Ignition angle correction method and device, engine and vehicle

Abstract

The embodiment of the invention is suitable for the technical field of automobiles, and provides an ignition angle correction method and device, an engine and a vehicle, and the method comprises the steps that if a knock retreat angle is larger than a first retreat angle threshold value, a basic ignition angle corresponding to basic fuel oil is obtained according to current engine state information; the mark corresponding to the basic fuel oil is smaller than the mark corresponding to target fuel oil of the engine; controlling the engine to execute ignition operation based on the basic ignition angle; and if the first number of times that the knock retreat angle of the engine within the preset duration is larger than the second retreat angle threshold value meets the first preset condition, the basic ignition angle is periodically corrected according to the target stride on the basis of a preset correction period till the difference value between the corrected basic ignition angle and the target ignition angle meets the second preset condition. The method provided by the embodiment of the invention can reduce the probability of phenomena such as knocking and abnormal combustion of the engine, so that the fault probability of the engine is reduced.

Description

Technical Field

[0001] The embodiments of the present application belong to the field of automobile technology, and in particular, relate to an ignition angle correction method, device, engine and vehicle. Background Art

[0002] The mainstream fuels in the domestic market mainly include 92#, 95#, 98# and other brands. Among them, the brand can reflect the fuel's anti-knock performance or freezing point and other characteristics. The higher the brand, the better the anti-knock performance of the fuel it represents, and the engine can use a larger ignition angle to perform ignition operations on the fuel, so that the fuel combustion process is closer to the ideal isochoric combustion process. Therefore, when calibrating the engine's ignition angle data, the R&D personnel of the automobile company need to first set the engine's target fuel, and then calibrate the engine's ignition angle data according to the target fuel corresponding to the engine. Furthermore, when calibrating the ignition angle data, in order to maximize the thermal efficiency of the engine, the R&D personnel set the target fuel brand higher for the higher performance engine.

[0003] In the prior art, the ignition angle data of the engine is fixed and cannot be flexibly adjusted. Therefore, when the actual fuel grade added by the user is smaller than the target fuel grade corresponding to the engine, since the anti-knock property of the actual fuel in the current engine is weaker than the anti-knock property of the target fuel corresponding to the ignition angle data used by the engine, the engine may experience detonation, abnormal combustion and other phenomena when performing the ignition operation, thereby causing the engine to have faults such as spark plug burning, piston ring loss, and piston breakage. Summary of the invention

[0004] In view of this, the embodiments of the present application provide an ignition angle correction method, device, engine and vehicle to reduce the probability of engine knock, abnormal combustion and the like, thereby reducing the probability of engine failure.

[0005] A first aspect of an embodiment of the present application provides an ignition angle correction method, comprising:

[0006] If the knock retreat angle is greater than the first retreat angle threshold, a basic ignition angle corresponding to a basic fuel is obtained according to the current engine state information; the brand corresponding to the basic fuel is smaller than the brand corresponding to the target fuel of the engine;

[0007] controlling the engine to perform an ignition operation based on the basic ignition angle;

[0008] If the first number of times that the knock recession angle of the engine within a preset time period is greater than the second recession angle threshold satisfies the first preset condition, then based on a preset correction cycle, the basic ignition angle is periodically corrected according to a target step until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition.

[0009] In a possible implementation of the first aspect, if a first number of times that the knock retreat angle of the engine within a preset time period is greater than a second retreat angle threshold satisfies a first preset condition, then based on a preset correction period, periodically correcting the basic ignition angle according to a target step until a difference between the corrected basic ignition angle and the target ignition angle satisfies a second preset condition, comprising:

[0010] If a first number of times that the knock retreat angle of the engine is greater than a second retreat angle threshold within a preset time period satisfies a first preset condition, updating the ignition angle correction time period of the engine;

[0011] In the correction period, the basic ignition angle is corrected according to the target step corresponding to the current ignition angle correction duration to determine a corrected basic ignition angle;

[0012] Determining a target ignition angle corresponding to the target fuel according to current engine state information;

[0013] If the difference between the corrected basic ignition angle and the target ignition angle does not satisfy a second preset condition, controlling the engine to perform the ignition operation based on the corrected basic ignition angle;

[0014] Monitoring whether a second number of times that the knock retreat angle of the engine within the correction period is greater than a second knock retreat angle threshold satisfies a third preset condition;

[0015] If the second number of times satisfies the third preset condition, the basic ignition angle is repeatedly corrected according to the target step corresponding to the current ignition angle correction duration within the correction cycle, and the corrected basic ignition angle is determined until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition.

[0016] In a possible implementation, the basic ignition angle is corrected according to the target step corresponding to the current ignition angle correction duration within the correction period to determine the corrected basic ignition angle, including:

[0017] In the correction period, determining a basic ignition angle corresponding to the basic fuel and a target ignition angle corresponding to the target fuel according to the engine state information corresponding to the correction period;

[0018] Determine a target step length according to the ignition angle correction duration corresponding to the correction period and the angle difference between the basic ignition angle and the target ignition angle;

[0019] The basic ignition angle is corrected according to the target step length to determine the corrected basic ignition angle.

[0020] In a possible implementation, after monitoring whether a second number of times that the knock retreat angle of the engine within the correction period is greater than a second retreat angle threshold satisfies a third preset condition, the method includes:

[0021] If the second number does not satisfy the third preset condition, repeatedly obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information.

[0022] In a possible implementation, if the knock recession angle is greater than the first recession angle threshold, obtaining a basic ignition angle corresponding to the basic fuel according to current engine state information includes:

[0023] If the knock recession angle is greater than the first recession angle threshold, determining a target pressure value corresponding to the basic fuel according to the engine speed value;

[0024] adjusting the boost pressure of the engine to the target pressure value;

[0025] Monitoring whether the speed value of the engine meets a preset idle condition;

[0026] If the speed value satisfies the idle condition, the basic ignition angle corresponding to the basic fuel is obtained according to the current engine state information.

[0027] In a possible implementation, after controlling the engine to perform an ignition operation based on the basic ignition angle, the method further includes:

[0028] If the first number of times that the knock detonation angle of the engine within the preset time period is greater than the second detonation angle threshold value does not meet the first preset condition, repeatedly obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information.

[0029] In a possible implementation, the engine status information includes at least one of a speed value, a mean effective pressure value, an intake temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake volume.

[0030] A second aspect of an embodiment of the present application provides an ignition angle correction device, comprising:

[0031] An ignition angle acquisition module is used to acquire a basic ignition angle corresponding to a basic fuel according to current engine state information if the knock recession angle is greater than a first recession angle threshold; the brand corresponding to the basic fuel is smaller than the brand corresponding to the target fuel of the engine;

[0032] A control module, configured to control the engine to perform an ignition operation based on the basic ignition angle;

[0033] A correction module is used to periodically correct the basic ignition angle according to a target step based on a preset correction cycle if the first number of times that the knock recession angle of the engine within a preset time period is greater than a second recession angle threshold value satisfies a first preset condition, until the difference between the corrected basic ignition angle and the target ignition angle satisfies a second preset condition.

[0034] A third aspect of an embodiment of the present application provides a vehicle-mounted terminal, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the ignition angle correction method as described in the first aspect above is implemented.

