Ignition angle control method and device, electronic equipment and vehicle

Abstract

The invention provides an ignition angle control method and device, electronic equipment and a vehicle. The ignition angle control method comprises the steps that the first octane number proportion of current fuel oil used by an engine and the second octane number proportion of fuel oil used last time recorded in the vehicle are obtained; comparing the first octane number ratio with the second octane number ratio; if yes, the ignition angle of the fuel oil used last time is obtained to serve as the ignition angle of the current fuel oil; if not, the ignition angle of the current fuel oil is obtained according to the first octane number proportion. According to the embodiment, the service life of the engine is prolonged.

Description

Technical Field

[0001] The present invention relates to the field of fuel control of an engine, and in particular to an ignition angle control method, device, electronic equipment and vehicle. Background Art

[0002] In gasoline-powered cars, the quality of fuel has a great impact on the life of the car engine. Generally, the appropriate fuel number is clearly marked when the car leaves the factory. However, geographical fluctuations in oil quality are still difficult to avoid. On the one hand, there may be no fuel with the corresponding number, and on the other hand, the local oil quality may vary greatly, resulting in the fuel added to the tank being unsuitable for the engine.

[0003] Octane number is an important indicator of the anti-knock performance of spark ignition engine fuel. The higher the octane number of the fuel, the better the anti-knock performance, and the engine can use a higher compression ratio, which can not only increase the engine power but also save fuel. Therefore, the octane number is of great significance to improving the fuel economy performance of fuel engines. If the fuel quality filled in the vehicle is poor and the octane number of the fuel is lower than the base fuel octane number used for engine calibration, it will cause knocking during vehicle operation, and even damage the engine in severe cases. Summary of the invention

[0004] In view of this, the present invention aims to propose an ignition angle control method, device, electronic equipment and vehicle to solve the problem that the fuel quality filled in existing vehicles is poor, resulting in knock during vehicle operation, and even serious damage to the engine.

[0005] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0006] A first aspect of an embodiment of the present application provides an ignition angle control method, the method comprising:

[0007] Obtain the first octane ratio of the current fuel used by the engine and the second octane ratio of the last fuel used recorded in the vehicle;

[0008] comparing the first octane ratio and the second octane ratio;

[0009] If they are consistent, the ignition angle of the last used fuel is obtained as the ignition angle of the current fuel;

[0010] If they are inconsistent, the ignition angle of the current fuel is obtained according to the first octane number ratio.

[0011] Optionally, before obtaining the first octane ratio of the current fuel of the engine and the second octane ratio of the last fuel used recorded in the vehicle, the method further includes:

[0012] Pre-set a target speed threshold, a target load threshold and a target water temperature threshold for the engine;

[0013] Get the real-time speed, real-time load and real-time water temperature of the engine using the current fuel;

[0014] When it is determined that the real-time speed is greater than the target speed threshold, the real-time load is greater than the target load threshold, and the real-time water temperature is greater than the target water temperature threshold, obtaining the working state of the engine;

[0015] Determining whether the engine has a knock fault and a variable valve timing fault according to the working state;

[0016] If not present, it is determined that the engine allows the start of oil octane ratio learning.

[0017] Optionally, before obtaining the first octane ratio of the current fuel used by the engine and the second octane ratio of the last fuel used recorded in the vehicle, the method further includes:

[0018] According to the engine speed and engine load, the engine operating condition is divided into multiple target operating condition areas;

[0019] Get the speed-load operating point of the engine using the current fuel;

[0020] If the duration of the operating point being in any of the target operating areas is greater than a first time threshold, determining any of the target operating areas as a first operating area;

[0021] Obtaining a total knock retreat angle and a knock duration of the operating point in each of the first operating regions;

[0022] If the total knock retreat angle is greater than the first angle threshold, and the knock duration is greater than the second time threshold, determining the corresponding first operating condition region as the second operating condition region;

[0023] If the total knock retreat angle is less than the second angle threshold, and the knock duration is greater than the third time threshold, the corresponding first operating condition area is determined to be the third operating condition area.

[0024] Optionally, after determining that the corresponding first operating condition region is the third operating condition region if the total knock retreat angle is less than the second angle threshold and the knock duration is greater than the third time threshold, the method further includes:

[0025] When it is determined that the proportion of the second operating condition area in the first operating condition area exceeds the first threshold, or the proportion of the third operating condition area in the first operating condition area exceeds the first threshold, the oil octane number ratio learning is started to obtain the first octane number ratio of the current fuel used by the engine.

[0026] Optionally, obtaining the first octane ratio of the current fuel used by the engine and the second octane ratio of the last fuel used recorded in the vehicle includes:

[0027] When it is determined that the oil octane ratio learning is started, the second octane ratio of the last used fuel recorded in the vehicle is obtained;

[0028] Controlling the octane ratio of the second oil product to learn between 1 and 0 according to a preset step length, and monitoring the knock condition of the engine through a knock sensor;

[0029] When it is determined that the engine has no knock within the target time period, obtaining a currently learned target oil octane number ratio;

[0030] The currently learned target oil octane ratio is determined as the first octane ratio of the current fuel used by the engine.

