Method for determining spark advance angle of engine, determination device and electronic device

Abstract

The application provides a method and device for determining the ignition advance angle of an engine, and an electronic device. The method comprises: determining the size relationship between a first EGR rate and a second EGR rate and a third EGR rate when the engine is in a transient state; correcting the first ignition advance angle by using a first target correction coefficient, the third EGR rate and a fourth EGR rate when the first EGR rate is greater than the third EGR rate; correcting the second ignition advance angle by using a second target correction coefficient, the third EGR rate and the fourth EGR rate when the first EGR rate is less than the second EGR rate; and calculating the sum of the first value and the second ignition advance angle when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate. The method solves the problem that the ignition advance angle of the engine in the transient state cannot be accurately determined.

Description

Technical Field

[0001] This application relates to the field of engines, and more specifically, to a method for determining the ignition advance angle of an engine, a device for determining the ignition advance angle of an engine, a computer-readable storage medium, and an electronic device. Background Technology

[0002] Exhaust Gas Recirculation (EGR) refers to the process of returning a portion of the exhaust gases emitted by the engine to the manifold. Because exhaust gases contain large amounts of carbon dioxide and water vapor, and have a high specific heat capacity, they absorb a significant amount of heat, lowering the maximum combustion temperature within the cylinders and reducing the formation of nitrogen oxides. However, current technologies cannot accurately determine the ignition advance angle when the engine is under transient operating conditions. This leads to the introduction of more exhaust gases during transient conditions, affecting the engine's fuel efficiency.

[0003] Therefore, there is an urgent need for a method to solve the technical problem that existing technologies cannot accurately determine the ignition advance angle when the engine is in transient operating conditions. Summary of the Invention

[0004] The main objective of this application is to provide a method for determining the ignition advance angle of an engine, a device for determining the ignition advance angle of an engine, a computer-readable storage medium, and an electronic device, so as to at least solve the problem in the prior art that the ignition advance angle of an engine under transient operating conditions cannot be accurately determined.

[0005] According to one aspect of this application, a method for determining the ignition advance angle of an engine is provided, comprising: determining whether the engine is in a transient operating condition; if the engine is in the transient operating condition, acquiring a first EGR rate, a second EGR rate, and a third EGR rate, and respectively determining the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate, wherein the first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is a target EGR rate preset by the exhaust gas recirculation system, the exhaust gas recirculation system being connected to the engine and used for recirculating the exhaust gas discharged from the engine, and the third EGR rate being greater than the second EGR rate; if the first EGR rate is greater than the third EGR rate, acquiring a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle, and correcting the first ignition advance angle using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the first target ignition advance angle. The engine has several ignition timing parameters, including: a first ignition advance angle (initial ignition advance angle), a fourth EGR rate (corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate), a second target correction coefficient, the fourth EGR rate, and the second ignition advance angle (corrected by the second target correction coefficient, the third EGR rate, and the fourth EGR rate), and a second target ignition advance angle (minimum ignition advance angle, less than the first ignition advance angle), and a third target ignition advance angle (greater than or equal to the second EGR rate and less than or equal to the third EGR rate). The engine also has several ignition timing parameters, including: a first ignition advance angle, a second ignition advance angle, and a difference coefficient, and a first value obtained by multiplying the difference between the first and second ignition advance angles by the difference coefficient, and a third target ignition advance angle obtained by summing the first value and the second ignition advance angle.

[0006] Optionally, determining whether the engine is in a transient operating condition includes: acquiring the engine's speed and load; and determining that the engine is in the transient operating condition if the speed and load change instantaneously within the same time period.

[0007] Optionally, obtaining the corresponding EGR rate, wherein the corresponding EGR rate is the second EGR rate or the third EGR rate, includes: obtaining a first relational mapping table, the current engine speed, and the current engine load, wherein the horizontal axis of the first relational mapping table is the engine speed, the vertical axis of the first relational mapping table is the engine load, and the first relational mapping table is used to characterize the relationship between the engine speed, the engine load, and the EGR rate; and determining the EGR rate corresponding to the current engine speed and the current load in the first relational mapping table as the corresponding EGR rate.

[0008] Optionally, obtaining the corresponding ignition advance angle, wherein the corresponding ignition advance angle is either the first ignition advance angle or the second ignition advance angle, includes: obtaining a second relationship mapping table, the current engine speed, and the current engine load, wherein the horizontal axis of the second relationship mapping table is the engine speed, the vertical axis of the second relationship mapping table is the engine load, and the second relationship mapping table is used to characterize the relationship between the engine speed, the engine load, and the ignition advance angle; determining the ignition advance angle corresponding to the current engine speed and the current load in the second relationship mapping table as the corresponding ignition advance angle.

[0009] Optionally, obtaining a corresponding target correction coefficient, wherein the corresponding target correction coefficient is a first target correction coefficient or a second target correction coefficient, includes: calculating the absolute value of the difference between the second EGR rate and the third EGR rate to obtain a first absolute value, and determining whether the first absolute value is less than a threshold; if the first absolute value is less than the threshold, obtaining a first correction coefficient and a second correction coefficient, and calculating the average of the first correction coefficient and the second correction coefficient to obtain the corresponding target correction coefficient, wherein the first correction coefficient is a preset minimum correction coefficient, and the second correction coefficient is a preset maximum correction coefficient; if the first absolute value is greater than or equal to the threshold, calculating the ratio of the second absolute value to the first absolute value as the corresponding target correction coefficient, wherein the second absolute value is the absolute value of the difference between the first ignition advance angle and the second ignition advance angle.

[0010] Optionally, obtaining the fourth EGR rate includes: calculating the product of the difference between the first EGR rate and the second EGR rate and the difference coefficient to obtain a second value, and calculating the sum of the second value and the second EGR rate to obtain the fourth EGR rate.

