Ignition control methods, devices, systems, automobiles, equipment and media for engines

Abstract

This application proposes an ignition control method, device, vehicle, equipment, and medium for an engine, relating to the field of hybrid vehicle technology. The method specifically addresses hybrid vehicles by determining the ignition angle to improve acceleration sound quality through ignition angle retraction. Since the performance of in-vehicle acceleration sound quality varies across different driving modes in terms of overall vehicle NVH (Noise, Vibration, and Harshness) performance, the theoretical ignition angle requiring adjustment also differs. This application pre-sets different theoretical ignition angle retraction values ​​for different driving modes. These retraction values ​​ensure that the actual ignition angle does not affect the vehicle's acceleration sound quality. Using acceleration sound quality as a reference, this application specifically adjusts the theoretical ignition angles that easily affect acceleration sound quality under different driving modes, thereby minimizing the coverage of theoretical ignition angles requiring adjustment and reducing the impact of ignition angle retraction on vehicle economy and power to a certain extent.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicle technology, and more particularly to an ignition control method, device, system, vehicle, equipment, and medium for an engine. Background Technology

[0002] In practice, the theoretical ignition angle of an engine is mostly calibrated based on the vehicle's economy and power performance. By reducing the ignition 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 during vehicle acceleration. This application mainly addresses the problem of how to reduce the impact of the ignition angle on vehicle economy and power performance while maintaining sound quality. Summary of the Invention

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

[0004] An ignition control method for an engine, the method comprising: acquiring a vehicle's driving mode; acquiring engine operating condition information of the vehicle; searching for a theoretical ignition angle corresponding to the engine operating condition information from a stored theoretical ignition angle database; searching for a preset ignition angle retraction value corresponding to the engine operating condition information from a preset ignition angle retraction value corresponding to the driving mode, wherein the preset ignition angle retraction value is the retraction value of each of the theoretical ignition angles 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 corresponding to the engine operating condition information and the ignition angle retraction value to obtain the 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 this embodiment of the application, the step of calculating the difference between the theoretical ignition angle and the ignition angle retraction value corresponding to the engine operating condition information to obtain the actual ignition angle of the engine includes: when a retraction correction signal is detected, determining the correction value corresponding to the engine operating condition information according to the preset correction value of the retraction correction signal; correcting the ignition angle retraction value corresponding to the engine operating condition information using the correction value corresponding to the engine operating condition information to obtain the corrected ignition angle retraction value; and calculating the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle retraction value to obtain the actual ignition angle of the engine.

[0006] In this embodiment, the back angle correction signal includes the knock signal of the engine cylinder. The step of correcting the ignition angle back angle value corresponding to the engine operating condition information using the correction value corresponding to the engine operating condition information to obtain the corrected ignition angle back angle value includes: determining the maximum value between the correction value corresponding to the engine operating condition information and the ignition angle back angle value corresponding to the engine operating condition information as the corrected ignition angle back angle value; the correction value corresponding to the engine operating condition information is the same correction value applied to the operating condition information from among multiple preset correction values ​​of the back angle correction signal.

[0007] In this embodiment, the ignition angle retraction correction signal includes at least one of the following: an abnormal engine coolant temperature signal, an abnormal intake air 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 step of using the correction value corresponding to the engine operating condition information to correct the ignition angle retraction value corresponding to the engine operating condition information, to obtain the corrected ignition angle retraction value, includes: calculating the sum of the correction value corresponding to the engine operating condition information and the ignition angle retraction value corresponding to the engine operating condition information, and using this sum as the corrected ignition angle retraction value; the correction value corresponding to the engine operating condition information is the sum of preset correction values ​​for all the ignition angle correction signals.

[0008] In this embodiment of the application, the driving modes include range-extending mode, direct drive first gear mode, and direct drive second gear mode.

