Engine control method, vehicle and storage medium

Abstract

The invention provides an engine control method, a vehicle and a storage medium, and belongs to the technical field of automobiles, the method comprises the steps that when an engine ignition stage is started, basic ignition angles of multiple air cylinders of an engine are determined, and the ignition sequence of the multiple air cylinders is determined; based on the ignition sequence of the multiple air cylinders, the delayed ignition angle of each air cylinder is determined; correcting the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle; and based on the corrected ignition angle of each air cylinder, the ignition position of the air cylinder is controlled to be delayed to the corrected ignition angle. According to the scheme, the ignition position of the air cylinder is postponed from the optimal ignition position to the corrected ignition angle, so that ignition is performed after the optimal ignition position of the air cylinder is avoided, energy generated by gas explosion in the air cylinder is reduced, starting combustion energy is reduced, engine torque is reduced, and vehicle vibration is reduced.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular, relates to an engine control method, a vehicle and a storage medium. Background Art

[0002] With the development of automobile technology, the body structure is becoming more and more complex. Some body structures have resonance phenomenon, especially when the engine speed reaches the speed resonance zone, the resonance phenomenon of these body structures will be more obvious. The amplitude of the resonance generated by these body structures is positively correlated with the transmission torque.

[0003] During the process of starting a car engine, if the engine torque is too large and the speed reaches the resonance zone, the excitation generated is large, resulting in significant vehicle vibration and affecting the driving experience. In order to reduce the vibration of the vehicle and optimize the driving experience, the method of reducing the engine starting torque is usually adopted.

[0004] However, reducing the engine starting torque may result in reduced starting combustion energy, ultimately causing the problem of difficulty in starting the vehicle. Summary of the invention

[0005] The purpose of the present application is to provide an engine control method, a vehicle and a storage medium, aiming to solve the problem of vibration during the traditional engine starting process.

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

[0007] When entering the engine ignition phase, determining the basic ignition angles of a plurality of cylinders of the engine, and determining the ignition order of the plurality of cylinders;

[0008] determining a retarded firing angle for each cylinder based on the firing order of the plurality of cylinders;

[0009] Correcting the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle;

[0010] Based on the corrected ignition angle of each cylinder, the cylinder ignition position is controlled to be retarded to the corrected ignition angle.

[0011] In some embodiments, determining the retarded ignition angle of each cylinder based on the ignition order of the plurality of cylinders includes:

[0012] For each cylinder, determining a firing correction angle of the cylinder based on the firing order of the cylinder;

[0013] Acquiring the engine water temperature of the vehicle and the atmospheric pressure of the environment where the vehicle is located;

[0014] determining a first adjustment coefficient based on the engine water temperature; and determining a second adjustment coefficient based on the atmospheric pressure;

[0015] The ignition correction angle is adjusted based on the first adjustment coefficient and the second adjustment coefficient to obtain the retarded ignition angle.

[0016] In some embodiments, determining the ignition correction angle of the cylinder based on the ignition order of the cylinder includes:

[0017] Determining the ignition correction angle corresponding to the ignition order from a correspondence between a preset ignition order and an ignition correction angle based on the ignition order of the cylinders;

[0018] Among them, in the corresponding relationship between the ignition order and the ignition correction angle, the absolute value of the ignition correction angle is positively correlated with the ignition order.

[0019] In some embodiments, determining the first adjustment coefficient based on the engine water temperature includes:

[0020] When the engine water temperature is lower than a first preset temperature, determining the first adjustment coefficient to be a first value;

[0021] When the engine water temperature is greater than a second preset temperature, determining the first adjustment coefficient to be a second value;

[0022] When the engine water temperature is not less than the first preset temperature and the engine water temperature is not greater than the second preset temperature, determining the first adjustment coefficient to be a third value;

[0023] Among them, the first value is smaller than the third value and smaller than the second value.

[0024] In some embodiments, determining a second adjustment coefficient based on the atmospheric pressure includes:

[0025] When the atmospheric pressure is less than the first preset pressure, determining the second adjustment coefficient to be a fourth value;

[0026] When the atmospheric pressure is greater than the second preset pressure, determining the second adjustment coefficient to be a fifth value;

[0027] When the atmospheric pressure is not less than the first preset pressure and the atmospheric pressure is not greater than the second preset pressure, determining the second adjustment coefficient to be a sixth value;

[0028] Among them, the fourth value is smaller than the sixth value and smaller than the fifth value.

[0029] In some embodiments, determining the basic ignition angles of the plurality of cylinders of the engine comprises:

[0030] Obtaining the engine speed and engine water temperature of the vehicle;

[0031] Based on the engine speed and the engine water temperature, basic ignition angles of a plurality of cylinders of the engine are calculated.

[0032] In some embodiments, before determining the retarded firing angle of each cylinder based on the firing order of the plurality of cylinders, the method further comprises:

[0033] Acquiring the engine water temperature of the vehicle and the atmospheric pressure of the environment where the vehicle is located;

[0034] When the engine water temperature is greater than a third preset temperature, or when the atmospheric pressure is greater than a third preset pressure, the step of determining a delayed ignition angle of each cylinder based on the ignition order of the plurality of cylinders is performed.

