Engine control method, engine and vehicle

Abstract

The invention relates to the technical field of engines, and provides an engine control method, an engine and a vehicle. A basic ignition angle and a current knock retreat angle of the engine and a target retreat angle correction parameter determined based on a fuel octane number are obtained; in response to the fact that the current knock retreat angle meets the preset correction condition, the basic ignition angle is corrected according to the target retreat angle correction parameter, and a target ignition angle is obtained; and controlling the engine to execute ignition operation based on the target ignition angle. In other words, the influence of gasoline fuel is considered in the ignition angle correction process, different fuel qualities are compatible, the knocking occurrence probability is further reduced, and the situation that after engine performance degradation caused by preignition and knocking of an engine, the engine performance cannot meet the requirement of a whole vehicle is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to an engine control method, an engine and a vehicle. BACKGROUND

[0002] In order to pursue higher thermal efficiency, hybrid vehicles usually adopt the strategy of high compression ratio and large ignition angle to control engine operation. A larger ignition angle can cause the mixture to be ignited too early, increasing the portion of the mixture that burns during compression in the engine, and thus causing the pressure and temperature in the engine combustion chamber to rise sharply. At this time, if the fuel anti-knock property is insufficient, knock phenomenon is easily caused.

[0003] Although the engine can correct the ignition angle of the engine through knockback angle after knock occurs, to reduce the probability of knock in the next ignition operation of the engine. However, due to the fact that the engine control data is calibrated using standard fuel in a standard test room, and the quality of the fuel actually added to the vehicle is different, the corrected engine may still have abnormal phenomena such as knock or pre-ignition. SUMMARY

[0004] Therefore, the purpose of the present application is to provide an engine control method, an engine and a vehicle to solve the problem that the quality of the fuel actually added to the vehicle is different, and thus the corrected engine may still have abnormal phenomena such as knock or pre-ignition.

[0005] To achieve the above purpose, the present application provides an engine control method, comprising: obtaining a basic ignition angle of an engine, a current knockback angle and a target knockback correction parameter determined based on an octane number of fuel; in response to determining that the current knockback angle meets a preset correction condition, correcting the basic ignition angle according to the target knockback correction parameter to obtain a target ignition angle; controlling the engine to perform an ignition operation based on the target ignition angle.

[0006] Based on the same inventive concept, the present application also provides an engine control device, comprising: an obtaining module configured to obtain a basic ignition angle of an engine, a current knockback angle and a target knockback correction parameter determined based on an octane number of fuel; a correction module configured to, in response to determining that the current knockback angle meets a preset correction condition, correct the basic ignition angle according to the target knockback correction parameter to obtain a target ignition angle; a control module configured to control the engine to perform an ignition operation based on the target ignition angle.

[0007] Based on the same inventive concept, the disclosure also provides an engine comprising an electronic device, the electronic device comprising a memory, a processor, and a computer program stored on the memory and executable by the processor, the processor implementing the method as described above when executing the computer program.

[0008] Based on the same inventive concept, the disclosure also provides a vehicle comprising a controller for executing the method as described above.

[0009] Based on the same inventive concept, the disclosure also provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the method as described above.

[0010] As can be seen from the above, the engine control method, engine and vehicle provided by the present application obtain a basic ignition angle of an engine, a current knockback angle and a target back angle correction parameter determined based on an octane number of fuel, and when it is determined that the current knockback angle meets a preset correction condition, it indicates that the vehicle still has a risk of knock. The basic ignition angle is corrected according to the target back angle correction parameter to obtain a target ignition angle, and the engine is controlled to perform an ignition operation based on the target ignition angle. The octane number in the fuel is an index that affects the knock and pre-ignition of the engine of the vehicle, and the target back angle correction parameter is an adjustment angle of the ignition angle corresponding to the octane number of the currently added fuel. By correcting the basic ignition angle according to the target back angle correction parameter, the influence of the fuel is considered in the process of correcting the ignition angle, different fuel qualities are compatible, the probability of knock occurrence is further reduced, and the phenomenon that the engine performance cannot meet the vehicle demand after the engine performance is attenuated due to pre-ignition and knock is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the present application or related art, the drawings needed to be used in the embodiments or related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0012] Figure 1 Flowchart of the engine control method of the embodiment of the present application Figure 1 ; Figure 2 Flowchart of the engine control method of the embodiment of the present application Figure 2 ; Figure 3 Flowchart of the engine control method of the embodiment of the present application Figure 3 ; Figure 4 Flow chart of engine control method according to an embodiment of the present application Figure 4 Figure 5 Flow chart of engine control method according to an embodiment of the present application Figure 5 Figure 6 Flow chart of engine control method according to an embodiment of the present application Figure 6 Figure 7 Flow chart of engine control method according to an embodiment of the present application Figure 7 Figure 8 Schematic diagram of engine control device according to an embodiment of the present application Figure 9 Schematic diagram of electronic device according to an embodiment of the present application DETAILED DESCRIPTION

