Control method and system for electric injection type motorcycle inductance type ignition coil

Abstract

The invention relates to the technical field of ignition coils, and discloses a control method and system for an electric injection type motorcycle inductance type ignition coil, and the system comprises an engine, a knock sensor, a power supply device and a control part; the knock sensor is installed in an air cylinder of the engine. The control part is connected with the engine and the power supply device and comprises a base layer, a judgment layer, an optimization layer and a storage layer; wherein the base layer is configured to determine an initial ignition advance angle of the to-be-controlled ignition coil based on the analysis result; the judgment layer is configured to judge whether the initial ignition advance angle is optimized or not based on the air-fuel ratio; the optimization layer is configured to determine an optimization coefficient of the initial ignition advance angle according to the angle optimization factor and determine an optimized ignition advance angle; the storage layer is configured to store an angle optimization factor. The ignition accuracy of the ignition coil is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of ignition coils, and more particularly, to a control method and system for an inductive ignition coil of an electronic fuel injection motorcycle. Background Art

[0002] With the continuous development of motorcycle technology, electronic fuel injection motorcycles have become the mainstream products in the market. The electronic fuel injection system has higher fuel efficiency and lower emissions compared to the traditional carburetor system. As an important component in the electronic fuel injection system, the performance of the ignition coil directly affects the combustion efficiency and power output of the engine. However, existing ignition coil control methods often have problems such as inaccurate ignition advance angles and poor adaptability to the engine operating conditions, resulting in the inability to fully utilize the engine performance.

[0003] Therefore, it is necessary to design a control method and system for an inductive ignition coil of an electronic fuel injection motorcycle to solve the problems existing in the current technology. Summary of the Invention

[0004] In view of this, the present invention proposes a control method and system for an inductive ignition coil of an electronic fuel injection motorcycle, aiming to solve the problems in the current technology where the ignition coil control method often has inaccurate ignition advance angles and poor adaptability to the engine operating conditions, resulting in the inability to fully utilize the engine performance.

[0005] On one hand, the present invention proposes a control system for an inductive ignition coil of an electronic fuel injection motorcycle, including:

[0006] An engine, a knock sensor, a power supply device, and a control unit; the knock sensor is installed inside the cylinder of the engine; the control unit is connected to the engine and the power supply device, and the control unit includes a basic layer, a judgment layer, an optimization layer, and a storage layer; wherein,

[0007] The basic layer is configured to collect the operating data of the engine, parse the operating data, and determine the initial ignition advance angle of the ignition coil to be controlled based on the parsing result;

[0008] The judgment layer is configured to collect the air-fuel ratio of the engine and determine whether to optimize the initial ignition advance angle based on the air-fuel ratio;

[0009] The optimization layer is configured to, when the judgment layer determines to optimize the initial ignition advance angle, collect the intake air temperature of the cylinder, the engine coolant temperature, and the monitoring data of the knock sensor, calculate an angle optimization factor based on the intake air temperature, coolant temperature, and monitoring data, determine an optimization coefficient for the initial ignition advance angle according to the angle optimization factor, and determine the optimized ignition advance angle;

[0010] The storage layer is configured to store the angle optimization factor.

[0011] Further, when the base layer analyzes the operation data and determines the initial ignition advance angle of the ignition coil to be controlled based on the analysis result, it includes:

[0012] Analyze the operation data to obtain the engine speed and engine load;

[0013] Determine the base ignition advance angle of the ignition coil to be controlled according to the engine speed;

[0014] Collect the real-time voltage of the power supply device, and judge whether to adjust the base ignition advance angle according to the real-time voltage; if so, determine the adjustment coefficient of the base ignition advance angle according to the engine load, and obtain the initial ignition advance angle.

[0015] Further, when the base layer determines the base ignition advance angle of the ignition coil to be controlled according to the engine speed, it includes:

[0016] Compare the engine speed with a first engine speed and a second engine speed, and determine the base ignition advance angle according to the comparison result; wherein, the first engine speed is less than the second engine speed;

[0017] When the engine speed is less than or equal to the first engine speed, determine the base ignition advance angle as the first ignition advance angle;

[0018] When the engine speed is greater than the first engine speed and less than the second engine speed, determine the base ignition advance angle as the second ignition advance angle, and the second ignition advance angle is greater than the first ignition advance angle;

[0019] When the engine speed is greater than or equal to the second engine speed, determine the base ignition advance angle as the third ignition advance angle, and the third ignition advance angle is greater than the second ignition advance angle.