[0035] In some embodiments, the controlling the cylinder ignition position to be delayed to the corrected ignition angle based on the corrected ignition angle of each cylinder of the engine comprises:

[0036] For each cylinder, ignition is performed according to the corrected ignition angle of the cylinder according to the ignition order corresponding to the cylinder.

[0037] A second aspect of an embodiment of the present application provides an engine control device, the device comprising:

[0038] A first determination unit, used to determine the basic ignition angles of multiple cylinders of the engine and the ignition order of the multiple cylinders when entering the engine ignition phase;

[0039] a second determination unit, configured to determine a delayed ignition angle of each cylinder based on the ignition order of the plurality of cylinders;

[0040] a correction unit, configured to correct the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle;

[0041] The control unit is used for controlling the cylinder ignition position to be delayed to the corrected ignition angle based on the corrected ignition angle of each cylinder.

[0042] In some embodiments, the second determination unit is used to determine, for each cylinder, an ignition correction angle of the cylinder based on the ignition order of the cylinder;

[0043] Obtaining the engine water temperature of the vehicle and the atmospheric pressure of the environment in which the vehicle is located; determining a first adjustment coefficient based on the engine water temperature; and determining a second adjustment coefficient based on the atmospheric pressure; adjusting the ignition correction angle based on the first adjustment coefficient and the second adjustment coefficient to obtain the delayed ignition angle.

[0044] In some embodiments, the second determination unit is used to determine the ignition correction angle corresponding to the ignition order based on the ignition order of the cylinder from the correspondence between the preset ignition order and the ignition correction angle; wherein, in the correspondence between the ignition order and the ignition correction angle, the absolute value of the ignition correction angle is positively correlated with the ignition order.

[0045] In some embodiments, the second determination unit is used to determine that the first adjustment coefficient is a first value when the engine water temperature is lower than a first preset temperature; to determine that the first adjustment coefficient is a second value when the engine water temperature is higher than a second preset temperature; to determine that the first adjustment coefficient is a third value when the engine water temperature is not lower than the first preset temperature and not higher than the second preset temperature; wherein the first value is smaller than the third value and smaller than the second value.

[0046] In some embodiments, the second determination unit is used to determine that the second adjustment coefficient is a fourth value when the atmospheric pressure is less than a first preset pressure; to determine that the second adjustment coefficient is a fifth value when the atmospheric pressure is greater than the second preset pressure; and to determine that the second adjustment coefficient is a sixth value when the atmospheric pressure is not less than the first preset pressure and not greater than the second preset pressure; wherein the fourth value is less than the sixth value and less than the fifth value.

[0047] In some embodiments, the first determination unit is used to obtain the engine speed and engine water temperature of the vehicle; and calculate the basic ignition angles of multiple cylinders of the engine based on the engine speed and the engine water temperature.

[0048] In some embodiments, the apparatus further comprises:

[0049] An acquisition unit, used to acquire the engine water temperature of the vehicle and the atmospheric pressure of the environment where the vehicle is located;

[0050] The second determination unit is used to determine the delayed ignition angle of each cylinder based on the ignition order of the multiple cylinders when the engine water temperature is greater than a third preset temperature or when the atmospheric pressure is greater than a third preset pressure.

[0051] In some embodiments, the control unit is used to ignite each cylinder according to the corrected ignition angle of the cylinder based on the ignition order corresponding to the cylinder.

[0052] A third aspect of an embodiment of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the engine control method as described above when executing the computer program.

[0053] A fourth aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the engine control method as described above is implemented.

[0054] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0055] In an embodiment of the present application, the vehicle controls the cylinders to ignite at corresponding positions according to the ignition order of each cylinder and based on the corrected ignition angle corresponding to the cylinder, thereby delaying the ignition position of the cylinder from the optimal ignition position to the corrected ignition angle, thereby avoiding the optimal ignition position of the cylinder before ignition, reducing the energy generated by the gas explosion in the cylinder, thereby reducing the starting combustion energy, and further reducing the engine torque and reducing vehicle vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 A schematic diagram of an engine control system involved in an engine control method provided by an exemplary embodiment is shown;

[0057] Figure 2 A schematic flow chart of an engine control method provided by an exemplary embodiment is shown;

[0058] Figure 3 A schematic flow chart of an engine control method provided by an exemplary embodiment is shown;

[0059] Figure 4 A schematic diagram showing various functional modules involved in an engine control method provided by an exemplary embodiment;

[0060] Figure 5 A schematic structural diagram of an engine control device provided by an exemplary embodiment is shown;

[0061] Figure 6 It is a schematic diagram of the structure of a vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0062] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0063] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0064] With the development of automobile technology, the structure of the vehicle body is becoming more and more complex. Some vehicle body structures have resonance phenomena, which causes the vehicle to vibrate during starting or driving, especially when the engine speed reaches the speed resonance zone. The resonance phenomenon of these vehicle body structures will be more obvious. Especially during the engine starting process, the greater the engine torque, the greater the excitation of the vehicle body resonance, resulting in more obvious vehicle body vibration. At this time, if the engine speed just reaches the speed resonance zone, the vehicle body vibration will be more obvious, causing the driver to clearly feel the vehicle body vibration, affecting the driving experience.