[0011] Optionally, correcting the first ignition advance angle using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the first target ignition advance angle includes: calculating the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain a third absolute value; calculating the sum of the product of the third absolute value and the first target correction coefficient and the first ignition advance angle to obtain the first target ignition advance angle; correcting the second ignition advance angle using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the second target ignition advance angle includes: calculating the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value; calculating the sum of the product of the third absolute value and the second target correction coefficient and the second ignition advance angle to obtain the second target ignition advance angle.

[0012] According to another aspect of this application, an apparatus for determining the ignition advance angle of an engine is provided, comprising: an acquisition unit, configured to determine whether the engine is in a transient operating condition, and when the engine is in the transient operating condition, acquire a first EGR rate, a second EGR rate, and a third EGR rate, and respectively determine the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate, wherein the first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is a target EGR rate preset by the exhaust gas recirculation system, the exhaust gas recirculation system being connected to the engine and used for recirculating the exhaust gas discharged from the engine, and the third EGR rate being greater than the second EGR rate; and a first correction unit, configured to, when the first EGR rate is greater than the third EGR rate, acquire a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle, and correct the first ignition advance angle using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. The engine has a first ignition advance angle, which is the initial ignition advance angle of the engine. The fourth EGR rate is a corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate. A second correction unit is configured to, when the first EGR rate is less than the second EGR rate, obtain a second target correction coefficient, the fourth EGR rate, and the second ignition advance angle, and correct the second ignition advance angle using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle. A third correction unit is configured to, when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, obtain the first ignition advance angle, the second ignition advance angle, and a difference coefficient, and calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and calculate the sum of the first value and the second ignition advance angle to obtain a third target ignition advance angle.

[0013] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform any of the methods described.

[0014] According to another aspect of this application, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to execute any of the methods described by the computer program.

[0015] Applying the technical solution of this application, firstly, it is determined whether the engine is in a transient operating condition. If the engine is in a transient operating condition, the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate is determined respectively. If the first EGR rate is greater than the third EGR rate, the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the first target ignition advance angle. If the first EGR rate is less than the second EGR rate, the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the second target ignition advance angle. If the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain the first value. The sum of the first value and the second ignition advance angle is then calculated to obtain the third target ignition advance angle. Based on the relationship between the first EGR rate (actual EGR rate), the second EGR rate (minimum EGR rate), and the third EGR rate (target EGR rate) of the engine under transient operating conditions, different target correction coefficients are selected in different intervals to perform zoned correction on different ignition advance angles, thus obtaining the corresponding target ignition advance angles. This allows the engine to accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in existing technologies that cannot accurately determine the ignition advance angle of the engine under transient operating conditions. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for performing a method for determining the ignition advance angle of an engine, according to an embodiment of this application, is shown.

[0018] Figure 2 A flowchart illustrating a method for determining the ignition advance angle of an engine according to an embodiment of this application is shown.

[0019] Figure 3 A schematic diagram of a process for obtaining a first target correction coefficient or a second correction coefficient according to an embodiment of this application is shown;

[0020] Figure 4 A flowchart illustrating a specific method for determining the ignition advance angle of an engine according to an embodiment of this application is shown.

[0021] Figure 5A structural block diagram of an engine ignition advance angle determination device according to an embodiment of this application is shown;

[0022] Figure 6 A structural block diagram of another engine ignition advance angle determination device provided according to an embodiment of this application is shown.

[0023] The above figures include the following reference numerals:

[0024] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0025] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover 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.

[0028] As described in the background section, the prior art cannot accurately determine the ignition advance angle of an engine under transient operating conditions. To solve the above problem, embodiments of this application provide a method for determining the ignition advance angle of an engine, a device for determining the ignition advance angle of an engine, a computer-readable storage medium, and an electronic device.

[0029] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0030] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a method of determining the ignition advance angle of an engine according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0031] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the method for determining the ignition advance angle of the engine in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0032] This embodiment provides a method for determining the ignition advance angle of an engine running on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] Figure 2 This is a flowchart of a method for determining the ignition advance angle of an engine according to an embodiment of this application. Figure 2 As shown, the method includes the following steps:

[0034] Step S201: Determine whether the engine is in a transient operating condition. If the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate, and the third EGR rate, and determine the relationship between the first EGR rate and the second and third EGR rates respectively. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged by the engine. The third EGR rate is greater than the second EGR rate.

[0035] Specifically, EGR refers to Exhaust Gas Recirculation, which returns a portion of the exhaust gas emitted by the engine to the manifold. Because exhaust gas contains a large amount of carbon dioxide and water vapor, and has a high specific heat capacity, it absorbs a significant amount of heat, lowering the maximum combustion temperature in the cylinder and reducing the formation of nitrogen oxides. The EGR rate, or combustion chamber recirculation rate, is a measure of the proportion of recirculated gas mixed with fresh intake air in the combustion chamber. The higher the EGR rate, the greater the proportion of recirculated gas in the combustion chamber. Under transient operating conditions, the combustion chamber requires more fresh air. Current EGR strategies introduce more exhaust gas under transient conditions, affecting the engine's fuel efficiency during these periods. The first EGR rate, or actual EGR rate, can be obtained in the following ways: subtracting the exhaust volume from the intake volume to obtain the EGR quantity, and then dividing the EGR quantity by the intake volume to calculate the EGR rate; using an EGR-MAP sensor built into the EGR system, which can directly provide the EGR rate signal; using a simple urea breather to calculate the actual EGR rate based on the dilution of the urea solution; or using a gas analyzer (such as a mass spectrometer) to analyze the composition of the intake and exhaust gases. The EGR rate is then calculated based on the difference in carbon dioxide and nitrogen oxide concentrations. The second EGR rate, or minimum EGR rate, is the minimum allowable EGR rate under current operating conditions. An excessively low EGR rate will cause EGR valve fluctuations, resulting in severe exhaust gas fluctuations and unstable control. This minimum EGR rate is designed based on this. The third EGR rate, or target EGR rate, is the ideal EGR rate requested under current operating conditions.