[0020] Further, when the base layer judges whether to adjust the base ignition advance angle according to the real-time voltage, it includes:

[0021] Obtain the voltage standard value corresponding to the real-time voltage;

[0022] Calculate the difference between the real-time voltage and the voltage standard value, and record it as the voltage difference;

[0023] Compare the voltage difference with the voltage difference threshold, and judge whether to adjust the base ignition advance angle according to the comparison result;

[0024] If the voltage difference is outside the voltage difference threshold, it is determined that the basic ignition advance angle is adjusted;

[0025] Otherwise, it is determined that the basic ignition advance angle is not adjusted, and the basic ignition advance angle is used as the initial ignition advance angle.

[0026] Further, when the basic layer determines the adjustment coefficient of the basic ignition advance angle according to the engine load and obtains the initial ignition advance angle, it includes:

[0027] Compare the engine load with the first engine load and the second engine load, and determine the adjustment coefficient of the basic ignition advance angle according to the comparison result; wherein, the first engine load is less than the second engine load;

[0028] Set an adjustment coefficient interval, wherein the adjustment coefficient interval includes a first adjustment coefficient, a second adjustment coefficient and a third adjustment coefficient;

[0029] When the engine load is less than or equal to the first engine load, determine that the adjustment coefficient of the basic ignition advance angle is the first adjustment coefficient;

[0030] When the engine load is greater than the first engine load and less than the second engine load, determine that the adjustment coefficient of the basic ignition advance angle is the second adjustment coefficient;

[0031] When the engine load is greater than or equal to the second engine load, determine that the adjustment coefficient of the basic ignition advance angle is the third adjustment coefficient;

[0032] Take the product value of the basic ignition advance angle and the adjustment coefficient as the initial ignition advance angle.

[0033] Further, when the judgment layer determines whether to optimize the initial ignition advance angle based on the air-fuel ratio, it includes:

[0034] Compare the air-fuel ratio with the air-fuel ratio threshold, and determine whether to optimize the initial ignition advance angle according to the comparison result;

[0035] If the air-fuel ratio is outside the air-fuel ratio threshold, it is determined that the initial ignition advance angle is optimized;

[0036] Otherwise, it is determined that the initial ignition advance angle is not optimized.

[0037] Further, when the optimization layer calculates the angle optimization factor based on the intake air temperature, the coolant temperature and the monitoring data, it includes:

[0038] The monitored data includes knock intensity, knock frequency, and knock duration;

[0039] Calculate the angle optimization factor based on the intake air temperature, coolant water temperature, knock intensity, knock frequency, and knock duration;

[0040] The angle optimization factor is obtained through the following formula:

[0041]

[0042] where Fopt represents the angle optimization factor; Ks represents knock intensity; fk represents knock frequency; Tk represents knock duration; Tin represents intake air temperature; Tw represents coolant water temperature; α1, α2, α3, β1, β2, β3 are preset coefficients.

[0043] Furthermore, when the optimization layer determines the optimization coefficient of the initial ignition advance angle according to the angle optimization factor and determines the optimized ignition advance angle, it includes:

[0044] Compare the angle optimization factor with historical data, and determine the optimization coefficient of the initial ignition advance angle according to the comparison result;

[0045] When there is a historical angle optimization factor in the historical data that is the same as the angle optimization factor, use the historical optimization coefficient corresponding to the historical angle optimization factor as the optimization coefficient, and use the product value of the historical optimization coefficient and the initial ignition advance angle as the optimized ignition advance angle;

[0046] When there is no historical angle optimization factor in the historical data that is the same as the angle optimization factor, calculate the difference between the angle optimization factor and the historical data one by one, and record it as the angle optimization difference. Extract the smallest angle optimization difference and record it as the minimum difference; Determine the optimization coefficient of the initial ignition advance angle according to the minimum difference, and determine the optimized ignition advance angle.

[0047] Furthermore, when the optimization layer determines the optimization coefficient of the initial ignition advance angle according to the minimum difference and determines the optimized ignition advance angle, it includes:

[0048] Compare the minimum difference with the first minimum difference and the second minimum difference, and determine the optimization coefficient of the initial ignition advance angle according to the comparison result; where the first minimum difference is less than the second minimum difference;

[0049] When the minimum difference is less than or equal to the first minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the first optimization coefficient;

[0050] When the minimum difference is greater than the first minimum difference and less than the second minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the second optimization coefficient, and the second optimization coefficient is less than the first optimization coefficient;

[0051] When the minimum difference is greater than or equal to the second minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the third optimization coefficient, and the third optimization coefficient is less than the second optimization coefficient;

[0052] Take the product value of the initial ignition advance angle and the optimization coefficient as the optimized ignition advance angle.

