Engine working point selection method, device and equipment based on ignition efficiency and storage medium

Abstract

The invention discloses an engine working point selection method, device and equipment based on ignition efficiency and a storage medium, and relates to the technical field of engines, and the method comprises the steps that real vehicle measurement data is acquired, and the real vehicle measurement data is preprocessed to obtain a steady-state operation data set; the steady-state operation data set is divided into a plurality of working condition intervals according to preset operation parameters, and the average ignition efficiency corresponding to each working condition interval is determined; and the maximum average ignition efficiency is obtained based on all the average ignition efficiencies, and a target engine selected point is determined according to the working condition interval corresponding to the maximum average ignition efficiency. The steady-state operation data set obtained according to the real vehicle measurement data can be partitioned to obtain the average ignition efficiency of each working condition interval, so that the engine selection point can be determined according to the maximum average ignition efficiency, and compared with an existing mode, the influence of an ignition system on the engine in real vehicle operation can be considered, and the engine selection point can be determined. And the target engine selection point with lower energy consumption can be obtained.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a method, device, equipment and storage medium for selecting an engine operating point based on ignition efficiency. Background Art

[0002] In the case of hybrid vehicles operating with dual power sources of engine and motor, selecting the appropriate engine operating point is the core link to improve engine performance and efficiency. The existing method of selecting engine points is to use bench tests to draw the universal characteristic curve of the engine and then select the engine operating point in the most efficient range as the optimal point.

[0003] However, in a real vehicle environment, due to the influence of other dynamic factors such as the ignition system or non-ideal working conditions, there is a difference between the optimal operating point of the engine in the real vehicle and the optimal operating point obtained from the bench test, which in turn affects the engine's operating energy consumption. Summary of the invention

[0004] The main purpose of this application is to provide a method, device, equipment and storage medium for selecting an engine operating point based on ignition efficiency, aiming to solve the technical problem that the existing engine operating point selected based on the universal characteristic curve measured by bench experiments does not take into account dynamic factors such as the ignition system in the actual vehicle operating environment, thereby affecting the engine's operating energy consumption.

[0005] To achieve the above objectives, the present application proposes a method for selecting an engine operating point based on ignition efficiency, the method comprising:

[0006] Acquiring real vehicle measurement data, and preprocessing the real vehicle measurement data to obtain a steady-state operation data set;

[0007] Dividing the steady-state operation data set into a plurality of operating condition intervals according to preset operating parameters, and respectively determining the average ignition efficiency corresponding to each of the operating condition intervals;

[0008] A maximum average ignition efficiency is obtained based on each of the average ignition efficiencies, and a target engine selection point is determined according to an operating condition interval corresponding to the maximum average ignition efficiency.

[0009] In one embodiment, the preset operating parameters include speed and torque, and the steady-state operating data set includes steady-state operating data from different data sources; the step of dividing the steady-state operating data set into a plurality of operating condition intervals according to the preset operating parameters, and respectively determining the average ignition efficiency corresponding to each of the operating condition intervals, comprises:

[0010] Dividing the steady-state operation data into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque;

[0011] The actual operating time and average ignition efficiency corresponding to each operating range are determined according to the corresponding data of each data point.

[0012] In one embodiment, before the step of obtaining the maximum average ignition efficiency based on the average ignition efficiencies and determining the target engine selection point according to the operating condition interval corresponding to the maximum average ignition efficiency, the method includes:

[0013] Judging the effectiveness of each of the average ignition efficiencies according to the actual operating time corresponding to each of the operating intervals, and determining a number of effective average ignition efficiencies according to the judging results;

[0014] Accordingly, the step of obtaining the maximum average ignition efficiency based on the average ignition efficiencies, and determining the target engine selection point according to the operating condition interval corresponding to the maximum average ignition efficiency, includes:

[0015] Among the effective average ignition efficiencies, determining the maximum average ignition efficiency;

[0016] The target engine selection point is determined according to the operating condition range corresponding to the maximum average ignition efficiency.

