Method, apparatus, equipment and storage medium for selecting engine operating point based on ignition efficiency

Abstract

This application discloses a method, apparatus, device, and storage medium for selecting engine operating points based on ignition efficiency, relating to the field of engine technology. The method includes: acquiring actual vehicle measurement data and preprocessing the data to obtain a steady-state operating dataset; dividing the steady-state operating dataset into several operating condition intervals according to preset operating parameters, and determining the average ignition efficiency corresponding to each interval; obtaining the maximum average ignition efficiency based on each average ignition efficiency, and determining the target engine selection point based on the operating condition interval corresponding to the maximum average ignition efficiency. Because this application can partition the steady-state operating dataset obtained from actual vehicle measurement data to obtain the average ignition efficiency of each operating condition interval, it can determine the engine selection point based on the maximum average ignition efficiency. Compared to existing methods, this approach considers the impact of the ignition system on the engine during actual vehicle operation, which is beneficial for obtaining a target engine selection point with lower energy consumption.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a method, apparatus, device and storage medium for selecting engine operating point based on ignition efficiency. Background Technology

[0002] In hybrid vehicles operating with both an engine and an electric motor as power sources, selecting the appropriate engine operating point is crucial for improving engine performance and efficiency. Current methods for engine point selection involve bench testing, plotting the engine's universal characteristic curve, and then choosing the operating point within its most efficient range as the optimal choice.

[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 condition of the engine in the real vehicle and the optimal operating condition obtained from the bench test, which in turn affects the engine's operating energy consumption. Summary of the Invention

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

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

[0006] Acquire actual vehicle measurement data and preprocess the actual vehicle measurement data to obtain a steady-state operation dataset;

[0007] The steady-state operating dataset is divided into several operating condition intervals according to preset operating parameters, and the average ignition efficiency corresponding to each operating condition interval is determined respectively.

[0008] The maximum average ignition efficiency is obtained based on the aforementioned average ignition efficiencies, and the target engine selection point is determined according to the operating condition range corresponding to the maximum average ignition efficiency.

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

[0010] The steady-state operating data is divided into a preset number of operating condition intervals based on the rotational speed and torque. Each operating condition interval includes several data points corresponding to the same rotational speed and the same torque.

[0011] The actual operating time and average ignition efficiency corresponding to each operating condition interval are determined based on the data corresponding to each data point.

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

[0013] The validity of each average ignition efficiency is determined based on the actual operating time corresponding to each operating condition interval, and several effective average ignition efficiencies are determined based on the determination results.

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

[0015] Among the various effective average ignition efficiencies, the maximum average ignition efficiency is determined;

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

[0017] In one embodiment, the step of determining the validity of the average ignition efficiency based on the actual operating duration corresponding to each operating condition interval includes:

[0018] Compare the actual operating time corresponding to each operating condition interval with the preset minimum operating time;

[0019] When the actual operating time is not greater than the preset minimum operating time, it is determined that the average ignition efficiency corresponding to the operating time interval is not an effective average ignition efficiency.

[0020] When the actual operating time exceeds the preset minimum operating time, the average ignition efficiency corresponding to the operating time interval is determined to be the effective average ignition efficiency.

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

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

[0023] Based on the actual vehicle measurement data and the filtered data, the discrepancy data is determined, and the discrepancy data is filtered out from the actual vehicle measurement data to obtain the steady-state operation dataset.

[0024] In one embodiment, the step of determining the difference data based on 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 dataset includes:

[0025] The difference data is determined based on the actual vehicle measurement data and the filtered data, and several abnormal fluctuation points are marked in the difference data according to the preset difference threshold.

[0026] Obtain the differential dataset of the filtering execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential dataset with the preset sampling threshold to obtain the differential deviation points;

[0027] The data corresponding to each abnormal fluctuation point and the data corresponding to the differential deviation point are filtered out from the actual vehicle measurement data to obtain the steady-state operation dataset.