[0036] Step S202: When the first EGR rate is greater than the third EGR rate, a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle are obtained, and the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. The first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate.

[0037] Specifically, the ignition timing has a significant impact on engine performance. Advanced ignition means that the spark plug ignites the combustible mixture in the combustion chamber before the piston reaches top dead center (TDC). The angle the crankshaft rotates from ignition to TDC is called the ignition advance angle. Increasing the ignition advance angle increases torque output, thus increasing engine power. Moderately decreasing the ignition advance angle reduces fuel injection time in the combustion chamber, thus reducing fuel consumption. Decreasing the ignition advance angle reduces exhaust gas temperature, thus reducing emissions. Therefore, engine tuning often requires multiple considerations regarding the ignition advance angle, balancing power, fuel consumption, and emission targets. The ignition advance angle is mainly adjusted in real-time by the ignition controller based on parameters such as engine speed and load, and can also be fine-tuned manually via a handwheel. If the ignition advance angle is too large or too small, it can cause problems such as difficulty starting the engine, uneven fuel injection, and increased vibration, affecting engine performance and operational safety. If the first EGR rate is greater than the third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the first ignition advance angle, i.e. the initial ignition advance angle, needs to be corrected.

[0038] Step S203: When the first EGR rate is less than the second EGR rate, a second target correction coefficient, a fourth EGR rate, and a second ignition advance angle are obtained, and the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle. The second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle.

[0039] Specifically, if the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the second ignition advance angle, i.e. the minimum ignition advance angle, needs to be corrected.

[0040] Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the first ignition advance angle, the second ignition advance angle, and the difference coefficient are obtained. The product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain a first value. The sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle.

[0041] Specifically, if the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, it indicates that the actual EGR rate is between the minimum EGR rate and the target EGR rate. Therefore, interpolation processing is needed for the first ignition advance angle (initial ignition advance angle) and the second ignition advance angle (minimum ignition advance angle) to obtain the third target ignition advance angle. There is a correspondence between the ignition advance angle and the EGR rate; increasing the ignition advance angle increases the EGR rate. The larger the ignition advance angle, the stronger the exhaust pulse energy, which is beneficial for pushing the exhaust gas in the cylinder into the EGR circuit. Appropriately increasing the EGR rate can appropriately increase the ignition advance angle. EGR can reduce the average temperature and pressure in the cylinder, so the ignition advance angle can be slightly increased. Generally speaking, there is an optimal matching point between the EGR rate and the ignition advance angle, at which the vehicle's emissions and fuel consumption are optimal.

[0042] In this embodiment, firstly, it is determined whether the engine is in a transient operating condition. If the engine is in a transient operating condition, the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate is determined respectively. If the first EGR rate is greater than the third EGR rate, the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the first target ignition advance angle. If the first EGR rate is less than the second EGR rate, the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the second target ignition advance angle. If the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain the first value. The sum of the first value and the second ignition advance angle is then calculated to obtain the third target ignition advance angle. Based on the relationship between the first EGR rate (actual EGR rate), the second EGR rate (minimum EGR rate), and the third EGR rate (target EGR rate) of the engine under transient operating conditions, different target correction coefficients are selected in different intervals to perform zoned correction on different ignition advance angles, thus obtaining the corresponding target ignition advance angles. This allows the engine to accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in existing technologies that cannot accurately determine the ignition advance angle of the engine under transient operating conditions.

[0043] In specific implementation, step S201 can be achieved through the following steps: Step S2011, obtain the engine speed and load; Step S2012, when the engine speed and load change instantaneously within the same time period, determine that the engine is in the transient operating condition. This method quickly determines whether the engine is in the transient operating condition using only engine speed and load.

[0044] Specifically, engine transient operating conditions refer to the specific operating state of the engine at a given moment. It describes the engine's operating status at a particular instant through a series of parameters, including engine speed, load, temperature, pressure, and throttle position. Engine speed reflects its mechanical energy output; engine load includes parameters such as torque and power; the temperatures of different components include oil temperature and cylinder temperature; internal engine pressures include combustion chamber pressure; and throttle position refers to the position controlling the throttle. By monitoring and understanding the engine's transient operating conditions, its operating status can be more sensitively assessed, allowing for timely adjustments and maintenance to maintain the engine in optimal condition.

[0045] Step S201 can also be implemented in other ways, for example: Step S2013, obtaining a first relational mapping table, the current engine speed, and the current engine load, wherein the horizontal axis of the first relational mapping table is the engine speed, the vertical axis is the engine load, and the first relational mapping table is used to characterize the relationship between the engine speed, the engine load, and the EGR rate; Step S2014, determining the corresponding EGR rate in the first relational mapping table for the current engine speed and the current load. This method can quickly obtain the second and third EGR rates using engine speed and engine load.

[0046] Specifically, the EGR rate is positively correlated with engine load and inversely correlated with engine speed. As engine load increases, more air intake is needed to maintain combustion, resulting in more exhaust gas recirculation. With increasing engine load, the EGR rate also increases. However, higher engine speeds generate more intake back pressure, limiting the EGR amount. Therefore, with increasing engine speed, the EGR rate decreases. Furthermore, the EGR rate is also related to the amount of fuel injected. More fuel injection leads to more exhaust gas recirculation. EGR systems typically have a maximum EGR rate setting to prevent excessively high EGR rates from affecting engine stability and emissions performance. To achieve optimal emissions and performance, the relationship between EGR rate and engine speed / load requires extensive testing and parameter tuning to determine the optimal curve.

