Ignition advance angle optimization method and device, computer device and storage medium

Abstract

The application discloses a kind of ignition advance angle optimization method, ignition advance angle optimization device, computer equipment and computer storage medium, wherein, ignition advance angle optimization method is used for off-road natural gas engine, ignition advance angle optimization method includes: obtaining the operating state of engine, and judge whether to meet optimization condition;According to meet optimization condition, obtain first ignition advance angle;Make the first ignition advance angle accumulates preset correction value, until engine exhaust temperature is greater than boundary requirement, to obtain optimal ignition advance angle.The ignition advance angle optimization method of the application can optimize the ignition advance angle by making the first ignition advance angle accumulate the preset correction value when the optimization condition is appropriate, to adaptively adjust the ignition advance angle of off-road natural gas engine, so as to reduce the gas consumption of off-road natural gas engine.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of non-road natural gas engines, and particularly relates to a spark advance angle optimization method, a spark advance angle optimization device, a computer device and a computer storage medium. BACKGROUND

[0002] The part provided in this part is merely background information related to the present disclosure, which is not necessarily prior art.

[0003] The non-road natural gas engine is a power device using natural gas as fuel and applied to non-road mobile machinery. The non-road mobile machinery refers to machinery used on non-roads, including but not limited to engineering machinery, agricultural machinery, forestry machinery and material loading and unloading machinery.

[0004] However, the non-road natural gas engine has a large gas consumption. SUMMARY

[0005] The present application aims to at least solve the problem of large gas consumption of the non-road natural gas engine. The purpose is achieved by the following technical solutions:

[0006] The first aspect of the present application provides a spark advance angle optimization method for a non-road natural gas engine, comprising:

[0007] Obtaining the running state of the engine and determining whether the optimization condition is met;

[0008] According to the optimization condition, obtaining a first spark advance angle;

[0009] Adding a preset correction value to the first spark advance angle until the engine exhaust temperature is greater than the boundary requirement to obtain an optimal spark advance angle.

[0010] The spark advance angle optimization method of the present application can optimize the spark advance angle by adding a preset correction value to the first spark advance angle when the optimization condition is appropriate, so as to adaptively adjust the spark 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 adding a preset correction value to the first spark advance angle until the engine exhaust temperature is greater than the boundary requirement to obtain an optimal spark advance angle comprises:

[0012] Adding the first spark advance angle and the correction value to obtain a second spark advance angle;

[0013] Obtaining the engine exhaust temperature and comparing the engine exhaust temperature with the boundary requirement, wherein the engine exhaust temperature is the engine exhaust temperature when the second spark advance angle is applied.

[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, determining that the first ignition advance angle is the optimal ignition advance angle.

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

[0017] Obtaining a first average air consumption and a second average air consumption, and calculating an air consumption reduction according to the first average air consumption and the second average air consumption, wherein the first average air consumption is an average air consumption of a plurality of engine ignition cycles in a state of applying a first ignition advance angle, and the second average air consumption is an average air consumption of a plurality of engine ignition cycles in a state of applying a second ignition advance angle;

[0018] Comparing the air consumption reduction with a preset value;

[0019] 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:

[0020] According to the engine exhaust temperature being greater than the boundary requirement, and / or according to the air consumption reduction being less than or equal to the preset value, determining 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] According to the engine exhaust temperature being less than or equal to the boundary requirement, and the air consumption reduction being greater than the preset value, 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 air consumption according to the value of the second average air consumption.

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

[0024] acquire a combustion state of the engine, and determine whether knock occurs in the engine;

[0025] 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, and / or the air consumption reduction being less than or equal to the preset value, comprises:

[0026] 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, and / or the air consumption reduction being less than or equal to the preset value, and / or the engine occurring knock.

[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 air consumption according to the value of the second average air consumption according to the engine exhaust temperature being less than or equal to the boundary requirement, and the air consumption reduction being greater than the preset value, comprises:

[0028] 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 air consumption according to the value of the second average air consumption according to the engine exhaust temperature being less than or equal to the boundary requirement, and the air consumption reduction being greater than the preset value, and the engine not occurring knock.