[0065] In some embodiments, in order to reduce the body vibration during the engine starting process, the engine torque is often reduced to reduce the vibration excitation generated by the engine, thereby reducing the vibration generated by the body, so that even if the engine speed reaches the speed resonance zone, the vibration generated by the vehicle will be reduced. However, when the engine torque is reduced, the starting combustion energy generated by the engine is also reduced. Therefore, when the engine torque is reduced during the starting process, the risk of starting difficulty increases.

[0066] In order to reduce the vibration generated during the engine startup process and ensure that the engine can be started normally, the present application provides an engine control method, device, vehicle and storage medium. Figure 1 , which shows a schematic diagram of a system involved in an engine control method provided by an exemplary embodiment. Figure 1 The system includes: a driving parameter sensing system 10, a vehicle controller 20 and an engine 30. The vehicle controller 20 is connected to the driving parameter sensing system 10 and the engine 30 respectively.

[0067] The driving parameter sensing system 10 is used to collect driving parameters of the vehicle and send the driving parameters to the vehicle controller 20. The driving parameter sensing system 10 includes a variety of sensors or other devices for obtaining different driving parameters of the vehicle. For example, the driving parameter sensing system 10 includes a water temperature sensor for collecting the water temperature of the engine 30 and sending the water temperature of the engine 30 to the vehicle controller 20. The driving parameter sensing system 10 also includes an air pressure sensor for collecting the atmospheric pressure of the environment where the vehicle is located and sending the atmospheric pressure to the vehicle controller 20. The driving parameter sensing system 10 may also include an altitude measuring instrument for detecting the altitude of the environment where the vehicle is located and sending the altitude to the vehicle controller 20. The driving parameter sensor also includes a speed sensor for detecting the speed of the engine 30 and sending the speed of the engine 30 to the vehicle controller 20. The driving parameter sensing system 10 may include more or fewer devices, which are not specifically limited in the embodiments of the present application.

[0068] The engine 30 includes a plurality of cylinders, through which air is compressed and the cylinders are controlled to ignite at a preset ignition angle, so that the gas in the cylinder explodes to generate energy, thereby driving the engine 30 to operate. The ignition angle refers to the angle of rotation of the crankshaft from the ignition moment to the moment when the piston reaches the compression top dead center when the engine 30 is working. It should be noted that, since there is a delay in the cylinder responding to the ignition command, in order to ignite the engine 30 at the optimal position (compression top dead center), the ignition angle of the engine 30 is usually advanced, that is, the cylinder is controlled to ignite at the ignition advance angle to ensure that the cylinder ignites when it reaches the optimal position and obtains the maximum energy of the cylinder explosion.

[0069] The vehicle controller 20 is used to receive the driving parameters sent by the driving parameter sensing system 10, determine the ignition angle of each cylinder of the engine 30 according to the driving parameters, and control the cylinder ignition through the ignition angle of each cylinder.

[0070] The engine control method provided by the application is described below in conjunction with a specific embodiment. Figure 2 , which shows a flow chart of an engine control method provided by an exemplary embodiment. As an example but not a limitation, the method is applied to a vehicle, which is equipped with the above-mentioned engine control system.

[0071] S201, when entering the engine ignition phase, the vehicle determines the basic ignition angles of multiple cylinders of the engine, and determines the ignition order of the multiple cylinders.

[0072] During the engine start-up process, after the starter or motor starts to drive, the vehicle performs cylinder determination, and after the cylinder determination is completed, the engine enters the ignition (CRANK) stage. In some embodiments, the vehicle can perform cylinder determination through an engine control module (Engine Control Module, ECM).

[0073] The basic ignition angle is the angle that the crankshaft rotates from the ignition moment to the moment when the piston reaches the compression top dead center, as determined by the vehicle based on the state of the original vehicle. In some embodiments, the vehicle can calculate the basic ignition angle of the vehicle by the current engine speed and engine water temperature of the vehicle. Accordingly, the vehicle obtains the engine speed and engine water temperature of the vehicle; based on the engine speed and the engine water temperature, the basic ignition angles of multiple cylinders of the engine are calculated. Among them, a basic ignition angle calculation function module can be configured in the vehicle, and accordingly, the vehicle can calculate the basic ignition angle corresponding to the current engine speed and engine water temperature through the basic ignition angle calculation function module.

[0074] The vehicle can also determine the ignition order of the multiple cylinders by judging the cylinders. In some embodiments, after the vehicle determines the ignition order of each cylinder, the ignition order of each cylinder can be marked. For example, the first ignited cylinder is marked as cylinder No. 0, the second ignited cylinder is marked as cylinder No. 1, and so on. In the embodiments of the present application, the marking method of the cylinders is not specifically limited.

[0075] In some embodiments, the vehicle obtains the engine water temperature of the vehicle and the atmospheric pressure of the environment in which the vehicle is located; when the engine water temperature is greater than a third preset temperature, or when the atmospheric pressure is greater than the third preset pressure, the step of determining the delayed ignition angle of each cylinder based on the ignition order of the multiple cylinders is executed.