[0047] To further achieve rapid acquisition of the first ignition advance angle and the second ignition advance angle, the above-mentioned step S202 of this application can be implemented through the following steps: Step S2021, acquire the second relational mapping table, the current speed of the engine, and the current load of the engine, wherein the horizontal axis of the second relational mapping table is the speed of the engine, the vertical axis of the second relational mapping table is the load of the engine, and the second relational mapping table is used to characterize the relationship between the engine speed, the engine load, and the ignition advance angle; Step S2022, determine the ignition advance angle corresponding to the current speed and the current load in the second relational mapping table as the corresponding ignition advance angle.

[0048] Specifically, the ignition advance angle is directly proportional to engine speed and inversely proportional to load. As engine speed increases, combustion speed increases, requiring earlier ignition to ensure optimal combustion; therefore, the ignition advance angle is larger at high speeds. Under high loads, the combustion speed is fast, necessitating a smaller ignition advance angle to avoid premature ignition. Under low loads, the ignition advance angle is larger. When engine speed and load change, the ignition advance angle needs to be adjusted in real time to adapt to changes in combustion speed. The adjustment of the ignition advance angle is mainly achieved through the engine electronic control unit, which calculates and controls contacts based on engine speed and load information. The optimal adjustment curve for the ignition advance angle needs to be determined through experimentation to optimize combustion performance and stability under different operating conditions. Higher engine speeds or lower loads generally require a larger ignition advance angle.

[0049] The above step S202 can also be implemented in other ways, such as Figure 3 As shown, for example: Step S2023, calculate the absolute value of the difference between the second EGR rate and the third EGR rate to obtain a first absolute value, and determine whether the first absolute value is less than a threshold; Step S2024, if the first absolute value is less than the threshold, obtain a first correction coefficient and a second correction coefficient, and calculate the average of the first correction coefficient and the second correction coefficient to obtain the corresponding target correction coefficient, where the first correction coefficient is a preset minimum correction coefficient and the second correction coefficient is a preset maximum correction coefficient; Step S2025, if the first absolute value is greater than or equal to the threshold, calculate the ratio of the second absolute value to the first absolute value as the corresponding target correction coefficient, where the second absolute value is the absolute value of the difference between the first ignition advance angle and the second ignition advance angle. This method can obtain different target correction coefficients based on the magnitude of the difference between the third EGR rate (i.e., the target EGR rate) and the second EGR rate (minimum EGR rate), so that the ignition advance angle can be corrected in zones within each EGR rate interval.

[0050] Specifically, when the difference between the third EGR rate (i.e., the target EGR rate) and the second EGR rate (minimum EGR rate) is less than a certain value, the target correction coefficient is the average of the preset maximum correction coefficient and the preset minimum correction coefficient; when the difference between the third EGR rate (i.e., the target EGR rate) and the second EGR rate (minimum EGR rate) gradually increases, the target correction coefficient increases from the average value to the ratio of the second absolute value to the aforementioned first absolute value.

[0051] Step S202 can also be implemented in other ways, such as: calculating the product of the difference between the first EGR rate and the second EGR rate and the difference coefficient to obtain a second value; and calculating the sum of the second value and the second EGR rate to obtain the fourth EGR rate. This method can further refine the EGR rate to obtain the fourth EGR rate.

[0052] Specifically, the aforementioned fourth EGR rate is the corrected EGR rate. When the EGR rate accuracy is low, introducing this corrected EGR rate can improve the EGR rate control accuracy. This difference coefficient is equal to the product of the difference between the first ignition advance angle and the second ignition advance angle calculated above and the difference coefficient, resulting in the difference coefficient of the first value.

[0053] Step S202 can also be implemented in other ways, for example: step S2026, calculating the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value; step S2027, calculating the sum of the product of the third absolute value and the first target correction coefficient and the first ignition advance angle to obtain the first target ignition advance angle. This method can further accurately determine the first target ignition advance angle.

[0054] Specifically, if the first EGR rate is greater than the third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the first ignition advance angle, i.e. the initial ignition advance angle, is corrected by multiplying the third absolute value by the first target correction coefficient.

[0055] In some embodiments, step S203 can be implemented through the following steps: Step S2031, calculate the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value; Step S2032, calculate the sum of the product of the third absolute value and the second target correction coefficient and the second ignition advance angle to obtain the second target ignition advance angle. This method can further accurately determine the second target ignition advance angle.

[0056] Specifically, if the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the second ignition advance angle, i.e. the minimum ignition advance angle, is corrected by multiplying the third absolute value with the second target correction coefficient.

[0057] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the method for determining the ignition advance angle of the engine in this application will be described in detail below with reference to specific embodiments.

[0058] This embodiment relates to a specific method for determining the ignition advance angle of an engine, such as... Figure 4 As shown, it includes the following steps:

[0059] Step S1: Determine if the engine is in a transient operating condition;

[0060] Step S2: Under transient engine operating conditions, determine |R nom -R min Is the value of | less than the threshold, R nom For the target EGR rate, R min Minimum EGR rate;

[0061] Step S3: |R nom -R min When the value of | is less than the threshold, the correction coefficient is |a0-a1| / |R. nom -R min |,|R nom -R min When the value of | is greater than or equal to the threshold, the correction coefficient is the average of the preset maximum correction coefficient and the preset minimum correction coefficient, a0 is the basic ignition advance angle, and a1 is the lower limit of the basic ignition advance angle obtained by looking up the table based on the speed and load.

[0062] Step S4: Determine the actual EGR rate R respectively act Compared with the target EGR rate R nom and minimum EGR rate R min Size relationship;

[0063] Step S5: R act >R nom In this case, ignition advance angle = |R set -R nom |×P+a0,R act <R min In this case, ignition advance angle = |R set -R nom |×P+a1,R min <R act <Rnom In this case, interpolation is performed between a0 and a1, where the interpolation factor is the same as that used to calculate R. set Interpolation factor, R set By R nom and R min Interpolation yields P, which is the target correction factor.