[0028] In one embodiment, 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 dataset with the preset sampling threshold to obtain the differential deviation point includes:

[0029] The differential values ​​corresponding to each differential point in the differential dataset are compared with the differential value threshold to obtain the first differential comparison result;

[0030] The rolling standard deviation corresponding to each differential point in the differential dataset is compared with the standard deviation threshold to obtain the second differential comparison result;

[0031] The differential deviation point is determined based on the first differential comparison result and the second differential comparison result.

[0032] Furthermore, to achieve the above objectives, this application also proposes an engine operating point selection device based on ignition efficiency, the device comprising:

[0033] The preprocessing module is used to acquire actual vehicle measurement data and preprocess the actual vehicle measurement data to obtain a steady-state operation dataset;

[0034] The data statistics module is used to divide the steady-state operating dataset into several operating condition intervals according to preset operating parameters, and to determine the average ignition efficiency corresponding to each operating condition interval.

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

[0036] Furthermore, to achieve the above objectives, this application also proposes an engine operating point selection device based on ignition efficiency. 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. When the engine operating point selection program based on ignition efficiency is executed by the processor, it implements the steps of the engine operating point selection method based on ignition efficiency as described above.

[0037] In addition, to achieve the above objectives, this application also proposes a storage medium storing an engine operating point selection program based on ignition efficiency, wherein when the engine operating point selection program based on ignition efficiency is executed by a processor, it implements the steps of the engine operating point selection method based on ignition efficiency as described above.

[0038] This application discloses a method for selecting an engine operating point based on ignition efficiency. The method involves acquiring actual vehicle measurement data and preprocessing the data to obtain a steady-state operating dataset. The steady-state operating dataset is then divided into several operating condition intervals according to preset operating parameters, and the average ignition efficiency corresponding to each interval is determined. A maximum average ignition efficiency is obtained based on these average ignition efficiencies, and the target engine selection point is determined based on the operating condition interval corresponding to the maximum average ignition efficiency. Because this application can obtain a steady-state operating dataset from actual vehicle measurement data, and then partition the dataset to obtain the average ignition efficiency for each operating condition interval, it can determine the engine selection point based on the maximum average ignition efficiency. Compared to existing methods, this application considers the impact of the ignition system on the engine during actual vehicle operation, resulting in a target engine selection point with lower energy consumption. Attached Figure Description

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

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

[0041] Figure 1 This is a schematic diagram of the structure of an engine operating point selection device based on ignition efficiency in the hardware operating environment involved in the embodiments of this application;

[0042] Figure 2 This is a flowchart illustrating the first embodiment of the engine operating point selection method based on ignition efficiency according to this application;

[0043] Figure 3 This is a flowchart illustrating the second embodiment of the engine operating point selection method based on ignition efficiency in this application;

[0044] Figure 4 This is a flowchart illustrating the third embodiment of the engine operating point selection method based on ignition efficiency in this 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 according to this application.

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

[0047] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0048] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of an engine operating point selection device based on ignition efficiency in the hardware operating environment involved in the embodiments of this 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. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

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

[0051] like Figure 1 As shown, the memory 1005, which serves 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 memory 1005 in the engine operating point selection device based on ignition efficiency of this application can be set in the engine operating point selection device based on ignition efficiency. 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 this application.

[0053] This application provides a method for selecting the engine operating point based on ignition efficiency, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the engine operating point selection method based on ignition efficiency according to this application. In this embodiment, the method includes steps S10 to S30:

[0054] Step S10: Obtain actual vehicle measurement data and preprocess the actual vehicle measurement data to obtain a steady-state operation dataset.

[0055] It should be noted that the executing entity of the method in this embodiment can be a computer service device with data processing, program execution, and network communication capabilities, such as an engine performance monitoring device, an engine simulation test device, an engine test server, and an engine test bench. It can also be other electronic devices that perform the same or similar functions and can implement the engine operating point selection method based on ignition efficiency of this application. The following description uses the aforementioned engine operating point selection device based on ignition efficiency (hereinafter referred to as the "selection device") as an example to illustrate this embodiment and the following embodiments.