[0035] 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 ignition angle correction method as described in the first aspect above is implemented.

[0036] A fifth aspect of the embodiments of the present application provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the ignition angle correction method described in the first aspect.

[0037] A sixth aspect of the embodiment of the present application provides an engine, the engine comprising a vehicle-mounted terminal, the vehicle-mounted terminal being used to execute the ignition angle correction method as described in the first aspect above, so as to correct the ignition angle of the engine;

[0038] Alternatively, the engine is connected to an external vehicle-mounted terminal, and when the external vehicle-mounted terminal executes the ignition angle correction method as described in the first aspect above, the engine performs an ignition operation under the control of the external vehicle-mounted terminal.

[0039] A seventh aspect of the embodiments of the present application provides a vehicle, including an engine and a vehicle-mounted terminal;

[0040] The vehicle-mounted terminal is used to execute the ignition angle correction method as described in the first aspect above to correct the ignition angle of the engine and control the engine to perform an ignition operation.

[0041] Compared with the prior art, the embodiments of the present application have the following advantages:

[0042] In an embodiment of the present application, if the vehicle terminal determines that the knock receding angle of the engine is greater than the first receding angle threshold, the vehicle terminal can obtain the basic ignition angle corresponding to the basic fuel according to the current engine state information of the engine; wherein the brand corresponding to the basic fuel is less than the brand of the target fuel corresponding to the engine; then, the vehicle terminal can control the engine to perform the ignition operation according to the basic ignition angle; if the vehicle terminal determines within a preset time that the first number of times that the knock receding angle is greater than the second receding angle threshold satisfies the first preset condition, the vehicle terminal can periodically correct the basic ignition angle according to the target step according to the preset correction cycle, until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition. Through the method provided in this embodiment, since the vehicle terminal can use the basic ignition angle corresponding to the basic fuel to perform the ignition operation when the knock receding angle is greater than the first receding angle threshold, the method provided in this embodiment can reduce the probability of continued knock in the engine. Furthermore, since the vehicle-mounted terminal can periodically correct the basic ignition angle when the first number meets the first preset condition, the method provided in this embodiment can reduce the probability of engine knock while making the ignition angle closer to the anti-knock property of the actual fuel in the fuel tank, so as to maximize the thermal efficiency of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or prior art descriptions. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0044] Figure 1 is a schematic diagram of a vehicle provided in an embodiment of the present application;

[0045] Figure 2 is a schematic diagram of an ignition angle correction method provided in an embodiment of the present application;

[0046] Figure 3 is a schematic diagram of another ignition angle correction method provided in an embodiment of the present application;

[0047] Figure 4 is a schematic diagram of another ignition angle correction method provided in an embodiment of the present application;

[0048] Figure 5 It is a schematic diagram of a correction process of an ignition angle provided in an embodiment of the present application;

[0049] Figure 6 is a schematic diagram of an ignition angle correction device provided in an embodiment of the present application;

[0050] Figure 7 It is a schematic diagram of a vehicle-mounted terminal provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] In the following description, specific details such as specific system structures, technologies, etc. are proposed for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from hindering the description of the present application.

[0052] In the field of automobile engine control, the performance and reliability of the engine are closely related to the accuracy of the ignition angle of the engine when performing the ignition operation. The ignition angle data of the engine is usually pre-set by the R&D personnel according to the target fuel adapted by the engine. In the prior art, the ignition angle data of the engine is fixed and cannot be flexibly adjusted. Exemplarily, the ignition angle data pre-set by the R&D personnel can be an ignition angle conversion table pre-calibrated by the R&D personnel according to the fuel corresponding to the target grade corresponding to the engine. In the starting state of the vehicle, the vehicle-mounted terminal can query the ignition angle conversion table periodically according to the engine information such as the current engine speed value, intake air temperature value, intake air volume, etc. according to the ignition angle update cycle pre-set by the R&D personnel to determine the ignition angle of the engine in the current state. After determining the ignition angle, the vehicle-mounted terminal can judge whether the rotation angle of the crankshaft in the engine is consistent with the ignition angle based on the rotation angle data transmitted by the crankshaft position sensor in the engine. When the vehicle-mounted terminal determines that the rotation angle of the crankshaft is consistent with the ignition angle, the vehicle-mounted terminal can send an ignition command to the engine to control the engine to perform the ignition operation. When the ignition angle is too small, that is, the engine ignites too early, the portion of the mixed gas in the engine that burns during the compression process may increase, which in turn causes a sharp increase in the pressure and temperature in the engine combustion chamber. At this time, if the fuel is not anti-knock, it is easy to cause knock. Therefore, in order to reduce engine failure problems during the ignition process, car companies usually require users to add fuel with a grade greater than or equal to the target grade of the engine when refueling.

[0053] However, in actual use, some users may add a fuel grade lower than the target fuel grade corresponding to the engine due to the lack of high-grade fuel in their area or the need to reduce fuel costs. When the anti-knock performance of the actual fuel in the engine is weaker than the anti-knock performance of the target fuel corresponding to the ignition angle data used by the engine, the engine may continue to perform ignition operations according to the ignition angle data corresponding to the target grade, which may cause abnormal phenomena such as engine knock and pre-ignition.

[0054] Referring to Table 1, a vehicle operation information table is shown.

[0055] Table 1

[0056]

[0057] As shown in Table 1, the vehicle terminal can regularly collect various operating information of the vehicle, such as the vehicle speed, engine speed value, engine intake temperature, engine boost pressure, engine demand pressure, whether the engine has pre-ignition phenomenon, accelerator pedal opening value, engine first cylinder knock retreat angle, engine third cylinder knock retreat angle and engine fifth cylinder knock retreat angle. As can be seen from Table 1, in the operating information collected at 2024 / 7 / 16 9:01, the knock retreat angle corresponding to the first cylinder of the engine is 0.625, the knock retreat angle corresponding to the third cylinder of the engine is 0.804688, and the knock retreat angle corresponding to the fifth cylinder of the engine is 0, that is, at this time, the vehicle's engine does not have a strong knock phenomenon. After the user performs the refueling operation, since the brand of the actual fuel added by the user is less than the brand of the target fuel corresponding to the engine, in the operation information collected at 2024 / 7 / 16 10:37, the knock retreat angle corresponding to the first cylinder of the engine increases to 2.6875, the knock retreat angle corresponding to the third cylinder of the engine increases to 1.8125, and the knock retreat angle corresponding to the fifth cylinder of the engine is 1.875. Further, in the operation information collected at 2024 / 7 / 16 10:46, the knock retreat angle corresponding to the first cylinder of the engine continues to increase to 4.101563, the knock retreat angle corresponding to the third cylinder of the engine continues to increase to 4.226563, and the knock retreat angle corresponding to the fifth cylinder of the engine continues to increase to 4.289063. In addition, in the operation information collected at 2024 / 7 / 16 10:46, the engine also has pre-ignition. It can be seen from this that after the user adds fuel with a brand smaller than the target fuel, if the on-board terminal still controls the engine to perform ignition operations according to the target ignition angle corresponding to the target fuel, the engine knock phenomenon will gradually intensify, and then cause the engine to have pre-ignition.