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

[0030] acquiring a working condition state of the engine, and determining whether the engine is in a steady state working condition;

[0031] acquiring a combustion state of the engine, and determining whether knock occurs in the engine;

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

[0033] determining that the engine meets the optimization condition according to the engine being in a steady state working condition, and the engine not occurring knock, and the exhaust temperature of the engine being less than or equal to the boundary requirement;

[0034] determining that the engine does not meet the optimization condition according to the engine not being in a steady state working condition, and / or the engine occurring knock, and / or the exhaust temperature of the engine being greater than the boundary requirement.

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

[0036] an acquisition and determination module, configured to acquire an operating state of an engine, and determine whether an optimization condition is met.

[0037] an acquisition module configured to acquire the first ignition advance angle according to the optimization condition being met;

[0038] an accumulation module configured to accumulate the first ignition advance angle by a preset correction value until the engine exhaust temperature is greater than the boundary requirement to obtain an optimal ignition advance angle.

[0039] A third aspect of the present application provides a computer device, comprising 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 the first aspect when executing the computer program.

[0040] A fourth aspect of the present application provides a computer storage medium, wherein the computer storage medium stores computer readable instructions, and the computer readable instructions are read by one or more processors to make the one or more processors execute the steps of the ignition advance angle optimization method according to the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0041] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a description of preferred embodiments, and are not meant to limit the present application. Furthermore, the same reference numerals in the drawings indicate the same elements. In the drawings:

[0042] Figure 1 a flow chart of the ignition advance angle optimization method according to the embodiments of the present application;

[0043] Figure 2 a schematic diagram of the ignition advance angle optimization device according to the embodiments of the present application. DETAILED DESCRIPTION

[0044] Exemplary embodiments of the present disclosure will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the present disclosure are shown. While the present disclosure is described in conjunction with the exemplary embodiments, it will be understood that the present disclosure is not limited to the exemplary embodiments. On the contrary, the present disclosure is intended to cover various alternatives, modifications, and equivalents. Rather, the exemplary embodiments are intended to illustrate the present disclosure, and to enable its scope to be determined, with the scope intended to be broader than the specifically illustrated embodiments. It will be understood by those within the art that various modifications and changes can be made hereto without departing from the scope of the present disclosure. It is to be understood that the following example embodiments are only used to explain the present disclosure and to enable its scope to be determined, and are not intended to limit the scope of the present disclosure.

[0045] It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises", "comprising", "includes", "including" and "has" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order in which they are described unless specifically identified as an order dependent step. It is also to be understood that additional or alternative steps can be employed.

[0046] Although the terms first, second, third, etc. can be used herein to describe various 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 be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first", "second", and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

[0047] Spatially relative terms, such as "inner", "outer", "inward", "outward", "lower", "bottom", "top", "upper", and the like, can be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms can be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below" can encompass both an orientation of above and below. The device can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0048] A non-road natural gas engine is a power device using natural gas as fuel and applied to a non-road mobile machine. The non-road mobile machine refers to a machine used on a non-road, including but not limited to an engineering machine, an agricultural machine, a forestry machine, and a material handling machine.

[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 off-road natural gas engines, so the ignition advance angle can be adjusted to reduce the gas consumption of off-road natural gas engines while meeting the requirements of the regulations.

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

[0051] To at least solve the problem of high gas consumption of off-road natural gas engines, embodiments of the present application propose an ignition advance angle optimization method, which can adaptively adjust the ignition advance angle of the off-road natural gas engine, thereby reducing the gas consumption of the off-road natural gas engine.

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

[0053] As shown in Figure 1 The ignition advance angle optimization method of the embodiments of the present application for off-road natural gas engines comprises:

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

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

[0056] S300, adding a predetermined correction value to the first ignition advance angle until the engine exhaust temperature is greater than the boundary requirement to obtain the optimal ignition advance angle.