[0013] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0014] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be understood as the common meanings understood by those with ordinary skills in the art to which the present application belongs. The terms "first", "second" and similar terms used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0015] Engine ignition angle refers to the crankshaft rotation angle of the spark plug at the ignition time in the compression stroke relative to the piston reaching top dead center. It is a key parameter in the engine control system, directly affecting the combustion efficiency, power output and emission performance. Ignition advance angle can make the combustion process complete exactly when the piston reaches top dead center, at which time the energy generated by combustion can be maximally converted into mechanical work, effectively improving thermal efficiency.

[0016] ​​​​To achieve higher thermal efficiency, vehicles typically use a larger ignition angle to control engine operation. However, a larger ignition angle causes the air-fuel mixture to burn prematurely before the piston reaches top dead center. This results in a rapid increase in combustion gas pressure while the piston is still moving upwards, creating resistance to piston movement, increasing compression work, and impacting thermal efficiency. Furthermore, if the fuel's anti-knock properties are insufficient, premature combustion can also cause engine knocking, which further reduces thermal efficiency and damages engine components, affecting their lifespan. Different fuels have varying anti-knock properties, resulting in different combustion rates. Fuels with high anti-knock properties can use a larger ignition advance angle to improve thermal efficiency.

[0017] Knock is a violent and non-uniform combustion phenomenon inside an engine. It generates a powerful pressure wave that impacts the internal structure of the engine, resulting in a decrease in the engine's output power and a rapid increase in the internal temperature of the engine.

[0018] Although the ignition timing can be corrected by adjusting the knock angle after engine knocking occurs, thus reducing the probability of knocking during the next ignition operation, the engine control data is calibrated in a standard laboratory using standard fuel; that is, the knock angle is an angle value determined under standard fuel conditions.

[0019] However, the actual quality of fuel added to the vehicle may differ, meaning the actual fuel in the engine differs from the standard fuel. The knock angle adjustment is a passive correction based on the ignition angle data corresponding to the standard fuel. Therefore, simply correcting the ignition angle using the knock angle adjustment alone cannot guarantee that the corrected ignition angle meets the requirements of the actual fuel in the engine. Consequently, the engine may still experience knocking or pre-ignition.

[0020] The following is in conjunction with the appendix Figures 1 to 9 The present application will be described in conjunction with the embodiments.

[0021] In some embodiments, an engine control method is executed by a vehicle controller, referencing... Figure 1 The method includes: S1, obtain the engine's base ignition angle, current knock angle, and target knock angle correction parameters determined based on fuel octane rating.

[0022] In this step, the basic ignition angle of the vehicle engine is obtained. Based on the determined vehicle operating parameters, the initial ignition angle is corrected in real time to obtain the basic ignition angle. The basic ignition angle refers to the ignition angle adjusted in real time according to the vehicle operating parameters after the vehicle starts.

[0023] When vehicle knocking occurs, it means that the knocking problem still exists even after controlling the engine according to the real-time adjusted base ignition angle. The current knocking angle of the engine and the target knocking angle correction parameters determined based on the fuel octane rating are obtained.

[0024] Specifically, engine operating parameters at engine startup can be obtained, including the actual engine speed and actual engine load. Based on the actual engine speed and actual engine load, a database is searched to determine the initial ignition angle corresponding to the actual engine speed and actual engine load. The initial ignition angle is the ignition angle corresponding to engine startup.

[0025] The database stores the correspondence between the actual engine speed, the actual engine load, and the basic ignition angle. The form of the correspondence may include at least one of the following: a relational table, a functional relation, a curve relation, a key-value pair relation, and a bar chart relation.

[0026] After determining the engine's initial ignition angle, the engine is controlled to perform ignition operations based on the initial ignition angle. Specifically, the engine's ignition timing can be controlled according to the determined basic ignition angle, thereby triggering the spark plugs to ignite and ignite the air-fuel mixture.

