Engine stability control method and related device

Abstract

The invention provides an engine stability control method and a related device, and relates to the technical field of engines, the engine stability control method comprises the following steps: obtaining knock data of recent N cycle periods, and judging whether a strong knock risk condition and a first condition are met or not based on the obtained knock data; adjusting the count values of the first counter and the second counter based on the two judgment results, obtaining a knock fitting factor matched with the count values of the first counter and the second counter, and configuring the ignition angle variation of the current cycle period based on a comparison result of the knock fitting factor and a first preset limit value, according to the scheme, accurate control over the ignition angle can be achieved without adjusting judgment conditions in real time based on the working condition of the engine, and the reliability of ignition angle control is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to an engine stability control method and related devices. Background Art

[0002] During the engine control process, if knock occurs in the current cycle of the engine, the ignition angle is delayed. If no knock occurs, the ignition angle is restored. This results in excessive fluctuation of the ignition angle when knock occurs, and excessive changes in the cylinder cycle. In addition, in some scenarios, the engine body will occasionally receive interference vibration signals, and real knock will occasionally occur. The characteristic of this type of signal is that it will only occur once or twice, and then it will be difficult to occur again regardless of whether the ignition angle is delayed or not. If the original strategy is used again, the ignition angle will be delayed by 2-5 degrees, affecting the combustion efficiency at this time, and then affecting the gas consumption. Therefore, the existing solution needs to continuously adjust the judgment conditions according to the operating conditions of the engine to determine the ignition angle of the current cycle. Continuously adjusting the judgment conditions will cause the engine ignition angle to be unstable. Summary of the invention

[0003] In view of this, an embodiment of the present invention provides an engine stability control method and related devices to achieve.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0005] An engine stability control method, comprising:

[0006] Acquire the knock data of the latest N cycles of the engine, where N is a positive integer not less than 2;

[0007] Determining whether the engine meets a strong knock risk condition based on the knock data, the strong knock risk condition including that knock is detected in at least M cycles in the most recent N cycles, and the vibration intensity of the knock signal detected in the current cycle exceeds a preset knock threshold, where M is a positive integer less than N;

[0008] When a first condition is met, the count value of the first counter is controlled to increase by 1, wherein the first condition is that: the count result of the first counter is less than a preset upper limit value, the ignition angle change in the previous cycle is 0, and the strong knock risk condition is not met;

[0009] If the first condition is met and knock is detected in the current cycle, the count value of the second counter is increased by one;

[0010] If the first condition is met and no knock is detected in the current cycle, the count value of the second counter remains unchanged;

[0011] If the first condition and the strong knock risk condition are not met, resetting the first counter and resetting the second counter to a first initial value;

[0012] If the first condition is not met and the strong knock risk condition is met, resetting the first counter and resetting the second counter to a second initial value, the second initial value being greater than the first initial value;

[0013] Acquire a knock fit factor that matches the count values ​​of the first counter and the second counter;

[0014] If the knock fit factor is less than the first preset limit, determining whether knock occurs in the current cycle, and when knock occurs, obtaining an ignition angle variation that matches the value of M;

[0015] A final ignition angle of the current cycle is determined based on the ignition angle variation of the current cycle.

[0016] Optionally, the above engine stability control method further includes:

[0017] If the knock fit factor is less than the first preset limit and no knock occurs in the current cycle, determine whether the ratio of the counting results of the second counter to the first counter is less than the second preset limit, and determine whether the strong knock risk condition is met. If the ratio of the counting results of the second counter to the first counter is less than the second preset limit and the strong knock condition is not met, determine the ignition angle change based on the number of consecutive cycles in which no knock occurs in the N cycle detections.

[0018] Optionally, the above engine stability control method further includes:

[0019] If the ratio of the counting results of the second counter to the first counter is not less than a second preset limit value or the strong knock condition is met, the ignition angle variation of the current cycle is marked as 0.