[0009] In this embodiment, the engine operating condition information includes engine speed and engine load. The back angle value of each theoretical ignition angle in the driving mode is determined by the following method: obtaining the subjective evaluation score of the in-vehicle acceleration sound after the vehicle operates at different engine speeds and different engine loads in the driving mode and the engine is ignited at the theoretical ignition angles corresponding to the engine speeds and engine loads; 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 after the vehicle is ignited at the adjusted theoretical ignition angle is obtained again; if the subjective evaluation score meets the preset score condition, it is confirmed that the in-vehicle acceleration sound quality meets the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is taken as the back 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 vehicle's driving mode; a second acquisition module for acquiring engine operating condition information of the vehicle; a first lookup module for looking up a theoretical ignition angle corresponding to the engine operating condition information from a stored set of theoretical ignition angles; a second lookup module for looking up a preset ignition angle retraction value corresponding to the engine operating condition information from a preset ignition angle retraction value corresponding to the driving mode, wherein the preset ignition angle retraction value is the retraction value of each of the theoretical ignition angles when the in-vehicle acceleration sound quality of the vehicle reaches a preset standard in the driving mode; a calculation module for calculating the difference between the theoretical ignition angle and the ignition angle retraction value corresponding to the engine operating condition information to obtain the 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 this embodiment of the application, the calculation module is configured to: when a back angle correction signal is detected, determine a correction value corresponding to the engine operating condition information based on a preset correction value of the back angle correction signal; use the correction value corresponding to the engine operating condition information to correct the ignition angle back angle value corresponding to the engine operating condition information to obtain a corrected ignition angle back angle value; calculate the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle back angle value to obtain the actual ignition angle of the engine.

[0012] In this embodiment of the application, the back angle correction signal includes the knock signal of the engine cylinder. 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 back angle value corresponding to the engine operating condition information as the corrected ignition angle back angle value; the correction value corresponding to the engine operating condition information is the same correction value as the engine operating condition information among a plurality of preset correction values ​​of the back angle correction signal.

[0013] In this embodiment, the back angle correction signal includes at least one of the following: an abnormal engine coolant temperature signal, an abnormal intake air 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 calculation module is used to: calculate the sum of the correction value corresponding to the engine operating condition information and the ignition angle back angle value corresponding to the engine operating condition information, and the sum is used as the corrected ignition angle back angle value; the correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the back angle correction signals.

[0014] In this embodiment of the application, the driving modes include range-extending mode, direct drive first gear mode, and direct drive second gear mode.

[0015] In this embodiment, the engine operating condition information includes engine speed and engine load. The back angle value of each theoretical ignition angle in the driving mode is determined by the following method: obtaining the subjective evaluation score of the in-vehicle acceleration sound after the vehicle operates at different engine speeds and different engine loads in the driving mode and the engine is ignited at the theoretical ignition angles corresponding to the engine speeds and engine loads; 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 after the vehicle is ignited at the adjusted theoretical ignition angle is obtained again; if the subjective evaluation score meets the preset score condition, it is confirmed that the in-vehicle acceleration sound quality meets the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is taken as the back angle value of the theoretical ignition angle.

[0016] A hybrid electric 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 vehicle's driving mode 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 acquire 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 retraction value corresponding to the engine operating condition information from the preset ignition angle retraction value corresponding to the driving mode. The preset ignition angle retraction value is the retraction value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the preset standard in the driving mode.

[0020] The engine management system is used to calculate the difference between the theoretical ignition angle and the ignition angle retraction angle corresponding to the engine operating condition information, so as 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 perform engine ignition according to the actual ignition angle.

[0023] A hybrid electric vehicle includes an engine and a hybrid electric vehicle control system as described in the above embodiments.