[0027] The ignition operation mentioned in this application refers to the instantaneous action of the spark plug igniting the air-fuel mixture in the cylinder, i.e., a single ignition action. The engine controller controls the spark plug to release a high-voltage electric spark according to the ignition angle to ignite the air-fuel mixture. After the engine is controlled to perform an ignition operation based on the initial ignition angle, the engine is monitored in real time. If knocking is detected in the engine, vehicle operating parameters are acquired. These vehicle operating parameters are the operating parameters of the vehicle after the engine is controlled to perform an ignition operation based on the initial ignition angle, and specifically include at least one of the following: engine coolant temperature, engine knocking self-learning value, and engine air-fuel ratio.

[0028] The engine coolant temperature can be obtained from in-vehicle sensors. The engine knock self-learning value is a parameter value used by the engine controller to automatically adjust the ignition angle based on the knock signal detected by the knock sensor to adapt to changes in different operating conditions, thereby suppressing knock and optimizing engine performance. When engine knock occurs, the engine controller will retard the ignition angle to eliminate knock based on the strength of the knock signal. The knock self-learning value records this adjustment amount. When the engine operates under similar conditions again, the engine controller will directly use this value to correct the ignition angle to prevent knock from recurring.

[0029] The air-fuel ratio of an engine refers to the mass ratio of air to fuel entering the cylinder during combustion. Engine air-fuel ratios can be categorized as lean or rich mixtures. When the air-fuel ratio is greater than the stoichiometric air-fuel ratio, the mixture is called a lean mixture. For example, an air-fuel ratio of 16:1 indicates a relatively high amount of air and a relatively low amount of fuel. Lean mixtures can improve fuel economy, but excessively lean mixtures can lead to unstable combustion or even misfires. When the air-fuel ratio is less than the stoichiometric air-fuel ratio, the mixture is called a rich mixture. For example, an air-fuel ratio of 12:1 indicates a relatively low amount of air and a relatively high amount of fuel. Rich mixtures can increase engine power output, but excessively rich mixtures lead to increased fuel consumption and higher emissions.

[0030] S2, in response to determining that the current detonation angle meets the preset correction conditions, the basic ignition angle is corrected according to the target detonation angle correction parameters to obtain the target ignition angle.

[0031] S3, based on the target ignition angle, control the engine to perform ignition operation.

[0032] In practice, after the engine performs ignition based on the basic ignition angle, the engine status is monitored in real time. If knocking occurs, the degree of knocking is obtained, which can be reflected by the knock retreat angle. The knock retreat angle is an angle value determined by the engine controller based on the signal detected by the knock sensor, in order to suppress knocking and protect the engine. Specifically, the greater the degree of knocking, the larger the corresponding knock retreat angle.

[0033] The engine's current knock angle is obtained, and based on this angle, it is determined whether the base ignition angle meets the preset correction conditions, i.e., whether the base ignition angle needs to be corrected again. The current knock angle corresponds to the current knock level of the engine; in other words, the need to correct the base ignition angle is determined based on the current knock level of the engine.

[0034] Because the quality of the fuel added to the vehicle also affects the ignition timing, if the preset correction conditions are met, it indicates that the corrected ignition timing is not compatible with the current fuel quality, and the base ignition timing needs to be corrected again. By considering adjusting the ignition timing based on fuel quality, we avoid relying solely on real-time adjustments based on vehicle operating parameters, which would require repeated adjustments and cause unstable engine performance.

[0035] In fuel, the octane rating is the indicator that affects engine knocking and pre-ignition in cars. A higher octane rating means the gasoline is less likely to spontaneously combust during compression. High-octane gasoline requires higher temperatures and pressures to ignite, thus allowing it to wait more stably for spark plug ignition and burn normally along its designed path, preventing knocking.

[0036] Therefore, when it is determined that the base ignition angle needs to be corrected, a target back angle correction parameter is determined, wherein the target back angle correction parameter represents the adjustment angle of the ignition angle corresponding to the octane rating of the fuel currently being filled in the vehicle.

[0037] Understandably, since the target back angle correction parameter corresponds to the octane rating of the fuel currently being added to the vehicle, the target back angle correction parameter is updated every time the vehicle is refueled, so that the target back angle correction parameter always corresponds to the actual fuel being added to the vehicle.

[0038] Based on the obtained target ignition angle correction parameters, the base ignition angle is further corrected to obtain the target ignition angle. Then, based on the determined target ignition angle, the engine is controlled to perform the ignition operation.

[0039] Specifically, since the knock angle is a passive correction operation based on the ignition angle data corresponding to the standard fuel, the actual fuel quality of the fuel added to the vehicle may be higher or lower than the standard fuel quality.

