Ignition angle control method and device, electronic equipment and storage medium

Abstract

The invention relates to an ignition angle control method and device, electronic equipment and a storage medium. According to the method, the state of a basic condition flag bit can be determined according to engine information under the current working condition, and the basic condition flag bit is determined under the condition that the model calculation EGR rate is allowed to be adjusted; and determining the state of a function flag bit based on the current engine information under the condition that the duration of the basic condition flag bit meets a first preset duration, and determining whether to enter ignition angle positive learning or ignition angle negative learning according to the knock expression of the engine within the first preset duration under the condition of the function flag bit, therefore, the model calculation EGR rate can be adjusted according to the ignition angle negative learning or the ignition angle positive learning, the ignition angle is indirectly adjusted by adjusting the actual EGR rate, the purpose of fine control over the ignition angle according to the knocking performance of the current working condition is achieved, and the effect that the EGR rate is exerted to the maximum extent to improve the engine heat efficiency is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of engine ignition angles, and particularly relates to a method and device for controlling an ignition angle, an electronic device, and a storage medium. Background Art

[0002] Exhaust Gas Recirculation (EGR) refers to returning a part of the exhaust gas discharged from the engine to the intake manifold and re-entering the cylinder together with the fresh air-fuel mixture. An appropriate EGR rate can significantly reduce the combustion temperature, thereby reducing the tendency of knocking. Therefore, at a large compression ratio, with a large EGR rate, a more advanced ignition angle can be used to maximize the improvement of combustion and then enhance the engine thermal efficiency.

[0003] Since the EGR rate cannot be directly measured, in the current Engine Management System (EMS), the defined model calculates the EGR rate = the exhaust gas flow entering the manifold through the EGR valve / (the fresh air entering the manifold + the exhaust gas flow entering the manifold through the EGR valve). To calibrate the calculation model of the EGR rate, it is necessary to measure the CO2 flow rates of the intake manifold and the exhaust pipe on the test bench using a carbon dioxide (CO2) meter, and then calculate the actual EGR rate physically present in the intake pipe under the current working conditions. By adjusting the model, the deviation between the EGR rate calculated inside the Electronic Control Unit (ECU) of the calibrated engine and the actual EGR rate physically present is controlled within ±1%. Thus, after mass production, the model-calculated EGR rate obtained by calculating with the ECU internal model can represent the EGR rate physically present under the current working conditions. However, since the actual EGR rate physically present in the engine is affected by many boundary factors, such as the back pressure of the exhaust system, the flow characteristics of the EGR valve, and the cooling capacity of the EGR cooler. In addition, the hardware boundaries of the engine also have a greater impact on the knocking tendency, such as a compression ratio close to the upper limit and stronger airway tumble. Therefore, even during bench calibration, after selecting a median engine, controlling the system back pressure at the median of the design value, and selecting a suitable VVT + optimal EGR rate + corresponding ignition angle, due to the influence of various boundary factors, for the same calibration data, when running on different vehicles under different boundaries, there will be a certain difference between the model-calculated EGR rate calculated by the EMS and the actual EGR rate physically present, resulting in significant differences in the knocking performance under certain operating conditions. Therefore, how to adaptively and accurately adjust the ignition angle for a specific working condition according to the knocking performance of the specific working condition has become an urgent problem to be solved. Summary of the Invention

[0004] To solve the above technical problems or at least partially solve the above technical problems, the present application provides an ignition angle control method, device, electronic device and storage medium.

[0005] In a first aspect, the present application provides an ignition angle control method, the method comprising:

[0006] Determine the status of the basic condition flag based on the current engine information; wherein, setting the basic condition flag indicates that adjustment of the model-calculated EGR rate is allowed;

[0007] When the basic condition flag is set and the setting duration meets a first preset duration, determine the status of the function flag based on the current engine information; wherein, setting the function flag indicates that ignition angle adaptive learning is allowed;

[0008] When the function flag is set, determine to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the model-calculated EGR rate according to the first learning result of the negative ignition angle learning or the second learning result of the positive ignition angle learning, so as to adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate.

[0009] Optionally, determining the status of the basic condition flag based on the current engine information includes:

[0010] Obtain the current engine information from the engine management system; wherein, the current engine information at least includes engine speed, engine load, required EGR rate and model-calculated EGR rate;

[0011] When the engine speed is greater than the speed threshold, the engine load is greater than the load threshold, the required EGR rate is greater than the EGR rate threshold, and the model-calculated EGR rate is greater than the EGR rate threshold, determine that the basic condition flag is set.

[0012] Optionally, the current engine information further includes the pressure ratio before and after the EGR valve, the actual opening of the EGR valve, the intake manifold temperature and the engine water temperature;

[0013] When the basic condition flag is set and the setting duration meets the first preset duration, determining the status of the function flag based on the current engine information includes:

[0014] When the basic condition flag is set and the set duration meets the first preset duration, determine the intake manifold temperature change range according to the intake manifold temperature, determine the engine coolant temperature change range according to the engine coolant temperature, determine the EGR rate change range according to the EGR rate calculated by the model, determine the engine speed change range according to the engine speed, and determine the engine load change range according to the engine load;

[0015] When the pressure ratio before and after the EGR valve is less than the first pressure ratio threshold, the actual opening of the EGR valve is less than the opening threshold, the duration during which the intake manifold temperature change range is less than the first threshold is greater than or equal to the first preset duration, the duration during which the engine coolant temperature change range is less than the second threshold is greater than or equal to the first preset duration, the duration during which the EGR rate change range is less than the third threshold is greater than or equal to the first preset duration, the duration during which the engine speed change range is less than the fourth threshold is greater than or equal to the first preset duration, and the absolute value of the engine load change range is less than the fifth threshold, determine that the function flag is set.