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

[0057] Understandably, the point selection device can use Python libraries such as Pandas, NumPy, and MDF to load real-vehicle measurement data. This real-vehicle measurement data is data measured in actual operating environments that take into account other dynamic factors or non-ideal operating conditions, such as ignition systems and circulating water cooling systems.

[0058] It should be understood that the actual vehicle measurement data can be measurement data of the vehicle under different operating conditions obtained from different data sources. These different data sources can be different unknown sensors pre-installed on the vehicle, such as speed sensors, pressure sensors, temperature sensors, etc. The measurement data from each data source can be collected uniformly through the Data Acquisition System (DAS) to ensure that the timestamps of the measurement data from each data source in the actual vehicle measurement data are synchronized.

[0059] It should be noted that, in order to improve the quality and usability of the actual vehicle measurement data, the actual vehicle measurement data can be preprocessed, such as by filtering, data cleaning, and data reconstruction, so as to remove noisy data from the actual vehicle measurement data and obtain a steady-state operation dataset.

[0060] Step S20: Divide the steady-state operating dataset into several operating condition intervals according to the preset operating parameters, and determine the average ignition efficiency corresponding to each operating condition interval.

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

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

[0063] It should be understood that the preset number can be determined by the user's personalized unit interval (speed interval and torque interval) based on the required segmentation accuracy, and this embodiment does not impose any limitations on this. Since the steady-state calculation dataset can include steady-state operating data from different data sources, the measurement data from these different data sources can first be partitioned based on engine speed and torque data, according to fixed speed intervals (e.g., one interval every 500 RPM) and fixed torque intervals (e.g., one interval every 50 Nm). Then, steady-state operating condition data points can be identified in each interval (steady-state operating condition refers to a state where the vehicle's operating parameters do not change significantly over a period of time).

[0064] In practical implementation, the steady-state operating data can first be divided into a certain number of speed intervals according to speed intervals. Then, based on the speed intervals, the torque intervals can be further divided into torque intervals, thus obtaining a preset number of operating condition intervals. Each operating condition interval contains data points that conform to the speed and torque range of that interval. Then, based on the corresponding data points, the operating duration of the steady-state condition within each operating condition interval can be determined, and the average ignition efficiency of the engine within that operating condition interval can be obtained.

[0065] Step S30: Obtain the maximum average ignition efficiency based on each of the aforementioned average ignition efficiencies, and determine the target engine selection point according to the operating condition range corresponding to the maximum average ignition efficiency.

[0066] It should be understood that maximum ignition efficiency means that the vehicle's engine can achieve the required power output with minimal fuel consumption at the speed and torque corresponding to that ignition efficiency, thereby improving fuel economy. Therefore, this application is based on the measured average ignition efficiency of the engine in various actual operating conditions, and determines the maximum average ignition efficiency within it. This allows for the determination of the corresponding speed and torque based on the operating condition range containing the highest average ignition efficiency, and ultimately, the combination of speed and torque within that range is determined as the engine operating point with optimal energy consumption.

[0067] It should also be noted that the number of target engine selection points does not have to be unique. Therefore, the average ignition efficiencies can be sorted from smallest to largest based on their numerical values. The top-ranked average ignition efficiencies (including the highest average ignition efficiency mentioned above) can be selected, and their corresponding operating ranges, speeds, and torques can be obtained. This yields a corresponding number of engine selection points. These engine selection points are also the engine operating points with optimal energy consumption.