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

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

[0026] In summary, the engine ignition control method proposed in this application is a method for determining the ignition angle to improve acceleration sound quality in hybrid vehicles by retracting the ignition angle. Since the performance of in-vehicle acceleration sound quality varies in different driving modes within the overall vehicle NVH performance, the theoretical ignition angle that needs adjustment also differs for each driving mode. This application pre-sets different theoretical ignition angle retraction values ​​for different driving modes. These retraction values ​​are designed to ensure that the actual ignition angle does not affect the vehicle's acceleration sound quality. Using acceleration sound quality as a reference, this application makes targeted adjustments to the theoretical ignition angles that easily affect acceleration sound quality in different driving modes, thereby minimizing the coverage of theoretical ignition angles that need adjustment and reducing the impact of retracting the ignition angle on vehicle economy and power to a certain extent. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of a hybrid electric vehicle control system.

[0029] Figure 2 This is a flowchart illustrating an ignition control method for an engine according to another exemplary embodiment of this application;

[0030] Figure 3 This is a flowchart illustrating an ignition control method for an engine according to another exemplary embodiment of this application;

[0031] Figure 4 This is a flowchart illustrating an ignition control method for an engine according to another exemplary embodiment of this application;

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

[0033] Figure 6 This is a schematic block diagram illustrating a hybrid electric vehicle according to an exemplary embodiment of this application;

[0034] Figure 7 This is a schematic block diagram of an electronic device according to an exemplary embodiment of this application. Detailed Implementation

[0035] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. The embodiments described with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

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

[0037] It should also be understood that the term “and / or” as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

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

[0039] Furthermore, in the description of this invention and the appended claims, the terms "first," "second," "third," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0040] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of the invention include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

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

[0042] The vehicle controller 11 is used to send the vehicle's driving mode 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 acquire 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 retraction value corresponding to the engine operating condition information from the preset ignition angle retraction value corresponding to the driving mode. The preset ignition angle retraction value is the retraction value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the 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 retraction angle corresponding to the engine operating condition information, so as 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 perform engine ignition according to the actual ignition angle.

[0048] In this embodiment, the Vehicle Control Unit (VCU) sends the hybrid vehicle's drive mode (VCU_ModeAct) signal to the Gateway Transmission Terminal (GWMT). The Engine Management System (EMS) obtains the VCU_ModeAct signal from the GWMT. The EMS identifies the current drive mode of the hybrid vehicle based on the VCU_ModeAct signal and looks up the corresponding ignition angle retraction angle in a storage table. It then uses the aforementioned engine operating condition information to find the corresponding ignition angle retraction angle value in this storage table. Furthermore, it also needs to look up the theoretical ignition angle corresponding to the aforementioned engine operating condition information in a storage table representing different engine operating conditions. The actual ignition angle of the engine is determined by combining the theoretical ignition angle and the ignition angle retraction angle value. The Engine Management System sends the determined actual ignition angle to the engine's ignition coil actuator. The ignition coil actuator determines the next ignition timing based on the actual ignition angle and performs ignition at that timing.

[0049] In this embodiment, the non-zero ignition angle retraction value corresponds to engine operating conditions where acceleration sound quality is a concern. Adjusting the ignition angle under these engine operating conditions using the retraction value improves the acceleration sound quality within the vehicle. For engine operating conditions where acceleration sound quality is not a concern, no ignition angle adjustment is needed; the retraction value for these engine operating conditions is zero. Since the impact of acceleration sound on overall vehicle NVH performance varies under different driving modes (e.g., in range-extended mode, lower vehicle speed and road noise result in a more prominent acceleration sound), this embodiment addresses different engine operating conditions under different driving modes. This precisely identifies the engine operating conditions requiring retraction, thereby narrowing the overall range of conditions requiring retraction, reducing the impact of retraction on vehicle power, economy, drivability, emissions, and heat damage, increasing the likelihood of implementing retraction solutions, improving acceleration sound quality, and ultimately enhancing passenger comfort.

[0050] To achieve the above embodiments, this application proposes an engine ignition control method, which can be applied in an engine management system to determine the actual ignition angle of the engine in order to control the timing of engine ignition by the ignition coil actuator.

[0051] Figure 2 This is a flowchart illustrating an ignition control method for an engine according to an exemplary embodiment of this application, such as... Figure 2 As shown, the method includes the following steps:

[0052] S201, Obtain the vehicle's drive mode.