[0017] In one embodiment, the step of judging the effectiveness of each of the average ignition efficiencies according to the actual operating duration corresponding to each of the operating condition intervals includes:

[0018] Comparing the actual operating time corresponding to each of the operating intervals with the preset minimum operating time;

[0019] When the actual operating condition duration is not greater than the preset minimum operating condition duration, determining that the average ignition efficiency corresponding to the operating condition interval is not an effective average ignition efficiency;

[0020] When the actual operating condition duration is greater than the preset minimum operating condition duration, it is determined that the average ignition efficiency corresponding to the operating condition interval is the effective average ignition efficiency.

[0021] In one embodiment, the step of acquiring real vehicle measurement data and preprocessing the real vehicle measurement data to obtain a steady-state operation data set includes:

[0022] Acquire real vehicle measurement data, and filter the real vehicle measurement data using a preset filter to obtain filtered data;

[0023] Determine difference data according to the actual vehicle measurement data and the filtered data, and filter out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.

[0024] In one embodiment, the step of determining difference data according to the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set includes:

[0025] Determine difference data according to the actual vehicle measurement data and the filtered data, and mark a number of abnormal fluctuation points in the difference data according to a preset difference threshold;

[0026] Acquire a differential data set of the filter execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point;

[0027] The data corresponding to each of the abnormal fluctuation points and the data corresponding to the differential deviation points are screened out from the actual vehicle measurement data to obtain a steady-state operation data set.

[0028] In one embodiment, the preset sampling threshold includes a differential value threshold and a standard deviation threshold, and the step of comparing the data corresponding to each differential point in the differential data set with the preset sampling threshold to obtain a differential deviation point includes:

[0029] Comparing the differential value corresponding to each differential point in the differential data set with the differential value threshold to obtain a first differential comparison result;

[0030] and comparing the rolling standard deviation corresponding to each differential point in the differential data set with the standard deviation threshold to obtain a second differential comparison result;

[0031] A differential deviation point is determined according to the first differential comparison result and the second differential comparison result.

[0032] In addition, to achieve the above purpose, the present application also proposes an engine operating point selection device based on ignition efficiency, the device comprising:

[0033] A preprocessing module, used to obtain real vehicle measurement data, and preprocess the real vehicle measurement data to obtain a steady-state operation data set;

[0034] A data statistics module, used to divide the steady-state operation data set into a plurality of operating condition intervals according to preset operating parameters, and respectively determine the average ignition efficiency corresponding to each of the operating condition intervals;

[0035] The working point selection module is used to obtain the maximum average ignition efficiency based on each of the average ignition efficiencies, and determine the target engine selection point according to the working condition range corresponding to the maximum average ignition efficiency.

[0036] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine operating point selection device based on ignition efficiency, and the engine operating point selection device based on ignition efficiency includes: a memory, a processor, and an engine operating point selection program based on ignition efficiency stored in the memory and executable on the processor, and when the engine operating point selection program based on ignition efficiency is executed by the processor, the steps of the engine operating point selection method based on ignition efficiency as described above are implemented.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, on which is stored an engine operating point selection program based on ignition efficiency. When the engine operating point selection program based on ignition efficiency is executed by a processor, the steps of the engine operating point selection method based on ignition efficiency as described above are implemented.

[0038] The present application discloses a method for selecting an engine operating point based on ignition efficiency, which obtains actual vehicle measurement data and pre-processes the actual vehicle measurement data to obtain a steady-state operation data set; divides the steady-state operation data set into a number of operating intervals according to preset operating parameters, and determines the average ignition efficiency corresponding to each of the operating intervals; obtains the maximum average ignition efficiency based on each of the average ignition efficiencies, and determines the target engine operating point according to the operating interval corresponding to the maximum average ignition efficiency. Since the present application can obtain a steady-state operation data set based on actual vehicle measurement data, and then partition the steady-state operation data set to obtain the average ignition efficiency of each operating interval, the engine operating point can be determined according to the maximum average ignition efficiency. Compared with the existing method, the present application can take into account the impact of the ignition system on the engine during actual vehicle operation, and obtain a target engine operating point with lower energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0040] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0041] Figure 1 A schematic diagram of the structure of an engine operating point selection device based on ignition efficiency in a hardware operating environment involved in an embodiment of the present application;

[0042] Figure 2 This is a flow chart of a first embodiment of a method for selecting an engine operating point based on ignition efficiency according to the present application;

[0043] Figure 3 This is a flow chart of a second embodiment of the method for selecting an engine operating point based on ignition efficiency of the present application;

[0044] Figure 4 This is a flow chart of a third embodiment of the method for selecting an engine operating point based on ignition efficiency of the present application;

[0045] Figure 5 This is a structural block diagram of the first embodiment of the engine operating point selection device based on ignition efficiency in this application.