[0068] This embodiment acquires real-vehicle measurement data and preprocesses it to obtain a steady-state operating dataset. Based on preset operating parameters, the steady-state operating dataset is divided into several operating condition intervals, and the average ignition efficiency corresponding to each interval is determined. The maximum average ignition efficiency is obtained based on these average ignition efficiencies, and the target engine selection point is determined according to the operating condition interval corresponding to the maximum average ignition efficiency. Because this embodiment can obtain a steady-state operating dataset from real-vehicle measurement data, and then partition the dataset to obtain the average ignition efficiency for each operating condition interval, it can determine the engine selection point based on the maximum average ignition efficiency. This approach takes into account the impact of the ignition system on the engine during real-vehicle operation, resulting in 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 embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the engine operating point selection method based on ignition efficiency according to this application.

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

[0071] Step S01: Determine the validity of each average ignition efficiency based on the actual operating time corresponding to each operating condition interval, and determine several effective average ignition efficiencies based on the determination results.

[0072] It should be understood that, considering that only when the operating condition duration is sufficiently long can the collected data reflect performance under stable operating conditions, a preset minimum operating condition duration for validity determination can be set in advance. Only when the actual operating condition duration exceeds this preset minimum operating condition duration is the average ignition efficiency of that operating condition range considered a valid average ignition efficiency. 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 time is not greater than the preset minimum operating time, it is determined that the average ignition efficiency corresponding to the operating time interval is not an effective average ignition efficiency.

[0075] Step S003: When the actual operating time is longer than the preset minimum operating time, the average ignition efficiency corresponding to the operating time interval is determined to be the effective average ignition efficiency.

[0076] In practice, the specific value of this preset minimum operating time can be customized by the user based on the actual operating conditions of the vehicle, for example, set to 600 seconds. Then, when the actual operating time exceeds 600 seconds, the average ignition efficiency corresponding to this operating range 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: Determine the target engine selection point based on 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 various effective average ignition efficiencies can ensure that the maximum average ignition efficiency and the engine speed and torque corresponding to its operating range are not incidental data obtained by factors such as rapid acceleration, rapid deceleration or other non-steady-state operations. This ensures that the target engine selection point determined based on the operating range is closer to the optimal operating point of the engine under real road conditions.

[0081] This embodiment determines the validity of each average ignition efficiency based on the actual operating duration corresponding to each operating condition interval, and determines several effective average ignition efficiencies based on the determination results. Among the effective average ignition efficiencies, the maximum average ignition efficiency is determined. The target engine selection point is determined based on the operating condition interval corresponding to the maximum average ignition efficiency. Since this embodiment considers that only when the operating condition duration is sufficiently long can the collected data reflect the performance under stable operating conditions, the validity of the average ignition efficiency obtained from each operating condition interval is determined in advance based on the actual operating duration. This ensures that the target engine selection point determined based on the operating condition interval of the maximum average ignition efficiency is closer to the engine's optimal operating point under real road conditions, further improving the reliability and accuracy of engine selection.

[0082] Based on the first and second embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to that in embodiments one and two above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the engine operating point selection method based on ignition efficiency in this application.

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

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

[0085] Understandably, this preset filter can be a low-pass filter. Based on Python scripts, the parameters of the low-pass filter can be set using the `butter` and `filtfilt` functions in the `scipy.signal` library of Python.

[0086] Specifically, a low-pass filter (which is a digital filter) and its coefficients (cutoff frequency, sampling frequency, and filter order) can be designed using the `butter` function, and then 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: Determine the difference data based on 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 dataset.

[0088] Understandably, by filtering out the aforementioned discrepancies in the actual vehicle measurement data, it is possible to effectively separate the noise and instantaneous fluctuations of vehicle speed and throttle in the vehicle operation data, thereby accurately identifying and separating data points that reflect the true and stable performance state of the vehicle, and obtaining a reliable steady-state data operation dataset.

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

[0090] Step S1021: Determine the difference data based on the actual vehicle measurement data and the filtered data, and mark several abnormal fluctuation points in the difference data according to a preset difference threshold.

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

[0092] Understandably, in the difference data, data points with difference > threshold can be identified as abnormal fluctuation points, while other data points can be regarded as data points that can be retained in the actual vehicle measurement data.

