Ignition control method, device and system of engine, automobile, equipment and medium

Abstract

The invention provides an ignition control method and device of an engine, an automobile, equipment and a medium, relates to the technical field of hybrid electric vehicles, and provides an ignition angle determining method for improving the acceleration sound quality by reducing the ignition angle for the hybrid electric vehicles. Due to the fact that the expressive force of the in-vehicle acceleration sound quality in the whole vehicle NVH performance is different in the different driving modes, the theoretical ignition angles needing to be adjusted in the different driving modes are different. According to the method, the back angle values of different theoretical ignition angles are preset for different driving modes, and the back angle values are used for guaranteeing that the actual ignition angle cannot affect the acceleration sound quality of the vehicle. According to the method, the acceleration sound quality is taken as a reference, and the theoretical ignition angle which easily affects the acceleration sound quality in different driving modes is specifically adjusted, so that the coverage of the theoretical ignition angle which needs to be adjusted is reduced to the greatest extent, and the influence of the annealing and ignition angle on the economical efficiency and the dynamic property of the vehicle is reduced to a certain extent.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid electric vehicles, and in particular to an engine ignition control method, device, system, vehicle, equipment and medium. Background Art

[0002] In practice, the theoretical ignition angle of the engine is mostly calibrated based on the vehicle's economy and power. By de-igniting the angle (reducing the ignition angle), the combustion explosion pressure and pressure rise rate can be effectively reduced, thereby reducing the engine cylinder noise level and the probability of sharp sounds, and improving the sound quality of the vehicle's acceleration process. This application mainly solves the problem of how to reduce the impact of the de-ignition angle on the vehicle's economy and power while taking into account the sound quality. Summary of the invention

[0003] Based on this, it is necessary to provide an engine ignition control method, device, system, automobile, equipment and medium to address the above technical problems, so as to reduce the impact of the de-ignition angle on the vehicle's economy and power while taking into account the acceleration sound quality.

[0004] A method for controlling an ignition of an engine, the method comprising: obtaining a driving mode of a vehicle; obtaining engine operating condition information of the vehicle; searching for a theoretical ignition angle corresponding to the engine operating condition information from stored theoretical ignition angles; searching for an ignition angle setback value corresponding to the engine operating condition information from preset ignition angle setback values ​​corresponding to the driving mode, the preset ignition angle setback value being a setback value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard under the driving mode; calculating a difference between the theoretical ignition angle corresponding to the engine operating condition information and the ignition angle setback value to obtain an actual ignition angle of the engine; and sending the actual ignition angle to an ignition coil actuator so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

[0005] In an embodiment of the present application, the method of calculating the difference between a theoretical ignition angle and an ignition angle retreat value corresponding to the engine operating condition information to obtain an actual ignition angle of the engine includes: when a retreat angle correction signal is detected, determining a correction value corresponding to the engine operating condition information according to a preset correction value of the retreat angle correction signal; using the correction value corresponding to the engine operating condition information to correct the ignition angle retreat value corresponding to the engine operating condition information to obtain a corrected ignition angle retreat value; calculating the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle retreat value to obtain the actual ignition angle of the engine.

[0006] In an embodiment of the present application, the recoil correction signal includes a knock signal of an engine cylinder, and the correction value corresponding to the engine operating condition information is used to correct the ignition angle recoil value corresponding to the engine operating condition information to obtain a corrected ignition angle recoil value, including: determining the maximum value between the correction value corresponding to the engine operating condition information and the ignition angle recoil value corresponding to the engine operating condition information as the corrected ignition angle recoil value; the correction value corresponding to the engine operating condition information is a correction value of the recoil correction signal, which applies the same operating condition information as the engine operating condition information, among multiple preset correction values ​​of the engine operating condition information.

[0007] In an embodiment of the present application, the retreat angle correction signal includes at least one of the following: an abnormal water temperature signal of the engine, an abnormal intake temperature signal, an abnormal air-fuel ratio signal, an abnormal variable exhaust system signal, an abnormal variable intake system signal and an abnormal oil dilution amount signal, and the use of the correction value corresponding to the engine operating condition information to correct the ignition angle retreat angle value corresponding to the engine operating condition information to obtain the corrected ignition angle retreat angle value includes: calculating the sum of the correction value corresponding to the engine operating condition information and the ignition angle retreat value corresponding to the engine operating condition information, and the sum is used as the corrected ignition angle retreat value; the correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the retreat angle correction signals.

[0008] In the embodiment of the present application, the driving modes include an extended-range mode, a direct-drive first-gear mode, and a direct-drive second-gear mode.

[0009] In an embodiment of the present application, the engine operating condition information includes engine speed and engine load, and the retreat angle value of each theoretical ignition angle in the driving mode is determined in the following manner: obtaining a subjective evaluation score of the acceleration sound in the vehicle after the vehicle runs at different engine speeds and different engine loads in the driving mode and performs engine ignition at the theoretical ignition angle corresponding to the engine speed and the engine load; if the subjective evaluation score does not meet the preset score condition, it is confirmed that the quality of the acceleration sound in the vehicle does not meet the preset standard in the driving mode, then the theoretical ignition angle is adjusted, and the subjective evaluation score of the acceleration sound in the vehicle after the vehicle performs engine ignition at the adjusted theoretical ignition angle is re-obtained; if the subjective evaluation score meets the preset score condition, it is confirmed that the quality of the acceleration sound in the vehicle meets the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is used as the retreat angle value of the theoretical ignition angle.