[0016] Optionally, the current engine information further includes the cumulative value of the knock determination flag bit and the ignition angle retard of each cylinder;

[0017] When the function flag is set, determine to enter positive ignition angle learning or negative ignition angle learning according to the knock performance of the engine within the first preset duration, including:

[0018] When the function flag is set, determine the maximum first ignition angle retard and the first average ignition angle retard according to the ignition angle retard of each cylinder within the first preset duration; wherein, the maximum first ignition angle retard is the absolute value of the maximum value of the ignition angle retard of each cylinder within the first preset duration, and the first average ignition angle retard is the absolute value of the average value of the ignition angle retard of each cylinder within the first preset duration;

[0019] If the cumulative value of the first knock determination flag bit within the first preset duration is within the first interval, the maximum first ignition angle retard is within the second interval, and the pressure ratio before and after the EGR valve is less than the first pressure ratio threshold, then the ignition angle adaptive negative learning flag bit is set and enter negative ignition angle learning; wherein, the range of the first interval is greater than or equal to the first cumulative threshold and less than or equal to the second cumulative threshold; the range of the second interval is greater than or equal to the first retard threshold and less than or equal to the second retard threshold;

[0020] If the cumulative value of the first knock determination flag bit within the first preset duration is zero, the average ignition angle retard is zero, and the pressure ratio before and after the EGR valve is less than the second pressure ratio threshold, then the ignition angle adaptive positive learning flag bit is set and enter positive ignition angle learning.

[0021] Optionally, the ignition angle adaptive negative learning flag is set, and ignition angle negative learning is entered, including:

[0022] Obtain the current first coefficient and the negative adjustment step size;

[0023] Adjust the first coefficient according to the negative adjustment step size to obtain the current negative coefficient;

[0024] Multiply the EGR rate calculated by the model by the current negative coefficient to obtain the current negative EGR rate;

[0025] When performing closed-loop control according to the current negative EGR rate, obtain the cumulative value of the second knock determination flag bit and the second average ignition angle retard within the second preset time period; wherein, the second average ignition angle retard is the absolute value of the average value of the ignition angle retards of each cylinder within the second preset time period;

[0026] If the cumulative value of the second knock determination flag bit is greater than or equal to the cumulative value of the first knock determination flag bit, or the second average ignition angle retard is greater than or equal to the first average ignition angle retard, then exit the ignition angle negative learning;

[0027] If the cumulative value of the second knock determination flag bit is less than the cumulative value of the first knock determination flag bit, the second average ignition angle retard is less than the first average ignition angle retard, the second average ignition angle retard is greater than the third retard threshold, and the pressure ratio before and after the EGR valve is less than the third pressure ratio threshold, then continue to adjust the first coefficient according to the negative adjustment step size, and re-execute the step of multiplying the EGR rate calculated by the model by the current negative coefficient to obtain the current negative EGR rate until the steps of obtaining the cumulative value of the second knock determination flag bit and the second average ignition angle retard within the second preset time period when performing closed-loop control according to the current negative EGR rate are satisfied until the preset negative learning stop condition is met, and store the current negative coefficient; wherein, the negative learning stop condition includes that the second average ignition angle retard is less than the third retard threshold or the pressure ratio before and after the EGR valve is greater than the third pressure ratio threshold;

[0028] Correct the EGR rate calculated by the model according to the current negative coefficient to obtain the corrected negative EGR rate;

[0029] Perform closed-loop control according to the difference between the required EGR rate and the corrected negative EGR rate to control the ignition angle.

[0030] Optionally, the ignition angle adaptive positive learning flag is set, and ignition angle positive learning is entered, including:

[0031] Obtain the current second coefficient and the positive adjustment step size;

[0032] Adjust the second coefficient according to the forward adjustment step size to obtain the current forward coefficient;

[0033] Multiply the EGR rate calculated by the model by the current forward coefficient to obtain the current forward EGR rate;

[0034] When performing closed-loop control according to the current forward EGR rate, obtain the cumulative value of the third knock determination flag bit, the maximum second ignition angle retard, and the third average ignition angle retard within a third preset time period; wherein, the maximum second ignition angle retard is the absolute value of the maximum value of the ignition angle retards of each cylinder within the third preset time period, and the third average ignition angle retard is the absolute value of the average value of the ignition angle retards of each cylinder within the third preset time period;

[0035] If a preset forward learning stop condition is satisfied, store the current forward coefficient; wherein, the forward learning stop condition includes that the cumulative value of the third knock determination flag bit within the third preset time period is within a third interval, the maximum second ignition angle retard is within a fourth interval, and the third average ignition angle retard is less than a fourth retard threshold; wherein, the range of the third interval is greater than a third cumulative threshold and less than a fourth cumulative threshold; the range of the fourth interval is greater than a fifth retard threshold and less than a sixth retard threshold;

[0036] If the forward learning stop condition is not satisfied, continue to adjust the second coefficient according to the forward adjustment step size, and re-execute the step of multiplying the EGR rate calculated by the model by the current forward coefficient to obtain the current forward EGR rate until the steps of obtaining the cumulative value of the third knock determination flag bit, the maximum second ignition angle retard, and the third average ignition angle retard within the third preset time period when performing closed-loop control according to the current forward EGR rate are performed until the forward learning stop condition is satisfied;

[0037] Correct the EGR rate calculated by the model according to the current forward coefficient to obtain a corrected forward EGR rate;

[0038] Control the ignition angle according to the corrected forward EGR rate.

[0039] Optionally, the method further includes:

[0040] When the forward learning of the ignition angle or the negative learning of the ignition angle is completed, reset the basic condition flag bit and reset the function flag bit.