[0057] S100, obtaining the operating state of the engine and determining whether the optimization condition is met.

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

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

[0060] Obtaining the operating state of the engine and determining whether the engine is in a steady state;

[0061] obtain a combustion state of the engine, and determine whether knock occurs in the engine;

[0062] obtain an exhaust temperature of the engine, and compare the exhaust temperature of the engine with a boundary requirement;

[0063] determine that the engine meets an optimization condition according to that the engine is in a steady state, and that the engine does not knock, and that the exhaust temperature of the engine is less than or equal to the boundary requirement;

[0064] determine that the engine does not meet the optimization condition according to that the engine is not in the steady state, and / or that the engine knocks, and / or that the exhaust temperature of the engine is greater than the boundary requirement.

[0065] The knock refers to an abnormal combustion phenomenon of the engine. When the engine knocks, the local pressure in the cylinder is too large, and a pressure wave is generated. Under the action of the pressure wave, the engine produces irregular knocking sound.

[0066] When the engine is in the steady state, the parameters such as the speed, load, temperature, and intake air amount of the engine remain basically unchanged. Thus, a relatively stable execution environment can be provided for the optimization of the ignition advance angle. Moreover, in the steady state, because the parameters are stable, when the optimal ignition advance angle is searched, the influence of sudden changes in the engine operating state on the optimization process does not need to be considered frequently, so that the optimal ignition advance angle can be searched more efficiently.

[0067] The knock causes abnormal fluctuations in the performance indicators of the engine. Because of the interference caused by the knock, the accuracy of the measured values of the performance indicators of the engine is low, thereby affecting the optimization accuracy. When the engine knocks, the combustion process becomes unstable and uncontrollable. When the optimization of the ignition advance angle is performed, it is difficult to determine the relationship between the engine operating state and the ignition advance angle, thereby affecting the optimization process.

[0068] When the exhaust temperature of the engine exceeds the boundary requirement, if the optimization of the ignition advance angle is performed, the exhaust temperature of the engine will be further deteriorated.

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

[0070] S200, according to that the optimization condition is met, a first ignition advance angle is obtained.

[0071] The first ignition advance angle is the current ignition advance angle of the engine when the first ignition advance angle is not updated. By obtaining the first ignition advance angle, optimization can be performed according to the first ignition advance angle in subsequent steps.

[0072] S300, the first ignition advance angle is accumulated by a preset correction value until the engine exhaust temperature is greater than the boundary requirement to obtain the optimal ignition advance angle.

[0073] The first ignition advance angle is accumulated by a preset correction value, which means that the first ignition advance angle is added to the preset correction value in turn.

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

[0075] By gradually accumulating the correction value of the first ignition advance angle, the first ignition advance angle can gradually approach 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 exhaust temperature of the engine is within a reasonable range, so that the exhaust of the engine 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 structure parameters, such as the number of cylinders, cylinder diameter, piston stroke, compression ratio, etc.; performance parameters: such as maximum power, maximum torque and speed, performance parameters are used to reflect the power output capability of the engine under different working conditions; intake system parameters: such as the length and diameter of the intake manifold, the supercharging ratio of the supercharger, etc. The intake system parameters affect the intake volume and intake velocity, and have an important influence on the combustion speed and combustion completeness of the fuel gas.

[0078] The established mathematical model of the engine includes: a combustion model: used to describe the combustion process of the mixture, including the ignition delay period, the flame propagation speed, the combustion heat release law, etc. Through the combustion model, the turbulent characteristics of the fuel gas, the chemical reaction kinetics and the thermal radiation can be considered, and the temperature, pressure and composition changes in the combustion chamber can be accurately simulated; a thermodynamic model: used to analyze the energy conversion and transmission in the engine working process based on the first and second laws of thermodynamics; a heat transfer model: used to consider the heat transfer between the engine components and the combustion gas. By establishing the mathematical models of heat conduction, convection and radiation, the rate and total amount of heat transfer from the combustion gas to the engine components are calculated. An aerodynamic model: used to describe the gas flow characteristics in the intake and exhaust processes. Through the aerodynamic model, the intake volume and exhaust volume can be accurately calculated, and the air exchange process of the engine can be optimized to improve the combustion efficiency.