[0010] An ignition control device for an engine, the device comprising: a first acquisition module for acquiring a driving mode of a vehicle; a second acquisition module for acquiring engine operating condition information of the vehicle; a first search module for searching a theoretical ignition angle corresponding to the engine operating condition information from stored theoretical ignition angles; a second search module for searching an ignition angle setback value corresponding to the engine operating condition information from preset ignition angle setback values ​​corresponding to the driving mode, the preset ignition angle setback value being the setback value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard under the driving mode; a calculation module for calculating the difference between the theoretical ignition angle corresponding to the engine operating condition information and the ignition angle setback value to obtain an actual ignition angle of the engine; and a sending module for sending the actual ignition angle to an ignition coil actuator so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

[0011] In an embodiment of the present application, the calculation module is used to: when a receding angle correction signal is detected, determine the correction value corresponding to the engine operating condition information according to a preset correction value of the receding angle correction signal; use the correction value corresponding to the engine operating condition information to correct the ignition angle receding angle value corresponding to the engine operating condition information to obtain a corrected ignition angle receding angle value; calculate the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle receding angle value to obtain the actual ignition angle of the engine.

[0012] In an embodiment of the present application, the retreat angle correction signal includes a knock signal of an engine cylinder, and the calculation module is used to: determine the maximum value of the correction value corresponding to the engine operating condition information and the ignition angle retreat angle value corresponding to the engine operating condition information as the corrected ignition angle retreat angle value; the correction value corresponding to the engine operating condition information is a correction value among multiple preset correction values ​​of the retreat angle correction signal, and the correction value applies the same operating condition information as the engine operating condition information.

[0013] In an embodiment of the present application, the retreat angle correction signal includes at least one of the following: an abnormal water temperature signal of the engine, an abnormal intake temperature signal, an abnormal air-fuel ratio signal, an abnormal variable exhaust system signal, an abnormal variable intake system signal and an abnormal oil dilution amount signal; the calculation module is used to: calculate the sum of the correction value corresponding to the engine operating condition information and the ignition angle retreat angle value corresponding to the engine operating condition information, and the sum is used as the corrected ignition angle retreat angle value; the correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the retreat angle correction signals.

[0014] In the embodiment of the present application, the driving modes include an extended-range mode, a direct-drive first-gear mode, and a direct-drive second-gear mode.

[0015] In an embodiment of the present application, the engine operating condition information includes engine speed and engine load, and the retreat angle value of each theoretical ignition angle in the driving mode is determined in the following manner: obtaining a subjective evaluation score of the acceleration sound in the vehicle after the vehicle runs at different engine speeds and different engine loads in the driving mode and performs engine ignition at the theoretical ignition angle corresponding to the engine speed and the engine load; if the subjective evaluation score does not meet the preset score condition, it is confirmed that the quality of the acceleration sound in the vehicle does not meet the preset standard in the driving mode, then the theoretical ignition angle is adjusted, and the subjective evaluation score of the acceleration sound in the vehicle after the vehicle performs engine ignition at the adjusted theoretical ignition angle is re-obtained; if the subjective evaluation score meets the preset score condition, it is confirmed that the quality of the acceleration sound in the vehicle meets the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is used as the retreat angle value of the theoretical ignition angle.

[0016] A hybrid vehicle control system, the system comprising a vehicle controller, a conversion gateway, an engine management system, and an ignition coil actuator:

[0017] The vehicle controller is used to send the driving mode of the vehicle to the conversion gateway;

[0018] The engine management system is used to obtain the driving mode of the vehicle sent by the vehicle controller from the conversion gateway;

[0019] The engine management system is used to obtain engine operating condition information, search for the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles, and search for the ignition angle retreat value corresponding to the engine operating condition information from the preset ignition angle retreat value corresponding to the driving mode, wherein the preset ignition angle retreat value is the retreat value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard under the driving mode;

[0020] The engine management system is used to calculate the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine;

[0021] The engine management system is used to send the actual ignition angle to the ignition coil actuator;

[0022] The ignition coil actuator is used to execute engine ignition according to the actual ignition angle.

[0023] A hybrid vehicle comprises an engine and the hybrid vehicle control system as described in the above embodiment.

[0024] An electronic device comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the engine ignition control method as described in any of the above embodiments are implemented.

[0025] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the engine ignition control method as described in the above embodiment.