[0041] In a second aspect, the present application provides an ignition angle control device, and the device includes:

[0042] A first determination module, configured to determine the status of a basic condition flag bit based on current engine information; wherein, setting the basic condition flag bit indicates that adjustment of the EGR rate calculated by the model is allowed;

[0043] A second determination module, configured to determine the status of a function flag bit based on the current engine information when the basic condition flag bit is set and the set duration meets a first preset duration; wherein, setting the function flag bit indicates that ignition angle adaptive learning is allowed;

[0044] An adjustment module, configured to, when the function flag bit is set, determine to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the EGR rate calculated by the model according to the first learning result of the negative ignition angle learning or the second learning result of the positive ignition angle learning, adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate.

[0045] In a third aspect, the present application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory complete communication with each other through the communication bus;

[0046] The memory is used to store a computer program;

[0047] The processor is configured to, when executing the program stored on the memory, implement the steps of the ignition angle control method according to any one of the embodiments in the first aspect.

[0048] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the ignition angle control method according to any one of the embodiments in the first aspect are implemented.

[0049] Advantages of the present application:

[0050] The method provided by the embodiment of the present application determines the state of the basic condition flag bit based on the current engine information; wherein, setting the basic condition flag bit indicates that adjustment of the EGR rate calculated by the model is allowed; when the basic condition flag bit is set and the setting duration meets the first preset duration, the state of the function flag bit is determined based on the current engine information; wherein, setting the function flag bit indicates that ignition angle adaptive learning is allowed; when the function flag bit is set, determine whether to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the EGR rate calculated by the model according to the first learning result of the negative ignition angle learning or the second learning result of the positive ignition angle learning, so as to adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate. This method can determine the state of the basic condition flag bit according to the engine information under the current working condition, set the basic condition flag bit when adjustment of the EGR rate calculated by the model is allowed, and when the setting duration of the basic condition flag bit meets the first preset duration, determine the state of the function flag bit based on the current engine information. When the function flag bit allowing ignition angle adaptive learning is set, determine whether to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so that the EGR rate calculated by the model can be adjusted after negative ignition angle learning or positive ignition angle learning, and then the ignition angle can be indirectly adjusted by adjusting the actual EGR rate, achieving the purpose of precisely controlling the ignition angle according to the knocking performance under the current working condition, and realizing the effect of maximizing the improvement of the engine thermal efficiency by the EGR rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present application and used together with the specification to explain the principles of the present application.

[0052] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the accompanying drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, other accompanying drawings can be obtained based on these drawings without creative efforts.

[0053] Figure 1 It is a system architecture diagram of an ignition angle control method provided by an embodiment of the present application;

[0054] Figure 2 It is a flowchart of an ignition angle control method provided by an embodiment of the present application;

[0055] Figure 3Structural schematic diagram of an ignition angle control device provided by an embodiment of the present application;

[0056] Figure 4 Structural schematic diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0057] The following will illustrate the implementation manners of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. The present application can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for explaining the present application, rather than limiting the protection scope of the present application.

[0058] The first embodiment of the present application provides an ignition angle control method, which can be applied to a system architecture as Figure 1 shown. The system architecture at least includes a data acquisition module 101 and a data processing module 102, and a communication connection is established between the data acquisition module 101 and the data processing module 102. The data acquisition module 101 can acquire current engine information. The data processing module 102 can analyze the knocking performance of the engine based on the engine information, and control the entry into positive ignition angle learning or negative ignition angle learning. Thus, the EGR rate calculated by the model can be adjusted according to the negative ignition angle learning or positive ignition angle learning, and then the actual EGR rate can be indirectly adjusted by adjusting the actual EGR rate, so as to achieve the purpose of precisely controlling the ignition angle according to the knocking performance of the current working condition, and realize the effect of maximizing the improvement of the engine thermal efficiency by the EGR rate. Specifically, the system architecture can be a vehicle, and the type of the vehicle is not limited, and it can be any vehicle supporting the EGR technology.

[0059] Next, based on this system architecture, the ignition angle control method will be described in detail. As Figure 2 shown, the ignition angle control method includes:

[0060] Step 201, determining the state of the basic condition flag bit based on the current engine information; wherein, setting the basic condition flag bit indicates that the adjustment of the EGR rate calculated by the model is allowed.

[0061] Various signals characterizing the current engine information can be collected from the engine management system (EMS). For example, engine speed, engine load, required EGR rate, model-calculated EGR rate, intake manifold temperature, engine coolant temperature, pressure ratio before and after the EGR valve, actual opening of the EGR valve, cumulative value of the knock determination flag bit, and ignition angle retardation of each cylinder can be collected. The state of the basic condition flag bit is determined according to the current engine information. The basic condition flag bit can also be called the basic condition flag bit for the ignition angle adaptive adjustment function based on the EGR rate. Setting the basic condition flag bit indicates that adjustment of the model-calculated EGR rate is allowed. The basic condition flag bit has a certain working range and is not used when the EGR rate is not working or when the EGR rate has reached the physical limit ability.

[0062] In one embodiment, determining the state of the basic condition flag bit based on the current engine information includes: obtaining the current engine information from the engine management system; wherein, the current engine information at least includes engine speed, engine load, required EGR rate, and model-calculated EGR rate; and determining that the basic condition flag bit is set when the engine speed is greater than the speed threshold, the engine load is greater than the load threshold, the required EGR rate is greater than the EGR rate threshold, and the model-calculated EGR rate is greater than the EGR rate threshold.

[0063] In this embodiment, when the engine speed is greater than the speed threshold (such as threshold Y1), the engine load is greater than the load threshold (such as threshold Y2), the required EGR rate is greater than the EGR rate threshold (such as threshold Y3), and the model-calculated EGR rate is greater than the EGR rate threshold (threshold Y3), it is determined that the basic condition flag bit is set. That is, when the above conditions are simultaneously satisfied, it indicates that the EGR technology is being used and the EGR rate has not reached the physical limit. At this time, the basic condition flag bit can be set. In this embodiment, the above judgment conditions are mainly used to determine whether the engine is in a relatively stable working condition and whether there is enough adjustment space for the EGR rate.