[0053] Compared with the prior art, the beneficial effects of the present invention are as follows: The beneficial effect of the control system for the inductive ignition coil of an electronic fuel injection motorcycle provided by the present invention is that it can accurately control the ignition advance angle of the ignition coil based on the operating data of the engine, the air-fuel ratio, the intake air temperature, the coolant temperature, and the monitoring data of the knock sensor. By analyzing the operating data, the initial ignition advance angle is determined, and further optimized according to the air-fuel ratio, the intake air temperature, the coolant temperature, and the knock situation, so as to obtain the optimized ignition advance angle. This method not only improves the ignition accuracy of the ignition coil, but also enhances the adaptability of the engine to the operating state, thereby improving the combustion efficiency and power output of the engine.

[0054] On the other hand, the present invention also proposes a control method for the inductive ignition coil of an electronic fuel injection motorcycle, including the following steps:

[0055] S100: Collect the operating data of the engine, analyze the operating data, and determine the initial ignition advance angle of the ignition coil to be controlled based on the analysis result;

[0056] S200: Collect the air-fuel ratio of the engine, and determine whether to optimize the initial ignition advance angle based on the air-fuel ratio;

[0057] S300: When the judgment layer determines to optimize the initial ignition advance angle, collect the intake air temperature of the cylinder, the coolant temperature of the engine, and the monitoring data of the knock sensor, calculate the angle optimization factor based on the intake air temperature, the coolant temperature, and the monitoring data, determine the optimization coefficient of the initial ignition advance angle according to the angle optimization factor, and determine the optimized ignition advance angle;

[0058] S400: Store the angle optimization factor.

[0059] It can be understood that the above control method and system for the inductive ignition coil of an electronic fuel injection motorcycle have the same beneficial effects, which will not be elaborated here. Description of the Drawings

[0060] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. Moreover, throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0061] Figure 1 It is a structural block diagram of a control system for an inductive ignition coil of an EFI motorcycle provided by an embodiment of the present invention;

[0062] Figure 2 It is a flowchart of a control method for an inductive ignition coil of an EFI motorcycle provided by an embodiment of the present invention. Specific Embodiments

[0063] Hereinafter, exemplary embodiments of the present disclosure will be described in more detail with reference to the drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be fully conveyed to those skilled in the art. It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other. Hereinafter, the present invention will be described in detail with reference to the drawings and in conjunction with the embodiments.

[0064] Referring to Figure 1 As shown, in some embodiments of the present application, the present embodiment provides a control system for an inductive ignition coil of an EFI motorcycle, including:

[0065] An engine, a knock sensor, a power supply device, and a control unit; the knock sensor is installed inside the cylinder of the engine; the control unit is connected to the engine and the power supply device, and the control unit includes a basic layer, a judgment layer, an optimization layer, and a storage layer; wherein,

[0066] The basic layer is configured to collect the operating data of the engine, analyze the operating data, and determine the initial ignition advance angle of the ignition coil to be controlled based on the analysis result;

[0067] The judgment layer is configured to collect the air-fuel ratio of the engine and determine whether to optimize the initial ignition advance angle based on the air-fuel ratio;

[0068] The optimization layer is configured to collect the intake air temperature of the cylinder, the engine coolant temperature, and the monitoring data of the knock sensor when the judgment layer determines that the initial ignition advance angle needs to be optimized, calculate an angle optimization factor based on the intake air temperature, the coolant temperature, and the monitoring data, determine an optimization coefficient for the initial ignition advance angle according to the angle optimization factor, and determine an optimized ignition advance angle.

[0069] The storage layer is configured to store the angle optimization factor.

[0070] It can be understood that the beneficial effect of the control system for the inductive ignition coil of an electronic fuel injection motorcycle provided in this embodiment is that it can accurately control the ignition advance angle of the ignition coil based on the engine operation data, air-fuel ratio, intake air temperature, coolant temperature, and the monitoring data of the knock sensor. By analyzing the operation data, the initial ignition advance angle is determined, and further optimized according to the air-fuel ratio, intake air temperature, coolant temperature, and knock condition, so as to obtain an optimized ignition advance angle. This method not only improves the ignition accuracy of the ignition coil, but also enhances the adaptability of the engine to the operating state, thereby improving the combustion efficiency and power output of the engine.

