Ignition advance angle optimizing method and device, computer equipment and storage medium

Abstract

The invention discloses an ignition advance angle optimizing method, an ignition advance angle optimizing device, computer equipment and a computer storage medium, the ignition advance angle optimizing method is used for a non-road natural gas engine, and the ignition advance angle optimizing method comprises the following steps: obtaining the running state of the engine, and judging whether the optimizing condition is met or not; acquiring a first ignition advance angle according to the condition of satisfying optimization; and the first ignition advance angle is accumulated with a preset correction value till the exhaust temperature of the engine is larger than the boundary requirement, and the optimal ignition advance angle is obtained. According to the ignition advance angle optimizing method, when the optimizing condition is appropriate, the ignition advance angle is optimized in the mode that the first ignition advance angle is accumulated with the preset correction value, so that the ignition advance angle of the non-road natural gas engine is adjusted in a self-adaptive mode, and therefore gas consumption of the non-road natural gas engine can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of non-road natural gas engines, and in particular to an ignition advance angle optimization method, an ignition advance angle optimization device, a computer device and a computer storage medium. Background Art

[0002] This section merely provides background information related to the present disclosure and is not necessarily prior art.

[0003] Non-road natural gas engine is a power unit that uses natural gas as fuel and is used in non-road mobile machinery. Non-road mobile machinery refers to machinery used on non-roads, including but not limited to construction machinery, agricultural machinery, forestry machinery and material handling machinery.

[0004] However, non-road natural gas engines have higher gas consumption. Summary of the invention

[0005] The purpose of the present invention is to at least solve the problem of high gas consumption of non-road natural gas engines. This purpose is achieved through the following technical solutions:

[0006] A first aspect of the present invention provides an ignition advance angle optimization method for a non-road natural gas engine, comprising:

[0007] Obtain the operating status of the engine and determine whether it meets the optimization conditions;

[0008] Obtain the first ignition advance angle according to the optimization condition;

[0009] The first ignition advance angle is accumulated with a preset correction value until the engine exhaust temperature is greater than a boundary requirement, so as to obtain an optimal ignition advance angle.

[0010] The ignition advance angle optimization method of the present invention can optimize the ignition advance angle by adding a preset correction value to the first ignition advance angle when the optimization conditions are suitable, so as to adaptively adjust the ignition advance angle of the non-road natural gas engine, thereby reducing the gas consumption of the non-road natural gas engine.

[0011] In some embodiments, the step of causing the first ignition advance angle to accumulate a preset correction value until the exhaust temperature of the engine is greater than a boundary requirement to obtain an optimal ignition advance angle includes:

[0012] adding the first ignition advance angle to the correction value to obtain a second ignition advance angle;

[0013] Acquiring the engine exhaust temperature, and comparing the engine exhaust temperature with the boundary requirement, wherein the engine exhaust temperature is the exhaust temperature of the engine when the second ignition advance angle is applied for ignition;

[0014] According to the engine exhaust temperature being less than or equal to the boundary requirement, updating the value of the first ignition advance angle according to the value of the second ignition advance angle, and repeating the above steps;

[0015] According to the engine exhaust temperature being greater than the boundary requirement, it is determined that the first ignition advance angle is an optimal ignition advance angle.

[0016] In some embodiments, after adding the first ignition advance angle to the correction value to obtain the second ignition advance angle, the step of accumulating a preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than a boundary requirement to obtain an optimal ignition advance angle further includes:

[0017] Obtaining a first average gas consumption and a second average gas consumption, and calculating a gas consumption reduction according to the first average gas consumption and the second average gas consumption, wherein the first average gas consumption is an average gas consumption of multiple engine ignition cycles in a state where the first ignition advance angle is applied for ignition, and the second average gas consumption is an average gas consumption of multiple engine ignition cycles in a state where the second ignition advance angle is applied for ignition;

[0018] comparing the gas consumption reduction with a preset value;

[0019] The step of judging that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than the boundary requirement comprises:

[0020] According to the engine exhaust temperature being greater than the boundary requirement, and / or according to the gas consumption reduction being less than or equal to the preset value, it is determined that the first ignition advance angle is the optimal ignition advance angle.

[0021] In some embodiments, the step of updating the value of the first ignition advance angle according to the value of the second ignition advance angle according to the engine exhaust temperature being less than or equal to the boundary requirement comprises:

[0022] Based on the engine exhaust temperature being less than or equal to the boundary requirement, and the gas consumption reduction being greater than the preset value, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption.