[0020] Optionally, in the above engine stability control method, determining the final ignition angle of the current cycle based on the ignition angle variation of the current cycle includes:

[0021] The sum of the final ignition angle of the previous cycle and the ignition angle change of the current cycle is used as the final ignition angle of the current cycle.

[0022] Optionally, in the above engine stability control method, obtaining a knock fit factor that matches the count values ​​of the first counter and the second counter includes:

[0023] A knock fit factor matching the count values ​​of the first counter and the second counter is determined from a preset mapping table, wherein the preset mapping table stores a corresponding relationship between the first counter and the second counter.

[0024] An engine stability control device, comprising:

[0025] A knock data acquisition unit, used to obtain knock data of the latest N cycles of the engine, where N is a positive integer not less than 2;

[0026] a first judgment unit, configured to judge whether the engine meets a strong knock risk condition based on the knock data, wherein the strong knock risk condition includes that knock is detected in at least M cycles in the most recent N cycles, and the vibration intensity of the knock signal detected in the current cycle exceeds a preset knock threshold, where M is a positive integer less than N;

[0027] A first counter adjustment unit is used to control the count value of the counter to increase by 1 when a first condition is met, wherein the first condition is that the measurement count result of the first counter is less than a preset upper limit value, the ignition angle change in the previous cycle is 0, and the number of knocks detected in the most recent N cycles is not greater than M; if the first condition is met and knock is detected in the current cycle, the count value of the second counter is increased by 1; if the first condition is met and knock is not detected in the current cycle, the count value of the second counter remains unchanged;

[0028] a second counter adjustment unit, configured to reset the first counter and reset the second counter to a first initial value if the first condition and the strong knock risk condition are not met; and reset the first counter and reset the second counter to a second initial value if the first condition and the strong knock risk condition are met, wherein the second initial value is greater than the first initial value;

[0029] A fitting factor calculation unit, used for obtaining a knock fitting factor matching the count values ​​of the first counter and the second counter;

[0030] an ignition angle variation calculation unit, for determining whether knock occurs in the current cycle if the knock fit factor is less than a first preset limit value, and obtaining an ignition angle variation that matches the value of M when knock occurs;

[0031] The ignition angle calculation unit is used to determine the final ignition angle of the current cycle based on the ignition angle change of the current cycle.

[0032] A computer program product includes computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any one of the above-mentioned engine stability control methods.

[0033] An electronic device comprises at least one processor and a memory connected to the processor, wherein:

[0034] The memory is used to store computer programs;

[0035] The processor is used to execute the computer program so that the electronic device can implement the engine stability control method as described in any one of the above.

[0036] A car is provided with the electronic device mentioned above.

[0037] Optionally, the automobile is a car using a gas engine.

[0038] Based on the above technical scheme, the above scheme provided by the embodiment of the present invention obtains the knock data of the most recent N cycles, judges whether the strong knock risk condition is met and whether the first condition is met based on the acquired knock data, adjusts the count values ​​of the first counter and the second counter based on the two judgment results, and obtains the knock fitting factor matching the count values ​​of the first counter and the second counter, configures the ignition angle change of the current cycle based on the comparison result of the knock fitting factor and the first preset limit, and determines the final ignition angle of the current cycle based on the ignition angle change of the current cycle. This scheme does not need to adjust the judgment conditions in real time based on the engine operating conditions, and improves the reliability of the ignition angle control. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0040] Figure 1 A schematic flow chart of an engine stability control method disclosed in an embodiment of the present application;

[0041] Figure 2 A schematic flow chart of an engine stability control method disclosed in another embodiment of the present application;

[0042] Figure 3 A schematic diagram of the structure of an engine stability control device disclosed in an embodiment of the present application;

[0043] Figure 4 A schematic diagram of the structure of an electronic device disclosed in an embodiment of the present application. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0045] Knocking: Combustion that is too fast or too early results in an unstable combustion curve, causing abnormal engine vibration.