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

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

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

[0082] The first ignition advance angle is added to the correction value to obtain a second ignition advance angle;

[0083] The engine exhaust temperature is obtained and compared with the boundary requirement, wherein the engine exhaust temperature is the exhaust temperature of the engine when the second ignition advance angle is applied;

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

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

[0086] According to the value of the second ignition advance angle to update the value of the first ignition advance angle means replacing the value of the first ignition advance angle with the value of the second ignition advance angle.

[0087] By adding the first ignition advance angle to the correction value to obtain the second ignition advance angle, and repeatedly performing this step, the ignition advance angle is gradually optimized. By performing multiple corrections, the optimal ignition advance angle is found. Since the relationship between the engine exhaust temperature and the boundary requirement is considered in the optimization process, the optimal ignition advance angle found finally 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 can be further optimized. Therefore, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, so as 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 taken as the optimal ignition advance angle.

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

[0091] The first average fuel consumption and the second average fuel consumption are obtained, and the fuel consumption reduction is calculated according to the first average fuel consumption and the second average fuel consumption, wherein the first average fuel consumption is the average fuel consumption of a plurality of engine ignition cycles in a state of ignition using the first ignition advance angle, and the second average fuel consumption is the average fuel consumption of a plurality of engine ignition cycles in a state of ignition using the second ignition advance angle;

[0092] The fuel consumption reduction is compared with the preset value;

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

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

[0095] In this embodiment, the engine economy and environmental protection are balanced by comprehensively considering the engine exhaust temperature and the fuel consumption reduction. The influence of the engine exhaust temperature is considered in the optimization process, so that the optimal ignition advance angle obtained can meet the specified requirements. The influence of the fuel 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, so as to have a more comprehensive performance evaluation index to avoid the one-sidedness brought by judging the optimal ignition advance angle from a single index.

[0097] Optionally, the preset value is determined through the characteristic curve of the engine according to the design performance index of the engine, such as the maximum power, the maximum torque, the economic speed, etc., so as to realize 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 exhaust temperature of the engine being less than or equal to the boundary requirement comprises:

[0099] According to 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.

[0100] The value of the first average gas consumption is updated according to the value of the second average gas consumption, which means that the value of the first average gas consumption is replaced by the value of the second average gas consumption.

[0101] The engine exhaust temperature being less than or equal to the boundary requirement, and the gas consumption reduction being greater than the preset value, indicates that the engine exhaust temperature meets the emission requirements, and the current second ignition advance angle has the possibility of further optimization, therefore, the value of the first ignition advance angle is updated according to the value of the second ignition advance angle, so as to iterate the data of the first ignition advance angle, thereby gradually approaching 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, so as to iterate the data of the first average gas consumption, thereby enabling the optimization step to 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, the step of accumulating the first ignition advance angle by a preset correction value until the engine exhaust temperature is greater than the boundary requirement to obtain the optimal ignition advance angle further comprises:

[0103] Obtaining the combustion state of the engine and determining whether the engine has knock;

[0104] The step of determining the first ignition advance angle as 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:

[0105] The first ignition advance angle is determined as 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, and / or, the engine having knock.

[0106] In this embodiment, the engine economy and environmental protection are balanced by comprehensively considering the engine exhaust temperature, the 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 obtained 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. Whether there is knock is considered in the optimization process to ensure that the optimization process will not cause knock due to excessive pursuit of optimization of the ignition advance angle, 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 the preset value, 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, comprises:

[0109] According to the engine exhaust temperature being less than or equal to the boundary requirement, and the gas consumption reduction being greater than the preset value, and the engine not occurring 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.

[0110] Through the embodiment, the influence of the engine exhaust temperature, the influence of the gas consumption reduction and whether the engine occurs knock are comprehensively considered in the optimization process of the ignition advance angle, so that a more comprehensive performance evaluation index is obtained.