[0058] Knock is a violent, non-uniform combustion phenomenon inside the engine, which will produce a strong pressure wave to impact the internal structure of the engine, resulting in a decrease in the engine's output power and a rapid increase in the temperature inside the engine. Pre-ignition is a phenomenon in which the combustion characteristics of the fuel cannot match the ignition angle, causing the fuel combustion process to become unstable and incomplete. Pre-ignition will prevent the heat generated by the combustion of the fuel from being effectively converted into mechanical energy, reducing the energy transmission efficiency of the engine. At the same time, abnormal combustion will increase the emission of combustion products, thereby increasing air pollution. In addition, abnormal phenomena such as knock and pre-ignition may further cause engine failures such as spark plug ablation, piston ring loss, and piston breakage.

[0059] Furthermore, after the engine detonates, the vehicle terminal can correct the engine's ignition angle data through the knock retreat angle, thereby reducing the probability of knock during the next ignition operation of the engine. Among them, the knock retreat angle is the angle value by which the ignition angle is increased after the vehicle terminal detects that the engine has detonated. However, after adding lower-grade fuel, there is an essential difference in the anti-knock performance between the actual fuel in the engine and the target fuel of the engine, and the knock retreat angle is a passive correction operation performed by the vehicle terminal based on the ignition angle data corresponding to the target fuel of the engine. Therefore, by correcting the ignition angle only through the knock retreat angle, it is impossible to ensure that the corrected ignition angle meets the ignition angle required by the actual fuel in the engine. Therefore, the engine may still experience abnormal phenomena such as knock or pre-ignition.

[0060] In view of this, in order to reduce engine abnormality problems caused by users adding lower-grade fuel on their own, an embodiment of the present application provides an ignition angle correction method, which is used to automatically correct the ignition angle data of the engine after the user adds lower-grade fuel, so as to reduce engine knock, abnormal engine combustion and other abnormal phenomena caused by users adding lower-grade fuel on their own, thereby reducing the probability of engine failure and improving the availability of the engine.

[0061] The technical solution of the present application is described below through specific embodiments.

[0062] See also Figure 1 , shows a schematic diagram of a vehicle provided by an embodiment of the present application. Figure 1As shown, the vehicle 1 may include an on-board terminal 11 and an engine 12. The on-board terminal 11 may be a device installed inside the engine; the on-board terminal 11 may also be a device installed outside the engine and connected to the engine. It should be noted that the vehicle 1 may be any vehicle including an engine 12, that is, the vehicle 1 may be a hybrid vehicle including an engine 12 and other power equipment, such as a hybrid vehicle including an engine 12 and an electric motor; the vehicle 1 may also be a single-power vehicle including only an engine 12. For the specific method of correcting the ignition angle by the on-board terminal 11, please refer to the content in the method embodiment of the present application, which will not be repeated here.

[0063] Reference Figure 2 , shows a schematic diagram of an ignition angle correction method provided by an embodiment of the present application. The method can be applied to a vehicle-mounted terminal. The vehicle-mounted terminal can be an electronic control unit (ECU), a microcontroller unit (MCU), a central processing unit (CPU), an automobile engine control module (ECM), and other devices. The ignition angle correction method can specifically include the following steps:

[0064] S201. If the knock recession angle is greater than a first recession angle threshold, obtaining a basic ignition angle corresponding to the basic fuel according to current engine state information.

[0065] In this embodiment, when the vehicle is in the starting state, the vehicle terminal can continuously determine whether the brand of the actual fuel in the vehicle tank is less than the brand of the target fuel corresponding to the engine. Among them, the target fuel is the fuel that the engine of the vehicle needs to use. The actual fuel is the fuel actually loaded in the vehicle tank. In the case where the vehicle terminal determines that the brand of the actual fuel in the vehicle tank is less than the brand of the preset target fuel, the vehicle terminal can obtain the current engine state information of the engine, and determine the basic ignition angle corresponding to the basic fuel according to the engine state information. Among them, the brand corresponding to the basic fuel is less than the brand corresponding to the target fuel of the engine. The basic fuel is the minimum brand of fuel that can be used by the vehicle pre-set by the R&D personnel. In the case where the vehicle terminal determines that the brand of the actual fuel in the vehicle tank is greater than or equal to the brand of the preset target fuel, the vehicle terminal can obtain the target ignition angle corresponding to the target fuel according to the current engine state information of the engine, and control the engine to perform the ignition operation according to the target ignition angle.

[0066] The engine status information may be any one or more information that can indicate the engine operating status. The engine status information may include at least one of a speed value, a mean effective pressure value, an intake air temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake air volume. Exemplarily, when the engine status information is a speed value and a mean effective pressure value, the vehicle-mounted terminal may determine the basic ignition angle corresponding to the basic fuel according to the speed value and the mean effective pressure value.

[0067] In a possible implementation, the vehicle-mounted terminal can continuously obtain the knock retreat angle of the engine, and determine whether the grade of the actual fuel in the vehicle's fuel tank is less than the grade of the target fuel corresponding to the engine by judging whether the acquired knock retreat angle is greater than the first retreat angle threshold. Exemplarily, the first retreat angle threshold can be 8 degrees. Specifically, when the vehicle-mounted terminal determines that the knock retreat angle is greater than the first retreat angle threshold, that is, the grade of the actual fuel in the vehicle's fuel tank is less than the grade of the target fuel corresponding to the engine, the vehicle-mounted terminal can obtain the current engine status information of the engine, and query the basic ignition angle conversion relationship corresponding to the basic fuel according to the engine status information to determine the basic ignition angle corresponding to the engine status information. Among them, the basic ignition angle conversion relationship can be calibrated by R&D personnel according to the basic fuel corresponding to the engine.

[0068] When the vehicle-mounted terminal determines that the knock retreat angle is less than or equal to the first retreat angle threshold, that is, the brand of the actual fuel in the vehicle tank is greater than or equal to the brand of the preset target fuel, at this time, the vehicle-mounted terminal can obtain the current engine status information of the engine, and query the target ignition angle conversion relationship corresponding to the target fuel according to the engine status information to determine the target ignition angle corresponding to the engine status information. Among them, the target ignition angle conversion relationship can be calibrated by the R&D personnel according to the target fuel corresponding to the engine. It should be noted that the embodiment of the present application is not used to limit the specific starting conditions for the vehicle-mounted terminal to correct the ignition angle, that is, as long as the vehicle-mounted terminal determines that the brand of the actual fuel in the vehicle tank is less than the brand of the target fuel corresponding to the engine, it can execute the ignition angle correction method in S201 to S203 of the embodiment of the present application. Using the knock retreat angle as the starting condition of the ignition angle correction method is only an example provided by the embodiment of the present application.

[0069] S202: Control the engine to perform an ignition operation based on a basic ignition angle.

[0070] In this embodiment, after determining the basic ignition angle, the electronic device can control the engine to perform an ignition operation according to the basic ignition angle.

[0071] S203: Within a preset time period, whether a first number of times that the knock retreat angle is greater than a second retreat angle threshold value satisfies a first preset condition.