[0064] Step 202, when the basic condition flag bit is set and the set duration meets the first preset duration, determine the state of the function flag bit based on the current engine information; wherein, setting the function flag bit indicates that ignition angle adaptive learning is allowed.

[0065] When the basic condition flag bit is set and the set duration meets the first preset duration T1, it can be determined according to the current engine information whether ignition angle adaptive learning is allowed. If allowed, the function flag bit is set. The function flag bit can also be called the ignition angle adaptive function flag bit based on the EGR rate.

[0066] In one embodiment, when the basic condition flag is set and the set duration meets the first preset duration, determining the state of the function flag based on the current engine information includes: when the basic condition flag is set and the set duration meets the first preset duration, determining the intake manifold temperature change range according to the intake manifold temperature, determining the engine water temperature change range according to the engine water temperature, determining the EGR rate change range according to the model-calculated EGR rate, determining the engine speed change range according to the engine speed, and determining the engine load change range according to the engine load; when the pressure ratio before and after the EGR valve is less than the first pressure ratio threshold, the actual opening of the EGR valve is less than the opening threshold, the duration during which the intake manifold temperature change range is less than the first threshold is greater than or equal to the first preset duration, the duration during which the engine water temperature change range is less than the second threshold is greater than or equal to the first preset duration, the duration during which the EGR rate change range is less than the third threshold is greater than or equal to the first preset duration, the duration during which the engine speed change range is less than the fourth threshold is greater than or equal to the first preset duration, and the absolute value of the engine load change range is less than the fifth threshold, determining that the function flag is set.

[0067] In this embodiment, when the basic condition flag is set and the set duration meets the first preset duration T1, the intake manifold temperature change range, the engine water temperature change range, the EGR rate change range, the engine speed change range, and the engine load change range within the duration of T1 can be calculated. If all of the following requirements are met: the pressure ratio before and after the EGR valve < the first pressure ratio threshold (such as threshold A, and A can be set to 0.91), the actual opening of the EGR valve < the opening threshold (such as threshold B, and B can be set to 50%), the duration during which the intake manifold temperature change range < the first threshold (such as threshold C) ≥ the first preset duration, the duration during which the engine water temperature change range < the second threshold (such as threshold D) ≥ the first preset duration, the duration during which the EGR rate change range < the third threshold (such as threshold E) ≥ the first preset duration, the duration during which the engine speed change range < the fourth threshold (such as threshold F) ≥ the first preset duration, and the absolute value of the engine load change range < the fifth threshold (such as threshold G), then it is determined that the function flag is set. As long as one of the above conditions is not met, the function flag is not set, and continuous monitoring is performed until the conditions are met. It should be noted that each threshold here can be preset as needed, and the specific values of the thresholds are not limited in the embodiments of the present application.

[0068] Step 203, when the function flag is set, determine whether to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the EGR rate calculated by the model according to the first learning result of negative ignition angle learning or the second learning result of positive ignition angle learning, so as to adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate.

[0069] This method can determine the state of the basic condition flag according to the engine information under the current working condition. When it is allowed to adjust the EGR rate calculated by the model, the basic condition flag is set. When the duration for which the basic condition flag is set meets the first preset duration, the state of the function flag is determined based on the current engine information. When the function flag allowing adaptive ignition angle learning is set, determine whether to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so that the EGR rate calculated by the model can be adjusted after negative ignition angle learning or positive ignition angle learning, and then indirectly adjust the ignition angle by adjusting the actual EGR rate, achieving the purpose of precisely controlling the ignition angle according to the knocking performance under the current working condition and realizing the effect of maximizing the improvement of the engine thermal efficiency by the EGR rate.

[0070] In one embodiment, when the function flag is set, determining whether to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration includes: when the function flag is set, determine the maximum first ignition angle retard and the first average ignition angle retard according to the ignition angle retards of each cylinder within the first preset duration; wherein, the maximum first ignition angle retard is the absolute value of the maximum value among the ignition angle retards of each cylinder within the first preset duration, and the first average ignition angle retard is the absolute value of the average value of the ignition angle retards of each cylinder within the first preset duration; if the cumulative value of the first knocking determination flag within the first preset duration is within the first interval, the maximum first ignition angle retard is within the second interval, and the pressure ratio before and after the EGR valve is less than the first pressure ratio threshold, then the ignition angle adaptive negative learning flag is set and negative ignition angle learning is entered; wherein, the range of the first interval is greater than or equal to the first cumulative threshold and less than or equal to the second cumulative threshold; the range of the second interval is greater than or equal to the first retard threshold and less than or equal to the second retard threshold; if the cumulative value of the first knocking determination flag within the first preset duration is zero, the average ignition angle retard is zero, and the pressure ratio before and after the EGR valve is less than the second pressure ratio threshold, then the ignition angle adaptive positive learning flag is set and positive ignition angle learning is entered.

[0071] In this embodiment, when the function flag is set, some parameters within the first preset duration T1 can be continuously tracked to determine whether to enter the positive ignition angle learning or the negative ignition angle learning. The parameters for determination can include, for example, the maximum first ignition angle retard, the first average ignition angle retard, the cumulative value of the first knock determination flag bit, the pressure ratio before and after the EGR valve, etc. For example, within the T1 period, if the first cumulative threshold (such as threshold K1) ≤ the cumulative value of the first knock determination flag bit ≤ the second cumulative threshold (such as threshold K2), and the first retard threshold (such as threshold F1) ≤ the maximum first ignition angle retard caused by knock ≤ the second retard threshold (such as threshold F2), and the pressure ratio before and after the EGR valve < the first pressure ratio threshold (such as threshold A), then the ignition angle adaptive negative learning flag bit is set, and the negative ignition angle learning is entered. The judgment conditions here are used to determine whether the knock intensity has exceeded the safe range under the steady-state working condition within the T1 duration. If so, positive ignition angle learning needs to be performed to appropriately increase the EGR rate to reduce the knock intensity.