[0111] The ignition advance angle optimization method of the embodiment can optimize the ignition advance angle by accumulating a preset correction value to the first ignition advance angle when the optimization condition is appropriate, so as to adaptively adjust the ignition advance angle of the off-road natural gas engine, thereby reducing the gas consumption of the off-road natural gas engine.

[0112] It should be understood that, although each step in the flowchart involved in each of the above embodiments is displayed in sequence according to the arrow, these steps are not necessarily executed in sequence according to the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other sequences. Moreover, at least part of the steps in the flowchart involved in each of the above embodiments can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of these steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least part of other steps or steps or stages in other steps.

[0113] Based on the same inventive concept, the present application also provides an ignition advance angle optimization device 1 for implementing the above-mentioned ignition advance angle optimization method. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described 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 in the above text, which will not be repeated here.

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

[0115] The acquisition and judgment module 100 is configured to acquire the running state of the engine and judge whether the optimization condition is met.

[0116] The acquisition module 200 is configured to acquire the first ignition advance angle according to the optimization condition being met.

[0117] The accumulation module 300 is configured to accumulate the first ignition advance angle by a preset correction value 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 application can optimize the ignition advance angle by accumulating the first ignition advance angle by a preset correction value when the optimization condition is suitable, so as to adaptively adjust the ignition advance angle of the off-road natural gas engine, thereby reducing the gas consumption of the off-road natural gas engine.

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

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

[0121] acquire the engine exhaust temperature and compare 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;

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

[0123] according to the engine exhaust temperature being greater than the boundary requirement, determine that the first ignition advance angle is the optimal ignition advance angle.

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

[0125] acquire the first average gas consumption and the second average gas consumption, and calculate a gas consumption reduction according to the first average gas consumption and the second average gas consumption, wherein the first average gas consumption is the average gas consumption of a plurality of engine ignition cycles when the first ignition advance angle is applied, and the second average gas consumption is the average gas consumption of a plurality of engine ignition cycles when the second ignition advance angle is applied;

[0126] compare the gas consumption reduction with a 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] 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, and / or according to the gas consumption reduction being less than or equal to the preset value.

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

[0130] According to 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 first spark advance angle value is updated according to the second spark advance angle value, and the first average gas consumption value is updated according to the second average gas consumption value.

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

[0132] obtain the combustion state of the engine, and determine whether knock occurs in the engine;

[0133] According to the engine exhaust temperature being greater than the boundary requirement, and / or, the gas consumption reduction being less than or equal to the preset value, and / or, the engine occurring knock, the first spark advance angle is determined as the optimal spark advance angle.

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

[0135] According to the engine exhaust temperature being less than or equal to the boundary requirement, and the gas consumption reduction being greater than the preset value, and the engine not occurring knock, the first spark advance angle value is updated according to the second spark advance angle value, and the first average gas consumption value is updated according to the second average gas consumption value.

[0136] In some embodiments, the obtaining and determining module 100 is further configured to:

[0137] obtain the working condition of the engine, and determine whether the engine is in a steady state working condition;

[0138] obtain the combustion state of the engine, and determine whether knock occurs in the engine;

[0139] obtain the exhaust temperature of the engine, and compare the exhaust temperature of the engine with the boundary requirement;

[0140] According to the engine being in the steady state working condition, and the engine not occurring 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;

[0141] According to the engine not being in the steady state working condition, and / or, the engine occurring knock, and / or, the exhaust temperature of the engine being greater than the boundary requirement, it is determined that the engine does not meet the optimization condition.

[0142] Embodiments of the present application also propose a computer device.

[0143] The computer device of the embodiments of the present application comprises a memory and a processor, the memory stores a computer program, and the processor implements the steps of the spark advance angle optimization method of the above embodiments when executing the computer program.

[0144] The computer device of the embodiment of the present application can implement the spark advance angle optimization method of the above embodiment when the processor executes the computer program, so that the spark advance angle can be optimized by adding a preset correction value to the first spark advance angle when the optimization condition is appropriate, so as to adaptively adjust the spark advance angle of the off-road natural gas engine, thereby reducing the gas consumption of the off-road natural gas engine.