[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0047] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0048] Reference Figure 1 , Figure 1 This is a structural diagram of an engine operating point selection device based on ignition efficiency in the hardware operating environment involved in the embodiment of the present application.

[0049] like Figure 1 As shown, the engine operating point selection device based on ignition efficiency may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, WI-FI) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM), or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk storage. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0050] Those skilled in the art will understand that Figure 1The structure shown in the figure does not constitute a limitation on the engine operating point selection device based on ignition efficiency, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0051] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and an engine operating point selection program based on ignition efficiency.

[0052] exist Figure 1 In the engine operating point selection device based on ignition efficiency shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the engine operating point selection device based on ignition efficiency of the present application can be set in the engine operating point selection device based on ignition efficiency, and the engine operating point selection device based on ignition efficiency calls the engine operating point selection program based on ignition efficiency stored in the memory 1005 through the processor 1001, and executes the engine operating point selection method based on ignition efficiency provided in the embodiment of the present application.

[0053] The present application embodiment provides a method for selecting an engine operating point based on ignition efficiency, referring to Figure 2 , Figure 2 This is a flow chart of a first embodiment of a method for selecting an engine operating point based on ignition efficiency of the present application. In this embodiment, the method includes steps S10 to S30:

[0054] Step S10: acquiring actual vehicle measurement data, and preprocessing the actual vehicle measurement data to obtain a steady-state operation data set.

[0055] It should be noted that the execution subject of the method of this embodiment can be a computer service device with data processing, program running and network communication, such as an engine performance monitoring device, an engine simulation test device, an engine test server and an engine test bench, etc. It can also be other electronic devices that realize the same or similar functions and can realize the engine working point selection method based on ignition efficiency of this application. The following takes the execution subject using the above-mentioned engine working point selection device based on ignition efficiency (hereinafter referred to as "point selection device") as an example to illustrate this embodiment and the following embodiments.

[0056] It should be understood that a Python library may be installed in the above-mentioned point selection device, and the data processing process in the engine operating point selection method based on ignition efficiency of the present application may be implemented based on Python scripts.

[0057] It is understandable that the point selection device can use Pandas, Numpy and MDF libraries in the Python library to load real vehicle measurement data. The real vehicle measurement data is the data measured in the actual operating environment of the vehicle taking into account other dynamic factors or non-ideal working conditions such as the ignition system and the circulating water cooling system.

[0058] It should be understood that the real vehicle measurement data may be measurement data of the vehicle under different working conditions obtained from different data sources. The different data sources may be different unknown sensors pre-installed on the vehicle, such as speed sensors, pressure sensors, temperature sensors, etc., and the measurement data of each data source may be uniformly collected through a data acquisition system (DAS), thereby ensuring synchronization of measurement data timestamps of each data source in the real vehicle measurement data.

[0059] It should be noted that in order to improve the quality and availability of the real vehicle measurement data, the real vehicle measurement data can be preprocessed, for example, by filtering, data cleaning, data reconstruction, etc., and then the noise data can be screened out in the real vehicle measurement data to obtain a steady-state operation data set.

[0060] Step S20: dividing the steady-state operation data set into a plurality of operating condition intervals according to preset operating parameters, and determining the average ignition efficiency corresponding to each operating condition interval respectively.

[0061] It should be noted that the preset operating parameters include rotational speed and torque, and the steady-state operating data set includes steady-state operating data from different data sources.

[0062] It should be understood that the steady-state operating data can first be divided into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque; then the actual operating duration and average ignition efficiency corresponding to each of the operating condition intervals are determined based on the corresponding data of each data point.