[0071] Specifically, when the basic layer analyzes the operation data and determines the initial ignition advance angle of the ignition coil to be controlled based on the analysis result, it includes:

[0072] Analyze the operation data to obtain the engine speed and engine load;

[0073] Determine the basic ignition advance angle of the ignition coil to be controlled according to the engine speed;

[0074] Collect the real-time voltage of the power supply device, and determine whether to adjust the basic ignition advance angle according to the real-time voltage; if so, determine an adjustment coefficient for the basic ignition advance angle according to the engine load, and obtain the initial ignition advance angle.

[0075] It can be understood that through the accurate identification of the engine speed, the system can determine a basic ignition advance angle, which is the basic basis for ignition control. At the same time, considering the possible impact of the real-time voltage of the power supply device on the ignition performance, the system further fine-tunes the basic ignition advance angle according to the real-time voltage. If the real-time voltage deviates from the normal range, the system will determine the adjustment coefficient according to the engine load, so as to ensure that the ignition coil can maintain stable ignition performance under various voltage conditions. This not only improves the adaptability of the ignition coil, but also further enhances the operating stability of the engine.

[0076] Specifically, when the basic layer determines the basic ignition advance angle of the ignition coil to be controlled according to the engine speed, it includes:

[0077] Compare the engine speed with a first engine speed and a second engine speed, and determine the basic ignition advance angle according to the comparison result; wherein, the first engine speed is less than the second engine speed;

[0078] When the engine speed is less than or equal to the first engine speed, determine the basic ignition advance angle as a first ignition advance angle;

[0079] When the engine speed is greater than the first engine speed and less than the second engine speed, determine the basic ignition advance angle as a second ignition advance angle, and the second ignition advance angle is greater than the first ignition advance angle;

[0080] When the engine speed is greater than or equal to the second engine speed, determine the basic ignition advance angle as a third ignition advance angle, and the third ignition advance angle is greater than the second ignition advance angle.

[0081] In this embodiment, the first engine speed and the second engine speed are preset based on common operating conditions of the engine. By comparing the engine speed with these two preset values, the system can intelligently select the most suitable basic ignition advance angle to meet the engine requirements under different operating conditions. This not only considers the ignition efficiency of the engine at different speeds but also ensures the stable operation of the engine under various operating conditions.

[0082] Specifically, when the basic layer determines whether to adjust the basic ignition advance angle according to the real-time voltage, it includes:

[0083] Obtain the voltage standard value corresponding to the real-time voltage;

[0084] Calculate the difference between the real-time voltage and the voltage standard value, and denote it as the voltage difference;

[0085] Compare the voltage difference with the voltage difference threshold, and determine whether to adjust the basic ignition advance angle according to the comparison result;

[0086] If the voltage difference is outside the voltage difference threshold, it is determined to adjust the basic ignition advance angle;

[0087] Otherwise, it is determined not to adjust the basic ignition advance angle, and use the basic ignition advance angle as the initial ignition advance angle.

[0088] In this embodiment, the voltage difference threshold is preset based on experimental data and engine operation experience. By calculating the difference between the real-time voltage and the voltage standard value and comparing it with the voltage difference threshold, the system can determine whether the real-time voltage of the power supply device is within the normal range. If the real-time voltage deviates from the normal range, that is, the voltage difference exceeds the voltage difference threshold, the system will adjust the basic ignition advance angle to ensure that the ignition coil can maintain stable ignition performance under various voltage conditions. This adjustment mechanism improves the adaptability of the ignition coil and the operation stability of the engine, thereby further enhancing the combustion efficiency and power output of the engine.

[0089] Specifically, when the basic layer determines the adjustment coefficient of the basic ignition advance angle according to the engine load and obtains the initial ignition advance angle, it includes:

[0090] Comparing the engine load with the first engine load and the second engine load, and determining the adjustment coefficient of the basic ignition advance angle according to the comparison result; wherein, the first engine load is less than the second engine load;

[0091] Setting an adjustment coefficient interval, wherein the adjustment coefficient interval includes a first adjustment coefficient, a second adjustment coefficient, and a third adjustment coefficient;

[0092] When the engine load is less than or equal to the first engine load, determining the adjustment coefficient of the basic ignition advance angle as the first adjustment coefficient;

[0093] When the engine load is greater than the first engine load and less than the second engine load, determining the adjustment coefficient of the basic ignition advance angle as the second adjustment coefficient;

[0094] When the engine load is greater than or equal to the second engine load, determining the adjustment coefficient of the basic ignition advance angle as the third adjustment coefficient;

[0095] Taking the product value of the basic ignition advance angle and the adjustment coefficient as the initial ignition advance angle.