[0145] Further, the computer device comprises a processor, a memory, an input / output interface (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 comprises 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 external devices. The communication interface of the computer device is used to communicate with external terminals through network connection. The computer program is executed by the processor to implement the above-mentioned spark advance angle optimization method.

[0146] The embodiment of the present application also proposes a computer storage medium.

[0147] The computer storage medium of the embodiment of the present application 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 spark advance angle optimization method of the above embodiment.

[0148] The computer device of the embodiment of the present application can make the one or more processors execute the spark advance angle optimization method of the above embodiment when the computer readable instructions are read by the one or more processors, so that the spark advance angle can be optimized by adding a preset correction value to the first spark advance angle when the optimization condition is appropriate, so as to adaptively adjust the spark advance angle of the off-road natural gas engine, thereby reducing the gas consumption of the off-road natural gas engine.

[0149] The logic and / or steps represented in flow diagrams or otherwise described herein, for example, can be considered as a sequence of executable instructions, and can be embodied in any computer-readable storage medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For purposes of this specification, a "computer-readable storage medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-readable storage medium can specifically include the following: electrical connection (electrical) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM) or flash memory, an optical fiber, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable storage medium can even be the paper or other suitable medium upon which the program can be printed, since the program can be electronically obtained, for example, by optically scanning the paper or other medium, then

[0150] It should be understood that portions of the application can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and as in another embodiment, any of the following technologies known in the art, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0151] The above merely describes preferred specific embodiments of the present application, but the protection scope of the present application is not limited thereto, any changes or replacements within the technical scope disclosed by the present application, which can be easily thought by those skilled in the art, should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for optimizing spark advance angle for a non-road natural gas engine, characterized in that, The method comprises: acquiring an operating state of the engine and determining whether an optimization condition is met; acquiring a first spark advance angle according to the optimization condition being met; adding a preset correction value to the first spark advance angle until the engine exhaust temperature is greater than a boundary requirement to obtain an optimal spark advance angle; the step of adding the preset correction value to the first spark advance angle until the engine exhaust temperature is greater than the boundary requirement to obtain the optimal spark advance angle comprises: adding the first spark advance angle and the correction value to obtain a second spark advance angle; acquiring the engine exhaust temperature and comparing the engine exhaust temperature with the boundary requirement, wherein the engine exhaust temperature is the engine exhaust temperature when the second spark advance angle is applied; according to the engine exhaust temperature being less than or equal to the boundary requirement, updating the value of the first spark advance angle according to the value of the second spark advance angle and repeating the above steps; according to the engine exhaust temperature being greater than the boundary requirement, determining that the first spark advance angle is the optimal spark advance angle; after the step of adding the first spark advance angle and the correction value to obtain the second spark advance angle, the step of adding the preset correction value to the first spark advance angle until the engine exhaust temperature is greater than the boundary requirement to obtain the optimal spark advance angle further comprises: acquiring a first average fuel consumption and a second average fuel consumption and calculating a fuel consumption reduction according to the first average fuel consumption and the second average fuel consumption, wherein the first average fuel consumption is the average fuel consumption of a plurality of engine ignition cycles in a state where the first spark advance angle is applied, and the second average fuel consumption is the average fuel consumption of a plurality of engine ignition cycles in a state where the second spark advance angle is applied; comparing the fuel consumption reduction with a preset value; the step of determining that the first spark advance angle is the optimal spark advance angle according to the engine exhaust temperature being greater than the boundary requirement comprises: determining that the first spark advance angle is the optimal spark advance angle according to the engine exhaust temperature being greater than the boundary requirement and / or according to the fuel consumption reduction being less than or equal to the preset value.