[0072] In this embodiment, the vehicle terminal can continuously monitor the first number of times that the knock retreat angle is greater than the second retreat angle threshold value during the process of the engine performing the ignition operation based on the basic ignition angle within the preset time length, and determine whether the first number satisfies the first preset condition. Exemplarily, when the preset time length is 6000 seconds and the second retreat angle threshold value is 6 degrees, the vehicle terminal can continuously monitor the first number of times that the knock retreat angle is greater than 6 degrees during the process of the engine performing the ignition operation based on the basic ignition angle within 6000 seconds.

[0073] In a possible implementation, the vehicle terminal can determine whether the first number meets the first preset condition by judging whether the first number is greater than or equal to the first number threshold. Specifically, when the first number monitored by the vehicle terminal within a preset time period is less than the first number threshold, the vehicle terminal can determine that the first number meets the first preset condition. When the first number monitored by the vehicle terminal within a preset time period is greater than or equal to the first number threshold, the vehicle terminal can determine that the first number does not meet the first preset condition.

[0074] Exemplarily, when the preset duration is 6000 seconds, the second receding angle threshold is 6 degrees, and the first number threshold is 1, after the vehicle terminal controls the engine to perform the ignition operation according to the basic ignition angle, it can continuously monitor the first number of times that the knock receding angle is greater than 6 degrees within 6000 seconds. If the vehicle terminal monitors that the first number of times that the knock receding angle is greater than 6 degrees within 6000 seconds is less than 1, the vehicle terminal can determine that the first number meets the first preset condition. If the vehicle terminal monitors that the first number of times that the knock receding angle is greater than 6 degrees within 6000 seconds is greater than or equal to 1, the vehicle terminal can determine that the first number does not meet the first preset condition.

[0075] In a possible implementation, if the vehicle terminal determines that the first number of times that the knock recede angle of the engine is greater than the second recede angle threshold value in the preset time does not meet the first preset condition, the vehicle terminal can return to execute the operation of obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information of the engine, that is, the vehicle terminal can return to execute S201-S203. Exemplarily, when the preset time is 6000 seconds, the second recede angle threshold is 6 degrees, and the first number threshold is 1, the vehicle terminal can continuously monitor the first number of times that the knock recede angle is greater than 6 degrees within 6000 seconds after controlling the engine to perform the ignition operation according to the basic ignition angle. If the vehicle terminal detects the first number of times that the knock recede angle is greater than 6 degrees within 6000 seconds, the vehicle terminal can immediately return to execute the operation of obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information of the engine, that is, the vehicle terminal can immediately return to execute S201-S203.

[0076] S204. If the first number of times that the knock detonation angle of the engine within a preset time period is greater than the second detonation angle threshold satisfies the first preset condition, then based on a preset correction period, the basic ignition angle is periodically corrected according to a target step until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition.

[0077] In this embodiment, if the first number of times that the knock retreat angle of the engine collected by the vehicle terminal is greater than the second retreat angle threshold within a preset time length satisfies the first preset condition, the vehicle terminal can periodically correct the basic ignition angle according to the preset correction cycle until the corrected basic ignition angle is equal to the target ignition angle corresponding to the target fuel. Specifically, in each correction cycle, the vehicle terminal can correct the basic ignition angle according to the target step corresponding to the correction cycle. Exemplarily, when the correction cycle is 1200 seconds, the vehicle terminal can perform a correction operation on the basic ignition angle according to the target step every 1200 seconds.

[0078] The vehicle terminal may determine whether the difference between the corrected basic ignition angle and the target ignition angle of the target fuel under the current engine state information satisfies the second preset condition each time the correction operation is performed. If the vehicle terminal determines that the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition, the vehicle terminal may stop the periodic correction operation and use the target ignition angle corresponding to the target fuel of the engine to control the engine to perform the ignition operation. If the vehicle terminal determines that the difference between the corrected basic ignition angle and the target ignition angle does not satisfy the second preset condition, the vehicle terminal may continue to perform the correction operation on the basic ignition angle in the next correction cycle.

[0079] In this embodiment, since the vehicle terminal can switch the ignition angle of the engine to the basic ignition angle corresponding to the basic fuel when the knock retreat angle is greater than the first retreat angle threshold. Therefore, through the method provided by this embodiment, when the user adds a fuel with a lower brand, the vehicle terminal can switch the ignition angle of the engine in time to reduce the probability of the engine knocking phenomenon as much as possible, thereby reducing the probability of engine failure. In addition, in this embodiment, when the vehicle terminal determines that the first number of knock retreat angles meets the first preset condition, that is, when the engine does not have a knock phenomenon, in order to improve the thermal efficiency of the engine as much as possible, it can start to periodically correct the basic ignition angle according to the target step until the ignition angle of the engine is reset to the target ignition angle corresponding to the target fuel. Therefore, through the method provided by this embodiment, the vehicle terminal can flexibly adjust the ignition angle of the engine to gradually improve the thermal efficiency of the engine while minimizing the engine knock phenomenon.

[0080] Figure 3 FIG. 2 shows a specific implementation flow chart of an ignition angle correction method S201 provided in the second embodiment of the present application. Figure 3 , compared to Figure 2 In the embodiment, the ignition angle correction method provided in this embodiment includes S2011 to S2014, which are described in detail as follows:

[0081] S2011. When the knock recession angle is greater than a first recession angle threshold, determine a target pressure value corresponding to the basic fuel according to the engine speed value.

[0082] In this embodiment, when the vehicle-mounted terminal determines that the knock retreat angle is greater than the first retreat angle threshold, it can obtain the current speed value of the engine, and query the preset pressure value conversion relationship based on the acquired speed value to determine the target pressure value corresponding to the speed value. Among them, the pressure value conversion relationship can be calibrated by the R&D personnel according to the base fuel and the preset temperature. The pressure value conversion relationship may include a plurality of different speed values, and the target pressure values ​​corresponding to each speed value. Exemplarily, the base fuel may be a fuel with a brand of 87#, and the preset temperature may be 80 degrees Celsius. See Table 2 below, which is a pressure value conversion relationship provided in this embodiment, which is calibrated by bench testing of an engine using 87# fuel at an intake temperature of 80 degrees Celsius.

[0083] Table 2

[0084]

[0085] S2012: Adjust the boost pressure of the engine to a target pressure value.

[0086] In this embodiment, after determining the target pressure value, the vehicle-mounted terminal may adjust the boost pressure of the engine to the target pressure value to reduce the air intake volume of the engine, thereby achieving the effect of limiting the torque of the engine.

[0087] S2013. Continuously monitor whether the engine speed value meets the idle condition.

[0088] In this embodiment, after adjusting the boost pressure of the engine, the vehicle-mounted terminal can continuously monitor whether the engine speed value meets the preset idle condition. Specifically, the vehicle-mounted terminal can continuously collect the engine speed value through the sensor, and determine whether the engine speed value is within the preset idle range according to the collected speed value, so as to determine whether the speed value meets the idle condition. If the vehicle-mounted terminal determines that the current speed value of the engine is within the idle range, the vehicle-mounted terminal determines that the current speed value of the engine meets the idle condition. If the vehicle-mounted terminal determines that the current speed value of the engine is outside the idle range, the vehicle-mounted terminal determines that the current speed value of the engine does not meet the idle condition.

[0089] S2014: If the speed value meets the idle condition, obtain a basic ignition angle corresponding to the basic fuel according to the current engine state information.