[0063] It should be understood that the preset number can be determined by the unit interval (speed interval and torque interval) set by the user based on the division accuracy requirement, and this embodiment does not limit this. Since the steady-state operation data set can include steady-state operation data from different data sources, the measurement data from the above different data sources can be partitioned based on the engine speed and torque data, and partitioned according to fixed speed intervals (for example, one interval every 500RPM) and fixed torque intervals (such as one interval every 50Nm). Then, the data points of the steady-state operating condition can be identified in each interval (the steady-state operating condition refers to the state in which the operating parameters of the vehicle do not change significantly over a period of time).

[0064] In the specific implementation, the steady-state operation data can first be divided into a certain number of speed intervals according to the speed interval, and then the torque interval can be further divided on the basis of the speed interval according to the torque interval, so as to obtain a preset number of operating intervals. Each operating interval contains data points that meet the speed range and torque range of the interval. Then, the operating duration of the steady-state operating condition in each operating interval can be determined according to the corresponding data of each data point, and the average ignition efficiency of the engine in the operating interval can be obtained.

[0065] Step S30: obtaining a maximum average ignition efficiency based on each of the average ignition efficiencies, and determining a target engine selection point according to an operating condition interval corresponding to the maximum average ignition efficiency.

[0066] It should be understood that the maximum ignition efficiency means that the vehicle's engine can obtain the required power output with the least fuel consumption when running at the speed and torque corresponding to the ignition efficiency, thereby improving fuel economy. Therefore, this application is based on the average ignition efficiency of the engine in each operating range measured, and determines the maximum average ignition efficiency therein, so that the speed and torque corresponding to the operating range where the highest average ignition efficiency is located can be determined, and then the speed and torque combination of the range is determined as the engine operating point with the best energy consumption.

[0067] It should also be noted that the number of target engine selection points may not be unique, so the average ignition efficiencies may be sorted from small to large based on the values, and the average ignition efficiencies at the top of the sort (including the maximum average ignition efficiency) are selected to obtain the corresponding operating ranges and the speed and torque corresponding to the operating ranges, and then the corresponding number of engine selection points are obtained. These engine selection points are also engine operating points with better energy consumption.

[0068] This embodiment obtains actual vehicle measurement data, and pre-processes the actual vehicle measurement data to obtain a steady-state operation data set; divides the steady-state operation data set into a number of operating ranges according to preset operating parameters, and determines the average ignition efficiency corresponding to each operating range respectively; obtains the maximum average ignition efficiency based on each average ignition efficiency, and determines the target engine selection point according to the operating range corresponding to the maximum average ignition efficiency. Since this embodiment can obtain a steady-state operation data set based on actual vehicle measurement data, and then partition the steady-state operation data set to obtain the average ignition efficiency of each operating range, it is possible to determine the engine selection point based on the maximum average ignition efficiency, and can take into account the impact of the ignition system on the engine during actual vehicle operation, and obtain a target engine selection point with lower energy consumption.

[0069] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 3 , Figure 3 This is a flow chart of the second embodiment of the method for selecting an engine operating point based on ignition efficiency of the present application.

[0070] In this embodiment, in order to ensure the reliability of the maximum average ignition efficiency, before step S30, the following steps are further included:

[0071] Step S01: judging the effectiveness of each of the average ignition efficiencies according to the actual operating time duration corresponding to each of the operating intervals, and determining a number of effective average ignition efficiencies according to the judgment results.

[0072] It should be understood that, considering that the collected data can reflect the performance under stable working conditions only when the working condition lasts long enough, a preset minimum working condition duration for effectiveness judgment can be preset, and the average ignition efficiency of the working condition interval is the effective average ignition efficiency only when the actual working condition duration is greater than the preset minimum working condition duration. Specifically, step S01 includes:

[0073] Step S001: Compare the actual operating time corresponding to each operating condition interval with the preset minimum operating time.

[0074] Step S002: When the actual operating condition duration is not greater than the preset minimum operating condition duration, it is determined that the average ignition efficiency corresponding to the operating condition interval is not an effective average ignition efficiency.