[0040] Because higher quality fuel is less likely to spontaneously combust, the corresponding optimal ignition angle is larger. Therefore, if the actual fuel quality added is higher than the standard fuel quality, the target ignition angle for the vehicle should be larger than the corrected ignition angle. Thus, the target ignition angle is obtained by adding the target ignition angle correction parameter and the corrected ignition angle.

[0041] If the actual fuel quality added is lower than the standard fuel quality, in order to avoid knocking, the target ignition angle of the vehicle should be smaller than the corrected ignition angle. Therefore, the difference between the corrected ignition angle and the target ignition angle correction parameter is calculated to obtain the target ignition angle.

[0042] In this embodiment, by acquiring the engine's base ignition angle, current knock retraction angle, and target retraction angle correction parameters determined based on the fuel octane rating, when the current knock retraction angle meets preset correction conditions, it indicates that the vehicle still has a knock risk. The base ignition angle is then corrected according to the target retraction angle correction parameters to obtain the target ignition angle. Based on this target ignition angle, the engine is controlled to perform ignition operations. The octane rating of the fuel is an indicator that affects engine knock and pre-ignition. The target retraction angle correction parameters are the adjustment angle of the ignition angle corresponding to the octane rating of the currently added fuel. By correcting the base ignition angle according to the target retraction angle correction parameters, the influence of the fuel is considered during the ignition angle correction process, ensuring compatibility with different fuel qualities, further reducing the probability of knock, and preventing the engine performance from failing to meet the vehicle's requirements due to pre-ignition and knocking-induced engine performance degradation.

[0043] In some embodiments, reference Figure 2 To determine whether the base ignition angle needs correction, the engine's average knock retraction angle can be determined, and then the correction condition can be determined based on the average knock retraction angle. Specifically, in step S2, in response to determining that the current knock retraction angle meets the preset correction condition, the base ignition angle is corrected according to the target retraction angle correction parameter to obtain the target ignition angle. This specifically includes: S201, obtain the number of cylinders in the engine and the current knock angle for each cylinder.

[0044] S202, the average value of all current knock angles is calculated based on the number of cylinders to obtain the first average knock angle.

[0045] This step involves obtaining the number of cylinders in the engine. Common cylinder counts for car engines include 3, 4, 5, 6, 8, 10, and 12. With the same cylinder bore, more cylinders result in a larger displacement and higher power. Conversely, with the same displacement, more cylinders mean a smaller cylinder bore, allowing for higher engine speeds and thus greater power output.

[0046] The current knock angle for each cylinder of the engine is obtained. The current knock angles for all cylinders are summed to obtain the first knock angle sum value for the engine. The ratio of this first knock angle sum value to the number of cylinders is then calculated; this ratio is the first average knock angle. The first average knock angle represents the current average knock angle for the engine.

[0047] S203, in response to the first average detonation angle being greater than the first preset detonation angle threshold and lasting for a first preset duration, it is determined that the current detonation angle meets the preset correction condition, and the basic ignition angle is corrected according to the target detonation angle correction parameter to obtain the target ignition angle.

[0048] In this step, if the first average knock retraction angle is greater than the first preset retraction angle threshold and continues for a first preset duration, it indicates that the engine still has knocking after controlling the engine with the basic ignition angle based on the vehicle operating parameters. That is, the basic ignition angle does not match the current fuel quality and the basic ignition angle needs to be corrected. That is, the current knock retraction angle is determined to meet the preset correction conditions, and the basic ignition angle is corrected according to the target retraction angle correction parameters to obtain the target ignition angle.

[0049] For example, the first preset knockback angle threshold is -2.25 degrees, and the first preset duration is 5 seconds. If the first average knockback angle is determined to be -2.5 degrees and the duration is 6 seconds, then the first average knockback angle is greater than the first preset knockback angle threshold and lasts for the first preset duration, which satisfies the condition for correcting the current knockback angle.

[0050] In this embodiment, when determining whether the preset correction conditions are met, the duration is considered to avoid unnecessary determination of target back angle correction parameters due to errors in obtaining the current knock angle of the engine, which could lead to subsequent incorrect correction operations and improve the accuracy of the correction. Furthermore, subsequent corrections are made based on the adjustment angle corresponding to the target back angle correction parameters. This means that the impact of gasoline fuel is considered during the ignition angle correction process, ensuring compatibility with different fuel qualities and further reducing the probability of knocking. This prevents engine performance degradation caused by pre-ignition and knocking from failing to meet the vehicle's performance requirements.