[0096] In this embodiment, the first engine load and the second engine load are pre-set based on the common operating conditions of the engine and the ignition requirements. By comparing the engine load with these two preset values, and combining the adjustment coefficient interval, the system can intelligently determine the adjustment coefficient of the basic ignition advance angle. This adjustment mechanism enables the ignition advance angle of the ignition coil to adapt more accurately to the actual load conditions of the engine, thereby improving the ignition efficiency and the power output of the engine. Specifically, when the engine load is light, the system selects a smaller adjustment coefficient to avoid knock problems caused by excessive ignition advance angles; and when the engine load is heavy, the system selects a larger adjustment coefficient to ensure that the ignition coil can provide sufficient ignition energy to meet the high load requirements of the engine. This intelligent adjustment method not only improves the adaptability of the ignition coil, but also further enhances the operating stability and combustion efficiency of the engine under various operating conditions.

[0097] In this embodiment, the magnitude relationship among the first adjustment coefficient, the second adjustment coefficient and the third adjustment coefficient is that the first adjustment coefficient is smaller than the second adjustment coefficient, and the second adjustment coefficient is smaller than the third adjustment coefficient. This means that as the engine load increases, the adjustment coefficient of the basic ignition advance angle also increases accordingly, thereby ensuring that the ignition coil can provide a suitable ignition advance angle under various load conditions.

[0098] Specifically, when the judgment layer judges whether to optimize the initial ignition advance angle based on the air-fuel ratio, it includes:

[0099] Comparing the air-fuel ratio with an air-fuel ratio threshold, and determining whether to optimize the initial ignition advance angle according to the comparison result;

[0100] If the air-fuel ratio is outside the air-fuel ratio threshold, determining to optimize the initial ignition advance angle;

[0101] Otherwise, it is determined that the initial ignition advance angle is not optimized.

[0102] It is understandable that the air-fuel ratio is an important parameter in the operation of the engine, which directly affects the combustion efficiency and emission performance of the engine. In this embodiment, the system determines whether the current air-fuel ratio is within the ideal range through a preset air-fuel ratio threshold. If the air-fuel ratio deviates from the threshold, it means that the combustion state of the engine may be poor. At this time, the system will optimize the initial ignition advance angle to improve combustion efficiency and reduce emission pollution. This optimization strategy based on the air-fuel ratio enables the ignition advance angle of the ignition coil to adapt more flexibly to the actual operating state of the engine, thereby further improving the overall performance of the engine.

[0103] Specifically, when the optimization layer calculates the angle optimization factor based on the intake air temperature, cooling water temperature and monitoring data, it includes:

[0104] The monitored data includes knock intensity, knock frequency, and knock duration;

[0105] Calculate the angle optimization factor based on the intake air temperature, coolant water temperature, knock intensity, knock frequency, and knock duration;

[0106] The angle optimization factor is obtained through the following formula:

[0107]

[0108] Where, Fopt represents the angle optimization factor; Ks represents knock intensity; fk represents knock frequency; Tk represents knock duration; Tin represents intake air temperature; Tw represents coolant water temperature; α1, α2, α3, β1, β2, β3 are preset coefficients.

[0109] It can be understood that the angle optimization factor Fopt comprehensively considers the knock situation (including knock intensity, knock frequency, and knock duration) and the influence of intake air temperature and coolant water temperature on the ignition advance angle. Through the weighted calculation of the preset coefficients α1, α2, α3, β1, β2, β3, the system can more accurately evaluate the optimization requirements of the ignition advance angle. When the knock situation is relatively serious, the system will increase the angle optimization factor, thereby correspondingly adjusting the ignition advance angle to reduce the occurrence of knock and protect the engine from damage. At the same time, the changes in intake air temperature and coolant water temperature will also affect the working efficiency of the ignition coil and the combustion state of the engine. Therefore, incorporating these factors into the calculation of the angle optimization factor can further improve the accuracy and adaptability of ignition control.

[0110] In this embodiment, the preferred values of α1, α2, α3, β1, β2, β3 are 0.5, 0.3, 0.2, 0.4, 0.3, 0.3 respectively. These preset coefficients are obtained based on a large amount of experimental data and engine operation experience, aiming to ensure that the angle optimization factor can accurately reflect the actual operation state of the engine and provide a reliable basis for the optimization of the ignition advance angle.