[0026] In summary, the engine ignition control method proposed in the present application is an ignition angle determination method proposed for hybrid electric vehicles to improve the acceleration sound quality through the de-ignition angle. Since the performance of the in-vehicle acceleration sound quality in the vehicle NVH performance is different under different driving modes, the theoretical ignition angles that need to be adjusted under different driving modes are also different. The present application pre-sets different theoretical ignition angle de-angle values ​​for different driving modes, and the de-angle values ​​are to ensure that the actual ignition angle will not affect the vehicle's acceleration sound quality. The present application uses the acceleration sound quality as a reference to make targeted adjustments to the theoretical ignition angles that are likely to affect the acceleration sound quality under different driving modes, thereby minimizing the coverage of the theoretical ignition angles that need to be adjusted, and reducing the impact of the de-ignition angle on the vehicle's economy and power to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0028] Figure 1 It is a structural schematic diagram of a hybrid vehicle control system;

[0029] Figure 2 is a flow chart of an engine ignition control method according to another exemplary embodiment of the present application;

[0030] Figure 3 is a flow chart of an engine ignition control method according to another exemplary embodiment of the present application;

[0031] Figure 4 is a flow chart of an engine ignition control method according to another exemplary embodiment of the present application;

[0032] Figure 5 is a schematic block diagram of an ignition control device for an engine according to another exemplary embodiment of the present application;

[0033] Figure 6 is a schematic block diagram of a hybrid vehicle according to an exemplary embodiment of the present application;

[0034] Figure 7 It is a schematic block diagram of an electronic device according to an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. The embodiments described by reference to the drawings are exemplary and are intended to be used to explain the present application, and cannot be understood as limiting the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0036] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, but does not exclude the presence or addition of one or more other features, integers, steps, operations and / or groups thereof.

[0037] It should also be understood that the term "and / or" used in the present description and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0038] As used in the present specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]", depending on the context.

[0039] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0040] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the phrases "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. appearing in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0041] The engine ignition control method proposed in this application can be applied to hybrid vehicles, especially series-parallel hybrid vehicles, to control the ignition timing of the engine in the hybrid vehicle. In some embodiments, the engine ignition control device is set in the engine management system of the hybrid vehicle. Figure 1 As shown, the hybrid vehicle control system 10 may include but is not limited to a vehicle controller 11 , a forwarding gateway 12 , an engine management system 13 , an ignition coil actuator 14 , and the like.

[0042] The vehicle controller 11 is used to send the driving mode of the vehicle to the conversion gateway 12;

[0043] The engine management system 13 is used to obtain the driving mode of the vehicle sent by the vehicle controller 11 from the conversion gateway 12;

[0044] The engine management system 13 is used to obtain engine operating condition information, search for the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles, and search for the ignition angle retreat value corresponding to the engine operating condition information from the preset ignition angle retreat value corresponding to the driving mode, wherein the preset ignition angle retreat value is the retreat value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard in the driving mode;

[0045] The engine management system 13 is used to calculate the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine;

[0046] The engine management system 13 is used to send the actual ignition angle to the ignition coil actuator;

[0047] The ignition coil actuator 14 is used to execute engine ignition according to the actual ignition angle.

[0048] In an embodiment of the present application, the vehicle controller (VCU) sends the hybrid vehicle's driving mode (VCU_ModeAct) signal to the conversion gateway (GWMT), and the engine management system (EMS) obtains the VCU_ModeAct signal from the GWMT; the EMS identifies the hybrid vehicle's current driving mode based on the VCU_ModeAct signal, and finds the storage table of the ignition angle retreat corresponding to the driving mode, and uses the above-mentioned engine operating condition information to find the ignition angle retreat value corresponding to the engine operating condition information in the storage table. In addition, it is necessary to find the theoretical ignition angle corresponding to the above-mentioned engine operating condition information in the storage table of the theoretical ignition angle that characterizes different engine operating conditions. The actual ignition angle of the engine is determined by combining the theoretical ignition angle and the ignition angle retreat value. The engine management system sends the determined actual ignition angle to the engine's ignition coil actuator, and the ignition coil actuator determines the next ignition moment based on the actual ignition angle, and performs ignition at the ignition moment.

[0049] In the embodiment of the present application, the ignition angle retreat value that is not zero corresponds to the engine operating condition where there are complaints about the quality of the acceleration sound. The ignition angle under the engine operating condition is adjusted by using the ignition angle retreat value to improve the quality of the acceleration sound in the car. For the engine operating condition where there is no complaint about the quality of the acceleration sound, there is no need to adjust the ignition angle, that is, the ignition angle retreat value corresponding to this engine operating condition is zero. Since the performance of the acceleration sound in the NVH performance of the whole vehicle is different under different driving modes (for example, in the extended range mode, the vehicle speed is low, the road noise is low, and the acceleration sound is outstanding in the NVH performance of the whole vehicle), the engine operating conditions for the retreat angle operation under different driving modes in the embodiment of the present application are different, so as to accurately determine the engine operating conditions that require the retreat angle, thereby reducing the overall range of operating conditions that require the retreat angle, reducing the impact of the retreat angle on the vehicle's power, economy, drivability, emissions and heat damage, increasing the probability of implementing the retreat angle scheme, improving the acceleration sound quality problem, and thus improving the comfort of the driver and passengers.

[0050] To implement the above embodiment, the present application proposes an engine ignition control method, which can be applied to an engine management system to determine the actual ignition angle of the engine to control the moment when the ignition coil actuator executes engine ignition.