[0075] Step S003: When the actual operating condition duration is greater than the preset minimum operating condition duration, determining that the average ignition efficiency corresponding to the operating condition interval is the effective average ignition efficiency.

[0076] In a specific implementation, the specific value of the preset minimum operating time can be personalized by the user based on the actual operation of the vehicle, for example, set to 600s. When the actual operating time exceeds 600s, the average ignition efficiency corresponding to the operating interval is the effective average ignition efficiency.

[0077] Accordingly, step S30 specifically includes steps S301 to S302:

[0078] Step S301: Determine the maximum average ignition efficiency among the effective average ignition efficiencies.

[0079] Step S302: determining a target engine selection point according to the operating condition range corresponding to the maximum average ignition efficiency.

[0080] It should be understood that the maximum average ignition efficiency determined among the effective average ignition efficiencies can ensure that the maximum average ignition efficiency and the engine speed and torque corresponding to its corresponding operating range are not accidental data affected by, for example, sudden acceleration, sudden deceleration or other non-steady-state operations, thereby ensuring that the target engine selection point determined based on the operating range is closer to the optimal operating point of the engine under actual road conditions.

[0081] This embodiment makes a validity judgment on each of the average ignition efficiencies according to the actual operating duration corresponding to each of the operating intervals, and determines a number of effective average ignition efficiencies according to the judgment results; determines the maximum average ignition efficiency among the effective average ignition efficiencies; and determines the target engine selection point according to the operating interval corresponding to the maximum average ignition efficiency. Since this embodiment takes into account that the collected data can only reflect the performance under stable working conditions when the operating condition lasts long enough, the validity of the average ignition efficiency obtained in each operating interval is judged in advance based on the actual operating duration, ensuring that the target engine selection point determined according to the operating interval of the maximum average ignition efficiency is closer to the optimal operating point of the engine under real road conditions, further improving the reliability and accuracy of the engine selection point.

[0082] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those of the first and second embodiments can be referred to the above description, and will not be described in detail later. Figure 4 , Figure 4 This is a flow chart of the third embodiment of the method for selecting an engine operating point based on ignition efficiency of the present application.

[0083] In this embodiment, in order to specifically illustrate the process of preprocessing the real vehicle data, step S10 specifically includes: steps S101 to S102:

[0084] Step S101: obtaining real vehicle measurement data, and filtering the real vehicle measurement data using a preset filter to obtain filtered data.

[0085] It can be understood that the preset filter can be a low-pass filter. Based on the Python script, the butter function and the filtfilt function in the scipy.signal in the Python library can be used to set the parameters of the low-pass filter.

[0086] Specifically, the butter function can be used to design a low-pass filter (the low-pass filter is a digital filter) and its coefficients (cutoff frequency, sampling frequency and filter order), and the filtfilt function can be used to apply the low-pass filter to the actual vehicle measurement data. Since filtfilt is a zero-phase filter, the filtered data can maintain the signal phase of the original actual vehicle measurement data.

[0087] Step S102: determining difference data according to the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.

[0088] It can be understood that by filtering out the above-mentioned difference data from the actual vehicle measurement data, the noise and instantaneous fluctuations of the vehicle speed and throttle in the vehicle operation data can be effectively separated, thereby accurately identifying and separating the data points reflecting the real and stable vehicle performance status, and obtaining a reliable steady-state data operation data set.

[0089] Specifically, in order to obtain a more reliable steady-state operation data set, non-steady-state data of data change distance can also be filtered out from the actual vehicle measurement data. Therefore, step S102 includes: steps S1021 to S1023:

[0090] Step S1021: determining difference data according to the actual vehicle measurement data and the filtered data, and marking a number of abnormal fluctuation points in the difference data according to a preset difference threshold.

[0091] It should be understood that the difference data may be an absolute difference difference between the original actual vehicle measurement data and the filtered data, and the preset difference threshold threshold may be set according to the determined difference data, for example, the difference threshold may be set to 0.5.

[0092] It can be understood that, in the difference data, data points with difference>threshold can be determined as abnormal fluctuation points, and other data points can be regarded as data points that can be retained in the actual vehicle measurement data.