[0076] In this implementation, the vehicle first determines whether to delay the ignition of each cylinder based on the engine water temperature and the atmospheric pressure of the vehicle's environment, and controls the cylinder ignition in combination with the engine water temperature and atmospheric pressure, thereby ensuring normal engine start-up and vehicle safety.

[0077] S202: The vehicle determines a delayed ignition angle of each cylinder based on the ignition sequence of the plurality of cylinders.

[0078] In some embodiments, the developer may calibrate the delayed ignition angle of the cylinder corresponding to each ignition order according to the engine properties of the vehicle in advance, that is, the correspondence between the ignition order and the delayed ignition angle, and store the correspondence between the ignition order and the delayed ignition angle in the vehicle. In this step, the vehicle calls the stored correspondence between the ignition order and the delayed ignition angle, and based on the ignition order of each cylinder, determines the delayed ignition angle corresponding to the cylinder of each ignition order from the correspondence between the ignition order and the delayed ignition angle.

[0079] S203: The vehicle corrects the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle.

[0080] The vehicle determines the sum of the delayed ignition angle and the basic ignition angle as the corrected ignition angle. In some embodiments, the basic ignition angle is a positive value, the delayed ignition angle is a negative value, and the vehicle determines the sum of the delayed ignition angle and the basic ignition angle as the corrected ignition angle.

[0081] S204: The vehicle controls the ignition position of each cylinder of the engine to be delayed to the corrected ignition angle based on the corrected ignition angle of the cylinder.

[0082] The vehicle controls the multiple cylinders to ignite at the positions of the corrected ignition angles corresponding to the cylinders in sequence according to the corresponding ignition order. Accordingly, for each cylinder, the vehicle ignites according to the corrected ignition angle of the cylinder according to the ignition order corresponding to the cylinder. For each cylinder, the vehicle controls the cylinder to ignite at the corresponding position based on the corrected ignition angle corresponding to the cylinder. After the ignition is completed, the engine ignition phase is exited and the engine operation (RUN) phase is entered, and the ignition angle calculation of the start phase is terminated.

[0083] In an embodiment of the present application, the vehicle controls the cylinders to ignite at corresponding positions according to the ignition order of each cylinder and based on the corrected ignition angle corresponding to the cylinder, thereby delaying the ignition position of the cylinder from the optimal ignition position to the corrected ignition angle, thereby avoiding the optimal ignition position of the cylinder before ignition, reducing the energy generated by the gas explosion in the cylinder, thereby reducing the starting combustion energy, and further reducing the engine torque and reducing vehicle vibration.

[0084] In some embodiments, in order to prevent the problem of insufficient starting power caused by too low combustion energy due to delayed ignition angle, the present application also provides a method for sequentially igniting the correction angle according to the ignition order of the cylinders. Figure 3 , which shows a flow chart of an engine control method provided by an exemplary embodiment. As an example but not a limitation, the method is applied to a vehicle, which is equipped with the above-mentioned engine control system.

[0085] S301, when entering the engine ignition phase, the vehicle determines the basic ignition angles of multiple cylinders of the engine, and determines the ignition order of the multiple cylinders.

[0086] The principle of this step is the same as that of step S201 and will not be repeated here.

[0087] S302: For each cylinder, determine the ignition correction angle of the cylinder based on the ignition order of the cylinder.

[0088] In some embodiments, developers can pre-calibrate the ignition correction angle of the cylinder corresponding to each ignition order according to the engine properties of the vehicle, that is, the correspondence between the ignition order and the ignition correction angle, and store the correspondence between the ignition order and the ignition correction angle in the vehicle. In this step, the vehicle calls the stored correspondence between the ignition order and the ignition correction angle, and determines the ignition correction angle corresponding to the ignition order from the preset correspondence between the ignition order and the ignition correction angle based on the ignition order of the cylinder; wherein, in the correspondence between the ignition order and the ignition correction angle, the absolute value of the ignition correction angle is positively correlated with the ignition order.

[0089] Referring to Table 1, there is shown a corresponding relationship between the ignition order of cylinders and the ignition correction angle provided by an exemplary embodiment.

[0090] Table 1

[0091] Firing order 0 1 2 3 4 5 6 7 Ignition correction angle -20 -20 -15 -15 -10 -5 0 0

[0092] Referring to Table 1, the ignition order of the cylinders is used as the main calibration dimension to calibrate the ignition correction angle corresponding to the ignition order. The count starts from the first burned cylinder, and the count is increased for each subsequent cylinder. This makes it easy to accurately correct the ignition correction angle corresponding to each ignition order according to the ignition order of the cylinders.

[0093] In the present implementation, in the correspondence between the ignition order and the ignition correction angle, the absolute value of the ignition correction angle is positively correlated with the ignition order. Since the ignition correction angle is a negative value, when the ignition order increases, the ignition correction angle is gradually increased, thereby reducing the ignition angle delay, and then the corrected ignition angle can gradually increase the combustion energy, thereby ensuring the energy required during the engine starting process and ensuring the normal start of the engine.

[0094] It should be noted that the ignition correction angles corresponding to the ignition order in Table 1 are only examples and not limitations. In practical applications, the ignition correction angles corresponding to the ignition order can be set as needed. In the embodiment of the present application, the ignition correction angles corresponding to the ignition order are not specifically limited.