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

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

[0055] In practice, engine management systems can record engine operating condition information. In this embodiment, when executing the engine ignition control logic, the current engine operating condition information of the hybrid vehicle is obtained from a storage device that records engine operating condition information. Engine operating condition information may include, but is not limited to, engine speed and engine load.

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

[0057] The engine management system can store the theoretical ignition angles under different engine operating conditions, or store the theoretical ignition angles under different engine operating conditions in other on-board storage devices or remote storage devices.

[0058] For example, the theoretical ignition angles for different engine operating conditions can be stored in the form of a map / stored table, with the engine speed and load jointly mapping to a theoretical ignition angle. This theoretical ignition angle can be pre-calibrated based on factors such as vehicle economy and power.

[0059] In this embodiment of the application, after obtaining the current engine operating condition information, the engine speed and engine load in the engine operating condition information are used to look up the theoretical ignition angle that is jointly mapped by the engine speed and engine load from the storage table of theoretical ignition angles.

[0060] S204, from the preset ignition angle back angle values ​​corresponding to the driving mode, find the ignition angle back angle value corresponding to the engine operating condition information. The preset ignition angle back angle value is the back angle value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the preset standard in the driving mode.

[0061] In this embodiment, an ignition angle setback value is preset 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 is substandard under that driving mode. This 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 improves from a substandard state to a standard state.

[0062] In some embodiments, the theoretical ignition angle that needs to be reduced for different engine operating conditions under each driving mode can be obtained through accelerated sound quality subjective evaluation tests and statistical processing. For example, an example table of preset ignition angle reduction values ​​corresponding to the range-extending mode can be compiled as shown in Table 1.

[0063]

[0064] Table 1 provides examples of preset ignition angle and back angle values ​​for range extension modes.

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

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

[0067] S206, the actual ignition angle is sent to the 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 retraction value corresponding to the engine operating condition information, the difference between the theoretical ignition angle and the ignition angle retraction value is taken as the actual ignition angle of the engine. The engine management system sends the actual ignition angle to the ignition coil actuator. The ignition coil actuator performs engine ignition when the crankshaft rotates to the angle limited by the actual ignition angle.

[0069] In summary, the engine ignition control method proposed in this application is a method for determining the ignition angle to improve acceleration sound quality in hybrid vehicles by retracting the ignition angle. Since the performance of in-vehicle acceleration sound quality varies in different driving modes within the overall vehicle NVH performance, the theoretical ignition angle that needs adjustment also differs for each driving mode. This application pre-sets different theoretical ignition angle retraction values ​​for different driving modes. These retraction values ​​are designed to ensure that the actual ignition angle does not affect the vehicle's acceleration sound quality. Using acceleration sound quality as a reference, this application makes targeted adjustments to the theoretical ignition angles that easily affect acceleration sound quality in different driving modes, thereby minimizing the coverage of theoretical ignition angles that need adjustment and reducing the impact of retracting the ignition angle on vehicle economy and power to a certain extent.

[0070] Based on the above embodiments, such as Figure 3As shown, step S205 above, "calculating the difference between the theoretical ignition angle and the ignition angle retraction 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 back angle correction signal is detected, the correction value corresponding to the engine operating condition information is determined according to the preset correction value of the back angle correction signal.

[0072] In this application embodiment, different types of back angle correction signals are pre-set, and each back angle correction signal corresponds to a type of working condition or a device working condition.

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

[0074] When a back angle correction signal is detected, it can be considered that the ignition angle back angle value corresponding to the engine operating condition information determined in step S204 needs to be further corrected by combining the back angle correction signal. In this way, the operating conditions of various modules and equipment of the vehicle are comprehensively considered, and the actual ignition angle is adjusted to adapt to the vehicle's operating conditions.