[0046] The present application sets a series of determination conditions for the execution of knock, so that the knock monitoring function does not need to adjust the ignition angle conditions in real time, thereby improving combustion stability.

[0047] For details, see Figure 1 The engine stability control method disclosed in the embodiment of the present application includes:

[0048] Step S101: Acquire the knock data of the latest N cycles of the engine, where N is a positive integer not less than 2.

[0049] In the technical solution disclosed in this embodiment, after the engine is started, the engine speed condition and the output signal of the knock sensor are obtained. The knock sensor is a sensor used to detect engine knock phenomena, which can determine whether the engine has knock phenomena by detecting vibrations or sounds inside the engine. Based on the speed condition and the output results of the knock sensor, it can be further determined whether to enable the engine stability control scheme disclosed in the embodiment of the present application. When it is determined that the engine stability control scheme needs to be enabled based on the speed condition and the output results of the knock sensor, the knock data of the engine in the last N cycles is obtained. The knock data may include the knock signal in the current cycle, the detection results of whether knock occurs in each cycle in the last N cycles, the count value of the first counter and the count value of the second counter, wherein the counting methods of the first counter and the second counter are described below.

[0050] Step S102: Determine whether the engine meets a strong knock risk condition based on the knock data, wherein the strong knock risk condition includes: knock is detected in at least M cycles out of the most recent N cycles, or the vibration intensity of the knock signal detected in the current cycle exceeds a preset knock threshold, where M is a positive integer less than N.

[0051] After the knock data is acquired, the knock detection results in the latest N (for example, the value of N can be 5 or other) cycles of the knock data are extracted, and the sum of the number of cycles in which the knock occurs detected in the N cycles is recorded as M (the value of M can be 3 or other), that is, knock is detected in M ​​cycles in the latest N cycles, or it is judged whether the vibration intensity of the knock signal detected in the current cycle exceeds the preset knock threshold. In this embodiment, the value of the preset knock threshold is greater than the threshold used for comparison with the knock signal when judging whether the engine has knock, that is, when the engine has knock, only when the knock intensity reaches a certain intensity, it is considered that the vibration intensity of the knock signal exceeds the preset knock threshold. When knock is detected in at least M cycles in the latest N cycles, or the vibration intensity of the knock signal detected in the current cycle exceeds the preset knock threshold, it is considered that the engine meets the strong knock risk condition.

[0052] By detecting whether the knock data meets the strong knock risk conditions, a judgment strategy is provided for whether a strong knock risk condition occurs in the engine. When it is detected that the strong knock risk conditions are met, it indicates that a strong knock risk condition has occurred in the engine. The judgment result is used to decide the reset values ​​of the first counter and the second counter in the subsequent process.

[0053] Step S103: When a first condition is met, the count value of the control counter is increased by 1, wherein the first condition is that the count result of the first counter is less than a preset upper limit value, the change in the ignition angle in the previous cycle is 0, and the strong knock risk condition is not met.

[0054] When the counting result of the first counter is less than a preset upper limit value (the preset upper limit value may be 100 or other values), the ignition angle change Δig of the previous cycle is 0, and the strong knock risk condition is not met, it indicates that the first condition is met. At this time, the count value of the first counter is controlled to be increased by 1, that is, n=n+1.

[0055] Step S104: If the first condition is met and knock is detected in the current cycle, the count value of the second counter is increased by one.

[0056] Step S105: If the first condition is met and no knock is detected in the current cycle, the count value of the second counter remains unchanged.

[0057] When the first condition is met, continue to determine whether knock is detected in the current cycle. The knock detected at this time is not the knock when the strong knock risk condition is met, but the knock detected under normal circumstances. When knock is detected in the current cycle, control the count value of the second counter to increase by one, that is, k=k+1. If knock is not detected in the current cycle, keep the count value of the second counter unchanged, that is, k=k.