[0095] Another point to be explained is that after the vehicle determines the ignition correction angle, it can determine the ignition correction angle as the delayed ignition angle. In other embodiments, the vehicle can also adjust the ignition correction angle of the vehicle in combination with the current environment of the vehicle and the driving parameters of the vehicle, so as to ensure that the engine can start normally. Accordingly, the vehicle executes step S303.

[0096] S303, the vehicle obtains the engine water temperature of the vehicle and the atmospheric pressure of the environment in which the vehicle is located.

[0097] The vehicle may obtain the engine water temperature through a water temperature sensor. In some embodiments, the vehicle may obtain the atmospheric pressure of the environment in which the vehicle is located through an air pressure sensor. In other embodiments, the vehicle may measure the altitude of the environment in which the vehicle is located through an altitude measuring instrument, and determine the corresponding atmospheric pressure according to the altitude.

[0098] S304, the vehicle determines a first adjustment coefficient based on the engine water temperature; and determines a second adjustment coefficient based on the atmospheric pressure.

[0099] When the vehicle sets the cylinder ignition according to the engine water temperature, the adjustment coefficient of each ignition correction angle is set to achieve the flexibility to enhance, weaken or turn off the correction effect according to the engine water temperature. For example, for cold start in low temperature environment, the adjustment coefficient can be set to 0 for starting safety, and the correction of the basic ignition angle of the cylinder through the ignition correction angle can be turned off; for hot engine start at normal temperature, the adjustment coefficient can be set to 1 for comfort, and the ignition correction angle of the cylinder is added to the basic starting ignition angle to optimize starting comfort; and for cold start at low temperature but not reaching low temperature, the adjustment coefficient can be set to 0.5, so as to ensure the normal start of the engine and the safety of the vehicle.

[0100] Correspondingly, when the engine water temperature is lower than the first preset temperature, the first adjustment coefficient is determined to be a first value; when the engine water temperature is higher than the second preset temperature, the first adjustment coefficient is determined to be a second value; when the engine water temperature is not lower than the first preset temperature and the engine water temperature is not higher than the second preset temperature, the first adjustment coefficient is determined to be a third value; wherein the first value is smaller than the third value and smaller than the second value.

[0101] In some embodiments, developers can calibrate the first adjustment parameters corresponding to different engine water temperatures in advance and store the relationship between the engine water temperature and the first adjustment parameter. In this step, the corresponding relationship between the engine water temperature and the first adjustment parameter is called, so as to determine the first adjustment parameter corresponding to the engine water temperature based on the current engine water temperature of the vehicle. See Table 2, which shows a corresponding relationship table between the engine water temperature and the first adjustment parameter provided by an exemplary embodiment.

[0102] Table 2

[0103]

[0104] The first preset temperature and the second preset temperature can be set as needed. In the embodiment of the present application, the first preset temperature and the second preset temperature are not specifically limited. For example, the first preset temperature is 60°C, 65°C or 70°C, etc. The second preset temperature is 80°C, 85°C or 90°C, etc.

[0105] The first value, the second value, and the third value can also be set as needed. In the embodiment of the present application, the first value, the second value, and the third value are not specifically limited. For example, the first value is 0, 0.1, or 0.2, etc. The third value is 0.5, 0.4, or 0.6, etc., and the second value is 1, 0.9, or 1.1, etc.

[0106] It should be noted that the first adjustment coefficient corresponding to the engine water temperature in Table 2 is only an example and not a limitation. In practical applications, the first adjustment coefficient corresponding to the engine water temperature can be set as needed. In the embodiment of the present application, the first adjustment coefficient corresponding to the engine water temperature is not specifically limited.

[0107] In this implementation, the adjustment coefficient of the ignition correction angle is determined in combination with the engine water temperature, thereby achieving flexibility in enhancing, weakening or shutting down the correction effect according to the engine water temperature, thereby ensuring normal engine starting while ensuring the safety of the vehicle.

[0108] When the vehicle sets the cylinder ignition according to the atmospheric pressure, the adjustment coefficient of each ignition correction angle is set, which can flexibly enhance, weaken or turn off the correction effect according to the atmospheric pressure. For example, in a high-altitude environment, when the atmospheric pressure is low, the intake volume in the cylinder is small, and the engine performance is attenuated. The adjustment coefficient can be set to 0 to turn off the cylinder ignition correction angle based on starting safety; for areas with lower altitudes and higher atmospheric pressure, the adjustment coefficient can be set to 1 based on comfort, and the cylinder ignition correction angle is added to the basic starting ignition angle to optimize starting comfort; and for low atmospheric pressure, the adjustment coefficient can be set to 0.5, thereby ensuring the normal start of the engine and the safety of the vehicle.

[0109] Correspondingly, when the atmospheric pressure is less than the first preset pressure, the second adjustment coefficient is determined to be the fourth value; when the atmospheric pressure is greater than the second preset pressure, the second adjustment coefficient is determined to be the fifth value; when the atmospheric pressure is not less than the first preset pressure and the atmospheric pressure is not greater than the second preset pressure, the second adjustment coefficient is determined to be the sixth value; wherein the fourth value is less than the sixth value and less than the fifth value.