[0093] Step S1021: obtaining a differential data set of the filter execution parameters in the actual vehicle measurement data, and comparing the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point.

[0094] It is understandable that the filter execution parameter can be a specific parameter category of the low-pass filter execution object, such as vehicle speed and throttle. First, the vehicle speed data and throttle data in the actual vehicle measurement data can be differentiated to obtain the corresponding differential data set. The change rate of the vehicle speed data and the throttle data can be obtained through differential calculation, which is convenient for subsequent data screening based on the analysis of the change trend of the vehicle speed and throttle.

[0095] It should be understood that the preset sampling threshold may include a differential value threshold and a standard deviation threshold. The differential value corresponding to each differential point in the differential data set may be compared with the differential value threshold to obtain a first differential comparison result; and the rolling standard deviation corresponding to each differential point in the differential data set may be compared with the standard deviation threshold to obtain a second differential comparison result; and the differential deviation point may be determined according to the first differential comparison result and the second differential comparison result.

[0096] It should be understood that the above differential data set includes several differential points, each of which corresponds to a specific differential value (vehicle speed or throttle), and a differential value threshold can be set to determine the severity of data changes, and the differential value threshold can be set based on the sampling frequency of the above low-pass filter. If the specific differential value corresponding to a differential point is greater than the differential value threshold, it can be determined that the differential point is a differential deviation point, that is, the corresponding data of the differential point in the original real vehicle measurement data is not steady.

[0097] It should be noted that the differential data set can also be traversed in a rolling manner based on a Python script, that is, a rolling window of a fixed size is used to traverse the differential data set, and the standard deviation in each window is calculated to measure the degree of change of the differential points in different windows. Specifically, a standard deviation threshold can also be set to judge the drastic degree of data change. The standard deviation threshold can also be set based on the sampling frequency of the above-mentioned low-pass filter. If the rolling standard deviation of the window to which a certain differential point belongs exceeds the above-mentioned standard deviation threshold, the differential point can also be determined to be a differential deviation point, that is, the corresponding data of the differential point in the original actual vehicle measurement data is not steady.

[0098] Step S1021: filtering out the data corresponding to the abnormal fluctuation points and the data corresponding to the differential deviation points from the actual vehicle measurement data to obtain a steady-state operation data set.

[0099] In a specific implementation, the data corresponding to the above abnormal fluctuation points and the data corresponding to the above differential deviation points can be screened out from the actual vehicle measurement data to obtain steady-state operation data.

[0100] In this embodiment, the actual vehicle measurement data is obtained, and the actual vehicle measurement data is filtered using a preset filter to obtain the filtered data; the difference data is determined based on the actual vehicle measurement data and the filtered data, and a number of abnormal fluctuation points are marked in the difference data according to the preset difference threshold; the differential data set of the filter execution parameters in the actual vehicle measurement data is obtained, and the corresponding data of each differential point in the differential data set is compared with the preset sampling threshold to obtain the differential deviation point; the corresponding data of each abnormal fluctuation point and the corresponding data of the differential deviation point are filtered out in the actual vehicle measurement data to obtain the steady-state operation data set. In this embodiment, the low-pass filter differential is used to clarify the sudden change points of the actual vehicle speed and the throttle signal and then delete them, while the rolling standard deviation is used to identify the stable interval of the data, thereby ensuring that the subsequent analysis is based on the steady-state working condition of the vehicle, and improving the accuracy and reliability of data processing.

[0101] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the engine operating point selection method based on ignition efficiency of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0102] In addition, an embodiment of the present application also proposes a storage medium, on which is stored an engine operating point selection program based on ignition efficiency. When the engine operating point selection program based on ignition efficiency is executed by a processor, the engine operating point selection method based on ignition efficiency as described above is implemented.