[0093] Step S1021: Obtain the differential dataset of the filtering execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential dataset with the preset sampling threshold to obtain the differential deviation point.

[0094] It is understandable that the filtering execution parameters can be specific parameter categories of the low-pass filter execution object mentioned above, such as vehicle speed and throttle. First, the vehicle speed and throttle data in the actual vehicle measurement data can be differentiated to obtain the corresponding differential dataset. Through differential calculation, the rate of change of vehicle speed and throttle data can be obtained, which facilitates subsequent data filtering based on the trend of vehicle speed and throttle changes.

[0095] It should be understood that the preset sampling threshold may include a differential value threshold and a standard deviation threshold. The differential values ​​corresponding to each differential point in the differential dataset can 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 dataset can be compared with the standard deviation threshold to obtain a second differential comparison result; the differential deviation point is determined based on the first differential comparison result and the second differential comparison result.

[0096] It should be understood that the aforementioned differential dataset includes several differential points, each corresponding to a specific differential value (vehicle speed or throttle). A differential value threshold can be set to determine the degree of data change. This threshold can be set based on the sampling frequency of the aforementioned low-pass filter. If the specific differential value corresponding to a certain differential point is greater than the differential value threshold, then that differential point can be determined as a differential deviation point, meaning that the corresponding data at that differential point in the original real vehicle measurement data is not in a steady state.

[0097] It should be noted that a rolling approach can also be used based on a Python script to traverse the differential dataset. This involves using a fixed-size rolling window to iterate through the differential dataset and calculating the standard deviation within each window, thereby measuring the degree of change of the differential point across different windows. Specifically, a standard deviation threshold can also be set to determine the drasticness of data changes. This standard deviation threshold can also be set based on the sampling frequency of the low-pass filter mentioned above. If the rolling standard deviation of the window containing a certain differential point exceeds the aforementioned standard deviation threshold, then that differential point can also be determined as a differential deviation point, meaning that the corresponding data in the original actual vehicle measurement data for that differential point is not in a steady state.

[0098] Step S1021: Filter out the data corresponding to each abnormal fluctuation point and the data corresponding to the differential deviation point from the actual vehicle measurement data to obtain a steady-state operation dataset.

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

[0100] In this embodiment, actual vehicle measurement data is acquired, and a preset filter is used to filter the actual vehicle measurement data to obtain filtered data. Difference data is determined based on the actual vehicle measurement data and the filtered data, and several abnormal fluctuation points are marked in the difference data according to a preset difference threshold. A differential dataset of filtering execution parameters in the actual vehicle measurement data is acquired, and the data corresponding to each differential point in the differential dataset is compared with a preset sampling threshold to obtain differential deviation points. Data corresponding to each abnormal fluctuation point and the differential deviation points are filtered out from the actual vehicle measurement data to obtain a steady-state operating dataset. In this embodiment, the low-pass filter differential is used to identify and delete sudden changes in vehicle speed and throttle signal, while the rolling standard deviation is used to identify the stable interval of the data, thereby ensuring that subsequent analysis is based on the vehicle's steady-state operating conditions, improving the accuracy and reliability of data processing.

[0101] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the engine operating point selection method based on ignition efficiency of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0102] Furthermore, this application also proposes a storage medium storing 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, it implements the engine operating point selection method based on ignition efficiency as described above.

[0103] This 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 engine operating point selection device based on ignition efficiency according to the first embodiment of this application. The engine operating point selection device based on ignition efficiency includes:

[0104] The preprocessing module 501 is used to acquire actual vehicle measurement data and preprocess the actual vehicle measurement data to obtain a steady-state operation dataset;

[0105] The data statistics module 502 is used to divide the steady-state operating dataset into several operating condition intervals according to preset operating parameters, and to determine the average ignition efficiency corresponding to each operating condition interval.

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

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

[0108] The data statistics module 502 is also used to divide the steady-state operating data into a preset number of operating condition intervals according to the rotational speed and torque, and each operating condition interval includes several data points corresponding to the same rotational speed and the same torque.