[0090] In this embodiment, if the vehicle-mounted terminal determines that the speed value meets the idle condition, that is, the engine is currently in a no-load operation state and the engine operating condition is relatively stable, the vehicle-mounted terminal can release the engine's torque limit condition, and query the basic ignition angle conversion relationship based on the current engine status information to obtain the basic ignition angle corresponding to the basic fuel, and control the engine to perform the ignition operation based on the obtained basic ignition angle to execute the ignition angle correction method S201 to S204 in the first embodiment of the present application.

[0091] S2015: If the speed value does not meet the idle condition, obtain a target ignition angle corresponding to the target fuel according to current engine state information.

[0092] In this embodiment, if the vehicle terminal determines that the speed value does not meet the idle condition, that is, the engine is currently under load operation, the stability of the engine's operating condition is poor, so in order to improve the stability of the engine, the vehicle terminal may not switch the ignition angle. Therefore, the vehicle terminal can obtain the query target ignition angle conversion relationship based on the current engine state information to determine the target ignition angle corresponding to the target fuel, and continue to control the engine to perform the ignition operation through the target ignition angle.

[0093] In this embodiment, when the knock retreat angle is greater than the first retreat angle threshold, that is, the engine has experienced a relatively serious knock phenomenon, at this time, the vehicle terminal can adjust the engine's boost pressure to a target pressure value, reduce the engine's intake volume, and thus limit the engine's torque. In this way, the engine's power output can be reduced, the mechanical load on key components such as the piston and connecting rod can be reduced, and the heat generated by combustion can also be reduced accordingly, reducing the thermal load, thereby protecting the engine from damage. In addition, the reduction in intake volume can reduce the total amount of the mixed gas, thereby achieving the effect of reducing the engine's combustion speed and pressure rise, thereby reducing the frequency and intensity of the knock phenomenon.

[0094] In addition, when the engine speed value meets the idle condition, the engine runs relatively smoothly and the engine load is relatively small. Therefore, in this embodiment, the vehicle terminal adjusts the ignition angle to the basic ignition angle corresponding to the basic fuel only when the engine meets the idle condition, which can improve the stability of the ignition angle switching and maintain the good operation of the engine.

[0095] Figure 4 FIG. 2 shows a specific implementation flow chart of an ignition angle correction method S204 provided in the second embodiment of the present application. Figure 4 , compared to Figure 2In the embodiment, in the ignition angle correction method provided in this embodiment, S204 includes: S2041-S2045, which are specifically described as follows:

[0096] S2041. If the first number of times that the knock deceleration angle of the engine is greater than the second deceleration angle threshold within the preset duration satisfies the first preset condition, the ignition angle correction duration of the engine is updated.

[0097] In this embodiment, after the vehicle terminal controls the engine to perform the ignition operation according to the basic ignition angle, it can determine whether the first number of times that the knock retreat angle of the engine is greater than the second retreat angle threshold value within the preset time length satisfies the first preset condition. If the vehicle terminal determines that the first number of times that the knock retreat angle of the engine is greater than the second retreat angle threshold value within the preset time length satisfies the first preset condition, the vehicle terminal can start to continuously update the ignition angle correction time length of the engine to perform the ignition angle correction operation. If the vehicle terminal determines that the first number does not meet the first preset condition, the vehicle terminal may not perform the correction operation on the basic ignition angle, and continue to use the basic ignition angle to control the engine to perform the ignition operation, that is, the vehicle terminal can return to perform the operation of S201 in the first embodiment of the present application.

[0098] S2042: within the correction cycle, correct the basic ignition angle according to the target step corresponding to the current ignition angle correction duration, and determine the corrected basic ignition angle.

[0099] In this embodiment, at the beginning of any correction cycle, the vehicle terminal can first determine the target stride corresponding to the current correction cycle according to the currently recorded ignition angle correction duration. After determining the target stride corresponding to the current correction cycle, the vehicle terminal can perform a correction operation on the basic ignition angle corresponding to the basic fuel according to the target stride to obtain a corrected basic ignition angle.

[0100] In a possible implementation, at the beginning of any correction cycle, the vehicle terminal can obtain the current engine status information of the engine, and query the target ignition angle conversion relationship and the basic ignition angle conversion relationship respectively according to the obtained engine status information, so as to respectively determine the target ignition angle corresponding to the target fuel and the basic ignition angle corresponding to the basic fuel. Among them, the target ignition angle conversion relationship can be pre-calibrated by the research and development personnel according to the target fuel corresponding to the engine. The basic ignition angle conversion relationship can be pre-calibrated by the research and development personnel according to the basic fuel corresponding to the engine. The brand corresponding to the basic fuel can be smaller than the brand corresponding to the target fuel, that is, the anti-knock property of the target fuel is stronger than the anti-knock property of the basic fuel. Therefore, when the engine status information is the same, the target ignition angle corresponding to the target fuel and the basic ignition angle corresponding to the basic fuel can be different.

[0101] After determining the basic ignition angle and target ignition angle corresponding to the current engine status information, the vehicle terminal can calculate the angle difference between the basic ignition angle and the target ignition angle, and determine the target stride corresponding to the current correction cycle based on the ignition angle correction duration and angle difference currently recorded. After determining the target stride, the vehicle terminal can correct the basic ignition angle corresponding to the engine status information according to the target stride to obtain the corrected basic ignition angle.

[0102] In a possible implementation, after determining the ignition angle correction duration, basic ignition angle, and target ignition angle corresponding to the current correction cycle, the vehicle terminal may input the ignition angle correction duration, basic ignition angle, and target ignition angle into a preset correction formula, so as to correct the basic ignition angle through the correction formula to obtain a corrected basic ignition angle. The correction formula may be specifically as follows.

[0103]

[0104] Among them, θ b ' ase Can be the corrected basic ignition angle. base The basic ignition angle can be determined by the vehicle terminal according to the engine status information by querying the basic ignition angle conversion relationship. des The target ignition angle can be determined by the vehicle terminal according to the engine status information by querying the target ignition angle conversion relationship. T can be the ignition angle correction duration corresponding to the current correction cycle. T can be the correction cycle. For example, when the vehicle terminal corrects the basic ignition angle once every 1200 seconds, t can be 1200 seconds.

[0105] In a possible implementation, see Table 3 below, which is a target ignition angle conversion table provided in an embodiment of the present application. As shown in Table 3, the vehicle terminal can query the target ignition angle conversion table according to the speed value and the mean effective pressure value in the engine status information to determine the target ignition angle corresponding to the target fuel.

[0106]

[0107] Table 3

[0108] See Table 4 below, which is a basic ignition angle conversion table provided in an embodiment of the present application. As shown in Table 4, the vehicle terminal can query the basic ignition angle conversion table according to the speed value and mean effective pressure value in the engine status information to determine the basic ignition angle corresponding to the basic fuel.