[0075] In this embodiment, a correction value can be preset for each type of back angle correction signal, and then the correction value corresponding to the engine operating condition information can be found from the preset correction values ​​of the back angle correction signals. In some embodiments, the preset correction values ​​of the back angle correction signals can be stored in the form shown in Table 1, and a correction value can be mapped using the engine speed and engine load.

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

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

[0078] S303, calculate the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle back angle 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 adjusted by the final corrected ignition angle back angle value to obtain the actual ignition angle of the engine.

[0080] In this embodiment, before calculating the actual ignition angle, a correction value for the ignition angle retraction is determined by combining the real-time detected retraction correction signal and engine operating condition information. This correction value is then used to adjust the ignition angle retraction. In this way, the ignition angle retraction is fine-tuned considering the vehicle's current operating conditions, resulting in a more adaptable final ignition angle for the vehicle, thus ensuring vehicle performance and driving safety.

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

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

[0083] The maximum value between the correction value corresponding to the engine operating condition information and the ignition angle setback value corresponding to the engine operating condition information is determined as the corrected ignition angle setback value. The correction value corresponding to the engine operating condition information is the same as the engine operating condition information among multiple preset correction values ​​of the setback angle 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 can be pre-calibrated and stored, i.e., correction values. 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] Where X represents engine speed (rpm) and Y represents engine load (%). X and Y together represent the application condition information of the preset correction value. Table 2 is merely an example of a preset correction value storage table for knock signals. The step size of the speed and the step size of the load in the table can be set as needed, and this application does not limit them. In some embodiments, the correction value can be found in the table using 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 operating condition information.

[0088] For example, in range-extending mode, when the engine speed is 2000 rpm and the load is 120%, the ignition angle retraction value to be implemented is M. After detecting the knock signal, 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, then M is used as the corrected ignition angle retraction value; if M ≤ N, then N is used as the corrected ignition angle retraction value.

[0089] This application compares the ignition angle setback value required to solve the cylinder knocking problem under current engine operating conditions with the ignition angle setback value required to solve the problem of excessive acceleration noise quality. The maximum value of the two is selected as the final ignition angle setback value, i.e., the modified ignition angle setback value mentioned above. In this way, when setting back the theoretical ignition angle, both the driving noise quality inside the vehicle and the engine cylinder knocking problem are taken into account.

[0090] Based on the above embodiments, the ignition angle correction signal may also include, but is not limited to, abnormal engine coolant temperature signals, abnormal engine intake air temperature signals, abnormal engine air-fuel ratio signals, abnormal variable intake system signals, abnormal variable exhaust system signals, abnormal oil dilution signals, etc. In this case, the preset correction value of the ignition angle correction signal can be a preset ignition angle adjustment amount. For example, if the abnormal engine coolant temperature signal indicates that the engine coolant temperature is low, the preset correction value of this signal is negative, and a negative number indicates that the ignition angle back angle is reduced. If the abnormal engine coolant temperature signal indicates that the engine coolant temperature is high, the preset correction value of this signal is positive, and a positive number indicates that the ignition angle back angle is increased. The specific value of the preset correction value can be set as needed, and this application does not limit it.

[0091] Correspondingly, step S205 above, "calculating the difference between the theoretical ignition angle and the ignition angle setback 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 setback value corresponding to the engine operating condition information, wherein the sum is used as the corrected ignition angle setback value. The correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the setback correction signals.

[0092] Since the preset correction values ​​for the ignition angle correction signals are not correlated with engine operating conditions—that is, the distribution of preset correction values ​​for abnormal engine coolant temperature signals, abnormal engine intake air temperature signals, abnormal engine air-fuel ratio signals, abnormal variable intake system signals, abnormal variable exhaust system signals, and abnormal oil dilution signals are unaffected by engine operating conditions—these preset correction values ​​can be understood as the ignition angle setback value required to adjust the abnormal situation corresponding to the signal. When multiple ignition angle correction signals are detected, the preset correction values ​​for each detected signal are summed, and the sum is used as the correction value corresponding to the current engine operating condition information.