[0072] If within the T1 period, the cumulative value of the first knock determination flag bit = 0, the first average ignition angle retard caused by knock = 0, and the pressure ratio before and after the EGR valve < the second pressure ratio threshold (such as threshold A1), then the ignition angle adaptive positive learning flag bit is set, and the positive ignition angle learning is entered. The judgment conditions here are used to determine whether there is no knock at all under the steady-state working condition within the T1 duration. If so, there may be too low a knock tendency due to individual differences or boundary differences, and positive ignition angle learning under this working condition needs to be increased to improve the combustion efficiency under this working condition.

[0073] It should be noted that each threshold involved in this embodiment can be preset as needed, and the specific values of the thresholds are not limited in this embodiment.

[0074] Next, the specific steps of the negative ignition angle learning and the positive ignition angle learning will be described in detail respectively.

[0075] In one embodiment, when the ignition angle adaptive negative learning flag is set and the ignition angle negative learning is entered, the following steps are included: obtaining the current first coefficient and the negative adjustment step size; adjusting the first coefficient according to the negative adjustment step size to obtain the current negative coefficient; multiplying the model-calculated EGR rate by the current negative coefficient to obtain the current negative EGR rate; when performing closed-loop control according to the current negative EGR rate, obtaining the cumulative value of the second knock determination flag bit and the second average ignition angle retard within the second preset time period; wherein, the second average ignition angle retard is the absolute value of the average of the ignition angle retards of each cylinder within the second preset time period; if the cumulative value of the second knock determination flag bit is greater than or equal to the cumulative value of the first knock determination flag bit, or the second average ignition angle retard is greater than or equal to the first average ignition angle retard, then the ignition angle negative learning is exited; if the cumulative value of the second knock determination flag bit is less than the cumulative value of the first knock determination flag bit, the second average ignition angle retard is less than the first average ignition angle retard, the second average ignition angle retard is greater than the third retard threshold, and the pressure ratio before and after the EGR valve is less than the third pressure ratio threshold, then the first coefficient is continuously adjusted according to the negative adjustment step size, and the step of multiplying the model-calculated EGR rate by the current negative coefficient to obtain the current negative EGR rate is re-executed until, when performing closed-loop control according to the current negative EGR rate, the steps of obtaining the cumulative value of the second knock determination flag bit and the second average ignition angle retard within the second preset time period are performed until the preset negative learning stop condition is satisfied, and the current negative coefficient is stored; wherein, the negative learning stop condition includes that the second average ignition angle retard is less than the third retard threshold or the pressure ratio before and after the EGR valve is greater than the third pressure ratio threshold; correcting the model-calculated EGR rate according to the current negative coefficient to obtain the corrected negative EGR rate; performing closed-loop control according to the difference between the required EGR rate and the corrected negative EGR rate to control the ignition angle.

[0076] In this embodiment, first, the current first coefficient (such as f1, and the initial value of f1 can be 1) and the negative adjustment step size (the step size can be 0.01) are obtained. The current negative coefficient can be 1 - 0.01 = 0.99. Multiply the EGR rate calculated by the model by 0.99 to obtain the current negative EGR rate (when f1 decreases by one step size, the value of the EGR rate calculated by the model becomes smaller, making the EGR rate calculated by the model less than the required EGR rate. At this time, the EGR valve will increase the opening degree to adjust the value of the EGR rate calculated by the model, thereby increasing the actual EGR rate physically present). Perform closed-loop control of the EGR rate according to the current negative EGR rate and stabilize for the second preset duration T2. Calculate whether the average retardation angle of the four cylinders caused by knocking during T2 has improved. If the cumulative value of the second knocking determination flag bit during the T2 period ≥ the cumulative value of the first knocking determination flag bit during the T1 period, or the second average ignition angle retardation during the T2 period ≥ the first average ignition angle retardation during the T1 period, it means that the adaptive negative learning has no effect, that is, increasing the actual EGR rate physically present cannot improve knocking. Then obviously there are other factors affecting knocking, such as poor-quality fuel, serious carbon deposition on the piston top, or other abnormal conditions. At this time, it is necessary to exit the ignition angle negative learning function to protect the engine. When exiting the ignition angle negative learning, the ignition angle adaptive negative learning flag bit based on the EGR rate can be reset to 0.

[0077] If the following conditions are simultaneously met: the cumulative value of the second knocking determination flag bit < the cumulative value of the first knocking determination flag bit, the second average ignition angle retardation < the first average ignition angle retardation, the second average ignition angle retardation > the third retardation threshold (such as the threshold F3), and the pressure ratio before and after the EGR valve < the third pressure ratio threshold (such as the threshold A2), then continue to adjust the first coefficient according to the negative adjustment step size (that is, subtract another negative adjustment step size, such as 0.99 - 0.01 = 0.98), and observe and evaluate again after continuously lasting for T2 duration until the preset negative learning stop condition is met: the second average ignition angle retardation < the third retardation threshold (such as the threshold F3) or the pressure ratio before and after the EGR valve > the third pressure ratio threshold (such as the threshold A2). At this time, store the current negative coefficient, correct the EGR rate calculated by the model according to the current negative coefficient to obtain the corrected negative EGR rate; perform closed-loop control according to the difference between the required EGR rate and the corrected negative EGR rate to control the ignition angle. Through adaptive negative learning, the actual EGR flow rate entering the cylinder can be increased to achieve the purpose of reducing the knocking phenomenon.