[0103] The present application also provides an engine operating point selection device based on ignition efficiency, referring to Figure 5 , Figure 5 This is a schematic diagram of the module structure of the first embodiment of the engine operating point selection device based on ignition efficiency of the present application. The engine operating point selection device based on ignition efficiency includes:

[0104] A preprocessing module 501 is used to obtain real vehicle measurement data and preprocess the real vehicle measurement data to obtain a steady-state operation data set;

[0105] A data statistics module 502 is used to divide the steady-state operation data set into a plurality of operating condition intervals according to preset operating parameters, and respectively determine the average ignition efficiency corresponding to each of the operating condition intervals;

[0106] The operating point selection module 503 is used to obtain the maximum average ignition efficiency based on the average ignition efficiencies, and determine the target engine selection point according to the operating condition range corresponding to the maximum average ignition efficiency.

[0107] Further, the preset operating parameters include rotation speed and torque, and the steady-state operating data set includes steady-state operating data from different data sources;

[0108] The data statistics module 502 is further used to divide the steady-state operation data into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque;

[0109] The actual operating time and average ignition efficiency corresponding to each operating range are determined according to the corresponding data of each data point.

[0110] Furthermore, the working point selection module 503 is further used to judge the effectiveness of each of the average ignition efficiencies according to the actual working condition duration corresponding to each of the working condition intervals, and determine a number of effective average ignition efficiencies according to the judgment result;

[0111] Among the effective average ignition efficiencies, determining the maximum average ignition efficiency;

[0112] The target engine selection point is determined according to the operating condition range corresponding to the maximum average ignition efficiency.

[0113] Furthermore, the working point selection module 503 is also used to compare the actual working condition duration corresponding to each working condition interval with the preset minimum working condition duration;

[0114] When the actual operating condition duration is not greater than the preset minimum operating condition duration, determining that the average ignition efficiency corresponding to the operating condition interval is not an effective average ignition efficiency;

[0115] When the actual operating condition duration is greater than the preset minimum operating condition duration, it is determined that the average ignition efficiency corresponding to the operating condition interval is the effective average ignition efficiency.

[0116] Furthermore, the preprocessing module 501 is also used to obtain real vehicle measurement data, and filter the real vehicle measurement data using a preset filter to obtain filtered data;

[0117] Determine difference data according to the actual vehicle measurement data and the filtered data, and filter out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.

[0118] Furthermore, the preprocessing module 501 is further used to determine difference data according to the actual vehicle measurement data and the filtered data, and mark a number of abnormal fluctuation points in the difference data according to a preset difference threshold;

[0119] Acquire a differential data set of the filter execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point;

[0120] The data corresponding to each of the abnormal fluctuation points and the data corresponding to the differential deviation points are screened out from the actual vehicle measurement data to obtain a steady-state operation data set.

[0121] Furthermore, the preprocessing module 501 is further used to compare the differential value corresponding to each differential point in the differential data set with the differential value threshold to obtain a first differential comparison result;

[0122] and comparing the rolling standard deviation corresponding to each differential point in the differential data set with the standard deviation threshold to obtain a second differential comparison result;

[0123] A differential deviation point is determined according to the first differential comparison result and the second differential comparison result.

[0124] This embodiment can obtain a steady-state operation data set based on actual vehicle measurement data, and then partition the steady-state operation data set to obtain the average ignition efficiency of each operating range, so that the engine selection point can be determined according to the maximum average ignition efficiency. The influence of the ignition system on the engine during actual vehicle operation can be taken into account to obtain a target engine selection point with lower energy consumption.

[0125] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0126] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0127] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), a disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0128] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for selecting an engine operating point based on ignition efficiency, characterized in that: The method comprises: Acquiring real vehicle measurement data, and preprocessing the real vehicle measurement data to obtain a steady-state operation data set; Dividing the steady-state operation data set into a plurality of operating condition intervals according to preset operating parameters, and respectively determining the average ignition efficiency corresponding to each of the operating condition intervals; A maximum average ignition efficiency is obtained based on each of the average ignition efficiencies, and a target engine selection point is determined according to an operating condition interval corresponding to the maximum average ignition efficiency.

2. The method according to claim 1, characterized in that The preset operating parameters include speed and torque, and the steady-state operating data set includes steady-state operating data from different data sources; the step of dividing the steady-state operating data set into a plurality of operating condition intervals according to the preset operating parameters, and respectively determining the average ignition efficiency corresponding to each of the operating condition intervals, comprises: Dividing the steady-state operation data into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque; The actual operating time and average ignition efficiency corresponding to each operating range are determined according to the corresponding data of each data point.