[0109] Table 4

[0110]

[0111] Exemplarily, when the correction cycle is 1200 seconds, the ignition angle correction duration recorded by the vehicle terminal is 6000 seconds, the average effective pressure value in the engine state information is 18 MPa, and the speed value is 1,000 rpm, the vehicle terminal can query Table 3 to determine that the target ignition angle corresponding to the current engine state information is -0.5 degrees. The vehicle terminal can also query Table 4 to determine that the basic ignition angle corresponding to the current engine state information is 3 degrees. Then, the vehicle terminal can input the correction cycle, the ignition angle correction duration, the target ignition angle and the basic ignition angle into the correction formula to determine the corrected basic ignition angle. Therefore, under the working conditions of the average effective pressure value of 18 MPa and the speed value of 1,000 rpm, the corrected basic ignition angle can be 3 degrees-(3 degrees+0.5 degrees)*6000 seconds / 1200 seconds*10%, that is, the corrected basic ignition angle can be 1.25 degrees.

[0112] S2043: Determine whether the difference between the corrected basic ignition angle and the target ignition angle is greater than or equal to a difference threshold.

[0113] In this embodiment, after determining the corrected basic ignition angle and the target ignition angle corresponding to the current engine status information, the vehicle-mounted terminal can determine whether the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition. Specifically, the vehicle-mounted terminal can determine whether the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition by determining whether the difference between the corrected basic ignition angle and the target ignition angle is greater than or equal to the preset difference threshold. Among them, if the vehicle-mounted terminal determines that the difference between the corrected basic ignition angle and the target ignition angle is greater than or equal to the difference threshold, the vehicle-mounted terminal can determine that the difference meets the second preset condition. If the vehicle-mounted terminal determines that the difference between the corrected basic ignition angle and the target ignition angle is less than the difference threshold, the vehicle-mounted terminal can determine that the difference does not meet the second preset condition. Exemplarily, the difference threshold can be 0 degrees.

[0114] In one possible implementation, if the vehicle-mounted terminal determines that the difference between the corrected basic ignition angle and the target ignition angle is less than the difference threshold, that is, the difference between the basic ignition angle and the target ignition angle does not meet the second preset condition, then the vehicle-mounted terminal can stop executing the ignition angle correction operation, and control the engine to perform the ignition operation according to the target ignition angle corresponding to the target fuel.

[0115] S2044: If the difference between the corrected basic ignition angle and the target ignition angle is greater than or equal to the difference threshold, control the engine to perform an ignition operation based on the corrected basic ignition angle.

[0116] In this embodiment, if the vehicle-mounted terminal determines that the difference between the corrected basic ignition angle and the target ignition angle is greater than the difference threshold, the vehicle-mounted terminal can control the engine to perform an ignition operation according to the corrected basic ignition angle within the correction cycle, and continue to perform correction operations on the ignition angle in the next correction cycle.

[0117] S2045. Monitor whether the second number of times that the knock retreat angle of the engine is greater than the second retreat angle threshold within the correction period satisfies a third preset condition.

[0118] In this embodiment, the vehicle-mounted terminal can continuously obtain the second number of times that the knock retreat angle of the engine is greater than the second retreat angle threshold value in each correction cycle, and monitor whether the second number meets the third preset condition.

[0119] In a possible implementation, the vehicle terminal can determine whether the second number meets the third preset condition by judging whether the second number is greater than or equal to the second number threshold. Specifically, in any correction cycle, when the vehicle terminal monitors that the second number of knock retreat angles in the correction cycle is greater than or equal to the second number threshold, the vehicle terminal can determine that the second number does not meet the third preset condition. Specifically, in any correction cycle, when the vehicle terminal monitors that the average second number of knock retreat angles in the correction cycle is less than the second number threshold, the vehicle terminal can determine that the second number meets the third preset condition.

[0120] Exemplarily, when the second retreat angle threshold is 6 degrees and the second numerical threshold is 1, the vehicle-mounted terminal can continuously monitor whether the knock retreat angle is greater than 6 degrees during each correction cycle.

[0121] In this embodiment, in any correction cycle, when the vehicle terminal detects that the second number of knock retreat angles in the current correction cycle meets the third preset condition, further, since the knock retreat angle is the angle value by which the vehicle terminal reduces the ignition angle when detecting the occurrence of knock in the engine, the vehicle terminal can determine that in the current correction cycle, when the engine is controlled to perform the ignition operation according to the corrected basic ignition angle, the number of times the engine has knock is small. That is, at this time, the actual fuel grade in the vehicle tank may be greater than the basic fuel grade. In view of this, the vehicle terminal can continue to perform periodic correction operations on the basic ignition angle in the next correction cycle, that is, the vehicle terminal can return to execute S2042 to S2045 until the difference between the corrected basic ignition angle and the target ignition angle is less than the difference threshold.

[0122] Exemplarily, when the second retreat angle threshold is 6 degrees and the second number threshold is 1, when the vehicle terminal does not detect a knock retreat angle greater than 6 degrees in any correction cycle, that is, the vehicle does not experience a knock phenomenon during the process of controlling the engine to perform ignition operations based on the corrected basic ignition angle. In view of this, the vehicle terminal can determine that the anti-knock property of the actual fuel in the current fuel tank is greater than or equal to the anti-knock property of the fuel corresponding to the corrected basic ignition angle. At this time, in order to improve the thermal efficiency of the engine, the vehicle terminal can continue to try to correct the ignition angle until the ignition angle is reset to the ignition angle corresponding to the target fuel of the engine. At this time, the vehicle terminal can determine that the second number corresponding to the current knock retreat angle meets the third preset condition, and the vehicle terminal can continue to perform periodic correction operations on the basic ignition angle in the next correction cycle.

[0123] In this embodiment, in any correction cycle, if the vehicle terminal detects that the second number of knock retreat angles does not meet the third preset condition, further, since the knock retreat angle is the angle value by which the vehicle terminal reduces the ignition angle when detecting the occurrence of engine knock, the vehicle terminal can determine that in the current correction cycle, when the engine is controlled to perform the ignition operation according to the corrected basic ignition angle, the number of times the engine has knock phenomena does not meet the third preset condition. That is, at this time, the actual fuel grade in the vehicle tank may be greater than the basic fuel grade. In view of this, the vehicle terminal can return to execute the operation of obtaining the basic ignition angle corresponding to the basic fuel according to the current engine status information, that is, the vehicle terminal can return to execute S201 to S203 in the first embodiment of this application to re-correct the ignition angle.

[0124] Exemplarily, when the second receding angle threshold is 6 degrees and the second number threshold is 1, when the vehicle terminal detects a knock receding angle greater than 6 degrees in any correction cycle, that is, the vehicle has experienced a knock phenomenon in the process of controlling the engine to perform an ignition operation based on the corrected basic ignition angle. In view of this, the vehicle terminal can determine that the anti-knock property of the actual fuel in the current fuel tank is less than the anti-knock property of the fuel corresponding to the corrected basic ignition angle. At this time, in order to reduce the probability of engine knock and improve the safety of engine operation, the vehicle terminal should return to the basic ignition angle corresponding to the basic fuel to control the engine to perform an ignition operation. Therefore, the vehicle terminal can determine that the second number corresponding to the current knock receding angle does not meet the third preset condition, and the vehicle terminal can return to execute S201 to S203 to re-correct the ignition angle.