[0023] In some embodiments, after adding the first ignition advance angle to the correction value to obtain the second ignition advance angle, the step of accumulating a preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than a boundary requirement to obtain an optimal ignition advance angle further includes:

[0024] Obtain the combustion state of the engine and determine whether the engine has knocked;

[0025] The step of judging that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than the boundary requirement and / or according to the gas consumption reduction being less than or equal to the preset value comprises:

[0026] According to the engine exhaust temperature being greater than the boundary requirement, and / or according to the gas consumption reduction being less than or equal to the preset value, and / or the engine knocking, it is determined that the first ignition advance angle is the optimal ignition advance angle.

[0027] In some embodiments, the step of updating the value of the first ignition advance angle according to the value of the second ignition advance angle and updating the value of the first average gas consumption according to the value of the second average gas consumption based on the engine exhaust temperature being less than or equal to the boundary requirement and the gas consumption reduction being greater than the preset value comprises:

[0028] Based on the fact that the engine exhaust temperature is less than or equal to the boundary requirement, the gas consumption reduction is greater than the preset value, and the engine does not experience knock, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption.

[0029] In some embodiments, the step of obtaining the operating state of the engine and determining whether the optimization condition is met includes:

[0030] Obtain the working state of the engine and determine whether the engine is in a steady-state working state;

[0031] Obtain the combustion state of the engine and determine whether the engine has knocked;

[0032] Acquiring an exhaust temperature of an engine, and comparing the exhaust temperature of the engine with the boundary requirement;

[0033] According to the engine being in a steady-state operating condition, the engine not experiencing knock, and the exhaust temperature of the engine being less than or equal to the boundary requirement, it is determined that the engine meets the optimization condition;

[0034] According to the fact that the engine is not in a steady-state operating condition, and / or the engine has knocked, and / or the exhaust temperature of the engine is greater than the boundary requirement, it is determined that the engine does not meet the optimization condition.

[0035] The second aspect of the present application provides an ignition advance angle optimization device, comprising:

[0036] An acquisition and judgment module is used to obtain the operating status of the engine and judge whether the optimization condition is met;

[0037] An acquisition module, used for acquiring a first ignition advance angle according to satisfying an optimization condition;

[0038] The accumulation module is used to accumulate the preset correction value to the first ignition advance angle until the engine exhaust temperature is greater than the boundary requirement, so as to obtain the optimal ignition advance angle.

[0039] The third aspect of the present application provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps of the ignition advance angle optimization method described in the first aspect above are implemented.

[0040] The fourth aspect of the present application proposes a computer storage medium, characterized in that computer readable instructions are stored on the computer storage medium, and when the computer readable instructions are read by one or more processors, the one or more processors execute the steps of the ignition advance angle optimization method described in the first aspect above. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference numerals are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0042] Figure 1 A flow chart of a method for optimizing an ignition advance angle according to an embodiment of the present invention;

[0043] Figure 2 Schematic diagram of an ignition advance angle optimization device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0044] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0045] It should be understood that the terms used in the text are only for the purpose of describing specific example embodiments, and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used in the text may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0046] Although the terms first, second, third, etc. can be used in the text to describe multiple elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, layer or section from another region, layer or section. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not imply order or sequence when used in the text. Therefore, the first element, component, region, layer or section discussed below can be referred to as the second element, component, region, layer or section without departing from the teaching of the example embodiments.

[0047] For ease of description, spatial relative terms may be used herein to describe the relationship of one element or feature relative to another element or feature as shown in the figure, such as "inside", "outside", "inner side", "outer side", "below", "below", "above", "above", etc. Such spatial relative terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure is turned over, then the elements described as "below other elements or features" or "below other elements or features" will subsequently be oriented as "above other elements or features" or "above other elements or features". Therefore, the example term "below..." can include both upper and lower orientations. The device can be oriented otherwise (rotated 90 degrees or in other directions) and the spatial relative descriptors used in the text are interpreted accordingly.

[0048] Non-road natural gas engine is a power unit that uses natural gas as fuel and is used in non-road mobile machinery. Non-road mobile machinery refers to machinery used on non-roads, including but not limited to construction machinery, agricultural machinery, forestry machinery and material handling machinery.

[0049] Increasing the ignition advance angle will increase the exhaust temperature of the engine. However, the inventors realize that the existing regulations have lower emission requirements for non-road natural gas engines. Therefore, the ignition advance angle can be adjusted to reduce the gas consumption of the non-road natural gas engine while ensuring that the exhaust temperature of the non-road natural gas engine meets the prescribed requirements.

