / n, where n is a real number and (ba) / n is the minimum ignition angle efficiency change value that prevents the engine from vibrating.

[0101] Optionally, engine ignition can be controlled sequentially with multiple different ignition angle efficiency values, gradually changing the engine's ignition angle efficiency value to a final ignition angle efficiency value, including:

[0102] The corresponding ignition angle is determined based on the efficiency value of each ignition angle.

[0103] The engine ignition is controlled sequentially with ignition angles corresponding to multiple different execution ignition angle efficiency values, so that the engine ignition angle gradually changes to the ignition angle corresponding to the final ignition angle efficiency value.

[0104] Specifically, the ignition angle corresponding to each ignition angle efficiency can be determined (based on the second ignition angle efficiency table). For example, the ignition angles determined according to multiple ignition angle efficiencies are s1, s2, s3..., which gradually change. The engine ignition is controlled by the gradually changing ignition angles, so that the engine ignition angle gradually changes towards the ignition angle corresponding to the minimum ignition angle efficiency, making the change of engine ignition angle more stable and avoiding phenomena such as shaking.

[0105] This invention also provides an ignition control device during GPF heating. Figure 2 This is a schematic diagram of an ignition control device during GPF heating provided in an embodiment of the present invention, for reference. Figure 2 The device includes:

[0106] The desired temperature determination module 10 is used to determine the desired temperature value of the GPF when active regeneration of the GPF is detected.

[0107] Temperature difference determination module 20 is used to obtain the current temperature of the GPF and determine the temperature difference between the desired temperature value and the current temperature;

[0108] The first ignition angle efficiency determination module 30 is used to determine the ignition angle efficiency of the engine based on the temperature difference and engine speed; wherein, when the engine speed is constant, the greater the temperature difference, the smaller the ignition angle efficiency of the engine.

[0109] The correction module 40 is used to correct the ignition angle efficiency according to the altitude coefficient to obtain the corrected ignition angle efficiency.

[0110] Minimum ignition angle determination module 50 is used to determine the minimum ignition angle of the engine based on engine speed and engine load;

[0111] The second ignition angle efficiency determination module 60 is used to determine the optimal ignition angle of the engine and determine the ignition angle efficiency corresponding to the minimum ignition angle based on the difference between the optimal ignition angle and the minimum ignition angle.

[0112] The final ignition angle efficiency value determination module 70 is used to determine the final ignition angle efficiency based on the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle.

[0113] Ignition control module 80 is used to control engine ignition based on the final ignition angle efficiency;

[0114] The cycle control module 90 is used to control the temperature difference determination module, the first ignition angle efficiency determination module, the correction module, the minimum ignition angle determination module, the second ignition angle efficiency determination module, the final ignition angle efficiency value determination module, and the ignition control module to perform corresponding operations in sequence until the temperature difference is less than or equal to the preset value.

[0115] The ignition control device during GPF heating provided by this invention and the ignition control method during GPF heating provided in any embodiment of this invention belong to the same inventive concept and have corresponding beneficial effects. For detailed technical details of this embodiment, please refer to the ignition control method during GPF heating provided in any embodiment of this invention.

[0116] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0117] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. An ignition control method during heating of a GPF, characterized by, The method comprises the following steps: S1, when it is detected that the particulate filter GPF active regeneration is activated, determining the expected temperature value of the GPF; S2, obtaining the current temperature of the GPF, and determining the temperature difference between the expected temperature value and the current temperature; S3, determining the ignition angle efficiency of the engine according to the temperature difference and the engine speed; when the engine speed is constant, the greater the temperature difference, the smaller the ignition angle efficiency of the engine; the greater the angle of the ignition angle relative to the optimal ignition angle, the smaller the ignition angle efficiency; S4, correcting the ignition angle efficiency according to the altitude coefficient to obtain the corrected ignition angle efficiency; S5, determining the minimum ignition angle of the engine according to the engine speed and the engine load; S6, determining the optimal ignition angle of the engine, and determining the ignition angle efficiency corresponding to the minimum ignition angle according to the difference between the optimal ignition angle and the minimum ignition angle; S7, determining the final ignition angle efficiency according to the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle; S8, controlling the engine ignition according to the final ignition angle efficiency; S9, repeatedly executing steps S2-S8 until the temperature difference is less than or equal to a preset value.