[0109] The actual operating time and average ignition efficiency corresponding to each operating condition interval are determined based on the data corresponding to each data point.

[0110] Furthermore, the operating point selection module 503 is also used to determine the validity of each average ignition efficiency based on the actual operating duration corresponding to each operating condition interval, and to determine several effective average ignition efficiencies based on the determination result.

[0111] Among the various effective average ignition efficiencies, the maximum average ignition efficiency is determined;

[0112] The target engine selection point is determined based on 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 time corresponding to each working condition interval with the preset minimum working time.

[0114] When the actual operating time is not greater than the preset minimum operating time, it is determined that the average ignition efficiency corresponding to the operating time interval is not an effective average ignition efficiency.

[0115] When the actual operating time exceeds the preset minimum operating time, the average ignition efficiency corresponding to the operating time interval is determined to be the effective average ignition efficiency.

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

[0117] Based on the actual vehicle measurement data and the filtered data, the discrepancy data is determined, and the discrepancy data is filtered out from the actual vehicle measurement data to obtain the steady-state operation dataset.

[0118] Furthermore, the preprocessing module 501 is also used to determine the difference data based on the actual vehicle measurement data and the filtered data, and to mark several abnormal fluctuation points in the difference data according to a preset difference threshold.

[0119] Obtain the differential dataset of the filtering execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential dataset with the preset sampling threshold to obtain the differential deviation points;

[0120] The data corresponding to each abnormal fluctuation point and the data corresponding to the differential deviation point are filtered out from the actual vehicle measurement data to obtain the steady-state operation dataset.

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

[0122] The rolling standard deviation corresponding to each differential point in the differential dataset is compared with the standard deviation threshold to obtain the second differential comparison result;

[0123] The differential deviation point is determined based on the first differential comparison result and the second differential comparison result.

[0124] This embodiment can obtain a steady-state operation dataset based on actual vehicle measurement data, and then partition the steady-state operation dataset to obtain the average ignition efficiency of each operating condition range. Thus, it can determine the engine selection point based on the maximum average ignition efficiency, taking into account the impact of the ignition system on the engine during actual vehicle operation, and obtain the target engine selection point with lower energy consumption.

[0125] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. 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 system that includes that element.

[0126] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0127] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0128] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for selecting the engine operating point based on ignition efficiency, characterized in that, The method includes: Acquire actual vehicle measurement data and preprocess the actual vehicle measurement data to obtain a steady-state operation dataset; The steady-state operating dataset is divided into several operating condition intervals according to preset operating parameters, and the average ignition efficiency corresponding to each operating condition interval is determined respectively. The maximum average ignition efficiency is obtained based on each of the aforementioned average ignition efficiencies, and the target engine selection point is determined according to the operating condition range corresponding to the maximum average ignition efficiency. The step of acquiring actual vehicle measurement data and preprocessing the actual vehicle measurement data to obtain a steady-state operation dataset includes: Acquire actual vehicle measurement data, and filter the actual vehicle measurement data using a preset filter to obtain filtered data; Based on the actual vehicle measurement data and the filtered data, the difference data is determined, and the difference data is filtered out from the actual vehicle measurement data to obtain the steady-state operation dataset; The step of determining the difference data based on the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain the steady-state operation dataset includes: The difference data is determined based on the actual vehicle measurement data and the filtered data, and several abnormal fluctuation points are marked in the difference data according to the preset difference threshold. Obtain the differential dataset of the filtering execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential dataset with the preset sampling threshold to obtain the differential deviation points; The data corresponding to each abnormal fluctuation point and the data corresponding to the differential deviation point are filtered out from the actual vehicle measurement data to obtain the steady-state operation dataset.