[0031] Optionally, obtaining the ignition angle of the current fuel according to the first octane number ratio includes:

[0032] Predetermine the first ignition angle of the engine at different speeds and loads when the oil octane ratio is 1;

[0033] Predetermining the second ignition angle of the engine at different speeds and loads when the oil octane ratio is 0;

[0034] According to the first octane number ratio, a first weight coefficient is set for a first ignition angle, and a second weight coefficient is set for a second ignition angle, wherein the sum of the first weight coefficient and the second weight coefficient is one, and the value of the first weight coefficient is consistent with the value of the first octane number ratio;

[0035] The first ignition angle and the second ignition angle are weightedly summed by the first weight coefficient and the second weight coefficient to obtain the ignition angle of the engine at different speeds and loads using the current fuel.

[0036] Optionally, after obtaining the ignition angle of the current fuel according to the first octane number ratio, the method further includes:

[0037] Predetermine the first maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 1;

[0038] Predetermine the second maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 0;

[0039] According to the first octane number ratio, a third weight coefficient is set for the first maximum load value, and a fourth weight coefficient is set for the second maximum load value, wherein the sum of the third weight coefficient and the fourth weight coefficient is one, and the value of the third weight coefficient is consistent with the value of the first octane number ratio;

[0040] The first maximum load value and the second maximum load value are weighted and summed by the third weight coefficient and the fourth weight coefficient to obtain the target maximum load value of the engine using the current fuel at different speeds and water temperatures.

[0041] A second aspect of an embodiment of the present application provides an ignition angle control device, the device comprising:

[0042] A first acquisition module is used to acquire a first octane ratio of the current fuel used by the engine and a second octane ratio of the last fuel used recorded in the vehicle;

[0043] A comparison module, configured to compare the first octane number ratio with the second octane number ratio;

[0044] A second acquisition module is used for acquiring the ignition angle of the fuel used last time as the ignition angle of the current fuel if they are consistent;

[0045] The third acquisition module is used to acquire the ignition angle of the current fuel according to the first octane number ratio if they are inconsistent.

[0046] A third aspect of an embodiment of the present invention provides an electronic device, including a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0047] Memory, used to store computer programs;

[0048] The processor is used to perform any of the above-mentioned ignition angle control methods when executing the program stored in the memory.

[0049] A fourth aspect of an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps in the ignition angle control method described in the first aspect of the present application are implemented.

[0050] A fifth aspect of an embodiment of the present application provides a vehicle, comprising: the above-mentioned ignition angle control device.

[0051] Compared with the prior art, the ignition angle control method, device, electronic device and vehicle of the present invention have the following advantages:

[0052] The present invention provides an ignition angle control method, device, electronic device and vehicle, including: obtaining a first octane ratio of a current fuel used by an engine and a second octane ratio of a last used fuel recorded in a vehicle; comparing the first octane ratio and the second octane ratio; if they are consistent, obtaining the ignition angle of the last used fuel as the ignition angle of the current fuel; if they are inconsistent, obtaining the ignition angle of the current fuel according to the first octane ratio. In an embodiment of the present invention, the octane ratio of the fuel is obtained after each addition of new fuel to the engine, and the octane ratio is compared with the octane ratio of the last used fuel to determine whether the ignition angle needs to be adjusted. The ignition angle can not only be adjusted dynamically according to the octane ratio of the fuel to avoid knocking during vehicle operation and affect the life of the engine as much as possible, but also fuel economy and emissions can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0054] Figure 1 is a flowchart of a method for controlling an ignition angle according to an exemplary embodiment;

[0055] Figure 2 is based on Figure 1 An exemplary embodiment shown is a schematic diagram of dividing a target operating condition area in an ignition angle control method;

[0056] Figure 3 is based on Figure 1 An exemplary embodiment shown is a flow chart of step 104 in an ignition angle control method;

[0057] Figure 4 is a block diagram of an ignition angle control device according to an exemplary embodiment;

[0058] Figure 5 It is a structural block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0059] The technical solutions in the embodiments of the present invention will be described below in conjunction with the accompanying drawings in the embodiments of the present invention. Although the accompanying drawings show exemplary embodiments of the present application, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0060] In various embodiments of the present invention, it should be understood that the size of the serial numbers of the following processes 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 invention.

[0061] The ignition angle control method, device, electronic device and vehicle provided in the embodiments of the present application are described in detail below with reference to the accompanying drawings through specific embodiments and their application scenarios.

[0062] Reference Figure 1 , Figure 1 is a flowchart of a method for controlling an ignition angle according to an exemplary embodiment:

[0063] Step 101, obtaining a first octane ratio of the current fuel used by the engine and a second octane ratio of the last fuel used recorded in the vehicle.

[0064] The vehicle of the embodiment of the present invention obtains the first octane ratio of the current fuel used by the engine each time new fuel is added, and compares it with the second octane ratio of the last used fuel recorded by the vehicle's Electronic Control Unit (ECU), thereby determining whether the ignition angle needs to be adjusted. To calculate the first octane ratio of the current fuel used by the engine, it is necessary to start the oil octane ratio learning function in the vehicle for learning. Before starting the oil octane ratio learning function, it is also necessary to set the conditions that meet the oil octane ratio learning.