[0125] Through the method provided in this embodiment, the vehicle-mounted terminal can periodically and gradually correct the ignition angle. Therefore, the method provided in this embodiment can reduce the knock phenomenon caused by suddenly switching the ignition angle back to the ignition angle corresponding to the target fuel, thereby reducing the probability of engine failure. Furthermore, by gradually correcting the ignition angle according to the target step, the variation of the ignition angle can also be reduced, thereby increasing the stability of the engine operation process. In addition, in the process of gradually correcting the ignition angle, the vehicle-mounted terminal will continue to monitor whether the knock retreat angle meets the preset conditions. Therefore, the method provided in this embodiment can further improve the safety of the ignition angle correction process.

[0126] See also Figure 5 , shows a schematic diagram of a correction process of an ignition angle provided in an embodiment of the present application. Figure 5 As shown, when the vehicle is in the starting state, the vehicle terminal can continuously monitor whether the knock retreat angle of the engine is greater than a preset first threshold. When the vehicle terminal determines that the knock retreat angle of the measured engine is less than or equal to the first threshold, the vehicle terminal can control the engine to perform an ignition operation according to the target ignition angle corresponding to the target fuel. When the vehicle terminal determines that the knock retreat angle of the measured engine is greater than the first threshold, the vehicle terminal can query the pressure value conversion relationship calibrated by the R&D personnel based on the basic fuel and the preset temperature according to the engine speed value to determine the target pressure value when the fuel used by the engine is the basic fuel and the intake temperature of the engine is at the preset temperature. The vehicle terminal can adjust the engine's boost pressure to the target pressure value to limit the engine's boost pressure, thereby limiting the engine's intake volume and output torque.

[0127] Then, the vehicle terminal can determine whether the speed value of the engine meets the preset idle condition. In the case that the speed value does not meet the idle condition, the vehicle terminal can continue to control the engine to perform the ignition operation according to the target ignition angle corresponding to the target fuel. In the case that the speed value meets the idle condition, the vehicle terminal can use the basic ignition angle corresponding to the basic fuel to control the engine to perform the ignition operation. In the process of controlling the engine to perform the ignition operation according to the basic ignition angle, the vehicle terminal can continuously determine whether the first number of times that the knock retreat angle of the engine is greater than the second retreat angle threshold within the preset time length meets the first preset condition. In the case that the vehicle terminal determines that the first number meets the first preset condition, the vehicle terminal can continue to use the basic ignition angle corresponding to the basic fuel to control the engine to perform the ignition operation. In the case that the vehicle terminal determines that the first number meets the first preset condition, the vehicle terminal can periodically correct the basic ignition angle according to the target step based on the correction cycle until the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition.

[0128] It should be noted 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.

[0129] Reference Figure 6 , shows a schematic diagram of an ignition angle correction device provided in an embodiment of the present application, which may specifically include an ignition angle acquisition module 601, a control module 602 and a correction module 603, wherein:

[0130] The ignition angle acquisition module 601 is used to acquire a basic ignition angle corresponding to a basic fuel according to current engine state information if the knock back angle is greater than a first back angle threshold; the brand corresponding to the basic fuel is smaller than the brand corresponding to the target fuel of the engine;

[0131] A control module 602, configured to control the engine to perform an ignition operation based on the basic ignition angle;

[0132] The correction module 603 is used to periodically correct the basic ignition angle according to a target step based on a preset correction cycle if the first number of times that the knock recession angle of the engine within a preset time period is greater than a second recession angle threshold value satisfies a first preset condition, until the difference between the corrected basic ignition angle and the target ignition angle satisfies a second preset condition.

[0133] The correction module 603 can also be used to update the ignition angle correction time length of the engine if the first number of times that the knock recession angle of the engine within the preset time length is greater than the second recession angle threshold value satisfies the first preset condition; within the correction period, correct the basic ignition angle according to the target step corresponding to the current ignition angle correction time length to determine the corrected basic ignition angle; determine the target ignition angle corresponding to the target fuel according to the current engine state information; if the difference between the corrected basic ignition angle and the target ignition angle does not meet the second preset condition, control the engine to perform the ignition operation based on the corrected basic ignition angle; monitor whether the second number of times that the knock recession angle of the engine within the correction period is greater than the second recession angle threshold value satisfies the third preset condition; if the second number satisfies the third preset condition, repeatedly correct the basic ignition angle according to the target step corresponding to the current ignition angle correction time length within the correction period to determine the corrected basic ignition angle until the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition.

[0134] The correction module 603 can also be used to determine, within the correction period, the basic ignition angle corresponding to the basic fuel and the target ignition angle corresponding to the target fuel according to the engine status information corresponding to the correction period; determine the target step according to the ignition angle correction duration corresponding to the correction period and the angle difference between the basic ignition angle and the target ignition angle; correct the basic ignition angle according to the target step to determine the corrected basic ignition angle.

[0135] The correction module 603 may also be configured to repeatedly obtain the basic ignition angle corresponding to the basic fuel according to the current engine state information if the second number of times does not satisfy the third preset condition.

[0136] The ignition angle acquisition module 601 can also be used to determine a target pressure value corresponding to the basic fuel according to the engine speed value if the knock recession angle is greater than a first recession angle threshold; adjust the boost pressure of the engine to the target pressure value; monitor whether the engine speed value meets a preset idle condition; if the speed value meets the idle condition, obtain the basic ignition angle corresponding to the basic fuel according to the current engine status information.

[0137] The correction module 603 can also be used to repeatedly obtain the basic ignition angle corresponding to the basic fuel according to the current engine status information if the first number of times that the knock recession angle of the engine within the preset time period is greater than the second recession angle threshold does not meet the first preset condition.

[0138] The engine state information in the ignition angle acquisition module 601 includes at least one of a rotation speed value, a mean effective pressure value, an intake air temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake air volume.

[0139] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiment part.

[0140] Reference Figure 7 , shows a schematic diagram of a vehicle-mounted terminal provided by an embodiment of the present application. Figure 7 As shown, the vehicle terminal 700 in the embodiment of the present application includes: a processor 710, a memory 720, and a computer program 721 stored in the memory 720 and executable on the processor 710. When the processor 710 executes the computer program 721, the steps in each embodiment of the above-mentioned ignition angle correction method are implemented, for example Figure 2 Alternatively, when the processor 710 executes the computer program 721, the functions of each module / unit in the above-mentioned device embodiments are realized, for example Figure 6Functions of modules 601 to 603 are shown.

[0141] Exemplarily, the computer program 721 may be divided into one or more modules / units, which are stored in the memory 720 and executed by the processor 710 to complete the present application. The one or more modules / units may be a series of computer program instruction segments capable of completing specific functions, which may be used to describe the execution process of the computer program 721 in the vehicle-mounted terminal 700. For example, the computer program 721 may be divided into an ignition angle acquisition module, a control module, and a correction module, and the specific functions of each module are as follows:

[0142] An ignition angle acquisition module is used to acquire a basic ignition angle corresponding to a basic fuel according to current engine state information if the knock recession angle is greater than a first recession angle threshold; the brand corresponding to the basic fuel is smaller than the brand corresponding to the target fuel of the engine;

[0143] A control module, configured to control the engine to perform an ignition operation based on the basic ignition angle;

[0144] A correction module is used to periodically correct the basic ignition angle according to a target step based on a preset correction cycle if the first number of times that the knock recession angle of the engine within a preset time period is greater than a second recession angle threshold value satisfies a first preset condition, until the difference between the corrected basic ignition angle and the target ignition angle satisfies a second preset condition.