[0051] Figure 2 is a flow chart of an engine ignition control method according to an exemplary embodiment of the present application, such as Figure 2 As shown, the method comprises the following steps:

[0052] S201, obtaining a driving mode of the vehicle.

[0053] The vehicle controller sends the vehicle's driving mode to the conversion gateway, and the engine management system obtains the driving mode from the conversion gateway. The driving mode may include but is not limited to the extended range mode, the direct drive first gear mode, the direct drive second gear mode, etc.

[0054] S202, obtaining engine operating condition information of the vehicle.

[0055] In practice, the engine operating condition information can be recorded in the engine management system. When executing the engine ignition control logic, the embodiment of the present application obtains the current engine operating condition information of the hybrid vehicle from the storage device recording the engine operating condition information. The engine operating condition information may include but is not limited to the engine speed and the engine load.

[0056] S203, searching the stored theoretical ignition angles for the theoretical ignition angle corresponding to the engine operating condition information.

[0057] The theoretical ignition angles under different engine operating conditions may be stored in the engine management system, or in other vehicle-mounted storage devices or remote storage devices.

[0058] For example, the theoretical ignition angles of different engine working conditions can be stored in the form of a map / storage table, and a theoretical ignition angle can be mapped by the engine speed and load. The theoretical ignition angle can be pre-calibrated based on the economy and power of the vehicle.

[0059] After acquiring the current engine operating condition information, the embodiment of the present application uses the engine speed and engine load in the engine operating condition information to search the theoretical ignition angle mapped to the engine speed and engine load from a storage table of theoretical ignition angles.

[0060] S204, searching for the ignition angle setback value corresponding to the engine operating condition information from the preset ignition angle setback values ​​corresponding to the driving mode, wherein the preset ignition angle setback value is the setback value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard under the driving mode.

[0061] The embodiment of the present application pre-sets an ignition angle setback value for each driving mode. These setback values ​​are the ignition angle setback values ​​required for the engine operating condition when the in-vehicle acceleration sound quality does not meet the standard under this driving mode. The ignition angle setback value can be understood as the angle by which the theoretical ignition angle of the engine operating condition needs to be reduced when the in-vehicle acceleration sound quality under this engine operating condition improves from a non-standard state to a standard state.

[0062] In some embodiments, the acceleration sound quality subjective evaluation test can be performed to obtain the angle by which the theoretical ignition angle needs to be reduced for different engine conditions in each driving mode through statistical processing. For example, an example table of preset ignition angle reduction values ​​corresponding to the extended range mode can be obtained as shown in Table 1.

[0063]

[0064] Table 1 Example of preset ignition angle retreat values ​​corresponding to the extended range mode.

[0065] Wherein, X represents the engine speed (rpm), and Y represents the engine load (%). Table 1 is only an example of the ignition angle setback value table. The step length of the speed and the step length of the load in the table can be set as needed, and this application does not limit it. In some embodiments, the ignition angle setback value can be found by the speed closest to the current engine speed and the load closest to the current engine load in the table as the ignition angle setback value corresponding to the current engine operating condition information.

[0066] S205, calculating the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine.

[0067] S206: Send the actual ignition angle to an ignition coil actuator, so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

[0068] After obtaining the theoretical ignition angle and ignition angle retreat value corresponding to the engine operating condition information, the difference between the theoretical ignition angle and the ignition angle retreat value is used as the actual ignition angle of the engine. The engine management system sends the actual ignition angle to the ignition coil actuator, and the ignition coil actuator executes engine ignition when the crankshaft rotates to the angle specified by the actual ignition angle.

[0069] In summary, the engine ignition control method proposed in the present application is an ignition angle determination method proposed for hybrid electric vehicles to improve the acceleration sound quality through the de-ignition angle. Since the performance of the in-vehicle acceleration sound quality in the vehicle NVH performance is different under different driving modes, the theoretical ignition angles that need to be adjusted under different driving modes are also different. The present application pre-sets different theoretical ignition angle de-angle values ​​for different driving modes, and the de-angle values ​​are to ensure that the actual ignition angle will not affect the vehicle's acceleration sound quality. The present application uses the acceleration sound quality as a reference to make targeted adjustments to the theoretical ignition angles that are likely to affect the acceleration sound quality under different driving modes, thereby minimizing the coverage of the theoretical ignition angles that need to be adjusted, and reducing the impact of the de-ignition angle on the vehicle's economy and power to a certain extent.

[0070] Based on the above embodiments, Figure 3As shown, in the above step S205, "calculating the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine" may include the following steps:

[0071] S301, when a retreat angle correction signal is detected, determining a correction value corresponding to the engine operating condition information according to a preset correction value of the retreat angle correction signal.

[0072] In the embodiment of the present application, different types of retreat angle correction signals are pre-set, and each retreat angle correction signal corresponds to a type of working condition or the working condition of an equipment.

[0073] Before calculating the actual ignition angle, each retreat angle correction signal is detected in real time.