[0064] This application also provides an apparatus for determining the ignition advance angle of an engine. It should be noted that the apparatus for determining the ignition advance angle of an engine in this application can be used to execute the method for determining the ignition advance angle of an engine provided in this application. This apparatus is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0065] The following describes the device for determining the ignition advance angle of an engine provided in the embodiments of this application.

[0066] Figure 5 This is a schematic diagram of an engine ignition advance angle determination device according to an embodiment of this application. Figure 5 As shown, the device includes:

[0067] The acquisition unit 10 is used to determine whether the engine is in a transient operating condition. When the engine is in the transient operating condition, it acquires a first EGR rate, a second EGR rate, and a third EGR rate, and determines the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged by the engine. The third EGR rate is greater than the second EGR rate.

[0068] Specifically, EGR refers to Exhaust Gas Recirculation, which returns a portion of the exhaust gas emitted by the engine to the manifold. Because exhaust gas contains a large amount of carbon dioxide and water vapor, and has a high specific heat capacity, it absorbs a significant amount of heat, lowering the maximum combustion temperature in the cylinder and reducing the formation of nitrogen oxides. The EGR rate, or combustion chamber recirculation rate, is a measure of the proportion of recirculated gas mixed with fresh intake air in the combustion chamber. The higher the EGR rate, the greater the proportion of recirculated gas in the combustion chamber. Under transient operating conditions, the combustion chamber requires more fresh air. Current EGR strategies introduce more exhaust gas under transient conditions, affecting the engine's fuel efficiency during these periods. The first EGR rate, or actual EGR rate, can be obtained in the following ways: subtracting the exhaust volume from the intake volume to obtain the EGR quantity, and then dividing the EGR quantity by the intake volume to calculate the EGR rate; using an EGR-MAP sensor built into the EGR system, which can directly provide the EGR rate signal; using a simple urea breather to calculate the actual EGR rate based on the dilution of the urea solution; or using a gas analyzer (such as a mass spectrometer) to analyze the composition of the intake and exhaust gases. The EGR rate is then calculated based on the difference in carbon dioxide and nitrogen oxide concentrations. The second EGR rate, or minimum EGR rate, is the minimum allowable EGR rate under current operating conditions. An excessively low EGR rate will cause EGR valve fluctuations, resulting in severe exhaust gas fluctuations and unstable control. This minimum EGR rate is designed based on this. The third EGR rate, or target EGR rate, is the ideal EGR rate requested under current operating conditions.

[0069] The first correction unit 20 is used to obtain a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle when the first EGR rate is greater than the third EGR rate, and to correct the first ignition advance angle using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle, wherein the first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate;

[0070] Specifically, the ignition timing has a significant impact on engine performance. Advanced ignition means that the spark plug ignites the combustible mixture in the combustion chamber before the piston reaches top dead center (TDC). The angle the crankshaft rotates from ignition to TDC is called the ignition advance angle. Increasing the ignition advance angle increases torque output, thus increasing engine power. Moderately decreasing the ignition advance angle reduces fuel injection time in the combustion chamber, thus reducing fuel consumption. Decreasing the ignition advance angle reduces exhaust gas temperature, thus reducing emissions. Therefore, engine tuning often requires multiple considerations regarding the ignition advance angle, balancing power, fuel consumption, and emission targets. The ignition advance angle is mainly adjusted in real-time by the ignition controller based on parameters such as engine speed and load, and can also be fine-tuned manually via a handwheel. If the ignition advance angle is too large or too small, it can cause problems such as difficulty starting the engine, uneven fuel injection, and increased vibration, affecting engine performance and operational safety. If the first EGR rate is greater than the third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the first ignition advance angle, i.e. the initial ignition advance angle, needs to be corrected.

[0071] The second correction unit 30 is used to obtain a second target correction coefficient, a fourth EGR rate, and a second ignition advance angle when the first EGR rate is less than the second EGR rate, and to correct the second ignition advance angle using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle;

[0072] Specifically, if the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the second ignition advance angle, i.e. the minimum ignition advance angle, needs to be corrected.

[0073] The third correction unit 40 is used to obtain the first ignition advance angle, the second ignition advance angle, and the difference coefficient when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, and to calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and to calculate the sum of the first value and the second ignition advance angle to obtain a third target ignition advance angle.

[0074] Specifically, if the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, it indicates that the actual EGR rate is between the minimum EGR rate and the target EGR rate. Therefore, interpolation processing is needed for the first ignition advance angle (initial ignition advance angle) and the second ignition advance angle (minimum ignition advance angle) to obtain the third target ignition advance angle. There is a correspondence between the ignition advance angle and the EGR rate; increasing the ignition advance angle increases the EGR rate. The larger the ignition advance angle, the stronger the exhaust pulse energy, which is beneficial for pushing the exhaust gas in the cylinder into the EGR circuit. Appropriately increasing the EGR rate can appropriately increase the ignition advance angle. EGR can reduce the average temperature and pressure in the cylinder, so the ignition advance angle can be slightly increased. Generally speaking, there is an optimal matching point between the EGR rate and the ignition advance angle, at which the vehicle's emissions and fuel consumption are optimal.

[0075] In this embodiment, the acquisition unit determines whether the engine is in a transient operating condition. When the engine is in a transient operating condition, it determines the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate. When the first EGR rate is greater than the third EGR rate, the first correction unit corrects the first ignition advance angle using a first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the first target ignition advance angle. When the first EGR rate is less than the second EGR rate, the second correction unit corrects the second ignition advance angle using a second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the second target ignition advance angle. When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the third correction unit calculates the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and calculates the sum of the first value and the second ignition advance angle to obtain the third target ignition advance angle. Based on the relationship between the first EGR rate (actual EGR rate), the second EGR rate (minimum EGR rate), and the third EGR rate (target EGR rate) of the engine under transient operating conditions, different target correction coefficients are selected in different intervals to perform zoned correction on different ignition advance angles, thus obtaining the corresponding target ignition advance angles. This allows the engine to accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in existing technologies that cannot accurately determine the ignition advance angle of the engine under transient operating conditions.