3. The method according to claim 2, characterized in that Before the step of obtaining the maximum average ignition efficiency based on the average ignition efficiencies and determining the target engine selection point according to the operating condition interval corresponding to the maximum average ignition efficiency, the method includes: Judging the effectiveness of each of the average ignition efficiencies according to the actual operating time corresponding to each of the operating intervals, and determining a number of effective average ignition efficiencies according to the judging results; Accordingly, the step of obtaining the maximum average ignition efficiency based on the average ignition efficiencies, and determining the target engine selection point according to the operating condition interval corresponding to the maximum average ignition efficiency, includes: Among the effective average ignition efficiencies, determining the maximum average ignition efficiency; The target engine selection point is determined according to the operating condition range corresponding to the maximum average ignition efficiency.

4. The method according to claim 3, characterized in that The step of judging the effectiveness of each of the average ignition efficiencies according to the actual operating time duration corresponding to each of the operating condition intervals comprises: Comparing the actual operating time corresponding to each of the operating intervals with the preset minimum operating time; When the actual operating condition duration is not greater than the preset minimum operating condition duration, determining that the average ignition efficiency corresponding to the operating condition interval is not an effective average ignition efficiency; When the actual operating condition duration is greater than the preset minimum operating condition duration, it is determined that the average ignition efficiency corresponding to the operating condition interval is the effective average ignition efficiency.

5. The method according to claim 1, characterized in that The step of acquiring the real vehicle measurement data and preprocessing the real vehicle measurement data to obtain a steady-state operation data set includes: Acquire real vehicle measurement data, and filter the real vehicle measurement data using a preset filter to obtain filtered data; Determine difference data according to the actual vehicle measurement data and the filtered data, and filter out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.

6. The method according to claim 5, characterized in that The step of determining difference data according to the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set includes: Determine difference data according to the actual vehicle measurement data and the filtered data, and mark a number of abnormal fluctuation points in the difference data according to a preset difference threshold; Acquire a differential data set of the filter execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point; The data corresponding to each of the abnormal fluctuation points and the data corresponding to the differential deviation points are screened out from the actual vehicle measurement data to obtain a steady-state operation data set.

7. The method according to claim 6, characterized in that The preset sampling threshold includes a differential value threshold and a standard deviation threshold. The step of comparing the data corresponding to each differential point in the differential data set with the preset sampling threshold to obtain a differential deviation point includes: Comparing the differential value corresponding to each differential point in the differential data set with the differential value threshold to obtain a first differential comparison result; and comparing the rolling standard deviation corresponding to each differential point in the differential data set with the standard deviation threshold to obtain a second differential comparison result; A differential deviation point is determined according to the first differential comparison result and the second differential comparison result.

8. An engine operating point selection device based on ignition efficiency, characterized in that: The device comprises: A preprocessing module, used to obtain real vehicle measurement data, and preprocess the real vehicle measurement data to obtain a steady-state operation data set; A data statistics module, used to divide the steady-state operation data set into a plurality of operating condition intervals according to preset operating parameters, and respectively determine the average ignition efficiency corresponding to each of the operating condition intervals; The working point selection module is used to obtain the maximum average ignition efficiency based on each of the average ignition efficiencies, and determine the target engine selection point according to the working condition range corresponding to the maximum average ignition efficiency.

9. An engine operating point device based on ignition efficiency, characterized in that: The engine operating point device based on ignition efficiency comprises: a memory, a processor and an engine operating point program based on ignition efficiency stored in the memory and executable on the processor. When the engine operating point program based on ignition efficiency is executed by the processor, the steps of the engine operating point method based on ignition efficiency as described in any one of claims 1 to 7 are implemented.

10. A storage medium, characterized in that: The storage medium stores an engine operating point program based on ignition efficiency, and when the engine operating point program based on ignition efficiency is executed by a processor, the steps of the engine operating point method based on ignition efficiency as described in any one of claims 1 to 7 are implemented.

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