[0050] However, in the prior art, the ignition advance angle of the non-road natural gas engine is a fixed value and cannot be adjusted adaptively, resulting in a high gas consumption of the non-road natural gas engine.

[0051] In order to at least solve the problem of high gas consumption of non-road natural gas engines, an embodiment of the present invention proposes an ignition advance angle optimization method, which can adaptively adjust the ignition advance angle of the non-road natural gas engine, thereby reducing the gas consumption of the non-road natural gas engine.

[0052] The ignition advance angle optimization method according to an embodiment of the present invention will be described below in conjunction with the accompanying drawings. To avoid redundancy, the "engine" in the following text is an abbreviation of "non-road natural gas engine".

[0053] like Figure 1 As shown, the ignition advance angle optimization method of the embodiment of the present invention is used for a non-road natural gas engine, comprising:

[0054] S100, obtaining the operating status of the engine and determining whether the optimization condition is met;

[0055] S200, obtaining a first ignition advance angle according to satisfying the optimization condition;

[0056] S300, accumulating a preset correction value for the first ignition advance angle until the engine exhaust temperature is greater than a boundary requirement, so as to obtain an optimal ignition advance angle.

[0057] S100: Obtain the operating status of the engine and determine whether it meets the optimization condition.

[0058] The running state of the engine can be used to determine whether the optimization condition is suitable for execution. When the engine running state is poor, the engine running parameters are unstable, and it is difficult to determine the relationship between the ignition advance angle and the engine running state, and it is determined that the optimization condition is not met. When the engine running state is good, the engine running parameters are stable, and the relationship between the ignition advance angle and the engine running state can be determined, and it is determined that the optimization condition is met.

[0059] In some embodiments, S100, the step of obtaining the operating state of the engine and determining whether the optimization condition is met, includes:

[0060] Obtain the working state of the engine and determine whether the engine is in a steady-state working state;

[0061] Obtain the combustion state of the engine and determine whether the engine has knocked;

[0062] Obtain the exhaust temperature of the engine and compare the exhaust temperature of the engine with the boundary requirements;

[0063] According to the fact that the engine is in a steady-state condition, the engine does not experience knock, and the exhaust temperature of the engine is less than or equal to the boundary requirement, it is judged that the engine meets the optimization condition;

[0064] According to the fact that the engine is not in a steady-state operating condition, and / or the engine knocks, and / or the exhaust temperature of the engine is greater than a boundary requirement, it is determined that the engine does not meet the optimization condition.

[0065] Knocking refers to the abnormal combustion phenomenon of the engine. When the engine knocks, the local pressure in the cylinder is too high and a pressure wave is generated. Under the action of the pressure wave, the engine produces irregular knocking sounds.

[0066] When the engine is in steady-state operation, the engine speed, load, temperature, intake volume and other parameters remain basically unchanged. This can provide a relatively stable execution environment for the optimization of the ignition advance angle. Moreover, under steady-state conditions, because the parameters are stable, when searching for the optimal ignition advance angle, there is no need to frequently consider the impact of sudden changes in the engine's operating state on the optimization process, so that the optimal ignition advance angle can be found more efficiently.

[0067] Knock can cause abnormal fluctuations in engine performance indicators. Due to the interference caused by knock, the measurement accuracy of engine performance indicators is low, which affects the optimization accuracy. When the engine knocks, the combustion process becomes unstable and uncontrollable. When optimizing the ignition advance angle, it is difficult to determine the relationship between the engine operating state and the ignition advance angle, which affects the optimization process.

[0068] When the exhaust temperature of the engine exceeds the boundary requirement, if the ignition advance angle is optimized, the exhaust temperature of the engine will further deteriorate.

[0069] In summary, when the engine is in a steady-state condition, the engine does not knock, and the exhaust temperature of the engine is less than or equal to the boundary requirements, the three conditions are met at the same time, it is suitable to optimize the ignition advance angle, and it is judged that the engine meets the optimization conditions. When the engine is not in a steady-state condition, the engine knocks, and the exhaust temperature of the engine is greater than the boundary requirements, at least one of the three conditions is met, it is not suitable to optimize the ignition advance angle, and it is judged that the engine does not meet the optimization conditions.

[0070] S200: Obtain a first ignition advance angle according to satisfying an optimization condition.