[0065] On this basis, the present invention sets a target speed threshold, a target load threshold and a target water temperature threshold. At the same time, the present application determines the learning status of the octane ratio by detecting the knock condition of the engine. Therefore, in order to avoid interference from other factors, it is also necessary to stipulate that the engine has no knock fault and no variable valve timing related fault before learning. The specific steps include:

[0066] Pre-set a target speed threshold, a target load threshold and a target water temperature threshold for the engine;

[0067] Get the real-time speed, real-time load and real-time water temperature of the engine using the current fuel;

[0068] When it is determined that the real-time speed is greater than the target speed threshold, the real-time load is greater than the target load threshold, and the real-time water temperature is greater than the target water temperature threshold, the working state of the engine is obtained;

[0069] Determine whether the engine has knock fault and variable valve timing fault through working status;

[0070] If not present, it is determined that the engine allows the start of fuel octane ratio learning.

[0071] Among them, variable valve timing (VVT) failure refers to an abnormality or failure in the engine's variable valve timing system, resulting in the inability to adjust the valve timing according to the design requirements. The main function of the VVT ​​system is to dynamically adjust the opening and closing time of the valve according to the engine's operating conditions (such as speed, load, etc.) to optimize combustion efficiency, improve power output and reduce emissions. Variable valve timing failure may lead to reduced engine performance, increased engine noise, etc. By setting the target speed threshold, the engine can be ensured to learn the octane number within a suitable speed range, by setting the target load threshold, the engine can be ensured to learn the octane number within a suitable load range, and by setting the target water temperature threshold, the engine can be ensured to learn the octane number within a suitable operating temperature range. By determining the working state, other factors can be avoided from causing engine knock and affecting the learning results.

[0072] For example, the target speed threshold is set to 1400rpm, the target load threshold is set to 500imep, and the target water temperature threshold is set to 60℃. If the real-time speed is 2500rpm, the real-time load is 600imep, and the real-time water temperature is 70℃, because 2500rpm>1400rpm, 600imep>500imep, 70℃>60℃, and the engine is in normal working condition, there is no knock fault and variable valve timing fault, so the engine is allowed to start the oil octane ratio learning at this time. If the real-time speed is 2500rpm, the real-time load is 400imep, and the real-time water temperature is 70℃, because 2500rpm>1400rpm, 400imep<500imep, 70℃>60℃, the engine is not allowed to start the oil octane ratio learning at this time. It can be seen that the above-mentioned conditions must be met at the same time before the engine is allowed to start the oil octane ratio learning. It should be noted that the setting of the above-mentioned values ​​can be adjusted according to the actual use situation, and the present invention is not specifically limited here.

[0073] It should be noted that after determining that the oil octane ratio learning is allowed to start, the oil octane ratio learning can be started at an appropriate time, and this time is determined according to the total knock retreat angle and knock duration of the engine. For this reason, the embodiment of the present invention will first divide the engine operating condition into multiple target operating condition areas according to the engine speed and engine load. For example, Figure 2As shown, the engine operating condition is divided into 15 target operating condition areas according to the rotation speeds of 1000rpm, 2000rpm, 3000rpm and 4000rpm, and the loads of 500imep and 1000imep, respectively named as target operating condition areas 1 to 15, wherein rpm is the unit of rotation speed, indicating the number of revolutions per minute, and imep is the unit of load, indicating the mean effective pressure. It should be noted that when the engine is divided into target operating condition areas, it is divided once for one cylinder. For example, a 6-cylinder engine will be divided into 15*6=90 target operating condition areas. It should be noted that the setting of the above numerical values ​​can be adjusted according to the actual usage, and the present invention is not specifically limited here.

[0074] Then determine the speed-load operating point of the engine using the current fuel. These operating points describe the speed and load state of the engine under specific conditions. If the operating point falls within a certain target operating area for a period of time greater than the first time threshold, then determine the target operating area as the first operating area (the first operating area at this time can be considered as an operating area that meets the octane number learning requirements), and record the number of first operating areas. Then obtain the total knock retreat angle and knock duration of the engine in each first operating area. According to the total knock retreat angle, knock duration and different thresholds pre-set based on these two parameters, determine the second operating area and the third operating area. Among them, the second operating area can be considered as an operating area selected from the first operating area that meets the octane number learning direction towards inferior fuel, and the third operating area is selected from the first operating area that meets the octane number learning direction towards standard fuel. The specific steps include:

[0075] According to the engine speed and engine load, the engine operating condition is divided into multiple target operating condition areas;

[0076] Get the speed-load operating point of the engine using the current fuel;

[0077] If the duration of the operating point falling in any target operating area is greater than the first time threshold, then any target operating area is determined to be the first operating area;

[0078] Obtaining the total knock retreat angle and knock duration of the operating point in each first operating region;

[0079] If the total knock retreat angle is greater than the first angle threshold, and the knock duration is greater than the second time threshold, determining the corresponding first operating condition region as the second operating condition region;

[0080] If the total knock retreat angle is less than the second angle threshold, and the knock duration is greater than the third time threshold, the corresponding first operating condition area is determined to be the third operating condition area.