2. The method of claim 1, wherein, the step of updating the value of the first spark advance angle according to the value of the second spark advance angle according to the engine exhaust temperature being less than or equal to the boundary requirement comprises: updating the value of the first spark advance angle according to the value of the second spark advance angle and updating the value of the first average fuel consumption according to the value of the second average fuel consumption according to the engine exhaust temperature being less than or equal to the boundary requirement and the fuel consumption reduction being greater than the preset value.

3. The method of claim 2, wherein, after the step of adding the first spark advance angle and the correction value to obtain the second spark advance angle, the step of adding the preset correction value to the first spark advance angle until the engine exhaust temperature is greater than the boundary requirement to obtain the optimal spark advance angle further comprises: acquiring a combustion state of the engine and determining whether the engine is subjected to knock; the step of determining that the first spark advance angle is the optimal spark advance angle according to the engine exhaust temperature being greater than the boundary requirement and / or according to the fuel consumption reduction being less than or equal to the preset value comprises: According to the engine exhaust temperature greater than the boundary requirements, and / or, according to the gas consumption reduction is less than or equal to the preset value, and / or, the engine knock, judging the first ignition advance angle is the optimal ignition advance angle.

4. The method of claim 3, wherein, According to the engine exhaust temperature less than or equal to the boundary requirements, and, the gas consumption reduction is greater than the preset value, according to the second ignition advance angle of the value update the first ignition advance angle of the value, according to the second average gas consumption of the value update the first average gas consumption of the value step, including: According to the engine exhaust temperature less than or equal to the boundary requirements, and, the gas consumption reduction is greater than the preset value, and, the engine does not occur knock, according to the second ignition advance angle of the value update the first ignition advance angle of the value, according to the second average gas consumption of the value update the first average gas consumption of the value.

5. The method of claim 1, wherein, The step of obtaining the engine operating state and judging whether the optimization condition is met, comprising: Obtaining the engine operating state and judging whether the engine is in steady state; Obtaining the engine combustion state and judging whether the engine knock occurs; Obtaining the engine exhaust temperature and comparing the engine exhaust temperature with the boundary requirements; According to the engine in steady state, and, the engine does not occur knock, and, the engine exhaust temperature is less than or equal to the boundary requirements, judging that the engine meets the optimization condition; According to the engine does not in steady state, and / or, the engine knock occurs, and / or, the engine exhaust temperature is greater than the boundary requirements, judging that the engine does not meet the optimization condition.

6. An ignition timing optimization device characterized by comprising: Including: The acquisition module is used for obtaining the first ignition advance angle according to the optimization condition being met; The accumulation module is used for making the first ignition advance angle add the preset correction value until the engine exhaust temperature is greater than the boundary requirements, to obtain the optimal ignition advance angle; The accumulation module is also used for: Making the first ignition advance angle add the correction value to obtain the second ignition advance angle; Obtaining the engine exhaust temperature and comparing the engine exhaust temperature with the boundary requirements, wherein the engine exhaust temperature is the engine exhaust temperature when the second ignition advance angle is ignited; According to the engine exhaust temperature less than or equal to the boundary requirements, according to the second ignition advance angle of the value update the first ignition advance angle of the value, and repeating the above steps; According to the engine exhaust temperature greater than the boundary requirements, judging the first ignition advance angle is the optimal ignition advance angle; The accumulation module is also used for: Obtaining the first average gas consumption and the second average gas consumption, and calculating the gas consumption reduction according to the first average gas consumption and the second average gas consumption, wherein the first average gas consumption is the average gas consumption of multiple engine ignition periods in the state of the first ignition advance angle, and the second average gas consumption is the average gas consumption of multiple engine ignition periods in the state of the second ignition advance angle; Comparing the gas consumption reduction with the preset value; ​ 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 determined as the optimal ignition advance angle.

7. A computer device, comprising: The memory stores a computer program, and the processor executes the computer program to implement the steps of the ignition advance angle optimization method in any one of claims 1 to 5.

8. A computer storage medium, characterized in that The computer storage medium stores computer readable instructions, which are read by one or more processors to make the one or more processors execute the steps of the ignition advance angle optimization method in any one of claims 1 to 5.

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