[0071] When the first ignition advance angle is not updated, the first ignition advance angle is the current ignition advance angle of the engine. By obtaining the first ignition advance angle, it is convenient to perform optimization according to the first ignition advance angle in subsequent steps.

[0072] S300, accumulating a preset correction value for the first ignition advance angle until the engine exhaust temperature is greater than a boundary requirement, so as to obtain an optimal ignition advance angle.

[0073] Adding the preset correction value to the first ignition advance angle means that the preset correction value is added to the first ignition advance angle in sequence.

[0074] The boundary requirement can be determined according to national standards or industry standards. For example, the boundary requirement is 600 degrees Celsius to 800 degrees Celsius.

[0075] By gradually accumulating the correction value of the first ignition advance angle, the first ignition advance angle can be gradually approached to the optimal state. Taking the engine exhaust temperature greater than the boundary requirement as the termination condition to obtain the optimal ignition advance angle can ensure that the engine exhaust temperature is within a reasonable range, so that the engine emissions can meet the specified requirements.

[0076] In some optional embodiments, the model and parameters of the engine are obtained, a mathematical model of the engine is established according to the model and parameters of the engine, and the correction value is determined according to the mathematical model.

[0077] The parameters of the engine include: basic structural parameters, such as the number of cylinders, cylinder diameter, piston stroke, compression ratio, etc.; performance parameters: such as maximum power, maximum torque and speed, which are used to reflect the power output capacity of the engine under different working conditions; intake system parameters: such as the length and diameter of the intake manifold, the compression ratio of the supercharger, etc. The intake system parameters affect the intake volume and intake speed, and have an important impact on the combustion speed and degree of combustion of the gas.

[0078] The established mathematical models of the engine include: combustion model: used to describe the combustion process of the mixture, including the ignition delay period, flame propagation speed, combustion heat release law, etc. The combustion model can take into account factors such as the turbulent characteristics of the gas, chemical reaction kinetics, and thermal radiation, and can more accurately simulate the temperature, pressure, and composition changes in the combustion chamber; thermodynamic model: used to analyze the energy conversion and transfer during the operation of the engine based on the first and second laws of thermodynamics; heat transfer model: used to consider the heat transfer between the engine components and the combustion gas. By establishing mathematical models of heat conduction, convection, and radiation, the rate and total amount of heat transferred from the combustion gas to the engine components are calculated. Aerodynamic model: used to describe the gas flow characteristics during the intake and exhaust processes. The aerodynamic model can accurately calculate the intake and exhaust volumes, thereby optimizing the engine's ventilation process and improving combustion efficiency.

[0079] According to the design requirements, the engine operating parameters are input into each mathematical model, and the corresponding prediction parameters are obtained. When the operating parameters are input, the value of the correction amount of the ignition advance angle is gradually changed, and based on the obtained prediction parameters, it is judged whether the value of the correction amount is reasonable.

[0080] In summary, the steps of this embodiment can be used to determine the correction value according to the engine type, so that the determined correction value is more reasonable.

[0081] In some embodiments, S300, the step of adding a preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than the boundary requirement to obtain the optimal ignition advance angle includes:

[0082] Adding the first ignition advance angle to the correction value to obtain a second ignition advance angle;

[0083] Acquiring an engine exhaust temperature, and comparing the engine exhaust temperature with a boundary requirement, wherein the engine exhaust temperature is an engine exhaust temperature when the second ignition advance angle is applied for ignition;

[0084] According to the engine exhaust temperature being less than or equal to the boundary requirement, updating the value of the first ignition advance angle according to the value of the second ignition advance angle, and repeating the above steps;

[0085] According to the engine exhaust temperature being greater than the boundary requirement, the first ignition advance angle is determined to be the optimal ignition advance angle.

[0086] Updating the value of the first ignition advance angle according to the value of the second ignition advance angle refers to replacing the value of the first ignition advance angle according to the value of the second ignition advance angle.

[0087] The second ignition advance angle is obtained by adding the first ignition advance angle to the correction value, and this step is repeated to achieve the gradual optimization of the ignition advance angle. The optimal ignition advance angle is found by making multiple corrections. Since the relationship between the engine exhaust temperature and the boundary requirements is considered in the optimization process, the optimal ignition advance angle finally found can meet the emission requirements of the engine.

[0088] When the engine exhaust temperature is less than or equal to the boundary requirement, it means that the engine exhaust temperature meets the emission requirements and the current second ignition advance angle may be further optimized. Therefore, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle to iterate the data of the first ignition advance angle, thereby gradually approaching the optimal ignition advance angle.