[0076] As an optional solution, the aforementioned acquisition unit includes a first acquisition module and a first determination module. The first acquisition module acquires the engine's rotational speed and load; the first determination module determines that the engine is in the transient operating condition when the rotational speed and load change instantaneously within the same time period. This device quickly determines whether the engine is in the transient operating condition using only the engine's rotational speed and load.

[0077] Specifically, engine transient operating conditions refer to the specific operating state of the engine at a given moment. It describes the engine's operating status at a particular instant through a series of parameters, including engine speed, load, temperature, pressure, and throttle position. Engine speed reflects its mechanical energy output; engine load includes parameters such as torque and power; the temperatures of different components include oil temperature and cylinder temperature; internal engine pressures include combustion chamber pressure; and throttle position refers to the position controlling the throttle. By monitoring and understanding the engine's transient operating conditions, its operating status can be more sensitively assessed, allowing for timely adjustments and maintenance to maintain the engine in optimal condition.

[0078] In one optional embodiment, the acquisition unit further includes a second acquisition module and a second determination module. The second acquisition module acquires a first relational mapping table, the current engine speed, and the current engine load. The horizontal axis of the first relational mapping table represents the engine speed, and the vertical axis represents the engine load. The first relational mapping table characterizes the relationship between the engine speed, the engine load, and the EGR rate. The second determination module determines the corresponding EGR rate in the first relational mapping table for the current engine speed and the current load. This device can quickly acquire a second EGR rate and a third EGR rate using engine speed and engine load.

[0079] Specifically, the EGR rate is positively correlated with engine load and inversely correlated with engine speed. As engine load increases, more air intake is needed to maintain combustion, resulting in more exhaust gas recirculation. With increasing engine load, the EGR rate also increases. However, higher engine speeds generate more intake back pressure, limiting the EGR amount. Therefore, with increasing engine speed, the EGR rate decreases. Furthermore, the EGR rate is also related to the amount of fuel injected. More fuel injection leads to more exhaust gas recirculation. EGR systems typically have a maximum EGR rate setting to prevent excessively high EGR rates from affecting engine stability and emissions performance. To achieve optimal emissions and performance, the relationship between EGR rate and engine speed / load requires extensive testing and parameter tuning to determine the optimal curve.

[0080] In this embodiment, to further achieve rapid acquisition of the first ignition advance angle and the second ignition advance angle, the first correction unit includes a third acquisition module and a third determination module. The above-mentioned step S202 of this application can be implemented through the following steps: Step S2021, acquiring a second relational mapping table, the current engine speed, and the current engine load, wherein the horizontal axis of the second relational mapping table is the engine speed, the vertical axis is the engine load, and the second relational mapping table is used to characterize the relationship between the engine speed, the engine load, and the ignition advance angle; Step S2022, determining the ignition advance angle corresponding to the current engine speed and the current load in the second relational mapping table as the corresponding ignition advance angle.

[0081] Specifically, the ignition advance angle is directly proportional to engine speed and inversely proportional to load. As engine speed increases, combustion speed increases, requiring earlier ignition to ensure optimal combustion; therefore, the ignition advance angle is larger at high speeds. Under high loads, the combustion speed is fast, necessitating a smaller ignition advance angle to avoid premature ignition. Under low loads, the ignition advance angle is larger. When engine speed and load change, the ignition advance angle needs to be adjusted in real time to adapt to changes in combustion speed. The adjustment of the ignition advance angle is mainly achieved through the engine electronic control unit, which calculates and controls contacts based on engine speed and load information. The optimal adjustment curve for the ignition advance angle needs to be determined through experimentation to optimize combustion performance and stability under different operating conditions. Higher engine speeds or lower loads generally require a larger ignition advance angle.

[0082] The aforementioned second correction unit further includes a first calculation module 201, a second calculation module 202, and a third calculation module 203. For example... Figure 6 As shown, the first calculation module 201 is used to calculate the absolute value of the difference between the second EGR rate and the third EGR rate to obtain a first absolute value, and determine whether the first absolute value is less than a threshold. The second calculation module 202 is used to obtain a first correction coefficient and a second correction coefficient when the first absolute value is less than the threshold, and calculate the average of the first correction coefficient and the second correction coefficient to obtain the corresponding target correction coefficient. The first correction coefficient is a preset minimum correction coefficient, and the second correction coefficient is a preset maximum correction coefficient. The third calculation module 203 is used to calculate the ratio of the second absolute value to the first absolute value as the corresponding target correction coefficient when the first absolute value is greater than or equal to the threshold. The second absolute value is the absolute value of the difference between the first ignition advance angle and the second ignition advance angle. This device can obtain different target correction coefficients according to the magnitude of the difference between the third EGR rate (i.e., the target EGR rate) and the second EGR rate (minimum EGR rate), so that the ignition advance angle can be corrected in zones within each EGR rate interval.

[0083] Specifically, when the difference between the third EGR rate (i.e., the target EGR rate) and the second EGR rate (minimum EGR rate) is less than a certain value, the target correction coefficient is the average of the preset maximum correction coefficient and the preset minimum correction coefficient; when the difference between the third EGR rate (i.e., the target EGR rate) and the second EGR rate (minimum EGR rate) gradually increases, the target correction coefficient increases from the average value to the ratio of the second absolute value to the aforementioned first absolute value.

[0084] The first correction unit is further configured to calculate the product of the difference between the first EGR rate and the second EGR rate and the difference coefficient to obtain a second value, and to calculate the sum of the second value and the second EGR rate to obtain the fourth EGR rate. This device can further correct the EGR rate to obtain the fourth EGR rate.