[0058] Step S106: If the first condition and the strong knock risk condition are not met, the first counter is reset, and the second counter is reset to a first initial value.

[0059] In this embodiment, the value of the reset first counter can be a larger value, which is greater than the count value of the first counter before being reset. In this way, the count value of the first counter can exceed the original accumulation state to prevent the system from reacting too slowly.

[0060] Step S107: If the first condition is not met and the strong knock risk condition is met, the first counter is reset, and the second counter is reset to a second initial value, where the second initial value is greater than the first initial value.

[0061] When the first condition is not met, the count value n of the first counter and the count value k of the second counter need to be initialized. At this time, if the strong knock risk condition is not met, the count value of the reset first counter is reset to the initial value (for example, the count value n of the first counter is initialized to 20), and the count value of the second counter is reset to the first initial value (for example, the count value k of the second counter is initialized to 1). If the strong knock risk condition is met, the count value of the reset first counter is reset to the initial value (for example, the count value n of the first counter is initialized to 20), and the count value of the second counter is reset to the second initial value (for example, the count value k of the second counter is initialized to 4). That is, when the engine has a strong knock risk (meets the strong knock risk condition), the count value k of the second counter is reset to a larger second initial value, otherwise, the count value k of the second counter is reset to a first initial value that is smaller than the second initial value.

[0062] Step S106 and step S107 reset the count value of the first counter and the count value k of the second counter to the second initial value respectively. When a strong knock occurs in the engine, the technical result of the second counter can exceed the original accumulated state of k, and directly reset n and k to a state where the fit must be less than a certain value, thereby activating an ignition angle delay to prevent the problem of the system reacting too slowly.

[0063] Step S108: Obtain a knock fit factor that matches the count values ​​of the first counter and the second counter.

[0064] In this embodiment, after obtaining the count values ​​of the first counter and the second counter, a knock fit factor matching the count values ​​of the first counter and the second counter can be further obtained. When calculating the knock fit factor, the current knock occurrence rate p can be calculated by a statistical method. now(k / n) and ideal knock rate p goal The fit degree Fac can be calculated by the likelihood ratio formula, or can be obtained by looking up a preset mapping table with k and n. The values ​​in the preset mapping table are obtained based on experiments and experience. The present application can write the corresponding relationship between the count values ​​of the first counter and the second counter and the knock fit factor into the preset mapping table in advance. After determining the count values ​​of the first counter and the second counter, the knock fit factor can be quickly determined by directly looking up the preset mapping table.

[0065] When the knock fit factor Fac is calculated based on the count values ​​of the first counter and the second counter, it can be calculated by the following formula:

[0066]

[0067] Among them, p goal is the preset ideal knock rate; p now is the current knock occurrence rate, ;

[0068] Based on the above formula, the ratio between the ideal knock rate and the current knock rate can be accurately calculated, and a reliable decision can be made whether the ignition angle needs to be adjusted.

[0069] Step S109: If the knock fit factor is less than the first preset limit, determine whether knock occurs in the current cycle, and when knock occurs, obtain the ignition angle change that matches the value of M.

[0070] In this embodiment, when the knock fit factor Fac is calculated, it is determined whether the knock fit factor is less than a first preset limit. When it is less than the first preset limit, it is further determined whether knock occurs in the current cycle (similarly, the knock is a conventional knock). When knock occurs, the ignition angle change that matches the value of M is obtained. In this solution, the value of M and the corresponding ignition angle change can be stored in a mapping table. The ignition angle change corresponding to the current cycle can be quickly determined by directly searching the mapping table.

[0071] If the knock fit factor is not less than the first preset limit, it means that the knock occurrence rate in the current cycle is not much different from the expected value, and the combustion parameters such as the ignition angle do not need to be adjusted, so that the ignition angle change Δig corresponding to the current cycle can be determined to be 0, and then the next scheduling is entered. In this way, in some scenarios where the knock fit factor Fac is large enough, regardless of whether knock occurs in the current cycle, the ignition angle is not adjusted, while in the existing solution, the ignition angle must be adjusted once. It can be seen that this solution can improve the combustion stability of the engine compared with the existing solution.