[0074] When the receding angle correction signal is detected, it is considered necessary to further combine the receding angle correction signal to correct the ignition angle receding angle value corresponding to the engine operating condition information determined in step S204. In this way, the operating conditions of each module and equipment of the vehicle are comprehensively considered, and the actual ignition angle adapted to the vehicle operating conditions is adjusted.

[0075] In the embodiment of the present application, a correction value may be preset for each retreat angle correction signal, and then the correction value corresponding to the engine operating condition information may be searched from the preset correction value of the retreat angle correction signal. In some embodiments, the preset correction value of the retreat angle correction signal may be stored in the form shown in Table 1, and a correction value may be mapped out using the engine speed and the engine load.

[0076] S302, using the correction value corresponding to the engine operating condition information, correct the ignition angle retreat value corresponding to the engine operating condition information to obtain a corrected ignition angle retreat value.

[0077] In some embodiments, the ignition angle retreat value corresponding to the engine operating condition information can be fine-tuned based on the correction value corresponding to the engine operating condition information, such as adding or subtracting the ignition angle, so that the corrected ignition angle retreat value is more in line with the current operating conditions of the vehicle.

[0078] S303, calculating the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle retreat value to obtain the actual ignition angle of the engine.

[0079] The theoretical ignition angle corresponding to the engine operating condition information determined in step S203 is de-escalated using the final corrected ignition angle de-escalation value to obtain the actual ignition angle of the engine.

[0080] In the embodiment of the present application, before calculating the actual ignition angle, the correction value of the ignition angle retreat angle is determined in combination with the real-time detected retreat angle correction signal and the engine operating condition information, and the ignition angle retreat angle is corrected using the correction value. In this way, the ignition angle retreat angle is fine-tuned considering the current operating conditions of the vehicle, so that the actual ignition angle finally determined has better adaptability on the vehicle, ensuring the performance and driving safety of the vehicle.

[0081] Based on the above embodiment, the retreat angle correction signal can be a knock signal of the engine cylinder. The preset correction value of the knock signal is the ignition angle retreat angle value required to avoid the knock situation, or the retreat angle value requested by the knock signal. The signal can be detected in real time by the knock sensor.

[0082] If the retreat angle correction signal is a knock signal of the engine cylinder, then the above step S302 of "using the correction value corresponding to the engine operating condition information to correct the ignition angle retreat angle value corresponding to the engine operating condition information to obtain a corrected ignition angle retreat angle value" may include the following steps:

[0083] The maximum value of the correction value corresponding to the engine operating condition information and the ignition angle retreat value corresponding to the engine operating condition information is determined as the corrected ignition angle retreat value. The correction value corresponding to the engine operating condition information is a correction value of the retreat correction signal whose application operating condition information is the same as the engine operating condition information among a plurality of preset correction values ​​of the retreat correction signal.

[0084] In some embodiments, the ignition angle that needs to be adjusted when cylinder knock occurs under different engine speeds and engine loads, i.e., the correction value, can be pre-calibrated and stored. Table 2 shows an example table of preset correction values ​​for knock signals.

[0085]

[0086] Table 2 Example of preset correction values ​​for knock signals

[0087] Wherein, X represents the engine speed (rpm), and Y represents the engine load (%). X and Y together represent the application condition information of the preset correction value. Table 2 is only an example of a preset correction value storage table for knock signals. The step length of the speed and the step length of the load in the table can be set as needed, and this application does not limit it. In some embodiments, the correction value can be found in the table for the speed closest to the current engine speed and the load closest to the current engine load as the correction value corresponding to the current engine condition information.

[0088] For example, in extended-range mode, when the engine speed is 2000 rpm and the load is 120%, the ignition angle retreat value to be implemented is M. After the knock signal is detected, the correction value corresponding to the current engine speed and load in the preset correction value of the knock signal is determined to be N. If M>N, M is used as the corrected ignition angle retreat value. If M≤N, N is used as the corrected ignition angle retreat value.

[0089] The embodiment of the present application compares the ignition angle setback value required to solve the cylinder knock problem under the current engine working condition with the ignition angle setback value required to solve the problem of excessive acceleration sound quality, and selects the maximum value of the two as the final ignition angle setback value, that is, the above-mentioned corrected ignition angle setback value. In this way, when the theoretical ignition angle is setback, both the driving sound quality in the car and the knock problem of the engine cylinder are taken into consideration.

[0090] On the basis of the above-mentioned embodiments, the receding angle correction signal may also include but is not limited to an abnormal engine water temperature signal, an abnormal engine intake temperature signal, an abnormal engine air-fuel ratio signal, an abnormal variable intake system, an abnormal variable exhaust system signal, an abnormal oil dilution amount signal, and the like. In this case, the preset correction value of the receding angle correction signal may be a preset ignition angle adjustment amount. For example, if the abnormal engine water temperature signal indicates that the engine water temperature is low, the preset correction value of the signal is a negative value, and a negative number indicates that the ignition angle receding angle is adjusted to a smaller value. If the abnormal engine water temperature signal indicates that the engine water temperature is high, the preset correction value of the signal is a positive value, and a positive number indicates that the ignition angle receding angle is adjusted to a larger value. The specific value of the preset correction value can be set as needed, and this application does not limit it.