[0111] Specifically, when the optimization layer determines the optimization coefficient of the initial ignition advance angle according to the angle optimization factor and determines the optimized ignition advance angle, it includes:

[0112] Compare the angle optimization factor with historical data, and determine the optimization coefficient of the initial ignition advance angle according to the comparison result;

[0113] When there is a historical angle optimization factor in the historical data that is the same as the angle optimization factor, use the historical optimization coefficient corresponding to the historical angle optimization factor as the optimization coefficient, and use the product value of the historical optimization coefficient and the initial ignition advance angle as the optimized ignition advance angle;

[0114] When there is no historical angle optimization factor in the historical data that is the same as the angle optimization factor, calculate the difference between the angle optimization factor and the historical data one by one, and record it as the angle optimization difference. Extract the smallest angle optimization difference and record it as the minimum difference; determine the optimization coefficient of the initial ignition advance angle according to the minimum difference, and determine the optimized ignition advance angle.

[0115] It can be understood that by comparing the angle optimization factor with the historical data, the system can more intelligently determine the optimization coefficient of the initial ignition advance angle. When there is a historical record in the historical data that exactly matches the current angle optimization factor, the system directly adopts the optimization coefficient corresponding to this historical record, which greatly improves the calculation efficiency and accuracy. When there is no exactly matching angle optimization factor in the historical data, the system will compare the difference between the current angle optimization factor and the historical data one by one, and select the historical record with the smallest difference as a reference. This optimization strategy based on the minimum difference enables the system to still make a relatively reasonable optimization decision in the absence of exactly matching data. The optimization coefficient determined by this method can not only adjust the ignition advance angle more precisely, but also effectively avoid the problems of over-adjustment or under-adjustment, so as to ensure that the engine can maintain the best combustion efficiency and power output under various working conditions.

[0116] Specifically, when the optimization layer determines the optimization coefficient of the initial ignition advance angle and determines the optimized ignition advance angle according to the minimum difference, it includes:

[0117] Compare the minimum difference with the first minimum difference and the second minimum difference, and determine the optimization coefficient of the initial ignition advance angle according to the comparison result; where the first minimum difference is less than the second minimum difference;

[0118] When the minimum difference is less than or equal to the first minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the first optimization coefficient;

[0119] When the minimum difference is greater than the first minimum difference and less than the second minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the second optimization coefficient, and the second optimization coefficient is less than the first optimization coefficient;

[0120] When the minimum difference is greater than or equal to the second minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the third optimization coefficient, and the third optimization coefficient is less than the second optimization coefficient;

[0121] Use the product value of the initial ignition advance angle and the optimization coefficient as the optimized ignition advance angle.

[0122] In this embodiment, the first minimum difference and the second minimum difference are preset based on historical data and engine operation experience. By comparing the minimum difference between the current angle optimization factor and historical data and comparing it with the first minimum difference and the second minimum difference, the system can intelligently select the most suitable optimization coefficient. This optimization strategy based on the minimum difference not only improves the accuracy of ignition control but also ensures that the engine can obtain the best ignition advance angle under various working conditions, thereby further improving the combustion efficiency and power output of the engine. This intelligent ignition control method not only improves the adaptability of the ignition coil and the operation stability of the engine but also brings a smoother and more efficient driving experience to motorcycle users.

[0123] In this embodiment, the magnitude relationship among the first optimization coefficient, the second optimization coefficient, and the third optimization coefficient is that the first optimization coefficient is greater than the second optimization coefficient, and the second optimization coefficient is greater than the third optimization coefficient.

[0124] Refer to Figure 2 As shown, in some embodiments of the present application, this embodiment provides a control method for an inductive ignition coil of an electronic fuel injection motorcycle, including the following steps:

[0125] S100: Collect the operation data of the engine, analyze the operation data, and determine the initial ignition advance angle of the ignition coil to be controlled based on the analysis result;

[0126] S200: Collect the air-fuel ratio of the engine and determine whether to optimize the initial ignition advance angle based on the air-fuel ratio;

[0127] S300: When the judgment layer determines to optimize the initial ignition advance angle, collect the intake air temperature of the cylinder, the engine coolant temperature, and the monitoring data of the knock sensor, calculate the angle optimization factor based on the intake air temperature, coolant temperature, and monitoring data, determine the optimization coefficient of the initial ignition advance angle according to the angle optimization factor, and determine the optimized ignition advance angle;

[0128] S400: Store the angle optimization factor.