[0093] In this embodiment of the application, when adjusting the theoretical ignition angle, the actual conditions of engine water temperature, intake air temperature, air-fuel ratio, intake system, exhaust system, and oil dilution in the vehicle are taken into account. The ignition angle adjustment based on acceleration sound quality is corrected so that after the engine is ignited using the finally determined actual ignition angle, the engine operation can take into account both the actual operating conditions of the vehicle and the acceleration sound quality inside the vehicle.

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

[0095] First, the preset correction values ​​of the back angle correction signals detected in the abnormal engine coolant temperature signal, abnormal engine intake air temperature signal, abnormal engine air-fuel ratio signal, abnormal variable intake system signal, abnormal variable exhaust system signal, and abnormal oil dilution signal are summed. The sum is then added to the ignition angle back angle value of the engine operating condition information. Next, the summed value is compared with the correction value corresponding to the engine operating condition information in the preset correction value of the knock signal. The maximum value is taken as the final corrected ignition angle back angle value.

[0096] Based on the above embodiments, such as Figure 4 As shown, the back angle value for each theoretical ignition angle in each driving mode can be determined in the following way:

[0097] S401, Obtain the subjective evaluation score of the acceleration sound inside the vehicle after the vehicle operates at different engine speeds and different engine loads in the driving mode and the engine is ignited at the 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, and 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-acquired after the vehicle performs engine ignition with the adjusted theoretical ignition angle.

[0099] S403, if the subjective evaluation score meets the preset score condition, and it is confirmed that the in-vehicle acceleration sound quality reaches the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is taken as the back angle value of the theoretical ignition angle.

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

[0101] When the subjective evaluation score does not meet the preset score condition (e.g., score less than 6 points), the theoretical ignition angle is reduced, and engine ignition is performed again. The subjective evaluation of the in-vehicle acceleration sound quality under this condition is then performed again. This process is repeated until the subjective evaluation score of the in-vehicle acceleration sound quality meets the preset score condition. The total adjustment of the theoretical ignition angle corresponding to the engine speed and engine load up to this point is taken as the ignition angle retraction value corresponding to the engine speed and engine load in range extender mode, and is also taken as the retraction value of the theoretical ignition angle in range extender mode.

[0102] In this way, we can obtain an example table of preset ignition angle back angle values ​​corresponding to the range-extending mode, as shown in Table 1; and an example table of preset ignition angle back angle values ​​corresponding to the direct drive first gear mode, as shown in Table 3.

[0103]

[0104] Table 3. Examples of preset ignition angle and back angle values ​​for direct drive first gear mode.

[0105] X represents engine speed (rpm), and Y represents engine load (%). Comparing Tables 1 and 3, it can be seen that the engine operating condition coverage area requiring theoretical ignition angle reduction in range-extending mode is larger than that in direct-drive first-gear mode. In the embodiments of this application, the theoretical ignition angle reduction values ​​differ for different driving modes. This allows for the improvement of acceleration sound quality by utilizing ignition angle reduction, while simultaneously defining corresponding reduction angle regions for different driving modes, thereby mitigating the impact of ignition angle reduction on vehicle power and fuel economy to a certain extent.

[0106] It should be understood that the sequence number of each step in the above embodiments does not imply 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 this application.

[0107] Figure 5 This is a schematic block diagram of an ignition control device for an engine according to another exemplary embodiment of this application, such as... Figure 5 As shown, the device 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] The first acquisition module 501 is used to acquire the driving mode of the vehicle;

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

[0110] The first lookup module 503 is used to look up the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles.

[0111] The second search module 504 is used to search for the ignition angle back angle value corresponding to the engine operating condition information from the preset ignition angle back angle value corresponding to the driving mode. The preset ignition angle back angle value is the back angle value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the preset standard in the driving mode.