[0091] Correspondingly, in the above step S205, "calculating the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine" may include the following steps: calculating the sum of the correction value corresponding to the engine operating condition information and the ignition angle retreat value corresponding to the engine operating condition information, and the sum is used as the corrected ignition angle retreat value. The correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the retreat correction signals.

[0092] Since the preset correction value of the receding angle correction signal is not associated with the engine operating condition, that is, the distribution of the preset correction values ​​of the engine water temperature abnormality signal, the engine intake temperature abnormality signal, the engine air-fuel ratio abnormality signal, the variable intake system abnormality signal, the variable exhaust system abnormality signal, and the oil dilution abnormality signal is not affected by the engine operating condition. The preset correction values ​​of these receding angle correction signals can be understood as the ignition angle receding angle value required to adjust the abnormal situation corresponding to the receding angle correction signal. When multiple receding angle correction signals are detected, the preset correction values ​​of each detected receding angle correction signal are added, and the sum value is used as the correction value corresponding to the current engine operating condition information.

[0093] When the theoretical ignition angle is retreated, the embodiment of the present application takes into account the actual conditions of the engine water temperature, intake temperature, air-fuel ratio, intake system, exhaust system, and oil dilution in the vehicle, and corrects the ignition angle retreat determined based on the acceleration sound quality, so that after the engine is ignited using the final determined actual ignition angle, the engine operation can take into account both the actual operation of the vehicle and the acceleration sound quality in the vehicle.

[0094] In some embodiments, when a knock signal and at least one of the following signals are detected simultaneously: an abnormal engine water temperature signal, an abnormal engine intake temperature signal, an abnormal engine air-fuel ratio signal, an abnormal variable intake system signal, an abnormal variable exhaust system signal, and an abnormal oil dilution signal, the final corrected ignition angle retreat value can be calculated in the following manner:

[0095] First, the preset correction values ​​of the recoil correction signals detected in the engine water temperature abnormal signal, the engine intake temperature abnormal signal, the engine air-fuel ratio abnormal signal, the variable intake system abnormal signal, the variable exhaust system abnormal signal, and the oil dilution amount abnormal signal are summed, and the sum is added to the ignition angle recoil value of the engine operating condition information; then the value obtained after the addition is compared with the correction value corresponding to the engine operating condition information in the preset correction value of the knock signal, and the maximum value is used as the final corrected ignition angle recoil value.

[0096] Based on the above embodiments, Figure 4 As shown, the retreat angle value of each theoretical ignition angle in each driving mode can be determined by the following method:

[0097] S401, obtaining a subjective evaluation score of the acceleration sound inside the vehicle after the vehicle is operated at different engine speeds and different engine loads in the driving mode and the engine is ignited at a theoretical ignition angle corresponding to the engine speed and the engine load.

[0098] S402, if the subjective evaluation score does not meet the preset score condition, it is confirmed that the quality of the in-vehicle acceleration sound does not meet the preset standard in the driving mode, then adjusting the theoretical ignition angle, and re-obtaining the subjective evaluation score of the in-vehicle acceleration sound after the vehicle performs engine ignition at the adjusted theoretical ignition angle;

[0099] S403: If the subjective evaluation score satisfies the preset score condition and confirms that the in-vehicle acceleration sound quality reaches the preset standard in the driving mode, the total adjustment amount of the theoretical ignition angle is used as the retreat angle value of the theoretical ignition angle.

[0100] For example, in the extended-range mode, the engine speed and the engine load are limited, and the engine ignition is performed at a theoretical ignition angle corresponding to the engine speed and the engine load. In this case, the test personnel conduct a subjective evaluation of the in-vehicle acceleration sound quality.

[0101] When the subjective evaluation score does not meet the preset score condition (such as the score is less than 6 points), the theoretical ignition angle is adjusted down, the engine ignition is performed again, and the in-vehicle acceleration sound quality in this case is subjectively evaluated again. Repeat this process until the subjective evaluation score of the in-vehicle acceleration sound quality meets the preset score condition. The total adjustment amount of the theoretical ignition angle corresponding to the engine speed and engine load up to this moment is used as the ignition angle retreat value corresponding to the engine speed and engine load in the extended-range mode, and also as the retreat value of the theoretical ignition angle in the extended-range mode.

[0102] In this way, an example table of preset ignition angle setback values ​​corresponding to the extended-range mode can be obtained, as shown in Table 1; an example table of preset ignition angle setback values ​​corresponding to the direct-drive first-gear mode can be obtained, as shown in Table 3.

[0103]

[0104] Table 3 Example of preset ignition angle retreat value corresponding to direct drive first gear mode

[0105] X represents the engine speed (rpm), and Y represents the engine load (%). By comparing Table 1 and Table 3, it can be seen that the engine operating condition coverage area that requires the theoretical ignition angle to be backed off in the extended-range mode is larger than the engine operating condition coverage area that requires the theoretical ignition angle to be backed off in the direct-drive first gear mode. In the embodiment of the present application, the back-off values ​​corresponding to the theoretical ignition angle in different drive modes are different. While using the ignition angle back-off to improve the acceleration sound quality, corresponding back-off areas are defined for different drive modes, which reduces the impact of the back-off angle on the vehicle's power and economy to a certain extent.