[0081] It can be seen that the conditions set when determining that the second operating condition area meets the requirements for learning the octane number in the direction of inferior fuel are that the total knock retreat angle is greater than the first angle threshold and the knock duration is greater than the second time threshold, and the conditions set when determining that the third operating condition area meets the requirements for learning the octane number in the direction of standard fuel are that the total knock retreat angle is less than the second angle threshold and the knock duration is greater than the second time threshold. In addition, because the speed and load for starting the oil octane ratio learning are limited in the embodiment of the present invention, when determining the first, second and third areas, the target operating condition areas that do not meet the requirements are directly excluded first, and then the target operating condition areas that meet the requirements are screened, saving time and computing resources. For example, when setting the conditions for starting the oil octane ratio learning, the target speed threshold is set to 1400rpm and the target load threshold is set to 500imep, then the target operating condition areas with speeds less than 1400rpm and loads less than 500imep are excluded, corresponding to Figure 2 The content is that the target operating condition areas 1 to 5, 6 and 11 are all excluded. The actual exclusion situation can be determined according to the actual division situation and condition setting, and the present invention does not make specific limitations here.

[0082] For example, the first time threshold is set to 5s, the first angle threshold is set to 3 degrees, the second time threshold is set to 10s, the second angle threshold is set to 0.75 degrees, and the third time threshold is set to 10s. Assuming that the speed is 1800rpm and the load is 600imep at the operating point, the operating point falls in the target operating area 7. If the duration of falling in it is greater than 5s, the target operating area 7 is the first operating area that meets the octane number learning. Assuming that the first operating area determined in this way has target operating areas 7, 8, 9, 12, and 13, then the angle of the total knock retreat angle and the duration of knock in these areas are obtained. If the angle of the total knock retreat angle in the target operating area 7 is 4 degrees and the duration of knock is 15s, because 4 degrees>3 degrees and 15s>10s, the target operating area 7 is the second operating area that meets the octane number learning in the direction of inferior fuel. If the total knock retreat angle in target operating condition area 9 is 0.5 degrees and the knock duration is 15 seconds, because 0.5 degrees < 0.75 degrees and 15 seconds > 10 seconds, the target operating condition area 9 learns the third operating condition area in the direction of standard fuel to meet the octane number. Normally, when the vehicle is added with inferior fuel, the total knock retreat angle will be larger, and when the vehicle is added with better fuel, the total knock retreat angle will be smaller.

[0083] Through the above steps, the current operating conditions can be systematically analyzed, the first operating condition area that satisfies octane number learning can be determined, and the second and third operating condition areas that satisfy octane number learning towards inferior fuel and towards standard fuel can be further distinguished. These steps help optimize the engine's ignition timing and improve combustion efficiency and performance.

[0084] Furthermore, in the embodiment of the present invention, when determining the first, second and third operating conditions, the number of these areas will be recorded in real time, and the ratio of the second operating condition area to the first operating condition area, as well as the ratio of the third operating condition area to the first operating condition area, will be calculated in real time. When the proportion of the second operating condition area in the first operating condition area exceeds the first threshold, the current fuel is determined to be low-quality fuel. When the proportion of the third operating condition area in the first operating condition area exceeds the first threshold, the current fuel is determined to be standard fuel. Both of these situations meet the start conditions for oil octane ratio learning. Therefore, when any of the above conditions is met, the oil octane ratio learning is started to obtain the target octane ratio of the current fuel. The specific steps include:

[0085] When it is determined that the proportion of the second operating condition area in the first operating condition area exceeds the first threshold, or the proportion of the third operating condition area in the first operating condition area exceeds the first threshold, the oil octane number ratio learning is started to obtain the first octane number ratio of the current fuel used by the engine.

[0086] For example, if the first threshold is set to 0.5, it is detected that there are 6 first operating conditions and 4 second operating conditions, because 4 / 6≈0.67>0.5, that is, the proportion of the second operating condition in the first operating condition exceeds 0.5, then the current fuel is determined to be low-quality fuel; similarly, if it is detected that there are 8 first operating conditions and 5 third operating conditions, because 5 / 8=0.625>0.5, that is, the proportion of the third operating condition in the first operating condition exceeds 0.5, then the current fuel is determined to be standard fuel.

[0087] Specifically, the process of starting the oil octane ratio learning includes:

[0088] When it is determined that the oil octane ratio learning is started, the second octane ratio of the last used fuel recorded in the vehicle is obtained;

[0089] The octane ratio of the second oil product is controlled to learn between 1 and 0 according to a preset step length, and the knock condition of the engine is monitored through a knock sensor;

[0090] When it is determined that the engine has no knock within the target time period, the currently learned target oil octane ratio is obtained;

[0091] The currently learned target oil octane ratio is determined as the first octane ratio of the current fuel used by the engine.

[0092] It can be seen that when starting learning, the second octane ratio of the last fuel used recorded in the vehicle will be obtained first, and learning will be carried out on this basis. The learning process is divided into the learning process of inferior fuel and the learning process of standard fuel. In the learning process of inferior fuel, if the last fuel used recorded in the vehicle is also inferior fuel, it will start from the current second octane ratio, according to the preset step size of 0.05, and learn in the direction of 1 and 0 respectively. For example, if the second octane ratio is 0.65, the learned octane ratios are 0.70, 0.60, 0.75, 0.55, 0.80, 0.50..., if the last fuel used recorded in the vehicle is standard fuel, it will start from the current second octane ratio, according to the preset step size of 0.05, and learn in the direction of 0. For example, if the second octane ratio is 0.95, the learned octane ratios are 0.90, 0.85, 0.80, etc. After each adjustment, the knock sensor will monitor the knock situation of the engine in the target time period (20 minutes). When there is no knock within 20 minutes, it is determined that the adjusted target oil octane ratio at this time is the first octane ratio of the current fuel. In the process of learning standard fuel, if the last fuel used in the vehicle is low-quality fuel, the current second octane ratio is learned in the direction of 1 according to the preset step size of 0.05. For example, if the second octane ratio is 0.65, the learned octane ratios are 0.70, 0.75, 0.80, etc. After each adjustment, the knock sensor will be used to monitor the knock situation of the engine in the target time period (20 minutes). When there is no knock within 20 minutes, it is determined that the adjusted target oil octane ratio at this time is the first octane ratio of the current fuel.