[0078] In one embodiment, when the ignition angle adaptive positive learning flag is set, the ignition angle positive learning is entered, including: obtaining the current second coefficient and the positive adjustment step size; adjusting the second coefficient according to the positive adjustment step size to obtain the current positive coefficient; multiplying the model-calculated EGR rate by the current positive coefficient to obtain the current positive EGR rate; when performing closed-loop control according to the current positive EGR rate, obtaining the cumulative value of the third knock determination flag bit, the maximum second ignition angle retardation, and the third average ignition angle retardation within the third preset time period; wherein, the maximum second ignition angle retardation is the absolute value of the maximum value among the ignition angle retardations of each cylinder within the third preset time period, and the third average ignition angle retardation is the absolute value of the average value of the ignition angle retardations of each cylinder within the third preset time period; if the preset positive learning stop condition is satisfied, storing the current positive coefficient; wherein, the positive learning stop condition includes that the cumulative value of the third knock determination flag bit within the third preset time period is within the third interval, the maximum second ignition angle retardation is within the fourth interval, and the third average ignition angle retardation is less than the fourth retardation threshold; wherein, the range of the third interval is greater than the third cumulative threshold and less than the fourth cumulative threshold; the range of the fourth interval is greater than the fifth retardation threshold and less than the sixth retardation threshold; if the positive learning stop condition is not satisfied, continue to adjust the second coefficient according to the positive adjustment step size, and re-execute the step of multiplying the model-calculated EGR rate by the current positive coefficient to obtain the current positive EGR rate, until the cumulative value of the third knock determination flag bit, the maximum second ignition angle retardation, and the third average ignition angle retardation within the third preset time period are obtained when performing closed-loop control according to the current positive EGR rate, until the positive learning stop condition is satisfied; correcting the model-calculated EGR rate according to the current positive coefficient to obtain the corrected positive EGR rate; controlling the ignition angle according to the corrected positive EGR rate.

[0079] In this embodiment, first, the current second coefficient (such as f2, and the initial value of f1 can be 1) and the positive adjustment step (the step can be 0.01) are obtained. The current positive coefficient can be 1 + 0.01 = 1.01. Multiply the EGR rate calculated by the model by 1.01 to obtain the current positive EGR rate (when f1 increases by one step, the value of the EGR rate calculated by the model becomes larger, making the EGR rate calculated by the model greater than the required EGR rate. At this time, the EGR valve will adjust the value of the EGR rate of the model to be smaller by reducing the opening degree, thereby reducing the actual EGR rate in physical existence). Perform closed-loop control of the EGR rate according to the current positive EGR rate and stabilize for the third preset duration T3 (it should be noted that T3 can be equal to T2). Calculate whether the average retardation of the four cylinders caused by knocking during T3 has improved. If during the T3 period, the following positive learning stop conditions are simultaneously met: the third cumulative threshold (such as threshold N1) ≤ the cumulative value of the third knocking determination flag ≤ the fourth cumulative threshold (such as threshold N2) and the fifth retardation threshold (such as threshold F5) ≤ the maximum second ignition angle retardation caused by knocking ≤ the sixth retardation threshold (such as threshold F6) and the third average ignition angle retardation < the fourth retardation threshold (such as threshold F4), then stop the positive learning of the ignition angle, store the current positive coefficient, correct the EGR rate calculated by the model according to the current positive coefficient to obtain the corrected positive EGR rate; control the ignition angle according to the corrected positive EGR rate. After obtaining the corrected EGR rate calculated by the model, a look-up table can be performed based on the ignition angle offset pulse table to obtain the ignition angle correction value. Positive learning will gradually increase the ignition angle. By increasing the ignition angle, the combustion can be adjusted to the knocking boundary, thereby reducing the probability of knocking and achieving precise adjustment of the ignition angle under the current working condition. If the above positive learning stop conditions are not met, then increase f2 by one step and repeat the cycle until the above positive learning stop conditions are met.

[0080] In one embodiment, the method further includes: when the positive learning or negative learning of the ignition angle is completed, reset the basic condition flag bit and reset the function flag bit.

[0081] In this embodiment, when the positive learning or negative learning of the ignition angle is completed, the basic condition flag bit can be reset to false, and the function flag bit can be reset to false. At the same time, the ignition angle adaptive negative learning flag bit based on the EGR rate is reset to false, the ignition angle adaptive positive learning flag bit based on the EGR rate is reset to false, the coefficient f1 is reset to 1, and the coefficient f2 is reset to 1 to initialize the system so that it can directly enter the control process during the next ignition angle control.

[0082] Based on the same inventive concept, the second embodiment of the present application provides an ignition angle control device, as Figure 3 , the device includes:

[0083] The first determination module 301 is configured to determine the status of a basic condition flag based on current engine information; wherein, setting the basic condition flag indicates that adjustment of the EGR rate calculated by the model is allowed.

[0084] The second determination module 302 is configured to determine the status of a function flag based on the current engine information when the basic condition flag is set and the set duration meets a first preset duration; wherein, setting the function flag indicates that ignition angle adaptive learning is allowed.

[0085] The adjustment module 303 is configured to, when the function flag is set, determine to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the EGR rate calculated by the model according to the first learning result of the negative ignition angle learning or the second learning result of the positive ignition angle learning, adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate.