[0106] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0107] Figure 5 is a schematic block diagram of an ignition control device for an engine according to another exemplary embodiment of the present application, such as Figure 5 As shown, the apparatus 500 includes a first acquisition module 501 , a second acquisition module 502 , a first search module 503 , a second search module 504 , a calculation module 505 and a sending module 506 .

[0108] A first acquisition module 501 is used to acquire a driving mode of a vehicle;

[0109] A second acquisition module 502 is used to acquire engine operating condition information of the vehicle;

[0110] A first search module 503 is used to search the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles;

[0111] A second search module 504 is used to search for an ignition angle setback value corresponding to the engine operating condition information from preset ignition angle setback values ​​corresponding to the driving mode, wherein the preset ignition angle setback value is a setback value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard in the driving mode;

[0112] A calculation module 505 is used to calculate the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine;

[0113] The sending module 506 is used to send the actual ignition angle to the ignition coil actuator, so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

[0114] In an embodiment of the present application, the calculation module is used to: when a receding angle correction signal is detected, determine the correction value corresponding to the engine operating condition information according to a preset correction value of the receding angle correction signal; use the correction value corresponding to the engine operating condition information to correct the ignition angle receding angle value corresponding to the engine operating condition information to obtain a corrected ignition angle receding angle value; calculate the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle receding angle value to obtain the actual ignition angle of the engine.

[0115] In an embodiment of the present application, the retreat angle correction signal includes a knock signal of an engine cylinder, and the calculation module is used to: determine the maximum value of the correction value corresponding to the engine operating condition information and the ignition angle retreat angle value corresponding to the engine operating condition information as the corrected ignition angle retreat angle value; the correction value corresponding to the engine operating condition information is a correction value among multiple preset correction values ​​of the retreat angle correction signal, and the correction value applies the same operating condition information as the engine operating condition information.

[0116] In an embodiment of the present application, the retreat angle correction signal includes at least one of the following: an abnormal water temperature signal of the engine, an abnormal intake temperature signal, an abnormal air-fuel ratio signal, an abnormal variable exhaust system signal, an abnormal variable intake system signal and an abnormal oil dilution amount signal; the calculation module is used to: calculate the sum of the correction value corresponding to the engine operating condition information and the ignition angle retreat angle value corresponding to the engine operating condition information, and the sum is used as the corrected ignition angle retreat angle value; the correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the retreat angle correction signals.

[0117] In the embodiment of the present application, the driving modes include an extended-range mode, a direct-drive first-gear mode, and a direct-drive second-gear mode.

[0118] In an embodiment of the present application, the engine operating condition information includes engine speed and engine load, and the retreat angle value of each theoretical ignition angle in the driving mode is determined in the following manner: obtaining a subjective evaluation score of the acceleration sound in the vehicle after the vehicle runs at different engine speeds and different engine loads in the driving mode and performs engine ignition at the theoretical ignition angle corresponding to the engine speed and the engine load; if the subjective evaluation score does not meet the preset score condition, it is confirmed that the quality of the acceleration sound in the vehicle does not meet the preset standard in the driving mode, then the theoretical ignition angle is adjusted, and the subjective evaluation score of the acceleration sound in the vehicle after the vehicle performs engine ignition at the adjusted theoretical ignition angle is re-obtained; if the subjective evaluation score meets the preset score condition, it is confirmed that the quality of the acceleration sound in the vehicle meets the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is used as the retreat angle value of the theoretical ignition angle.

[0119] In summary, the engine ignition control device proposed in the present application is a method for determining the ignition angle for hybrid electric vehicles to improve the acceleration sound quality through the de-ignition angle. Since the performance of the acceleration sound quality in the vehicle under different driving modes is different in the NVH performance of the whole vehicle, the theoretical ignition angle that needs to be adjusted under different driving modes is also different. The present application pre-sets different theoretical ignition angle de-ignition values ​​for different driving modes, and the de-ignition values ​​are to ensure that the actual ignition angle will not affect the vehicle's acceleration sound quality. The present application uses the acceleration sound quality as a reference to make targeted adjustments to the theoretical ignition angles that are likely to affect the acceleration sound quality under different driving modes, thereby minimizing the coverage of the theoretical ignition angles that need to be adjusted, and reducing the impact of the de-ignition angle on the vehicle's economy and power to a certain extent.

[0120] In order to implement the above embodiment, the present application also proposes a hybrid vehicle 60, such as Figure 6 As shown, the vehicle 60 includes an engine 601 and the hybrid vehicle control system 10 described in the above embodiment.

[0121] In order to implement the above embodiment, the present application embodiment also proposes an electronic device 70, such as Figure 7 As shown, the electronic device 700 may specifically include: a memory 701, a processor 702, and a computer program stored in the memory 701 and executable on the processor 702. When the processor 702 executes the program, the steps of the engine ignition control method shown in the above embodiment are implemented.