[0089] When the engine exhaust temperature is greater than the boundary requirement, it means that the engine exhaust temperature does not meet the emission requirements and the current second ignition advance angle does not meet the requirements. Therefore, the current first ignition advance angle is used as the optimal ignition advance angle.

[0090] In some embodiments, after adding the first ignition advance angle to the correction value to obtain the second ignition advance angle, S300, accumulating the preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than the boundary requirement to obtain the optimal ignition advance angle, further includes:

[0091] Obtaining a first average gas consumption and a second average gas consumption, and calculating a gas consumption reduction according to the first average gas consumption and the second average gas consumption, wherein the first average gas consumption is an average gas consumption of multiple engine ignition cycles in a state where the first ignition advance angle is applied for ignition, and the second average gas consumption is an average gas consumption of multiple engine ignition cycles in a state where the second ignition advance angle is applied for ignition;

[0092] Compare the gas consumption reduction with the preset value;

[0093] The step of determining that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than the boundary requirement comprises:

[0094] According to the engine exhaust temperature being greater than the boundary requirement, and / or according to the gas consumption reduction being less than or equal to the preset value, the first ignition advance angle is judged to be the optimal ignition advance angle. That is, when at least one of the engine exhaust temperature being greater than the boundary requirement and the gas consumption reduction being less than or equal to the preset value is satisfied, the first ignition advance angle is judged to be the optimal ignition advance angle.

[0095] In this embodiment, the balance between engine economy and environmental protection is achieved by comprehensively considering the engine exhaust temperature and the gas consumption reduction. The influence of the engine exhaust temperature is considered in the optimization process, so that the optimal ignition advance angle can meet the specified requirements. The influence of the gas consumption reduction is considered in the optimization process, so that the engine can achieve the best economy while achieving sufficient power output.

[0096] In addition, in this embodiment, the optimality of the ignition advance angle is evaluated from two different dimensions, thereby having a more comprehensive performance evaluation index to avoid the one-sidedness caused by judging the optimal ignition advance angle from only a single index.

[0097] Optionally, according to the design performance indicators of the engine, such as maximum power, maximum torque, economic speed, etc., the preset value is determined through the characteristic curve of the engine, thereby achieving the determination of the preset value.

[0098] In some embodiments, the step of updating the value of the first ignition advance angle according to the value of the second ignition advance angle according to the engine exhaust temperature being less than or equal to the boundary requirement includes:

[0099] Based on the engine exhaust temperature being less than or equal to the boundary requirement and the gas consumption reduction being greater than a preset value, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption.

[0100] Updating the value of the first average gas consumption according to the value of the second average gas consumption means replacing the value of the first average gas consumption according to the value of the second average gas consumption.

[0101] The engine exhaust temperature is less than or equal to the boundary requirement, and the gas consumption reduction is greater than the preset value, which means that the engine exhaust temperature meets the emission requirements and the current second ignition advance angle may be further optimized. Therefore, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle to iterate the data of the first ignition advance angle so as to gradually approach the optimal ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption to iterate the data of the first average gas consumption so that the optimization step can cycle normally.

[0102] In some embodiments, after adding the first ignition advance angle to the correction value to obtain the second ignition advance angle, S300, accumulating the preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than the boundary requirement to obtain the optimal ignition advance angle, further includes:

[0103] Obtain the combustion state of the engine and determine whether the engine has knocked;

[0104] The step of determining that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than a boundary requirement and / or according to the gas consumption reduction being less than or equal to a preset value comprises:

[0105] The first ignition advance angle is determined to be the optimal ignition advance angle based on the engine exhaust temperature being greater than a boundary requirement, and / or based on the gas consumption reduction being less than or equal to a preset value, and / or based on engine knock occurring.

[0106] In this embodiment, the balance between engine economy and environmental protection is achieved by comprehensively considering the engine exhaust temperature, gas consumption reduction and whether the engine has knock. The influence of the engine exhaust temperature is considered in the optimization process, so that the optimal ignition advance angle can meet the specified requirements. The influence of gas consumption reduction is considered in the optimization process, so that the engine can achieve the best economy while achieving sufficient power output. Whether there is knock is considered in the optimization process to ensure that knock will not be caused by excessive pursuit of optimization of the ignition advance angle during the optimization process, thereby protecting the engine.