[0086] The device can determine the status of the basic condition flag according to the engine information under the current working condition, set the basic condition flag when adjustment of the EGR rate calculated by the model is allowed, and determine the status of the function flag based on the current engine information when the set duration of the basic condition flag meets the first preset duration. When the function flag allowing ignition angle adaptive learning is set, it is determined to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so that the EGR rate calculated by the model can be adjusted after negative ignition angle learning or positive ignition angle learning, and then the ignition angle can be indirectly adjusted by adjusting the actual EGR rate, achieving the purpose of precisely controlling the ignition angle according to the knocking performance under the current working condition and realizing the effect of maximizing the improvement of the engine thermal efficiency by the EGR rate.

[0087] As Figure 4 shown, the third embodiment of the present application provides an electronic device, including a processor 111, a communication interface 112, a memory 113, and a communication bus 114. Among them, the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114.

[0088] The memory 113 is used to store a computer program.

[0089] In one embodiment, when the processor 111 executes the program stored on the memory 113, it implements the ignition angle control method provided in any one of the foregoing method embodiments.

[0090] In the above-mentioned electronic device, the memory and the processor communicate through a communication bus and a communication interface. The communication bus can be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc.

[0091] The memory can include a Random Access Memory (RAM), and can also include a non-volatile memory, such as at least one disk memory. Optionally, the memory can also be at least one storage device located far from the aforementioned processor.

[0092] The above-mentioned processor can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0093] The fourth embodiment of the present application provides a computer-readable medium having non-volatile program code executable by a processor.

[0094] Optionally, in the embodiments of the present application, the computer-readable medium is configured to store program code for the processor to execute the above method.

[0095] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0096] When the embodiments of the present application are specifically implemented, reference can be made to the above various embodiments, and corresponding technical effects can be achieved.

[0097] It will be understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or any combination thereof. For a hardware implementation, the processing unit can be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions of the present application, or any combination thereof.

[0098] For a software implementation, the techniques herein can be implemented by units that execute the functions herein. The software code can be stored in a memory and executed by a processor. The memory can be implemented within the processor or externally to the processor.

[0099] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in connection with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may use different methods for each specific application to implement the described functions, but such implementation should not be considered to exceed the scope of the present application.

[0100] Those skilled in the art can clearly understand that for the sake of convenience and brevity of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein.

[0101] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules is only a logical function division, and there may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the couplings or direct couplings or communication connections shown or discussed with each other can be through some interfaces, and the indirect couplings or communication connections of devices or units can be in electrical, mechanical, or other forms.

[0102] The unit described as a separation component may or may not be physically separated. The component displayed as a unit may or may not be a physical unit, that is, it may be located in one place or distributed across multiple network units. Some or all of these units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0103] In addition, in each embodiment of the present application, each functional unit can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit.

[0104] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0105] It should be noted that in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0106] The above embodiments are only preferred embodiments given to fully illustrate the present application, and the protection scope of the present application is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present application are within the protection scope of the present application.

Claims

1. An ignition angle control method, characterized in that, The method includes: Determining the status of a basic condition flag bit based on current engine information; wherein, setting the basic condition flag bit indicates that adjustment of the EGR rate calculated by the model is allowed; When the basic condition flag bit is set and the setting duration meets a first preset duration, determining the status of a function flag bit based on the current engine information; wherein, setting the function flag bit indicates that ignition angle adaptive learning is allowed; When the function flag bit is set, determining to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the EGR rate calculated by the model according to the first learning result of the negative ignition angle learning or the second learning result of the positive ignition angle learning, adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate.

2. The method according to claim 1, wherein Determining the status of the basic condition flag bit based on current engine information includes: Obtaining current engine information from the engine management system; wherein, the current engine information at least includes engine speed, engine load, required EGR rate, and EGR rate calculated by the model; When the engine speed is greater than a speed threshold, the engine load is greater than a load threshold, the required EGR rate is greater than an EGR rate threshold, and the EGR rate calculated by the model is greater than the EGR rate threshold, determining that the basic condition flag bit is set.

3. The method according to claim 2, wherein The current engine information further includes the pressure ratio before and after the EGR valve, the actual opening of the EGR valve, the intake manifold temperature, and the engine water temperature; When the basic condition flag bit is set and the setting duration meets the first preset duration, determining the status of the function flag bit based on the current engine information includes: When the basic condition flag bit is set and the setting duration meets the first preset duration, determining the change range of the intake manifold temperature according to the intake manifold temperature, determining the change range of the engine water temperature according to the engine water temperature, determining the change range of the EGR rate according to the EGR rate calculated by the model, determining the change range of the engine speed according to the engine speed, and determining the change range of the engine load according to the engine load; When the pressure ratio before and after the EGR valve is less than a first pressure ratio threshold, the actual opening of the EGR valve is less than an opening threshold, the duration for which the change range of the intake manifold temperature is less than a first threshold is greater than or equal to the first preset duration, the duration for which the change range of the engine water temperature is less than a second threshold is greater than or equal to the first preset duration, the duration for which the change range of the EGR rate is less than a third threshold is greater than or equal to the first preset duration, the duration for which the change range of the engine speed is less than a fourth threshold is greater than or equal to the first preset duration, and the absolute value of the change range of the engine load is less than a fifth threshold, determining that the function flag bit is set.

4. The method according to claim 3, characterized in that The current engine information further includes the cumulative value of the knocking determination flag bit and the ignition angle retard of each cylinder; When the function flag is set, determining to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration includes: When the function flag is set, determining the maximum first ignition angle retard and the first average ignition angle retard according to the ignition angle retards of each cylinder within the first preset duration; wherein, the maximum first ignition angle retard is the absolute value of the maximum value among the ignition angle retards of each cylinder within the first preset duration, and the first average ignition angle retard is the absolute value of the average value of the ignition angle retards of each cylinder within the first preset duration; If the cumulative value of the first knocking determination flag within the first preset duration is in the first interval, the maximum first ignition angle retard is in the second interval, and the pressure ratio before and after the EGR valve is less than the first pressure ratio threshold, then the ignition angle adaptive negative learning flag is set, and negative ignition angle learning is entered; wherein, the range of the first interval is greater than or equal to the first cumulative threshold and less than or equal to the second cumulative threshold; the range of the second interval is greater than or equal to the first retard threshold and less than or equal to the second retard threshold; If the cumulative value of the first knocking determination flag within the first preset duration is zero, the average ignition angle retard is zero, and the pressure ratio before and after the EGR valve is less than the second pressure ratio threshold, then the ignition angle adaptive positive learning flag is set, and positive ignition angle learning is entered.