[0129] Those skilled in the art should understand that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0130] The present application is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram can be implemented by computer program instructions, and the combination of the flows and / or blocks in the flowchart and / or block diagram can also be implemented. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in one Figure 1 flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0131] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured article including instruction means, and the instruction means implements the functions specified in one Figure 1 flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0132] These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process. Thus, the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one Figure 1 flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0133] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that: still can modify the specific implementation manners of the present invention or make equivalent replacements, and any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered within the protection scope of the claims of the present invention.

Claims

1. A control system for an inductive ignition coil of an electronic fuel injection motorcycle, characterized in that, Comprising: An engine, a knock sensor, a power supply device, and a control unit; the knock sensor is installed inside a cylinder of the engine; the control unit is connected to the engine and the power supply device, and the control unit includes a basic layer, a judgment layer, an optimization layer, and a storage layer; wherein, The basic layer is configured to collect operation data of the engine, analyze the operation data, and determine an initial ignition advance angle of an ignition coil to be controlled based on an analysis result; The judgment layer is configured to collect an air-fuel ratio of the engine and determine whether to optimize the initial ignition advance angle based on the air-fuel ratio; The optimization layer is configured to, when the judgment layer determines to optimize the initial ignition advance angle, collect an intake temperature of the cylinder, a cooling water temperature of the engine, and monitoring data of the knock sensor, calculate an angle optimization factor based on the intake temperature, the cooling water temperature, and the monitoring data, determine an optimization coefficient of the initial ignition advance angle according to the angle optimization factor, and determine an optimized ignition advance angle; The storage layer is configured to store the angle optimization factor.

2. The control system for an inductive ignition coil of an electronic fuel injection motorcycle according to claim 1, characterized in that, When the basic layer analyzes the operation data and determines the initial ignition advance angle of the ignition coil to be controlled based on the analysis result, it includes: Analyzing the operation data to obtain an engine speed and an engine load; Determining a basic ignition advance angle of the ignition coil to be controlled according to the engine speed; Collecting a real-time voltage of the power supply device, and determining whether to adjust the basic ignition advance angle according to the real-time voltage; if so, determining an adjustment coefficient of the basic ignition advance angle according to the engine load, and obtaining the initial ignition advance angle.

3. The control system for the inductive ignition coil of an electronic fuel injection motorcycle according to claim 2, characterized in that, When the basic layer determines the basic ignition advance angle of the ignition coil to be controlled according to the engine speed, it includes: Comparing the engine speed with a first engine speed and a second engine speed, and determining the basic ignition advance angle according to a comparison result; wherein, the first engine speed is less than the second engine speed; When the engine speed is less than or equal to the first engine speed, determining the basic ignition advance angle as a first ignition advance angle; When the engine speed is greater than the first engine speed and less than the second engine speed, determining the basic ignition advance angle as a second ignition advance angle, and the second ignition advance angle is greater than the first ignition advance angle; When the engine speed is greater than or equal to the second engine speed, determining the basic ignition advance angle as a third ignition advance angle, and the third ignition advance angle is greater than the second ignition advance angle.

4. The control system for an inductive ignition coil of an electronic fuel injection motorcycle according to claim 3, wherein When the basic layer determines whether to adjust the basic ignition advance angle according to the real-time voltage, it includes: Obtaining a voltage standard value corresponding to the real-time voltage; Calculating a difference between the real-time voltage and the voltage standard value, and denoting it as a voltage difference; Comparing the voltage difference with a voltage difference threshold, and determining whether to adjust the basic ignition advance angle according to a comparison result; If the voltage difference is outside the voltage difference threshold, it is determined to adjust the basic ignition advance angle; Otherwise, it is determined that the basic ignition advance angle is not adjusted, and the basic ignition advance angle is used as the initial ignition advance angle.

5. The control system for an inductive ignition coil of an electronically fuel-injected motorcycle according to claim 4, wherein When the basic layer determines the adjustment coefficient of the basic ignition advance angle according to the engine load and obtains the initial ignition advance angle, it includes: Comparing the engine load with a first engine load and a second engine load, and determining the adjustment coefficient of the basic ignition advance angle according to the comparison result; wherein, the first engine load is less than the second engine load; Setting an adjustment coefficient range, wherein the adjustment coefficient range includes a first adjustment coefficient, a second adjustment coefficient, and a third adjustment coefficient; When the engine load is less than or equal to the first engine load, determining that the adjustment coefficient of the basic ignition advance angle is the first adjustment coefficient; When the engine load is greater than the first engine load and less than the second engine load, determining that the adjustment coefficient of the basic ignition advance angle is the second adjustment coefficient; When the engine load is greater than or equal to the second engine load, determining that the adjustment coefficient of the basic ignition advance angle is the third adjustment coefficient; Taking the product value of the basic ignition advance angle and the adjustment coefficient as the initial ignition advance angle.