[0072] Step S110: determining a final ignition angle of the current cycle based on the ignition angle variation of the current cycle.

[0073] When the ignition angle variation of the current cycle is calculated, the final ignition angle of the previous cycle is obtained, and the sum of the final ignition angle of the previous cycle and the ignition angle variation of the current cycle is used as the final ignition angle of the current cycle.

[0074] It can be seen from the above scheme that by obtaining the knock data of the most recent N cycles, judging whether the strong knock risk condition is met and whether the first condition is met based on the acquired knock data, adjusting the count values ​​of the first counter and the second counter based on the two judgment results, and obtaining a knock fitting factor that matches the count values ​​of the first counter and the second counter, and then configuring the ignition angle change of the current cycle based on the comparison result of the knock fitting factor and the first preset limit value, and then determining the final ignition angle of the current cycle based on the ignition angle change of the current cycle, this scheme can achieve precise control of the ignition angle without adjusting the judgment conditions in real time based on the engine operating conditions, thereby improving the reliability of the ignition angle control.

[0075] In the technical solution disclosed in this embodiment, see Figure 2 , based on the above process, the above method further includes:

[0076] Step S201: if the knock fit factor is less than a first preset limit and no knock occurs in the current cycle, determining whether the ratio of the count results of the second counter to the first counter is less than a second preset limit and the strong knock condition is not met;

[0077] That is, this step is used to determine whether the ratio (k / n) of the counting results of the second counter to the first counter is a second preset limit value.

[0078] Step S202: if the ratio of the counting results of the second counter to the first counter is less than a second preset limit and the strong knock condition is not satisfied, the ignition angle change is determined based on the number of consecutive cycles in which no knock occurs in the N cycle detections.

[0079] If it is detected that the comparison result k / n of the count values ​​of the second counter and the first counter is small enough (smaller than the second preset limit value) and the strong knock condition is not met, it can be said that the knock frequency in the current cycle is low enough. Combined with the fact that no knock occurs in the current cycle, the ignition angle recovery action can be performed;

[0080] That is, based on the number of consecutive cycles in which no knocking occurs in N cycles, the ignition angle change Δig corresponding to the current cycle is determined, and the ignition angle change Δig is greater than zero.

[0081] Step S203: if the ratio of the counting results of the second counter to the first counter is not less than a second preset limit or the strong knock condition is met, the ignition angle variation Δig of the current cycle is marked as 0.

[0082] When the ratio of the counting results of the second counter to the first counter is not less than the second preset limit or the strong knock condition is met, it indicates that the ignition angle has not changed, and the ignition angle of the previous cycle can continue to be used.

[0083] If k / n is not small enough or the strong knock condition is met in N cycles, it means that the current cycle has a certain frequency of knock. Even if knock does not occur in the current cycle, it is not recommended to restore the ignition angle. Therefore, the ignition angle is maintained at this time, that is, the ignition angle change Δig is marked as 0.

[0084] This embodiment discloses an engine stability control device. For the specific working contents of each unit in the device, please refer to the contents of the above method embodiment.

[0085] The engine stability control device provided by an embodiment of the present invention is described below. The engine stability control device described below and the engine stability control method described above can be referred to each other.