[0093] The above steps can accurately identify the fuel quality, and dynamically adjust the octane ratio according to the actual operating conditions to optimize engine performance. In addition, by determining the best octane ratio without knock, the combustion efficiency is improved and fuel consumption and emissions are reduced.

[0094] In addition, the quality of fuel in a gas station is usually unchanged, so when refueling the vehicle, you can mark the refueling location and associate the learning results with this location. In this way, when refueling at this refueling location again, you can directly call the learning results and make fine adjustments to reduce learning time.

[0095] Step 102: compare the first octane ratio and the second octane ratio.

[0096] Because the octane number is an indicator of the anti-knock performance of fuel, different octane fuels require different ignition angles. Therefore, in the embodiment of the present invention, after learning the first octane ratio of the current fuel, it is compared with the second octane ratio of the last used fuel in the historical record to determine whether the ignition angle of the current vehicle needs to be changed. Because the engine management system of the vehicle has a memory function, the ignition angle initially used after the vehicle is started is still the ignition angle determined according to the second octane ratio of the last used fuel.

[0097] Step 103: If they are consistent, the ignition angle of the fuel used last time is obtained as the ignition angle of the current fuel.

[0098] In the embodiment of the present invention, when it is determined that the first octane number ratio and the second octane number ratio are consistent, the ignition angle of the last used fuel will continue to be used as the ignition angle of the current fuel, and the ignition angle record of the vehicle will be updated.

[0099] It should be noted that the vehicle will perform new learning every time new fuel is added. A special sensor can be set to detect the process of refueling the vehicle. After each refueling, the oil octane ratio learning is started, and the ignition angle record is updated according to the learning results. If no refueling is added, each time the vehicle is started, it will be started according to the most recent ignition angle in the ignition angle record.

[0100] Step 104: If they are inconsistent, the ignition angle of the current fuel is obtained according to the first octane number ratio.

[0101] In the embodiment of the present invention, when it is determined that the first octane ratio and the second octane ratio are inconsistent, it is necessary to adjust the ignition angle according to the first octane ratio. For this purpose, the embodiment of the present invention predetermines the first ignition angle of the engine at different speeds and loads when the oil octane ratio is 1, and the second ignition angle of the engine at different speeds and loads when the oil octane ratio is 0, and then determines the final ignition angle of the current fuel when the first octane ratio is determined according to the interpolation method, wherein the interpolation method is: final ignition angle = first octane ratio * first ignition angle + (1-first octane ratio) * second ignition angle. The first octane ratio and 1-first octane ratio here can be understood as the weight coefficients of the first ignition angle and the second ignition angle. The first ignition angle and the second ignition angle are weighted and summed according to the set weight coefficient to obtain the ignition angle corresponding to the first octane ratio.

[0102] Further, step 104, such as Figure 3 As shown:

[0103] Step 1041, predetermine the first ignition angle of the engine at different speeds and loads when the oil octane ratio is 1.

[0104] Step 1042, predetermine a second ignition angle of the engine at different speeds and loads when the oil octane ratio is 0.

[0105] Step 1043, setting a first weight coefficient for the first ignition angle according to the first octane number ratio, and setting a second weight coefficient for the second ignition angle, wherein the sum of the first weight coefficient and the second weight coefficient is one, and the value of the first weight coefficient is consistent with the value of the first octane number ratio.

[0106] Step 1044, weighted summing the first ignition angle and the second ignition angle is performed using the first weight coefficient and the second weight coefficient to obtain the ignition angle of the engine at different speeds and loads using the current fuel.

[0107] Among them, the first ignition angle is determined under different engine speeds and loads, and there may be multiple situations. For example, when the speed is 650rpm and the load is 700imep, the ignition angle is 8 degrees, when the speed is 800rpm and the load is 900imep, the ignition angle is 1.5 degrees, and when the speed is 1500rpm and the load is 1400imep, the ignition angle is 1 degree. Similarly, the second ignition angle may also have multiple situations. For example, when the speed is 650rpm and the load is 700imep, the ignition angle is 2.5 degrees, when the speed is 800rpm and the load is 900imep, the ignition angle is -5 degrees, and when the speed is 1500rpm and the load is 1400imep, the ignition angle is -1 degree. If the current target octane ratio is 0.7, then at a speed of 650 rpm and a load of 700 mep, the final ignition angle of the current fuel is 0.7*8+(1-0.7)*2.5=6.35 degrees; at a speed of 800 rpm and a load of 900 mep, the final ignition angle of the current fuel is 0.7*1.5+(1-0.7)*(-5)=-0.45 degrees; at a speed of 1500 rpm and a load of 1400 mep, the final ignition angle of the current fuel is 0.7*1+(1-0.7)*(-1)=0.4 degrees.