6. The control system for an inductive ignition coil of an electronic fuel injection motorcycle according to claim 5, characterized in that, When the judgment layer determines whether to optimize the initial ignition advance angle based on the air-fuel ratio, it includes: Comparing the air-fuel ratio with an air-fuel ratio threshold, and determining whether to optimize the initial ignition advance angle according to the comparison result; If the air-fuel ratio is outside the air-fuel ratio threshold, it is determined to optimize the initial ignition advance angle; Otherwise, it is determined that the initial ignition advance angle is not optimized.

7. The control system for the inductive ignition coil of an electronic fuel injection motorcycle according to claim 6, characterized in that, When the optimization layer calculates the angle optimization factor based on the intake air temperature, the coolant temperature, and the monitoring data, it includes: The monitoring data includes knock intensity, knock frequency, and knock duration; Calculating the angle optimization factor according to the intake air temperature, the coolant temperature, the knock intensity, the knock frequency, and the knock duration; The angle optimization factor is obtained through the following formula: Wherein, Fopt represents the angle optimization factor; Ks represents the knock intensity; fk represents the knock frequency; Tk represents the knock duration; Tin represents the intake air temperature; Tw represents the coolant temperature; α1, α2, α3, β1, β2, β3 are preset coefficients.

8. The control system for an inductive ignition coil of an electronic fuel injection motorcycle according to claim 7, wherein, When the optimization layer determines the optimization coefficient of the initial ignition advance angle according to the angle optimization factor and determines the optimized ignition advance angle, it includes: Comparing the angle optimization factor with historical data, and determining the optimization coefficient of the initial ignition advance angle according to the comparison result; When there is a historical angle optimization factor in the historical data that is the same as the angle optimization factor, taking the historical optimization coefficient corresponding to the historical angle optimization factor as the optimization coefficient, and taking the product value of the historical optimization coefficient and the initial ignition advance angle as the optimized ignition advance angle; When there is no historical angle optimization factor in the historical data that is the same as the angle optimization factor, calculate the difference between the angle optimization factor and the historical data one by one, and record it as the angle optimization difference. Extract the smallest angle optimization difference and record it as the minimum difference. Determine the optimization coefficient of the initial ignition advance angle based on the minimum difference, and determine the optimized ignition advance angle.

9. The control system for an inductive ignition coil of an electronic fuel injection motorcycle according to claim 8, characterized in that, When the optimization layer determines the optimization coefficient of the initial ignition advance angle and determines the optimized ignition advance angle, it includes: Compare the minimum difference with the first minimum difference and the second minimum difference, and determine the optimization coefficient of the initial ignition advance angle according to the comparison result. Among them, the first minimum difference is less than the second minimum difference. When the minimum difference is less than or equal to the first minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the first optimization coefficient. When the minimum difference is greater than the first minimum difference and less than the second minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the second optimization coefficient, and the second optimization coefficient is less than the first optimization coefficient. When the minimum difference is greater than or equal to the second minimum difference, determine that the optimization coefficient of the initial ignition advance angle is the third optimization coefficient, and the third optimization coefficient is less than the second optimization coefficient. Take the product value of the initial ignition advance angle and the optimization coefficient as the optimized ignition advance angle.

10. A control method for an inductive ignition coil of an EFI motorcycle, which is applied to the control system for an inductive ignition coil of an EFI motorcycle according to any one of claims 1-9, characterized in that, It includes: Collect the operating data of the engine, parse the operating data, and determine the initial ignition advance angle of the ignition coil to be controlled based on the parsing result. Collect the air-fuel ratio of the engine, and determine whether to optimize the initial ignition advance angle based on the air-fuel ratio. When the judgment layer determines to optimize the initial ignition advance angle, collect the intake air temperature of the cylinder, the coolant temperature of the engine, and the monitoring data of the knock sensor, calculate the angle optimization factor based on the intake air temperature, coolant temperature, and monitoring data, determine the optimization coefficient of the initial ignition advance angle according to the angle optimization factor, and determine the optimized ignition advance angle. Store the angle optimization factor.

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