[0112] The calculation module 505 is used to calculate the difference between the theoretical ignition angle and the ignition angle retraction angle corresponding to the engine operating condition information, so as 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 this embodiment of the application, the calculation module is configured to: when a back angle correction signal is detected, determine a correction value corresponding to the engine operating condition information based on a preset correction value of the back angle correction signal; use the correction value corresponding to the engine operating condition information to correct the ignition angle back angle value corresponding to the engine operating condition information to obtain a corrected ignition angle back angle value; calculate the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle back angle value to obtain the actual ignition angle of the engine.

[0115] In this embodiment of the application, the back angle correction signal includes the knock signal of the engine cylinder. 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 back angle value corresponding to the engine operating condition information as the corrected ignition angle back angle value; the correction value corresponding to the engine operating condition information is the same correction value as the engine operating condition information among a plurality of preset correction values ​​of the back angle correction signal.

[0116] In this embodiment, the back angle correction signal includes at least one of the following: an abnormal engine coolant temperature signal, an abnormal intake air 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 calculation module is used to: calculate the sum of the correction value corresponding to the engine operating condition information and the ignition angle back angle value corresponding to the engine operating condition information, and the sum is used as the corrected ignition angle back angle value; the correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the back angle correction signals.

[0117] In this embodiment of the application, the driving modes include range-extending mode, direct drive first gear mode, and direct drive second gear mode.

[0118] In this embodiment, the engine operating condition information includes engine speed and engine load. The back angle value of each theoretical ignition angle in the driving mode is determined by the following method: obtaining the subjective evaluation score of the in-vehicle acceleration sound after the vehicle operates at different engine speeds and different engine loads in the driving mode and the engine is ignited at the theoretical ignition angles corresponding to the engine speeds and engine loads; 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 after the vehicle is ignited at the adjusted theoretical ignition angle is obtained again; if the subjective evaluation score meets the preset score condition, it is confirmed that the in-vehicle acceleration sound quality meets the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is taken as the back angle value of the theoretical ignition angle.

[0119] In summary, the ignition control device for the engine proposed in this application is a method for determining the ignition angle to improve acceleration sound quality in hybrid vehicles by retracting the ignition angle. Since the performance of in-vehicle acceleration sound quality in the overall NVH performance varies under different driving modes, the theoretical ignition angle that needs adjustment also differs for each driving mode. This application pre-sets different theoretical ignition angle retraction values ​​for different driving modes. These retraction values ​​are designed to ensure that the actual ignition angle does not affect the vehicle's acceleration sound quality. Using acceleration sound quality as a reference, this application makes targeted adjustments to the theoretical ignition angles that easily affect acceleration sound quality under different driving modes, thereby minimizing the coverage of theoretical ignition angles that need adjustment and reducing the impact of retracting the ignition angle on vehicle economy and power to a certain extent.

[0120] To achieve the above embodiments, this application also proposes a hybrid electric vehicle 60, such as... Figure 6 As shown, the vehicle 60 includes an engine 601 and a hybrid vehicle control system 10 as described in the above embodiment.

[0121] To achieve the above embodiments, this application 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, it implements the steps of the engine ignition control method as described in the above embodiments.

[0122] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, 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. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0123] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to 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 above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An ignition control method for an engine, characterized in that, The method includes: Obtain the vehicle's drive mode; Obtain the engine operating condition information of the vehicle; Find the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles; From the preset ignition angle back angle values ​​corresponding to the driving mode, find the ignition angle back angle value corresponding to the engine operating condition information. The preset ignition angle back angle value is the back angle value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the preset standard in the driving mode. The difference between the theoretical ignition angle and the ignition angle retraction angle corresponding to the engine operating condition information is calculated to obtain the actual ignition angle of the engine; The actual ignition angle is sent to the ignition coil actuator so that the ignition coil actuator performs engine ignition according to the actual ignition angle.