[0108] Through the above steps, the final ignition angle of the current fuel at different speeds and loads can be systematically calculated. These steps help optimize the engine's ignition timing, improve combustion efficiency and performance, and adapt to different fuel qualities.

[0109] In addition, in order to prevent premature ignition after filling with inferior oil and damage to the engine, it is necessary to perform maximum load limitation after the above octane number learning. Based on this, in the embodiment of the present invention, the first maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 1, and the second maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 0 are pre-determined, and then the target octane ratio is determined according to the interpolation method, with respect to the target maximum load value of the current fuel, wherein the interpolation method is: target maximum load value = first octane ratio * first maximum load value + (1-first octane ratio) * second maximum load value. The first octane ratio and 1-first octane ratio here can be understood as the weight coefficients of the first maximum load value and the second maximum load value. The first maximum load value and the second maximum load value are weighted and summed according to the set weight coefficient to obtain the target maximum load value corresponding to the first octane ratio.

[0110] The specific steps include:

[0111] Predetermine the first maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 1;

[0112] Predetermine the second maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 0;

[0113] According to the first octane number ratio, a third weight coefficient is set for the first maximum load value, and a fourth weight coefficient is set for the second maximum load value, wherein the sum of the third weight coefficient and the fourth weight coefficient is one, and the value of the third weight coefficient is consistent with the value of the first octane number ratio;

[0114] The first maximum load value and the second maximum load value are weighted and summed by the third weight coefficient and the fourth weight coefficient to obtain the target maximum load value of the engine using the current fuel at different speeds and water temperatures.

[0115] Among them, the first maximum load value is determined at different engine speeds and water temperatures, and there may be multiple situations. For example, when the speed is 1000rpm and the water temperature is 40°C, the first maximum load value is 130imep, when the speed is 2000rpm and the water temperature is 50°C, the first maximum load value is 216imep, and when the speed is 2500rpm and the water temperature is 50°C, the first maximum load value is 223imep. Similarly, there may be multiple situations for the second maximum load value. For example, when the speed is 1000rpm and the water temperature is 40°C, the second maximum load value is 100imep, when the speed is 2000rpm and the water temperature is 50°C, the second maximum load value is 100imep, and when the speed is 2500rpm and the water temperature is 50°C, the second maximum load value is 100imep. If the current first octane number ratio is 0.7, then the third weight coefficient is 0.7, the fourth weight coefficient is 1-0.7=0.3, when the speed is 1000rpm and the water temperature is 40°C, the target maximum load value of the current fuel is 0.7*130+0.3*100=121imep, when the speed is 2000rpm and the water temperature is 50°C, the final ignition angle of the current fuel is 0.7*216+0.3*100=181.2imep, when the speed is 2500rpm and the water temperature is 50°C, the final ignition angle of the current fuel is 0.7*223+0.3*100=186.1imep.

[0116] The present invention provides an ignition angle control method, device, electronic device and vehicle, including: obtaining a first octane ratio of a current fuel used by an engine and a second octane ratio of a last used fuel recorded in a vehicle; comparing the first octane ratio and the second octane ratio; if they are consistent, obtaining the ignition angle of the last used fuel as the ignition angle of the current fuel; if they are inconsistent, obtaining the ignition angle of the current fuel according to the first octane ratio. In an embodiment of the present invention, the octane ratio of the fuel is obtained after each addition of new fuel to the engine, and the octane ratio is compared with the octane ratio of the last used fuel to determine whether the ignition angle needs to be adjusted. The ignition angle can not only be adjusted dynamically according to the octane ratio of the fuel to avoid knocking during vehicle operation and affect the life of the engine as much as possible, but also fuel economy and emissions can be improved.

[0117] Based on the above embodiments, an embodiment of the present invention further provides an ignition angle control device.

[0118] Reference Figure 4 , Figure 4 is a block diagram of an ignition angle control device according to an exemplary embodiment, which may specifically include the following modules:

[0119] The first acquisition module 201 is used to acquire a first octane ratio of the current fuel used by the engine and a second octane ratio of the last fuel used recorded in the vehicle.

[0120] The comparison module 202 is used to compare the first octane ratio and the second octane ratio.

[0121] The second acquisition module 203 is used to acquire the ignition angle of the fuel used last time as the ignition angle of the current fuel if they are consistent.

[0122] The third acquisition module 204 is configured to acquire the ignition angle of the current fuel according to the first octane number ratio if they are inconsistent.

[0123] Optionally, the ignition angle control device further comprises:

[0124] The first setting module is used to pre-set a target speed threshold, a target load threshold and a target water temperature threshold for the engine.

[0125] The fourth acquisition module is used to obtain the real-time speed, real-time load and real-time water temperature of the engine using the current fuel.

[0126] The fifth acquisition module is used to acquire the working state of the engine when it is determined that the real-time speed is greater than the target speed threshold, the real-time load is greater than the target load threshold, and the real-time water temperature is greater than the target water temperature threshold.

[0127] The judgment module is used to judge whether the engine has a knock fault and a variable valve timing fault according to the working status.

[0128] The first determination module is configured to determine if the engine is allowed to start learning the fuel octane ratio if the engine is not present.

[0129] The division module is used to divide the engine operating condition into multiple target operating condition areas according to the engine speed and the engine load.

[0130] The sixth acquisition module is used to obtain the speed-load operating point of the engine using the current fuel.