[0145] The vehicle terminal 700 may include, but is not limited to, a processor 710 and a memory 720. Those skilled in the art will appreciate that Figure 7 It is only an example of the vehicle-mounted terminal 700 and does not constitute a limitation of the vehicle-mounted terminal 700. 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-mounted terminal 700 may also include input and output devices, network access devices, buses, etc.

[0146] The processor 710 may be a central processing unit (CPU), or 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.

[0147] The memory 720 may be an internal storage unit of the vehicle-mounted terminal 700, such as a hard disk or memory of the vehicle-mounted terminal 700. The memory 720 may also be an external storage device of the vehicle-mounted terminal 700, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the vehicle-mounted terminal 700. Further, the memory 720 may also include both an internal storage unit of the vehicle-mounted terminal 700 and an external storage device. The memory 720 is used to store the computer program 721 and other programs and data required by the vehicle-mounted terminal 700. The memory 720 may also be used to temporarily store data that has been output or is to be output.

[0148] The embodiment of the present application further discloses an engine, comprising a vehicle-mounted terminal, wherein the vehicle-mounted terminal is used to execute the ignition angle correction method as described in the above-mentioned embodiments to correct the ignition angle of the engine;

[0149] Alternatively, the engine is connected to an external vehicle-mounted terminal, and when the external vehicle-mounted terminal executes the ignition angle correction method as described in the above embodiments, the engine performs an ignition operation under the control of the external vehicle-mounted terminal.

[0150] An embodiment of the present application also discloses a vehicle-mounted terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the ignition angle correction method described in the aforementioned embodiments is implemented.

[0151] The embodiment of the present application further discloses 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 ignition angle correction method as described in the above embodiments is implemented.

[0152] The embodiment of the present application further discloses a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the ignition angle correction method described in the above-mentioned embodiments.

[0153] The embodiment of the present application also discloses a vehicle, including an engine and a vehicle-mounted terminal;

[0154] The vehicle-mounted terminal is used to execute the ignition angle correction method described in the above-mentioned embodiments to correct the ignition angle of the engine and control the engine to perform an ignition operation.

[0155] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application is described in detail with reference to the above-mentioned embodiments, a person skilled in the art should understand that the technical solutions described in the above-mentioned embodiments can still be modified, or some of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A method for correcting an ignition angle, characterized in that: include: If the knock retreat angle is greater than the first retreat angle threshold, a basic ignition angle corresponding to a basic fuel is obtained according to the current engine state information; the brand corresponding to the basic fuel is smaller than the brand corresponding to the target fuel of the engine; controlling the engine to perform an ignition operation based on the basic ignition angle; If the first number of times that the knock recession angle of the engine within a preset time period is greater than the second recession angle threshold satisfies the first preset condition, then based on a preset correction cycle, the basic ignition angle is periodically corrected according to a target step until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition.

2. The method according to claim 1, characterized in that If the first number of times that the knock retreat angle of the engine within a preset time period is greater than the second retreat angle threshold satisfies the first preset condition, then based on a preset correction period, the basic ignition angle is periodically corrected according to a target step until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition, including: If a first number of times that the knock retreat angle of the engine is greater than a second retreat angle threshold within a preset time period satisfies a first preset condition, updating the ignition angle correction time period of the engine; In the correction period, the basic ignition angle is corrected according to the target step corresponding to the current ignition angle correction duration to determine a corrected basic ignition angle; Determining a target ignition angle corresponding to the target fuel according to current engine state information; If the difference between the corrected basic ignition angle and the target ignition angle does not satisfy a second preset condition, controlling the engine to perform the ignition operation based on the corrected basic ignition angle; Monitoring whether a second number of times that the knock retreat angle of the engine within the correction period is greater than a second knock retreat angle threshold satisfies a third preset condition; If the second number of times satisfies the third preset condition, the basic ignition angle is repeatedly corrected according to the target step corresponding to the current ignition angle correction duration within the correction cycle, and the corrected basic ignition angle is determined until the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition.

3. The method according to claim 2, characterized in that The method of correcting the basic ignition angle according to the target step corresponding to the current ignition angle correction duration within the correction period to determine the corrected basic ignition angle includes: In the correction period, determining a basic ignition angle corresponding to the basic fuel and a target ignition angle corresponding to the target fuel according to the engine state information corresponding to the correction period; Determine a target step length according to the ignition angle correction duration corresponding to the correction period and the angle difference between the basic ignition angle and the target ignition angle; The basic ignition angle is corrected according to the target step length to determine the corrected basic ignition angle.

4. The method according to claim 2, characterized in that: After monitoring whether a second number of times that the knock retreat angle of the engine within the correction period is greater than a second retreat angle threshold value satisfies a third preset condition, the method further comprises: If the second number does not satisfy the third preset condition, repeatedly obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information.

5. The method according to claim 1, characterized in that If the knock recession angle is greater than the first recession angle threshold, obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information includes: If the knock recession angle is greater than the first recession angle threshold, determining a target pressure value corresponding to the basic fuel according to the engine speed value; adjusting the boost pressure of the engine to the target pressure value; Monitoring whether the speed value of the engine meets a preset idle condition; If the speed value satisfies the idle condition, the basic ignition angle corresponding to the basic fuel is obtained according to the current engine state information.

6. The method according to claim 1, characterized in that After the engine is controlled to perform an ignition operation based on the basic ignition angle, the method further comprises: If the first number of times that the knock detonation angle of the engine within the preset time period is greater than the second detonation angle threshold value does not meet the first preset condition, repeatedly obtaining the basic ignition angle corresponding to the basic fuel according to the current engine state information.

7. The method according to any one of claims 1 to 6, characterized in that The engine status information includes at least one of a rotation speed value, a mean effective pressure value, an intake temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake volume.

8. An ignition angle correction device, characterized in that: include: An ignition angle acquisition module is used to acquire a basic ignition angle corresponding to a basic fuel according to current engine state information if the knock recession angle is greater than a first recession angle threshold; the brand corresponding to the basic fuel is smaller than the brand corresponding to the target fuel of the engine; A control module, configured to control the engine to perform an ignition operation based on the basic ignition angle; A correction module is used to periodically correct the basic ignition angle according to a target step based on a preset correction cycle if the first number of times that the knock recession angle of the engine within a preset time period is greater than a second recession angle threshold value satisfies a first preset condition, until the difference between the corrected basic ignition angle and the target ignition angle satisfies a second preset condition.

9. An engine, characterized in that: The engine comprises a vehicle-mounted terminal, and the vehicle-mounted terminal is used to execute the ignition angle correction method according to any one of claims 1 to 7 to correct the ignition angle of the engine; Alternatively, the engine is connected to an external vehicle-mounted terminal, and when the external vehicle-mounted terminal executes the ignition angle correction method as described in any one of claims 1 to 7, the engine performs an ignition operation under the control of the external vehicle-mounted terminal.

10. A vehicle, characterized in that: Including engine and vehicle terminal; The vehicle-mounted terminal is used to execute the ignition angle correction method as described in any one of claims 1 to 7 to correct the ignition angle of the engine and control the engine to perform an ignition operation.

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