2. The method of claim 1, wherein, When it is detected that the GPF active regeneration is activated, determining the expected temperature value of the GPF comprises: When it is detected that the GPF active regeneration is activated, detecting whether the parked service regeneration is performed; If yes, determining the expected temperature value as a first temperature value, and if not, determining the expected temperature value as a second temperature value, wherein the first temperature value is greater than the second temperature value.

3. The method of claim 1, wherein, Determining the ignition angle efficiency of the engine according to the temperature difference and the engine speed comprises: Determining the ignition angle efficiency according to the temperature difference, the engine speed and a predetermined first ignition angle efficiency table, wherein the first ignition angle efficiency table is a corresponding relationship table among the temperature difference, the engine speed and the ignition angle efficiency.

4. The method of claim 1, wherein, Correcting the ignition angle efficiency according to the altitude coefficient to obtain the corrected ignition angle efficiency comprises: Determining the correction coefficient according to the altitude coefficient and a predetermined correction coefficient table; Correcting the ignition angle efficiency according to the correction coefficient to obtain the corrected ignition angle efficiency; wherein the correction coefficient table is a corresponding relationship table between the altitude coefficient and the correction coefficient.

5. The method of claim 1, wherein, Determining the minimum ignition angle of the engine according to the engine speed and the engine load comprises: Determining the minimum ignition angle of the engine according to the engine speed, the engine load and an ignition angle lookup table, wherein the ignition angle lookup table is a corresponding relationship table among the engine speed, the engine load and the minimum ignition angle.

6. The method of claim 2, wherein, Determining the ignition angle efficiency corresponding to the minimum ignition angle according to the difference between the optimal ignition angle and the minimum ignition angle comprises: Determining the ignition angle efficiency corresponding to the minimum ignition angle according to the difference between the optimal ignition angle and the minimum ignition angle and a second ignition angle efficiency table, wherein the second ignition angle efficiency table is a corresponding relationship table between the difference between the optimal ignition angle and the minimum ignition angle and the ignition angle efficiency.

7. The method of claim 1, wherein, Determining the final ignition angle efficiency according to the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle comprises: The maximum value between the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle is determined as a final ignition angle efficiency.

8. The method of claim 1, wherein, controlling engine ignition according to the final ignition angle efficiency, including: determining a plurality of different execution ignition angle efficiency values according to the final ignition angle efficiency; controlling engine ignition with a plurality of different execution ignition angle efficiency values in sequence, so that the ignition angle efficiency value of the engine gradually changes to the final ignition angle efficiency value.

9. The method of claim 8, wherein, controlling engine ignition with a plurality of different execution ignition angle efficiency values in sequence, so that the ignition angle efficiency value of the engine gradually changes to the final ignition angle efficiency value, including: determining a corresponding ignition angle according to each execution ignition angle efficiency value; controlling engine ignition with a plurality of different execution ignition angle efficiency values in sequence, so that the ignition angle gradually changes to the ignition angle corresponding to the final ignition angle efficiency value.

10. An ignition control device during heating of a GPF, characterized by, including: an expected temperature determination module configured to determine an expected temperature value of the GPF when the GPF active regeneration is activated; a temperature difference determination module configured to obtain a current temperature of the GPF and determine a temperature difference between the expected temperature value and the current temperature; a first ignition angle efficiency determination module configured to determine an ignition angle efficiency of the engine according to the temperature difference and engine speed; when the engine speed is constant, the greater the temperature difference, the smaller the ignition angle efficiency of the engine; the greater the angle of the ignition angle relative to the optimal ignition angle, the smaller the ignition angle efficiency; a correction module configured to correct the ignition angle efficiency according to an altitude coefficient to obtain a corrected ignition angle efficiency; a minimum ignition angle determination module configured to determine a minimum ignition angle of the engine according to engine speed and engine load; a second ignition angle efficiency determination module configured to determine an optimal ignition angle of the engine and determine an ignition angle efficiency corresponding to the minimum ignition angle according to a difference between the optimal ignition angle and the minimum ignition angle; a final ignition angle efficiency value determination module configured to determine a final ignition angle efficiency according to the corrected ignition angle efficiency and the ignition angle efficiency corresponding to the minimum ignition angle; an ignition control module configured to control engine ignition according to the final ignition angle efficiency; a cycle control module configured to control the temperature difference determination module, the first ignition angle efficiency determination module, the correction module, the minimum ignition angle determination module, the second ignition angle efficiency determination module, the final ignition angle efficiency value determination module, and the ignition control module to perform corresponding operations in sequence until the temperature difference is less than or equal to a preset value.

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