[0131] The second determination module is used to determine any target operating condition area as a first operating condition area if the time length during which the operating condition point is within any target operating condition area is greater than a first time threshold.

[0132] The seventh acquisition module is used to obtain the total knock retreat angle and knock duration of the operating point in each first operating condition area.

[0133] The third determination module is used to determine that the corresponding first operating condition area is the second operating condition area if the total knock retreat angle is greater than the first angle threshold and the knock duration is greater than the second time threshold.

[0134] The fourth determination module is used to determine that the corresponding first operating condition area is the third operating condition area if the total knock retreat angle is less than the second angle threshold and the knock duration is greater than the third time threshold.

[0135] The fifth determination module is used to start the oil octane ratio learning to obtain the first octane ratio of the current fuel used by the engine when it is determined that the proportion of the second operating condition area in the first operating condition area exceeds the first threshold, or the proportion of the third operating condition area in the first operating condition area exceeds the first threshold.

[0136] Optionally, the first acquisition module 201 specifically includes:

[0137] The first acquisition submodule is used to acquire the second octane ratio of the last used fuel recorded in the vehicle when it is determined to start the learning of the octane ratio of the fuel product.

[0138] The first learning submodule is used to control the octane number ratio of the second oil product to learn between 1 and 0 according to a preset step size, and monitor the knock condition of the engine through a knock sensor.

[0139] The second acquisition submodule is used to acquire the currently learned target oil octane number ratio when it is determined that the engine has no knock within the target time period.

[0140] The first determination submodule is used to determine the currently learned target oil octane ratio as the first octane ratio of the current fuel used by the engine.

[0141] Optionally, the third acquisition module 204 specifically includes:

[0142] The second determination submodule is used to predetermine the first ignition angle of the engine at different speeds and loads when the oil octane number ratio is 1.

[0143] The third determination submodule is used to predetermine the second ignition angle of the engine at different speeds and loads when the oil octane ratio is 0.

[0144] The weight setting submodule is used to set a first weight coefficient for the first ignition angle according to the first octane number ratio, and to set a second weight coefficient for the second ignition angle, wherein the sum of the first weight coefficient and the second weight coefficient is one, and the value of the first weight coefficient is consistent with the value of the first octane number ratio.

[0145] The weighted submodule is used to perform weighted summation on the first ignition angle and the second ignition angle by using the first weight coefficient and the second weight coefficient to obtain the ignition angle of the engine at different speeds and loads using the current fuel.

[0146] Optionally, the ignition angle control device further comprises:

[0147] The sixth determination module is used to predetermine a first maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 1.

[0148] The seventh determination module is used to predetermine the second maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 0.

[0149] The weight setting module is used to set a third weight coefficient for the first maximum load value according to the first octane number ratio, and to set a fourth weight coefficient for the second maximum load value, wherein the sum of the third weight coefficient and the fourth weight coefficient is one, and the value of the third weight coefficient is consistent with the value of the first octane number ratio.

[0150] The weighting module is used to perform weighted summation on the first maximum load value and the second maximum load value by using a third weight coefficient and a fourth weight coefficient to obtain a target maximum load value of the engine using the current fuel at different speeds and water temperatures.

[0151] The present invention provides an ignition angle control method, device, electronic device and vehicle, including: obtaining a first octane ratio of a current fuel used by an engine and a second octane ratio of a last used fuel recorded in a vehicle; comparing the first octane ratio and the second octane ratio; if they are consistent, obtaining the ignition angle of the last used fuel as the ignition angle of the current fuel; if they are inconsistent, obtaining the ignition angle of the current fuel according to the first octane ratio. In an embodiment of the present invention, the octane ratio of the fuel is obtained after each addition of new fuel to the engine, and the octane ratio is compared with the octane ratio of the last used fuel to determine whether the ignition angle needs to be adjusted. The ignition angle can not only be adjusted dynamically according to the octane ratio of the fuel to avoid knocking during vehicle operation and affect the life of the engine as much as possible, but also fuel economy and emissions can be improved.

[0152] An embodiment of the present invention further provides an electronic device, Figure 5 is a structural block diagram of an electronic device provided by an embodiment of the present invention, such as Figure 5 As shown, it includes a processor 301, a communication interface 302, a memory 303 and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304.

[0153] Memory 303, used for storing computer programs;

[0154] The processor 301 is used to execute the program stored in the memory 303 to implement the following steps:

[0155] Obtain the first octane ratio of the current fuel used by the engine and the second octane ratio of the last fuel used recorded in the vehicle;

[0156] comparing the first octane ratio and the second octane ratio;

[0157] If they are consistent, the ignition angle of the last used fuel is obtained as the ignition angle of the current fuel;

[0158] If they are inconsistent, the ignition angle of the current fuel is obtained according to the first octane number ratio.

[0159] Based on the same inventive concept, another embodiment of the present application provides a readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the ignition angle control method as described in any of the above embodiments of the present application.

[0160] Based on the same inventive concept, another embodiment of the present application provides an embodiment of the present invention further provides a vehicle, which may specifically include: the above-mentioned ignition angle control device.

[0161] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0162] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0163] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0164] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, apparatuses, and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0165] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0166] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0167] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0168] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0169] The above is a detailed introduction to an ignition angle control method, device, electronic device and vehicle provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for general technical personnel in this field, according to the idea of ​​the present application, there will be changes in the specific implementation method and application scope. The content of this specification should not be understood as a limitation on the present application.