[0110] In some embodiments, developers can calibrate the second adjustment parameter corresponding to different atmospheric pressures and store the relationship between the atmospheric pressure and the second adjustment parameter. In this step, the relationship between the atmospheric pressure and the second adjustment parameter is called, so as to determine the second adjustment parameter corresponding to the atmospheric pressure based on the atmospheric pressure of the vehicle's current environment. See Table 3, which shows a table of the relationship between the atmospheric pressure and the second adjustment parameter provided by an exemplary embodiment.

[0111] Table 3

[0112]

[0113] The first preset pressure and the second preset pressure can be set as needed. In the embodiment of the present application, the first preset pressure and the second preset pressure are not specifically limited. For example, the first preset pressure is 75 kPa, 70 kPa or 80 kPa, etc. The second preset pressure is 95 kPa, 90 kPa or 100 kPa, etc.

[0114] The fourth value, the fifth value and the sixth value can also be set as needed. In the embodiment of the present application, the fourth value, the fifth value and the sixth value are not specifically limited. For example, the third value is 0, 0.1 or 0.2, etc. The fifth value is 0.5, 0.4 or 0.6, etc., and the fourth value is 1, 0.9 or 1.1, etc.

[0115] It should be noted that the second adjustment coefficient corresponding to the atmospheric pressure in Table 3 is only an example and not a limitation. In practical applications, the second adjustment coefficient corresponding to the atmospheric pressure can be set as needed. In the embodiment of the present application, the second adjustment coefficient corresponding to the atmospheric pressure is not specifically limited.

[0116] In this implementation, the adjustment coefficient of the ignition correction angle is determined in combination with the atmospheric pressure, thereby achieving flexibility in enhancing, weakening or shutting down the correction effect according to the atmospheric pressure, thereby ensuring normal engine starting while ensuring the safety of the vehicle.

[0117] S305: The vehicle adjusts the ignition correction angle based on the first adjustment coefficient and the second adjustment coefficient to obtain the delayed ignition angle.

[0118] The vehicle determines the retarded ignition angle as a product of the first adjustment coefficient, the second adjustment coefficient, and the ignition correction angle.

[0119] S306: The vehicle corrects the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle.

[0120] The principle of this step is the same as that of step S203 and will not be repeated here.

[0121] S307: The vehicle controls the ignition position of each cylinder of the engine to be delayed to the corrected ignition angle based on the corrected ignition angle of the cylinder.

[0122] The principle of this step is the same as that of step S204 and will not be repeated here.

[0123] In an embodiment of the present application, the vehicle controls the cylinders to ignite at corresponding positions according to the ignition order of each cylinder and based on the corrected ignition angle corresponding to the cylinder, thereby delaying the ignition position of the cylinder from the optimal ignition position to the corrected ignition angle, thereby avoiding the optimal ignition position of the cylinder before ignition, reducing the energy generated by the gas explosion in the cylinder, thereby reducing the starting combustion energy, and further reducing the engine torque and reducing vehicle vibration.

[0124] Furthermore, in combination with the ignition order of the cylinders, when the ignition order increases, the ignition correction angle is gradually increased, thereby reducing the ignition angle delay, and then the corrected ignition angle can gradually increase the combustion energy, thus ensuring the energy required during the engine starting process, and thus ensuring the normal start of the engine.

[0125] In addition, the adjustment coefficient of the ignition correction angle is determined in combination with the engine water temperature and atmospheric pressure, thereby achieving the flexibility to enhance, weaken or shut down the correction effect according to the engine water temperature and atmospheric pressure, ensuring the normal start of the engine while ensuring the safety of the vehicle.

[0126] The above implementation can be implemented in combination with multiple virtual functional modules in the vehicle. Figure 4 , which shows a schematic diagram of functional modules involved in an engine control method provided by an exemplary embodiment. Figure 4 The functional module includes a water temperature calculation module, a pressure calculation module, a speed calculation module, a timing system, an ignition calculation module, a state machine calculation module, a magnetization calculation module and an ignition component.

[0127] Among them, the timing system is used to judge the cylinder and determine the ignition order of the cylinders; the water temperature calculation module is used to determine the engine water temperature; the pressure calculation module is used to calculate the atmospheric pressure of the vehicle's environment; the speed calculation module is used to determine the engine speed; the ignition calculation module includes an ignition correction angle calculation module, a basic ignition angle calculation module and a starting ignition angle calculation module; the ignition correction angle calculation module is used to determine the delayed ignition angle of each cylinder according to the engine water temperature, atmospheric pressure and ignition order; the basic ignition angle is used to determine the basic ignition angle according to the engine speed and the engine water temperature; the starting ignition angle calculation module is used to determine the corrected ignition angle according to the basic ignition angle and the delayed ignition angle; the state machine calculation module is used to detect whether the engine enters the ignition stage and whether the ignition stage ends; the magnetization calculation module and the ignition component are used to control the ignition of each cylinder in combination with the corrected ignition angle.