[0085] Specifically, the aforementioned fourth EGR rate is the corrected EGR rate. When the EGR rate accuracy is low, introducing this corrected EGR rate can improve the EGR rate control accuracy. This difference coefficient is equal to the product of the difference between the first ignition advance angle and the second ignition advance angle calculated above and the difference coefficient, resulting in the difference coefficient of the first value.

[0086] The aforementioned first correction unit further includes a fourth calculation module and a fifth calculation module. The fourth calculation module calculates the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain a third absolute value. The fifth calculation module calculates the sum of the product of the third absolute value and the first target correction coefficient with the first ignition advance angle to obtain the first target ignition advance angle. This device can further accurately determine the first target ignition advance angle.

[0087] Specifically, if the first EGR rate is greater than the third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the first ignition advance angle, i.e. the initial ignition advance angle, is corrected by multiplying the third absolute value by the first target correction coefficient.

[0088] In some embodiments, the second correction unit includes a sixth calculation module and a seventh calculation module. The sixth calculation module calculates the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value. The seventh calculation module calculates the sum of the product of the third absolute value and the second target correction coefficient and the second ignition advance angle to obtain the second target ignition advance angle. This device can further determine the second target ignition advance angle more accurately.

[0089] Specifically, if the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the second ignition advance angle, i.e. the minimum ignition advance angle, is corrected by multiplying the third absolute value with the second target correction coefficient.

[0090] The aforementioned device for determining the ignition advance angle of the engine includes a processor and a memory. The acquisition unit, first correction unit, second correction unit, and third correction unit are all stored as program units in the memory. The processor executes these program units stored in the memory to achieve their respective functions. All of the above modules reside in the same processor; alternatively, the modules may be located in different processors in any combination.

[0091] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and the engine's ignition timing is determined by adjusting the kernel parameters.

[0092] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0093] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform a method for determining the ignition advance angle of the engine.

[0094] Specifically, the methods for determining the engine's ignition advance angle include:

[0095] Step S201: Determine whether the engine is in a transient operating condition. If the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate, and the third EGR rate, and determine the relationship between the first EGR rate and the second and third EGR rates respectively. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged by the engine. The third EGR rate is greater than the second EGR rate.

[0096] Step S202: When the first EGR rate is greater than the third EGR rate, a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle are obtained, and the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. The first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate.

[0097] Step S203: When the first EGR rate is less than the second EGR rate, a second target correction coefficient, a fourth EGR rate, and a second ignition advance angle are obtained, and the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle. The second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle.

[0098] Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the first ignition advance angle, the second ignition advance angle, and the difference coefficient are obtained. The product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain a first value. The sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle.

[0099] This invention provides a processor for running a program, wherein the program executes a method for determining the ignition advance angle of the engine.

[0100] Specifically, the methods for determining the engine's ignition advance angle include:

[0101] Step S201: Determine whether the engine is in a transient operating condition. If the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate, and the third EGR rate, and determine the relationship between the first EGR rate and the second and third EGR rates respectively. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged by the engine. The third EGR rate is greater than the second EGR rate.

[0102] Step S202: When the first EGR rate is greater than the third EGR rate, a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle are obtained, and the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. The first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate.

[0103] Step S203: When the first EGR rate is less than the second EGR rate, a second target correction coefficient, a fourth EGR rate, and a second ignition advance angle are obtained, and the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle. The second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle.

[0104] Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the first ignition advance angle, the second ignition advance angle, and the difference coefficient are obtained. The product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain a first value. The sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle.

[0105] This invention provides a device including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0106] Step S201: Determine whether the engine is in a transient operating condition. If the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate, and the third EGR rate, and determine the relationship between the first EGR rate and the second and third EGR rates respectively. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged by the engine. The third EGR rate is greater than the second EGR rate.

[0107] Step S202: When the first EGR rate is greater than the third EGR rate, a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle are obtained, and the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. The first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate.

[0108] Step S203: When the first EGR rate is less than the second EGR rate, a second target correction coefficient, a fourth EGR rate, and a second ignition advance angle are obtained, and the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle. The second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle.

[0109] Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the first ignition advance angle, the second ignition advance angle, and the difference coefficient are obtained. The product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain a first value. The sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle.

[0110] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0111] This application also provides a computer program product that, when executed on a data processing device, is suitable for executing a program with initialization method steps.

[0112] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0113] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0114] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0115] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0116] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0117] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0118] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0119] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0120] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0121] 1) The method for determining the ignition advance angle of the engine in this application firstly determines whether the engine is in a transient operating condition. If the engine is in a transient operating condition, the relationship between the first EGR rate, the second EGR rate, and the third EGR rate is determined respectively. If the first EGR rate is greater than the third EGR rate, the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the first target ignition advance angle. If the first EGR rate is less than the second EGR rate, the second ignition advance angle is corrected using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the second target ignition advance angle. If the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain the first value. The sum of the first value and the second ignition advance angle is then calculated to obtain the third target ignition advance angle. Based on the relationship between the first EGR rate (actual EGR rate), the second EGR rate (minimum EGR rate), and the third EGR rate (target EGR rate) of the engine under transient operating conditions, different target correction coefficients are selected in different intervals to perform zoned correction on different ignition advance angles, thus obtaining the corresponding target ignition advance angles. This allows the engine to accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in existing technologies that cannot accurately determine the ignition advance angle of the engine under transient operating conditions.

[0122] 2) The engine ignition advance angle determination device of this application includes an acquisition unit that determines whether the engine is in a transient operating condition. When the engine is in a transient operating condition, it determines the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate. When the first EGR rate is greater than the third EGR rate, the first correction unit corrects the first ignition advance angle using a first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. When the first EGR rate is less than the second EGR rate, the second correction unit corrects the second ignition advance angle using a second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle. When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the third correction unit calculates the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and calculates the sum of the first value and the second ignition advance angle to obtain a third target ignition advance angle. Based on the relationship between the first EGR rate (actual EGR rate), the second EGR rate (minimum EGR rate), and the third EGR rate (target EGR rate) of the engine under transient operating conditions, different target correction coefficients are selected in different intervals to perform zoned correction on different ignition advance angles, thus obtaining the corresponding target ignition advance angles. This allows the engine to accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in existing technologies that cannot accurately determine the ignition advance angle of the engine under transient operating conditions.