[0122] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0123] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0124] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. An ignition control method for an engine, characterized in that: The method comprises: Get the driving mode of the vehicle; Acquiring engine operating condition information of the vehicle; searching the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles; searching, from the preset ignition angle setback values ​​corresponding to the driving mode, the ignition angle setback value corresponding to the engine operating condition information, the preset ignition angle setback value being the setback value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard in the driving mode; Calculating the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine; The actual ignition angle is sent to an ignition coil actuator, so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

2. The method according to claim 1, characterized in that The calculating the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine includes: When a receding angle correction signal is detected, determining a correction value corresponding to the engine operating condition information according to a preset correction value of the receding angle correction signal; Using the correction value corresponding to the engine operating condition information, correcting the ignition angle retreat value corresponding to the engine operating condition information to obtain a corrected ignition angle retreat value; The difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle retreat value is calculated to obtain the actual ignition angle of the engine.

3. The method according to claim 2, characterized in that The recoil correction signal includes a knock signal of an engine cylinder, and the correction value corresponding to the engine operating condition information is used to correct the ignition angle recoil value corresponding to the engine operating condition information to obtain the corrected ignition angle recoil value, including: Determine the maximum value of the correction value corresponding to the engine operating condition information and the ignition angle retreat value corresponding to the engine operating condition information as the corrected ignition angle retreat value; The correction value corresponding to the engine operating condition information is a correction value of the retreat angle correction signal in which the operating condition information is the same as the engine operating condition information.

4. The method according to claim 2, characterized in that The ignition angle retreat correction signal includes at least one of the following: an abnormal water temperature signal of the engine, an abnormal intake temperature signal, an abnormal air-fuel ratio signal, an abnormal variable exhaust system signal, an abnormal variable intake system signal, and an abnormal oil dilution signal. The correction value corresponding to the engine operating condition information is used to correct the ignition angle retreat value corresponding to the engine operating condition information to obtain the corrected ignition angle retreat value, including: Calculating a sum of the correction value corresponding to the engine operating condition information and the ignition angle retreat value corresponding to the engine operating condition information, the sum being used as the corrected ignition angle retreat value; The correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the retreat angle correction signals.

5. The method according to any one of claims 1 to 4, characterized in that: The driving modes include an extended-range mode, a direct-drive first-gear mode, and a direct-drive second-gear mode.

6. The method according to any one of claims 1 to 4, characterized in that: The engine operating condition information includes engine speed and engine load, and the retreat angle value of each theoretical ignition angle in the driving mode is determined by: Obtaining a subjective evaluation score of the acceleration sound in the vehicle after the vehicle is operated at different engine speeds and different engine loads in the driving mode and the engine is ignited at a theoretical ignition angle corresponding to the engine speed and the engine load; If the subjective evaluation score does not meet the preset score condition, it is confirmed that the in-vehicle acceleration sound quality does not meet the preset standard in the driving mode, then the theoretical ignition angle is adjusted, and the subjective evaluation score of the in-vehicle acceleration sound is re-obtained after the vehicle performs engine ignition at the adjusted theoretical ignition angle; If the subjective evaluation score satisfies the preset score condition, confirming that the in-vehicle acceleration sound quality reaches the preset standard in the driving mode, the total adjustment amount of the theoretical ignition angle is used as the retreat angle value of the theoretical ignition angle.

7. An ignition control device for an engine, characterized in that: The device comprises: A first acquisition module, used for acquiring a driving mode of a vehicle; A second acquisition module, used to acquire engine operating condition information of the vehicle; A first search module, used for searching the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles; A second search module is used to search for an ignition angle retreat value corresponding to the engine operating condition information from preset ignition angle retreat values ​​corresponding to the driving mode, wherein the preset ignition angle retreat value is a retreat value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard in the driving mode; A calculation module, used for calculating the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information, to obtain the actual ignition angle of the engine; The sending module is used to send the actual ignition angle to the ignition coil actuator, so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

8. A hybrid vehicle control system, characterized in that: The system includes a vehicle controller, a conversion gateway, an engine management system, and an ignition coil actuator: The vehicle controller is used to send the driving mode of the vehicle to the conversion gateway; The engine management system is used to obtain the driving mode of the vehicle sent by the vehicle controller from the conversion gateway; The engine management system is used to obtain engine operating condition information, search for the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles, and search for the ignition angle retreat value corresponding to the engine operating condition information from the preset ignition angle retreat value corresponding to the driving mode, wherein the preset ignition angle retreat value is the retreat value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard under the driving mode; The engine management system is used to calculate the difference between the theoretical ignition angle and the ignition angle retreat value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine; The engine management system is used to send the actual ignition angle to the ignition coil actuator; The ignition coil actuator is used to execute engine ignition according to the actual ignition angle.

9. A hybrid vehicle, characterized in that: The hybrid vehicle control system comprises an engine and the hybrid vehicle control system as claimed in claim 8.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the engine ignition control method according to any one of claims 1 to 6 are implemented.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the ignition control method of the engine as described in any one of claims 1 to 6 are implemented.

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