[0128] In this way, the vehicle controls the cylinder to ignite at the corresponding position according to the ignition order of each cylinder and the corrected ignition angle corresponding to the cylinder, so that the ignition position of the cylinder is delayed from the optimal ignition position to the corrected ignition angle, thereby avoiding the optimal ignition position of the cylinder before ignition, reducing the energy generated by the gas explosion in the cylinder, thereby reducing the starting combustion energy, and then reducing the engine torque and reducing vehicle vibration.

[0129] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0130] See also Figure 5 , which shows a schematic diagram of the structure of an engine control device provided by the present application, and includes various units for executing various steps in the above-mentioned embodiment, see Figure 5 , the engine control device comprises:

[0131] A first determining unit 501 is used to determine the basic ignition angles of multiple cylinders of the engine and the ignition order of the multiple cylinders when entering the engine ignition phase;

[0132] A second determining unit 502 is used to determine a delayed ignition angle of each cylinder based on the ignition order of the plurality of cylinders;

[0133] A correction unit 503, configured to correct the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle;

[0134] The control unit 504 is used to control the ignition position of each cylinder of the engine to be delayed to the corrected ignition angle based on the corrected ignition angle of the cylinder.

[0135] In some embodiments, the second determination unit 502 is configured to determine, for each cylinder, an ignition correction angle of the cylinder based on the ignition order of the cylinder;

[0136] The engine water temperature of the vehicle and the atmospheric pressure of the environment in which the vehicle is located are obtained; a first adjustment coefficient is determined based on the engine water temperature; and a second adjustment coefficient is determined based on the atmospheric pressure; the ignition correction angle is adjusted based on the first adjustment coefficient and the second adjustment coefficient to obtain the delayed ignition angle.

[0137] In some embodiments, the second determination unit 502 is used to determine the ignition correction angle corresponding to the ignition order based on the ignition order of the cylinder from the correspondence between the preset ignition order and the ignition correction angle; wherein, in the correspondence between the ignition order and the ignition correction angle, the absolute value of the ignition correction angle is positively correlated with the ignition order.

[0138] In some embodiments, the second determination unit 502 is used to determine that the first adjustment coefficient is a first value when the engine water temperature is lower than a first preset temperature; to determine that the first adjustment coefficient is a second value when the engine water temperature is higher than a second preset temperature; to determine that the first adjustment coefficient is a third value when the engine water temperature is not lower than the first preset temperature and not higher than the second preset temperature; wherein the first value is lower than the third value and lower than the second value.

[0139] In some embodiments, the second determination unit 502 is used to determine that the second adjustment coefficient is a fourth value when the atmospheric pressure is less than the first preset pressure; to determine that the second adjustment coefficient is a fifth value when the atmospheric pressure is greater than the second preset pressure; to determine that the second adjustment coefficient is a sixth value when the atmospheric pressure is not less than the first preset pressure and the atmospheric pressure is not greater than the second preset pressure; wherein the fourth value is less than the sixth value and less than the fifth value.

[0140] In some embodiments, the first determination unit 501 is used to obtain the engine speed and the engine water temperature of the vehicle; and calculate the basic ignition angles of multiple cylinders of the engine based on the engine speed and the engine water temperature.

[0141] In some embodiments, the apparatus further comprises:

[0142] An acquisition unit, used to acquire the engine water temperature of the vehicle and the atmospheric pressure of the environment where the vehicle is located;

[0143] The second determination unit 502 is used to determine the delayed ignition angle of each cylinder based on the ignition sequence of the multiple cylinders when the engine water temperature is greater than a third preset temperature or when the atmospheric pressure is greater than a third preset pressure.

[0144] In some embodiments, the control unit 504 is configured to ignite each cylinder according to the corrected ignition angle of the cylinder based on the ignition order corresponding to the cylinder.

[0145] In an embodiment of the present application, the vehicle controls the cylinders to ignite at corresponding positions according to the ignition order of each cylinder and based on the corrected ignition angle corresponding to the cylinder, thereby delaying the ignition position of the cylinder from the optimal ignition position to the corrected ignition angle, thereby avoiding the optimal ignition position of the cylinder before ignition, reducing the energy generated by the gas explosion in the cylinder, thereby reducing the starting combustion energy, and further reducing the engine torque and reducing vehicle vibration.

[0146] Figure 6 FIG. 1 is a schematic diagram of a vehicle provided by an exemplary embodiment of the present application. Figure 6 As shown, the vehicle 6 of this embodiment includes: a processor 60, a memory 61, and a computer program 62 stored in the memory 61 and executable on the processor 60, such as an engine control program. When the processor 60 executes the computer program 62, the steps in the above-mentioned engine control method embodiments are implemented, such as Figure 2 Alternatively, when the processor 60 executes the computer program 62, the functions of each unit in the above-mentioned device embodiments are realized, for example Figure 5 The functions of units 501 to 504 are shown.

[0147] Exemplarily, the computer program 62 may be divided into one or more units, which are stored in the memory 61 and executed by the processor 60 to complete the present application. The one or more units may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program 62 in the vehicle 6. For example, the computer program 62 may be divided into a first determination unit, a second determination unit, a correction unit, and a control unit, and the specific functions of each module are as follows:

[0148] A first determining unit 501 is used to determine the basic ignition angles of multiple cylinders of the engine and the ignition order of the multiple cylinders when entering the engine ignition phase;

[0149] A second determining unit 502 is used to determine a delayed ignition angle of each cylinder based on the ignition order of the plurality of cylinders;

[0150] A correction unit 503, configured to correct the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle;

[0151] The control unit 504 is used to control the ignition position of each cylinder to be delayed to the corrected ignition angle based on the corrected ignition angle of the cylinder.