[0123] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining the ignition advance angle of an engine, characterized in that, include: Determine whether the engine is in a transient operating condition. If the engine is in the transient operating condition, obtain a first EGR rate, a second EGR rate, and a third EGR rate, and determine the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged from the engine. The third EGR rate is greater than the second EGR rate. When the first EGR rate is greater than the third EGR rate, a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle are obtained, and the first ignition advance angle is corrected using the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle. The first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate. When the first EGR rate is less than the second EGR rate, a second target correction coefficient, the fourth EGR rate, and the second ignition advance angle are obtained, and the second target correction coefficient, the third EGR rate, and the fourth EGR rate are used to correct the second ignition advance angle to obtain the second target ignition advance angle. The second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle. When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the first ignition advance angle, the second ignition advance angle and the difference coefficient are obtained, and the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient is calculated to obtain a first value. The sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle.

2. The method according to claim 1, characterized in that, Determining whether the engine is under transient operating conditions includes: Obtain the engine speed and load; When the speed and the load change instantaneously within the same time period, the engine is determined to be in the transient operating condition.

3. The method according to claim 1, characterized in that, Obtaining the corresponding EGR rate, wherein the corresponding EGR rate is the second EGR rate or the third EGR rate, includes: Obtain a first relational mapping table, the current speed of the engine, and the current load of the engine, wherein the horizontal axis of the first relational mapping table is the speed of the engine, the vertical axis of the first relational mapping table is the load of the engine, and the first relational mapping table is used to characterize the relationship between the engine speed, the engine load, and the EGR rate. The EGR rate corresponding to the current rotational speed and the current load in the first relationship mapping table is determined to be the corresponding EGR rate.

4. The method according to claim 1, characterized in that, Obtaining the corresponding ignition advance angle, wherein the corresponding ignition advance angle is either the first ignition advance angle or the second ignition advance angle, includes: Obtain a second relational mapping table, the current engine speed, and the current engine load. The horizontal axis of the second relational mapping table represents the engine speed, and the vertical axis represents the engine load. The second relational mapping table is used to characterize the relationship between the engine speed, the engine load, and the ignition advance angle. The ignition advance angle corresponding to the current speed and the current load in the second relationship mapping table is determined as the corresponding ignition advance angle.

5. The method according to claim 1, characterized in that, Obtaining the corresponding target correction coefficient, wherein the corresponding target correction coefficient is either a first target correction coefficient or a second target correction coefficient, includes: Calculate the absolute value of the difference between the second EGR rate and the third EGR rate to obtain a first absolute value, and determine whether the first absolute value is less than a threshold. If the first absolute value is less than the threshold, a first correction coefficient and a second correction coefficient are obtained, and the average value of the first correction coefficient and the second correction coefficient is calculated to obtain the corresponding target correction coefficient. The first correction coefficient is a preset minimum correction coefficient, and the second correction coefficient is a preset maximum correction coefficient. If the first absolute value is greater than or equal to the threshold, the ratio of the second absolute value to the first absolute value is calculated as the corresponding target correction coefficient, wherein the second absolute value is the absolute value of the difference between the first ignition advance angle and the second ignition advance angle.

6. The method according to claim 1, characterized in that, To obtain the fourth EGR rate, including: The product of the difference between the first EGR rate and the second EGR rate and the difference coefficient is calculated to obtain a second value. The sum of the second value and the second EGR rate is calculated to obtain the fourth EGR rate.

7. The method according to claim 1, characterized in that, The first target ignition advance angle is obtained by correcting the first ignition advance angle using the first target correction coefficient, the third EGR rate, and the fourth EGR rate, including: Calculate the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value; The first target ignition advance angle is obtained by summing the product of the third absolute value and the first target correction coefficient with the first ignition advance angle. The second target ignition advance angle is corrected by using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain the second target ignition advance angle, which includes: Calculate the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value; The second target ignition advance angle is obtained by summing the product of the third absolute value and the second target correction coefficient with the second ignition advance angle.

8. A device for determining the ignition advance angle of an engine, characterized in that, include: An acquisition unit is used to determine whether the engine is in a transient operating condition. When the engine is in the transient operating condition, it acquires a first EGR rate, a second EGR rate, and a third EGR rate, and determines the magnitude relationship between the first EGR rate, the second EGR rate, and the third EGR rate. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum allowable EGR rate of the exhaust gas recirculation system, and the third EGR rate is the target EGR rate preset by the exhaust gas recirculation system. The exhaust gas recirculation system is connected to the engine and is used to recirculate the exhaust gas discharged from the engine. The third EGR rate is greater than the second EGR rate. The first correction unit is configured to, when the first EGR rate is greater than the third EGR rate, obtain a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle, and use the first target correction coefficient, the third EGR rate, and the fourth EGR rate to correct the first ignition advance angle to obtain a first target ignition advance angle, wherein the first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is the corrected EGR rate obtained by correcting the second EGR rate using the first EGR rate; The second correction unit is used to obtain a second target correction coefficient, a fourth EGR rate, and a second ignition advance angle when the first EGR rate is less than the second EGR rate, and to correct the second ignition advance angle using the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle; The third correction unit is used to obtain the first ignition advance angle, the second ignition advance angle, and the difference coefficient when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, and to calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and to calculate the sum of the first value and the second ignition advance angle to obtain a third target ignition advance angle.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 7.

10. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to execute the method described in any one of claims 1 to 7 through the computer program.

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