[0107] In addition, in this embodiment, the optimality of the ignition advance angle is evaluated from three different dimensions, thereby having more comprehensive performance evaluation indicators.

[0108] In some embodiments, according to the engine exhaust temperature being less than or equal to the boundary requirement, and the gas consumption reduction being greater than a preset value, the steps of updating the value of the first ignition advance angle according to the value of the second ignition advance angle, and updating the value of the first average gas consumption according to the value of the second average gas consumption include:

[0109] Based on the engine exhaust temperature being less than or equal to the boundary requirement, the gas consumption reduction being greater than the preset value, and the engine not experiencing knock, the value of the first ignition advance angle is updated based on the value of the second ignition advance angle, and the value of the first average gas consumption is updated based on the value of the second average gas consumption.

[0110] This embodiment can comprehensively consider the influence of engine exhaust temperature, the influence of gas consumption reduction and whether the engine knocks during the optimization process of the ignition advance angle, thereby providing more comprehensive performance evaluation indicators.

[0111] The ignition advance angle optimization method of the embodiment of the present invention can optimize the ignition advance angle by adding a preset correction value to the first ignition advance angle when the optimization conditions are suitable, so as to adaptively adjust the ignition advance angle of the non-road natural gas engine, thereby reducing the gas consumption of the non-road natural gas engine.

[0112] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0113] Based on the same inventive concept, the embodiment of the present application also provides an ignition advance angle optimization device 1 for implementing the ignition advance angle optimization method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more ignition advance angle optimization device embodiments provided below can refer to the limitations of the ignition advance angle optimization method above, and will not be repeated here.

[0114] The ignition advance angle optimization device 1 implemented in the present application comprises:

[0115] The acquisition and judgment module 100 is used to obtain the operating state of the engine and judge whether the optimization condition is met;

[0116] An acquisition module 200 is used to acquire a first ignition advance angle according to satisfying an optimization condition;

[0117] The accumulation module 300 is used to accumulate the preset correction value to the first ignition advance angle until the engine exhaust temperature is greater than the boundary requirement, so as to obtain the optimal ignition advance angle.

[0118] The ignition advance angle optimization device 1 of the embodiment of the present invention can optimize the ignition advance angle by adding a preset correction value to the first ignition advance angle when the optimization conditions are suitable, so as to adaptively adjust the ignition advance angle of the non-road natural gas engine, thereby reducing the gas consumption of the non-road natural gas engine.

[0119] In some embodiments, the accumulation module 300 is further configured to:

[0120] Adding the first ignition advance angle to the correction value to obtain a second ignition advance angle;

[0121] Acquiring an engine exhaust temperature, and comparing the engine exhaust temperature with a boundary requirement, wherein the engine exhaust temperature is an engine exhaust temperature when the second ignition advance angle is applied for ignition;

[0122] According to the engine exhaust temperature being less than or equal to the boundary requirement, updating the value of the first ignition advance angle according to the value of the second ignition advance angle, and repeating the above steps;

[0123] According to the engine exhaust temperature being greater than the boundary requirement, the first ignition advance angle is determined to be the optimal ignition advance angle.

[0124] In some embodiments, the accumulation module 300 is further configured to:

[0125] Obtaining a first average gas consumption and a second average gas consumption, and calculating a gas consumption reduction according to the first average gas consumption and the second average gas consumption, wherein the first average gas consumption is an average gas consumption of multiple engine ignition cycles when the first ignition advance angle is applied for ignition, and the second average gas consumption is an average gas consumption of multiple engine ignition cycles when the second ignition advance angle is applied for ignition;

[0126] Compare the gas consumption reduction with the preset value;

[0127] The step of determining that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than the boundary requirement comprises:

[0128] According to the engine exhaust temperature being greater than a boundary requirement, and / or according to the gas consumption reduction being less than or equal to a preset value, it is determined that the first ignition advance angle is the optimal ignition advance angle.

[0129] In some embodiments, the accumulation module 300 is further configured to:

[0130] Based on the engine exhaust temperature being less than or equal to the boundary requirement and the gas consumption reduction being greater than a preset value, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption.

[0131] In some embodiments, the accumulation module 300 is further configured to:

[0132] Obtain the combustion state of the engine and determine whether the engine has knocked;

[0133] The first ignition advance angle is determined to be the optimal ignition advance angle based on the engine exhaust temperature being greater than a boundary requirement, and / or based on the gas consumption reduction being less than or equal to a preset value, and / or based on engine knock occurring.