[0152] The vehicle 6 may be any vehicle having a control function. The vehicle 6 may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will appreciate that Figure 6 It is only an example of vehicle 6 and does not constitute a limitation of the vehicle 6. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the vehicle 6 may also include input and output devices, network access devices, buses, etc.

[0153] The processor 60 may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0154] The memory 61 may be an internal storage unit of the vehicle 6, such as a hard disk or memory of the vehicle 6. The memory 61 may also be an external storage device of the vehicle 6, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle 6. Further, the memory 61 may also include both an internal storage unit of the vehicle 6 and an external storage device. The memory 61 is used to store the computer program and other programs and data required by the terminal device. The memory 61 may also be used to temporarily store data that has been output or is to be output.

[0155] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0156] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0157] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0158] In the embodiments provided in the present application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0159] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0160] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0161] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0162] The embodiments of the present application further provide a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0163] The embodiment of the present application also provides a computer program product. When the computer program product runs on a mobile terminal, the mobile terminal can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0164] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. An engine control method, characterized in that: The method comprises: When entering the engine ignition phase, determining the basic ignition angles of a plurality of cylinders of the engine, and determining the ignition order of the plurality of cylinders; determining a retarded firing angle for each cylinder based on the firing order of the plurality of cylinders; Correcting the basic ignition angle based on the delayed ignition angle to obtain a corrected ignition angle; Based on the corrected ignition angle of each cylinder of the engine, the cylinder ignition position is controlled to be retarded to the corrected ignition angle.

2. The method according to claim 1, characterized in that The step of determining a delayed ignition angle of each cylinder based on the ignition order of the plurality of cylinders comprises: For each cylinder, determining a firing correction angle of the cylinder based on the firing order of the cylinder; Obtaining the engine water temperature of the vehicle and the atmospheric pressure of the environment where the vehicle is located; determining a first adjustment coefficient based on the engine water temperature; and determining a second adjustment coefficient based on the atmospheric pressure; The ignition correction angle is adjusted based on the first adjustment coefficient and the second adjustment coefficient to obtain the retarded ignition angle.

3. The method according to claim 2, characterized in that The step of determining the ignition correction angle of the cylinder based on the ignition order of the cylinder comprises: Determining the ignition correction angle corresponding to the ignition order from a correspondence between a preset ignition order and an ignition correction angle based on the ignition order of the cylinders; Among them, in the corresponding relationship between the ignition order and the ignition correction angle, the absolute value of the ignition correction angle is positively correlated with the ignition order.

4. The method according to claim 2, characterized in that The determining of the first adjustment coefficient based on the engine water temperature comprises: When the engine water temperature is lower than a first preset temperature, determining the first adjustment coefficient to be a first value; When the engine water temperature is greater than a second preset temperature, determining the first adjustment coefficient to be a second value; When the engine water temperature is not less than the first preset temperature and the engine water temperature is not greater than the second preset temperature, determining the first adjustment coefficient to be a third value; Among them, the first value is smaller than the third value and smaller than the second value.

5. The method according to claim 2, characterized in that The determining a second adjustment coefficient based on the atmospheric pressure includes: When the atmospheric pressure is less than the first preset pressure, determining the second adjustment coefficient to be a fourth value; When the atmospheric pressure is greater than the second preset pressure, determining the second adjustment coefficient to be a fifth value; When the atmospheric pressure is not less than the first preset pressure and the atmospheric pressure is not greater than the second preset pressure, determining the second adjustment coefficient to be a sixth value; Among them, the fourth value is smaller than the sixth value and smaller than the fifth value.

6. The method according to claim 1, characterized in that The step of determining the basic ignition angles of the plurality of cylinders of the engine comprises: Obtain the vehicle's engine speed and engine water temperature; Based on the engine speed and the engine water temperature, basic ignition angles of a plurality of cylinders of the engine are calculated.

7. The method according to claim 1, characterized in that Before determining the retarded firing angle of each cylinder based on the firing order of the plurality of cylinders, the method further includes: Obtaining the engine water temperature of the vehicle and the atmospheric pressure of the environment where the vehicle is located; When the engine water temperature is greater than a third preset temperature, or when the atmospheric pressure is greater than a third preset pressure, the step of determining a delayed ignition angle of each cylinder based on the ignition order of the plurality of cylinders is performed.

8. The method according to claim 1, characterized in that The controlling the cylinder ignition position to be delayed to the corrected ignition angle based on the corrected ignition angle of each cylinder of the engine comprises: For each cylinder, ignition is performed according to the corrected ignition angle of the cylinder according to the ignition order corresponding to the cylinder.

9. A vehicle, characterized in that: The vehicle includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the engine control method according to any one of claims 1 to 8 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the engine control method according to any one of claims 1 to 8 is implemented.

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