2. The method as described in claim 1, characterized in that, The calculation of the difference between the theoretical ignition angle and the ignition angle retraction angle corresponding to the engine operating condition information to obtain the actual ignition angle of the engine includes: When a back angle correction signal is detected, the correction value corresponding to the engine operating condition information is determined according to the preset correction value of the back angle correction signal. Using the correction value corresponding to the engine operating condition information, the ignition angle back angle value corresponding to the engine operating condition information is corrected to obtain the corrected ignition angle back angle value. The actual ignition angle of the engine is obtained by calculating the difference between the theoretical ignition angle corresponding to the engine operating condition information and the corrected ignition angle back angle value.

3. The method as described in claim 2, characterized in that, The ignition angle correction signal includes the engine cylinder knock signal. The step of using the correction value corresponding to the engine operating condition information to correct the ignition angle back angle value corresponding to the engine operating condition information, to obtain the corrected ignition angle back angle value, includes: The maximum value between the correction value corresponding to the engine operating condition information and the ignition angle back angle value corresponding to the engine operating condition information is determined as the corrected ignition angle back angle value. The correction value corresponding to the engine operating condition information is the same as the engine operating condition information among multiple preset correction values ​​of the back angle correction signal.

4. The method as described in claim 2, characterized in that, The ignition angle retraction correction signal includes at least one of the following: abnormal engine coolant temperature signal, abnormal intake air temperature signal, abnormal air-fuel ratio signal, abnormal variable exhaust system signal, abnormal variable intake system signal, and abnormal oil dilution signal. The step of using the correction value corresponding to the engine operating condition information to correct the ignition angle retraction value corresponding to the engine operating condition information, to obtain the corrected ignition angle retraction value, includes: Calculate the sum of the correction value corresponding to the engine operating condition information and the ignition angle back angle value corresponding to the engine operating condition information, and use the sum as the corrected ignition angle back angle value; The correction value corresponding to the engine operating condition information is the sum of the preset correction values ​​of all the back angle correction signals.

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

6. The method according to any one of claims 1-4, characterized in that, The engine operating condition information includes engine speed and engine load, and the retraction angle value for each theoretical ignition angle in the driving mode is determined by the following method: The subjective evaluation score of the acceleration sound inside the vehicle is obtained after the vehicle operates at different engine speeds and different engine loads in the driving mode and the engine is ignited 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, and 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-acquired after the vehicle executes engine ignition with the adjusted theoretical ignition angle. If the subjective evaluation score meets the preset score condition, and it is confirmed that the in-vehicle acceleration sound quality reaches the preset standard in the driving mode, then the total adjustment amount of the theoretical ignition angle is taken as the back angle value of the theoretical ignition angle.

7. An ignition control device for an engine, characterized in that, The device includes: The first acquisition module is used to acquire the vehicle's driving mode; The second acquisition module is used to acquire the engine operating condition information of the vehicle; The first lookup module is used to look up the theoretical ignition angle corresponding to the engine operating condition information from the stored theoretical ignition angles. The second search module is used to search for the ignition angle back angle value corresponding to the engine operating condition information from the preset ignition angle back angle value corresponding to the driving mode. The preset ignition angle back angle value is the back angle value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the preset standard in the driving mode. The calculation module is used to calculate the difference between the theoretical ignition angle and the ignition angle retraction angle corresponding to the engine operating condition information, so as to obtain the actual ignition angle of the engine. A transmitting module is used to transmit 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 electric 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 vehicle's driving mode 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 acquire 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 retraction value corresponding to the engine operating condition information from the preset ignition angle retraction value corresponding to the driving mode. The preset ignition angle retraction value is the retraction value of each theoretical ignition angle when the in-vehicle acceleration sound quality of the vehicle reaches the preset standard in the driving mode. The engine management system is used to calculate the difference between the theoretical ignition angle and the ignition angle retraction angle corresponding to the engine operating condition information, so as 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 perform engine ignition according to the actual ignition angle.

9. A hybrid electric vehicle, characterized in that, Includes an engine and a hybrid vehicle control system as described 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, characterized in that, When the processor executes the computer program, it implements the steps of the ignition control method for the engine as described in any one of claims 1-6.

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

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