[0086] See also Figure 3 , the engine stability control device may include:

[0087] A knock data acquisition unit 10 is used to acquire knock data of the latest N cycles of the engine, where N is a positive integer not less than 2;

[0088] A first judgment unit 20 is used to judge whether the engine meets a strong knock risk condition based on the knock data, wherein the strong knock risk condition includes that knock is detected in at least M cycles in the most recent N cycles, and the vibration intensity of the knock signal detected in the current cycle exceeds a preset knock threshold, where M is a positive integer less than N;

[0089] The first counter adjustment unit 30 is used to control the count value of the counter to increase by 1 when a first condition is met, wherein the first condition is that the measurement count result of the first counter is less than a preset upper limit value, the ignition angle change in the previous cycle is 0, and the number of knocks detected in the latest N cycles is not greater than M; if the first condition is met and knock is detected in the current cycle, the count value of the second counter is increased by 1; if the first condition is met and knock is not detected in the current cycle, the count value of the second counter remains unchanged;

[0090] A second counter adjustment unit 40 is configured to reset the first counter and reset the second counter to a first initial value if the first condition and the strong knock risk condition are not met; and reset the first counter and reset the second counter to a second initial value if the first condition and the strong knock risk condition are met, wherein the second initial value is greater than the first initial value;

[0091] A fitting factor calculation unit 50, used to obtain a knock fitting factor that matches the count values ​​of the first counter and the second counter;

[0092] The ignition angle variation calculation unit 60 is used to determine whether knock occurs in the current cycle if the knock fit factor is less than a first preset limit value, and to obtain an ignition angle variation that matches the value of M when knock occurs;

[0093] The ignition angle calculation unit 70 is used to determine the final ignition angle of the current cycle based on the ignition angle variation of the current cycle.

[0094] The calculation process of each unit in the device can be seen in the method embodiment, and will not be described again.

[0095] The present application also provides an electronic device in an embodiment. Figure 4 As shown, it shows a schematic diagram of the structure of the electronic device suitable for implementing the embodiment of the present application. The electronic device in the embodiment of the present application may include but is not limited to fixed terminals such as ECU (Electronic Control Unit), VCU (Vehicle Control Unit), MCU (Micro Controller Unit), HCU (Hybrid Control Unit), etc. Figure 4 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0096] like Figure 4As shown, the electronic device may include a processing device (such as a central processing unit, a graphics processing unit, etc.) 601, which can execute various steps corresponding to the engine stability control method disclosed in any of the above embodiments of the present application according to the program stored in the read-only memory (ROM) 602 or the program loaded from the storage device 608 to the random access memory (RAM) 603. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing device 601, the ROM 602 and the RAM 603 are connected to each other through the bus 604. The input / output (I / O) interface 605 is also connected to the bus 604.

[0097] Typically, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a memory card, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Although Figure 4 An electronic device having various devices is shown, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead.

[0098] Also provided in an embodiment of the present application is a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any of the methods for determining the risk of battery low power during a remote upgrade provided in an embodiment of the present application.

[0099] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the battery low power risk judgment methods during remote upgrading provided in the embodiments of the present application.

[0100] A car is provided with the above electronic device, and the car may be a car with a gas engine.

[0101] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0102] For the convenience of description, the above system is described as being divided into various modules according to their functions. Of course, when implementing the present invention, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0103] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can refer to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiment. The system and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without creative work.

[0104] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may 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 the present invention.

[0105] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0106] It should also 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 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 device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0107] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine stability control method, characterized in that: include: Acquire the knock data of the latest N cycles of the engine, where N is a positive integer not less than 2; Determining whether the engine meets a strong knock risk condition based on the knock data, the strong knock risk condition including: knock is detected in at least M cycles in the most recent N cycles, or the vibration intensity of the knock signal detected in the current cycle exceeds a preset knock threshold, where M is a positive integer less than N; When a first condition is met, the count value of the first counter is controlled to increase by 1, wherein the first condition is that: the count result of the first counter is less than a preset upper limit value, the ignition angle change in the previous cycle is 0, and the strong knock risk condition is not met; If the first condition is met and knock is detected in the current cycle, the count value of the second counter is increased by one; If the first condition is met and no knock is detected in the current cycle, the count value of the second counter remains unchanged; If the first condition and the strong knock risk condition are not met, resetting the first counter and resetting the second counter to a first initial value; If the first condition is not met and the strong knock risk condition is met, resetting the first counter and resetting the second counter to a second initial value, the second initial value being greater than the first initial value; Acquire a knock fit factor that matches the count values ​​of the first counter and the second counter; If the knock fit factor is less than the first preset limit, determining whether knock occurs in the current cycle, and when knock occurs, obtaining an ignition angle variation that matches the value of M; A final ignition angle of the current cycle is determined based on the ignition angle variation of the current cycle.