5. The method according to claim 4, wherein The ignition angle adaptive negative learning flag is set, and entering negative ignition angle learning includes: Obtaining the current first coefficient and the negative adjustment step size; Adjusting the first coefficient according to the negative adjustment step size to obtain the current negative coefficient; Multiplying the EGR rate calculated by the model by the current negative coefficient to obtain the current negative EGR rate; When performing closed-loop control according to the current negative EGR rate, obtaining the cumulative value of the second knocking determination flag and the second average ignition angle retard within the second preset duration; wherein, the second average ignition angle retard is the absolute value of the average value of the ignition angle retards of each cylinder within the second preset duration; If the cumulative value of the second knocking determination flag is greater than or equal to the cumulative value of the first knocking determination flag, or the second average ignition angle retard is greater than or equal to the first average ignition angle retard, then negative ignition angle learning is exited; If the cumulative value of the second knock determination flag bit is less than the cumulative value of the first knock determination flag bit, the second average ignition angle retard is less than the first average ignition angle retard, the second average ignition angle retard is greater than the third retard threshold, and the pressure ratio before and after the EGR valve is less than the third pressure ratio threshold, then continue to adjust the first coefficient according to the negative adjustment step size, and re-execute the step of multiplying the EGR rate calculated by the model by the current negative coefficient to obtain the current negative EGR rate until the step of obtaining the cumulative value of the second knock determination flag bit and the second average ignition angle retard within the second preset duration under the condition of closed-loop control according to the current negative EGR rate is satisfied, until the preset negative learning stop condition is met, and store the current negative coefficient; wherein, the negative learning stop condition includes that the second average ignition angle retard is less than the third retard threshold or the pressure ratio before and after the EGR valve is greater than the third pressure ratio threshold; Correct the EGR rate calculated by the model according to the current negative coefficient to obtain the corrected negative EGR rate; Perform closed-loop control according to the difference between the required EGR rate and the corrected negative EGR rate to control the ignition angle.

6. The method according to claim 4, characterized in that, Set the ignition angle adaptive positive learning flag bit and enter the ignition angle positive learning, including: Obtain the current second coefficient and the positive adjustment step size; Adjust the second coefficient according to the positive adjustment step size to obtain the current positive coefficient; Multiply the EGR rate calculated by the model by the current positive coefficient to obtain the current positive EGR rate; Under the condition of closed-loop control according to the current positive EGR rate, obtain the cumulative value of the third knock determination flag bit, the maximum second ignition angle retard, and the third average ignition angle retard within the third preset duration; wherein, the maximum second ignition angle retard is the absolute value of the maximum of the ignition angle retards of each cylinder within the third preset duration, and the third average ignition angle retard is the absolute value of the average of the ignition angle retards of each cylinder within the third preset duration; If the preset positive learning stop condition is met, store the current positive coefficient; wherein, the positive learning stop condition includes that the cumulative value of the third knock determination flag bit within the third preset duration is in the third interval, the maximum second ignition angle retard is in the fourth interval, and the third average ignition angle retard is less than the fourth retard threshold; wherein, the range of the third interval is greater than the third cumulative threshold and less than the fourth cumulative threshold; the range of the fourth interval is greater than the fifth retard threshold and less than the sixth retard threshold; If the positive learning stop condition is not met, continue to adjust the second coefficient according to the positive adjustment step size, and re-execute the step of multiplying the EGR rate calculated by the model by the current positive coefficient to obtain the current positive EGR rate until the step of obtaining the cumulative value of the third knock determination flag bit, the maximum second ignition angle retard, and the third average ignition angle retard within the third preset duration under the condition of closed-loop control according to the current positive EGR rate is satisfied until the positive learning stop condition is met; Correct the EGR rate calculated by the model according to the current positive coefficient to obtain the corrected positive EGR rate; Control the ignition angle according to the corrected positive EGR rate.

7. The method according to claim 1, characterized in that, The method further includes: When the positive ignition angle learning or the negative ignition angle learning is completed, reset the basic condition flag bit and the function flag bit.

8. An ignition angle control device, characterized in that, The device includes: A first determination module, configured to determine the state of the basic condition flag bit based on current engine information; wherein, setting the basic condition flag bit indicates that adjustment of the EGR rate calculated by the model is allowed; A second determination module, configured to determine the state of the function flag bit based on the current engine information when the basic condition flag bit is set and the setting duration meets a first preset duration; wherein, setting the function flag bit indicates that ignition angle adaptive learning is allowed; An adjustment module, configured to, when the function flag bit is set, determine to enter positive ignition angle learning or negative ignition angle learning according to the knocking performance of the engine within the first preset duration, so as to adjust the EGR rate calculated by the model according to the first learning result of the negative ignition angle learning or the second learning result of the positive ignition angle learning, so as to adjust the actual EGR rate, and control the ignition angle of the engine according to the actual EGR rate.

9. An electronic device, characterized in that, It includes a processor, a communication interface, a memory and a communication bus. Among them, the processor, the communication interface and the memory complete mutual communication through the communication bus; The memory is used to store a computer program; The processor is configured to implement the method according to any one of claims 1-7 when executing the program stored on the memory.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is executed by the processor, the method according to any one of claims 1-7 is implemented.

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