[0134] In some embodiments, the accumulation module 300 is further configured to:

[0135] Based on the engine exhaust temperature being less than or equal to the boundary requirement, the gas consumption reduction being greater than the preset value, and the engine not experiencing knock, the value of the first ignition advance angle is updated based on the value of the second ignition advance angle, and the value of the first average gas consumption is updated based on the value of the second average gas consumption.

[0136] In some embodiments, the acquisition determination module 100 is further used to:

[0137] Obtain the working state of the engine and determine whether the engine is in a steady-state working state;

[0138] Obtain the combustion state of the engine and determine whether the engine has knocked;

[0139] Obtain the exhaust temperature of the engine and compare the exhaust temperature of the engine with the boundary requirements;

[0140] According to the fact that the engine is in a steady-state condition, the engine does not experience knock, and the exhaust temperature of the engine is less than or equal to the boundary requirement, it is judged that the engine meets the optimization condition;

[0141] According to the fact that the engine is not in a steady-state operating condition, and / or the engine knocks, and / or the exhaust temperature of the engine is greater than a boundary requirement, it is determined that the engine does not meet the optimization condition.

[0142] An embodiment of the present invention further provides a computer device.

[0143] The computer device of the embodiment of the present invention includes a memory and a processor. The memory stores a computer program. When the processor executes the computer program, the steps of the ignition advance angle optimization method of the above embodiment are implemented.

[0144] The computer device of the embodiment of the present invention can implement the ignition advance angle optimization method of the above embodiment when the processor executes the computer program, so that when the optimization conditions are suitable, the ignition advance angle can be optimized by adding a preset correction value to the first ignition advance angle, so as to adaptively adjust the ignition advance angle of the non-road natural gas engine, thereby reducing the gas consumption of the non-road natural gas engine.

[0145] Furthermore, the computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, the above-mentioned ignition advance angle optimization method is implemented.

[0146] An embodiment of the present invention further provides a computer storage medium.

[0147] The computer storage medium of the embodiment of the present invention stores computer-readable instructions. When the computer-readable instructions are read by one or more processors, the one or more processors execute the steps of the ignition advance angle optimization method of the above embodiment.

[0148] The computer device of the embodiment of the present invention can enable one or more processors to execute the ignition advance angle optimization method of the above embodiment when the computer readable instructions are read by one or more processors, so that when the optimization conditions are suitable, the ignition advance angle can be optimized by adding a preset correction value to the first ignition advance angle, so as to adaptively adjust the ignition advance angle of the non-road natural gas engine, thereby reducing the gas consumption of the non-road natural gas engine.

[0149] The logic and / or steps represented in the flowchart or otherwise described herein, for example, may be considered as an ordered list of executable instructions for implementing logical functions, and may be embodied in any computer-readable storage medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, apparatus, or device and execute instructions), or in conjunction with such instruction execution system, apparatus, or device. For purposes of this specification, a "computer-readable storage medium" may be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, apparatus, or device, or in conjunction with such instruction execution system, apparatus, or device. More specific examples of computer-readable storage media (a non-exhaustive list) include the following: an electrical connection with one or more wirings (electronic devices), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM, Erasable Programmable Read-Only Memory, or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM, Compact Disc Read-Only Memory). In addition, the computer-readable storage medium may even be a paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering, or processing in another suitable manner as necessary, and then stored in a computer memory.

[0150] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA, Programmable Gate Array), a field programmable gate array (FPGA, Field Programmable Gate Array), etc.

[0151] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method for optimizing ignition advance angle for a non-road natural gas engine, characterized in that: include: Obtain the operating status of the engine and determine whether it meets the optimization conditions; Obtaining the first ignition advance angle according to satisfying the optimization condition; The first ignition advance angle is accumulated with a preset correction value until the engine exhaust temperature is greater than a boundary requirement, so as to obtain an optimal ignition advance angle.

2. The ignition advance angle optimization method according to claim 1, characterized in that: The step of accumulating a preset correction value for the first ignition advance angle until the exhaust temperature of the engine is greater than a boundary requirement to obtain an optimal ignition advance angle includes: adding the first ignition advance angle to the correction value to obtain a second ignition advance angle; Acquiring the engine exhaust temperature, and comparing the engine exhaust temperature with the boundary requirement, wherein the engine exhaust temperature is the exhaust temperature of the engine when the second ignition advance angle is applied for ignition; According to the engine exhaust temperature being less than or equal to the boundary requirement, updating the value of the first ignition advance angle according to the value of the second ignition advance angle, and repeating the above steps; According to the engine exhaust temperature being greater than the boundary requirement, it is determined that the first ignition advance angle is an optimal ignition advance angle.