2. The method as described in claim 1, characterized in that, The preset operating parameters include engine speed and torque, and the steady-state operating dataset includes steady-state operating data from different data sources; the step of dividing the steady-state operating dataset into several operating condition intervals according to the preset operating parameters, and determining the average ignition efficiency corresponding to each operating condition interval, includes: The steady-state operating data is divided into a preset number of operating condition intervals based on the rotational speed and torque. Each operating condition interval includes several data points corresponding to the same rotational speed and the same torque. The actual operating time and average ignition efficiency corresponding to each operating condition interval are determined based on the data corresponding to each data point.

3. The method as described in claim 2, characterized in that, Before the step of obtaining the maximum average ignition efficiency based on each of the aforementioned average ignition efficiencies, and determining the target engine selection point according to the operating condition range corresponding to the maximum average ignition efficiency, the following steps are included: The validity of each average ignition efficiency is determined based on the actual operating time corresponding to each operating condition interval, and several effective average ignition efficiencies are determined based on the determination results. Accordingly, the step of obtaining the maximum average ignition efficiency based on each of the aforementioned average ignition efficiencies, and determining the target engine selection point according to the operating condition range corresponding to the maximum average ignition efficiency, includes: Among the various effective average ignition efficiencies, the maximum average ignition efficiency is determined; The target engine selection point is determined based on the operating condition range corresponding to the maximum average ignition efficiency.

4. The method as described in claim 3, characterized in that, The step of determining the validity of each average ignition efficiency based on the actual operating duration corresponding to each operating condition interval includes: Compare the actual operating time corresponding to each operating condition interval with the preset minimum operating time; When the actual operating time is not greater than the preset minimum operating time, it is determined that the average ignition efficiency corresponding to the operating time interval is not an effective average ignition efficiency. When the actual operating time exceeds the preset minimum operating time, the average ignition efficiency corresponding to the operating time interval is determined to be the effective average ignition efficiency.

5. The method as described in claim 1, 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 dataset with the preset sampling threshold to obtain the differential deviation points includes: The differential values ​​corresponding to each differential point in the differential dataset are compared with the differential value threshold to obtain the first differential comparison result; The rolling standard deviation corresponding to each differential point in the differential dataset is compared with the standard deviation threshold to obtain the second differential comparison result; The differential deviation point is determined based on the first differential comparison result and the second differential comparison result.

6. An engine operating point selection device based on ignition efficiency, characterized in that, The device includes: The preprocessing module is used to acquire actual vehicle measurement data and preprocess the actual vehicle measurement data to obtain a steady-state operation dataset; The data statistics module is used to divide the steady-state operating dataset into several operating condition intervals according to preset operating parameters, and to determine the average ignition efficiency corresponding to each operating condition interval. The operating point selection module is used to obtain the maximum average ignition efficiency based on each of the average ignition efficiencies, and to determine the target engine selection point according to the operating condition range corresponding to the maximum average ignition efficiency. The preprocessing module is also used to acquire actual vehicle measurement data, filter the actual vehicle measurement data using a preset filter to obtain filtered data; determine the difference data based on the actual vehicle measurement data and the filtered data, and remove the difference data from the actual vehicle measurement data to obtain a steady-state operation dataset; The preprocessing module is further configured to: determine the difference data based on the actual vehicle measurement data and the filtered data; mark several abnormal fluctuation points in the difference data according to a preset difference threshold; obtain the differential dataset of the filtering execution parameters in the actual vehicle measurement data; compare the data corresponding to each differential point in the differential dataset with a preset sampling threshold to obtain differential deviation points; and filter out the data corresponding to each abnormal fluctuation point and the data corresponding to the differential deviation points in the actual vehicle measurement data to obtain a steady-state operation dataset.

7. An engine operating point selection device based on ignition efficiency, characterized in that, 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. When the engine operating point selection program based on ignition efficiency is executed by the processor, it implements the steps of the engine operating point selection method based on ignition efficiency as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores an engine operating point selection program based on ignition efficiency, which, when executed by a processor, implements the steps of the engine operating point selection method based on ignition efficiency as described in any one of claims 1 to 5.

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