Claims

1. An ignition angle control method, characterized in that: The method comprises: Obtain the first octane ratio of the current fuel used by the engine and the second octane ratio of the last fuel used recorded in the vehicle; comparing the first octane ratio and the second octane ratio; If they are consistent, the ignition angle of the last used fuel is obtained as the ignition angle of the current fuel; If they are inconsistent, the ignition angle of the current fuel is obtained according to the first octane number ratio.

2. The method according to claim 1, characterized in that: Before obtaining the first octane number ratio of the current fuel of the engine and the second octane number ratio of the last used fuel recorded in the vehicle, the method further includes: Pre-set a target speed threshold, a target load threshold and a target water temperature threshold for the engine; Get the real-time speed, real-time load and real-time water temperature of the engine using the current fuel; When it is determined that the real-time speed is greater than the target speed threshold, the real-time load is greater than the target load threshold, and the real-time water temperature is greater than the target water temperature threshold, obtaining the working state of the engine; Determining whether the engine has a knock fault and a variable valve timing fault according to the working state; If not present, it is determined that the engine allows the start of oil octane ratio learning.

3. The method according to claim 1, characterized in that Before obtaining the first octane ratio of the current fuel used by the engine and the second octane ratio of the last fuel used recorded in the vehicle, the method further includes: According to the engine speed and engine load, the engine operating condition is divided into multiple target operating condition areas; Get the speed-load operating point of the engine using the current fuel; If the duration of the operating point being in any of the target operating areas is greater than a first time threshold, determining any of the target operating areas as a first operating area; Obtaining a total knock retreat angle and a knock duration of the operating point in each of the first operating regions; If the total knock retreat angle is greater than the first angle threshold, and the knock duration is greater than the second time threshold, determining the corresponding first operating condition region as the second operating condition region; If the total knock retreat angle is less than the second angle threshold, and the knock duration is greater than the third time threshold, the corresponding first operating condition area is determined to be the third operating condition area.

4. The method according to claim 3, characterized in that After determining that the corresponding first operating condition region is the third operating condition region if the total knock retreat angle is less than the second angle threshold and the knock duration is greater than the third time threshold, the method further includes: When it is determined that the proportion of the second operating condition area in the first operating condition area exceeds the first threshold, or the proportion of the third operating condition area in the first operating condition area exceeds the first threshold, the oil octane number ratio learning is started to obtain the first octane number ratio of the current fuel used by the engine.

5. The method according to claim 4, characterized in that The method of obtaining the first octane number ratio of the current fuel used by the engine and the second octane number ratio of the last fuel used recorded in the vehicle includes: When it is determined that the oil octane ratio learning is started, the second octane ratio of the last used fuel recorded in the vehicle is obtained; Controlling the octane ratio of the second oil product to learn between 1 and 0 according to a preset step length, and monitoring the knock condition of the engine through a knock sensor; When it is determined that the engine has no knock within the target time period, obtaining a currently learned target oil octane number ratio; The currently learned target oil octane ratio is determined as the first octane ratio of the current fuel used by the engine.

6. The method according to claim 1, characterized in that The step of obtaining the ignition angle of the current fuel according to the first octane number ratio includes: Predetermine the first ignition angle of the engine at different speeds and loads when the oil octane ratio is 1; Predetermining the second ignition angle of the engine at different speeds and loads when the oil octane ratio is 0; According to the first octane number ratio, a first weight coefficient is set for a first ignition angle, and a second weight coefficient is set for a second ignition angle, wherein the sum of the first weight coefficient and the second weight coefficient is one, and the value of the first weight coefficient is consistent with the value of the first octane number ratio; The first ignition angle and the second ignition angle are weightedly summed by the first weight coefficient and the second weight coefficient to obtain the ignition angle of the engine at different speeds and loads using the current fuel.

7. The method according to claim 1, characterized in that After obtaining the ignition angle of the current fuel according to the first octane number ratio, the method further includes: Predetermine the first maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 1; Predetermine the second maximum load value of the engine at different speeds and water temperatures when the oil octane ratio is 0; According to the first octane number ratio, a third weight coefficient is set for the first maximum load value, and a fourth weight coefficient is set for the second maximum load value, wherein the sum of the third weight coefficient and the fourth weight coefficient is one, and the value of the third weight coefficient is consistent with the value of the first octane number ratio; The first maximum load value and the second maximum load value are weighted and summed by the third weight coefficient and the fourth weight coefficient to obtain the target maximum load value of the engine using the current fuel at different speeds and water temperatures.

8. An ignition angle control device, characterized in that: The device comprises: A first acquisition module is used to acquire a first octane ratio of the current fuel used by the engine and a second octane ratio of the last fuel used recorded in the vehicle; A comparison module, configured to compare the first octane number ratio with the second octane number ratio; A second acquisition module is used for acquiring the ignition angle of the fuel used last time as the ignition angle of the current fuel if they are consistent; The third acquisition module is used to acquire the ignition angle of the current fuel according to the first octane number ratio if they are inconsistent.

9. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor is used to implement the steps of the ignition angle control method described in any one of claims 1 to 7 when executing the program stored in the memory.

10. A vehicle, characterized in that: include: The ignition angle control device as claimed in claim 8.

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