2. The engine stability control method according to claim 1, characterized in that: Also includes: If the knock fit factor is less than the first preset limit and no knock occurs in the current cycle, determine whether the ratio of the counting results of the second counter to the first counter is less than the second preset limit, and determine whether the strong knock risk condition is met. If the ratio of the counting results of the second counter to the first counter is less than the second preset limit and the strong knock condition is not met, determine the ignition angle change based on the number of consecutive cycles in which no knock occurs in the N cycle detections.

3. The engine stability control method according to claim 2, characterized in that: Also includes: If the ratio of the counting results of the second counter to the first counter is not less than a second preset limit value or the strong knock condition is met, the ignition angle variation of the current cycle is marked as 0.

4. The engine stability control method according to claim 1, characterized in that: The final ignition angle of the current cycle is determined based on the ignition angle variation of the current cycle, including: The sum of the final ignition angle of the previous cycle and the ignition angle change of the current cycle is used as the final ignition angle of the current cycle.

5. The engine stability control method according to claim 1, characterized in that: Obtaining a knock fit factor that matches the count values ​​of the first counter and the second counter, including: A knock fit factor matching the count values ​​of the first counter and the second counter is determined from a preset mapping table, wherein the preset mapping table stores a corresponding relationship between the first counter and the second counter.

6. An engine stability control device, characterized in that: include: A knock data acquisition unit, used to obtain knock data of the latest N cycles of the engine, where N is a positive integer not less than 2; a first judgment unit, configured to judge whether the engine meets a strong knock risk condition based on the knock data, wherein the strong knock risk condition includes that knock is detected in at least M cycles in the most recent N cycles, and the vibration intensity of the knock signal detected in the current cycle exceeds a preset knock threshold, where M is a positive integer less than N; A first counter adjustment unit, configured to control the count value of the counter to increase by 1 when a first condition is met, wherein the first condition is that: the count result of the first counter is less than a preset upper limit value, the change in the ignition angle in the previous cycle is 0, and the number of knocks detected in the most recent N cycles is not greater than M; If the first condition is met and knock is detected in the current cycle, the count value of the second counter is increased by one; if the first condition is met and knock is not detected in the current cycle, the count value of the second counter remains unchanged; a second counter adjustment unit, configured to reset the first counter and reset the second counter to a first initial value if the first condition and the strong knock risk condition are not met; and reset the first counter and reset the second counter to a second initial value if the first condition and the strong knock risk condition are met, wherein the second initial value is greater than the first initial value; A fitting factor calculation unit, used for obtaining a knock fitting factor matching the count values ​​of the first counter and the second counter; an ignition angle variation calculation unit, for determining whether knock occurs in the current cycle if the knock fit factor is less than a first preset limit value, and obtaining an ignition angle variation that matches the value of M when knock occurs; The ignition angle calculation unit is used to determine the final ignition angle of the current cycle based on the ignition angle change of the current cycle.

7. A computer program product, characterized in that The method comprises computer-readable instructions, and when the computer-readable instructions are executed on an electronic device, the electronic device implements the engine stability control method according to any one of claims 1 to 6.

8. An electronic device, characterized in that: The method comprises at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the electronic device can implement the engine stability control method as claimed in any one of claims 1 to 5.

9. A car, characterized in that: The electronic device according to claim 9 is used.

10. The automobile according to claim 9, characterized in that: The automobile is an automobile using a gas engine.

Images