3. The method for optimizing the ignition advance angle according to claim 2, characterized in that: After the first ignition advance angle is added to the correction value to obtain the second ignition advance angle, the step of accumulating the preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than the boundary requirement to obtain the optimal ignition advance angle further includes: Obtaining a first average gas consumption and a second average gas consumption, and calculating a gas consumption reduction according to the first average gas consumption and the second average gas consumption, wherein the first average gas consumption is an average gas consumption of multiple engine ignition cycles in a state where the first ignition advance angle is applied for ignition, and the second average gas consumption is an average gas consumption of multiple engine ignition cycles in a state where the second ignition advance angle is applied for ignition; comparing the gas consumption reduction with a preset value; The step of judging that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than the boundary requirement comprises: According to the engine exhaust temperature being greater than the boundary requirement, and / or according to the gas consumption reduction being less than or equal to the preset value, it is determined that the first ignition advance angle is the optimal ignition advance angle.

4. The method for optimizing the ignition advance angle according to claim 3, characterized in that: The step of updating the value of the first ignition advance angle according to the value of the second ignition advance angle according to the engine exhaust temperature being less than or equal to the boundary requirement comprises: Based on the engine exhaust temperature being less than or equal to the boundary requirement, and the gas consumption reduction being greater than the preset value, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption.

5. The method for optimizing the ignition advance angle according to claim 4, characterized in that: After the first ignition advance angle is added to the correction value to obtain the second ignition advance angle, the step of accumulating the preset correction value to the first ignition advance angle until the exhaust temperature of the engine is greater than the boundary requirement to obtain the optimal ignition advance angle further includes: Obtain the combustion state of the engine and determine whether the engine has knocked; The step of judging that the first ignition advance angle is the optimal ignition advance angle according to the engine exhaust temperature being greater than the boundary requirement and / or according to the gas consumption reduction being less than or equal to the preset value comprises: According to the engine exhaust temperature being greater than the boundary requirement, and / or according to the gas consumption reduction being less than or equal to the preset value, and / or the engine knocking, it is determined that the first ignition advance angle is the optimal ignition advance angle.

6. The method for optimizing the ignition advance angle according to claim 5, characterized in that: The step of updating the value of the first ignition advance angle according to the value of the second ignition advance angle and updating the value of the first average gas consumption according to the value of the second average gas consumption, based on the engine exhaust temperature being less than or equal to the boundary requirement and the gas consumption reduction being greater than the preset value, comprises: Based on the fact that the engine exhaust temperature is less than or equal to the boundary requirement, the gas consumption reduction is greater than the preset value, and the engine does not experience knock, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, and the value of the first average gas consumption is updated according to the value of the second average gas consumption.

7. The method for optimizing the ignition advance angle according to claim 1, characterized in that: The step of obtaining the operating state of the engine and determining whether the optimization condition is met includes: Obtain the working state of the engine and determine whether the engine is in a steady-state working state; Obtain the combustion state of the engine and determine whether the engine has knocked; Acquiring an exhaust temperature of an engine, and comparing the exhaust temperature of the engine with the boundary requirement; According to the engine being in a steady-state operating condition, the engine not experiencing knock, and the exhaust temperature of the engine being less than or equal to the boundary requirement, it is determined that the engine meets the optimization condition; According to the fact that the engine is not in a steady-state operating condition, and / or the engine has knocked, and / or the exhaust temperature of the engine is greater than the boundary requirement, it is determined that the engine does not meet the optimization condition.

8. An ignition advance angle optimization device, characterized in that: include: An acquisition and judgment module is used to obtain the operating status of the engine and judge whether the optimization condition is met; An acquisition module, used for acquiring a first ignition advance angle according to satisfying an optimization condition; The accumulation module is used to accumulate the preset correction value to the first ignition advance angle until the engine exhaust temperature is greater than the boundary requirement, so as to obtain the optimal ignition advance angle.

9. A computer device, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the ignition advance angle optimization method according to any one of claims 1 to 7 when executing the computer program.

10. A computer storage medium, characterized in that: Computer readable instructions are stored on the computer storage medium. When the computer readable instructions are read by one or more processors, the one or more processors execute the steps of the ignition advance angle optimization method according to any one of claims 1 to 7.

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