[0051] In some embodiments, reference Figure 3 To determine whether the ignition angle needs to be corrected again, the current knock angle for each cylinder of the engine can be determined. When the knock angle for a certain cylinder is greater than a certain value, it indicates that the correction condition is met. That is, in step S2, in response to determining that the current knock angle meets the preset correction condition, the base ignition angle is corrected according to the target knock angle correction parameter to obtain the target ignition angle, specifically including: S301, obtain the current knock angle for each cylinder of the engine; S302, if there is a cylinder with a current knock angle greater than the second preset knock angle threshold and lasting for a second preset duration, determine that the current knock angle meets the preset correction condition, and correct the basic ignition angle according to the target knock angle correction parameter to obtain the target ignition angle.

[0052] In this embodiment, the current knock angle corresponding to each cylinder of the engine is obtained, and each current guaranteed knock angle is compared with the second preset knock angle threshold.

[0053] If there is a cylinder with a knock retraction angle greater than the second preset retraction angle threshold and lasting for the second preset duration, that is, at least one cylinder has a single-cylinder knock retraction angle greater than the second preset retraction angle threshold and lasting for the second preset duration, it indicates that the engine still has knocking after controlling the engine with the basic ignition angle based on the vehicle operating parameters. In other words, the basic ignition angle does not match the current fuel quality and the basic ignition angle needs to be corrected. That is, the current knock retraction angle is determined to meet the preset correction conditions, and the basic ignition angle is corrected according to the target retraction angle correction parameters to obtain the target ignition angle.

[0054] For example, the second preset knock angle threshold is -3.5 degrees, and the first preset duration is 5 seconds. If it is determined that there is a cylinder with a current knock angle of -4 degrees and a duration of 6 seconds, this indicates that there is a cylinder with a current knock angle greater than the second preset knock angle threshold and a duration of the second preset duration, which satisfies the condition for correcting the current knock angle.

[0055] When the preset correction conditions are met, the base ignition angle is corrected according to the target back angle correction parameters. That is, the influence of gasoline fuel is considered in the correction of the ignition angle, which is compatible with different fuel qualities, further reducing the probability of knocking and avoiding the engine performance from failing to meet the requirements of the whole vehicle due to engine performance degradation caused by pre-ignition and knocking.

[0056] In some embodiments, reference Figure 4 Since the target retraction angle correction parameter corresponds to the octane rating of the fuel currently being filled into the vehicle, determining the target retraction angle correction parameter allows us to decide whether to refill the fuel, thereby determining the target retraction angle correction parameter. Specifically, step S1, which involves determining the target retraction angle correction parameter based on the fuel octane rating, includes: S401, determine whether a parameter update signal was received before this trip; S402, in response to not receiving a parameter update signal, obtain the historical setback angle correction parameters and use the historical setback angle correction parameters as the target setback angle correction parameters; In this step, it is determined whether a parameter update signal was received before the current trip. The parameter update signal is the signal for the driver to refuel.

[0057] If no parameter update signal is received, it means that the driver did not refuel before this trip, and that the fuel used for this trip is the same as the fuel used for the last trip.

[0058] Meanwhile, the target back angle correction parameter corresponds to the octane rating of the fuel currently being filled into the vehicle. Therefore, the target back angle correction parameter is updated every time the vehicle is refueled, ensuring that it always corresponds to the actual fuel being filled. In other words, the back angle correction parameter stored in the vehicle's infotainment system is a unique angle value.

[0059] Therefore, when no parameter update signal is received, the historical back angle correction parameters stored in the vehicle's infotainment system can be obtained and directly used as the target back angle correction parameters.

[0060] or, S403, in response to receiving a parameter update signal, acquires the fuel octane number and the knock intensity when knocking occurs after engine start, and determines the target retraction angle correction parameter based on the fuel octane number and the knock intensity.

[0061] In this step, if a parameter update signal is received, it means that the driver refueled before this trip. Therefore, the back angle correction parameters stored in the vehicle's infotainment system need to be updated, i.e., the target back angle correction parameters need to be redefined.

[0062] Obtain the fuel octane rating and the knock intensity when knocking occurs after engine start-up, and determine the target retraction angle correction parameter based on the fuel octane rating and the knock intensity. Meanwhile, because the target back angle correction parameter corresponds to the octane rating of the fuel currently being added to the vehicle, it is updated every time the vehicle is refueled to ensure that the target back angle correction parameter always corresponds to the actual fuel being added. In other words, the back angle correction parameter stored in the vehicle's infotainment system is a unique angle value.

[0063] Therefore, after determining the target back angle correction parameter, the historical back angle correction parameter is updated using the target back angle correction parameter, and the historical back angle correction parameter is deleted. The target back angle correction parameter is stored in the vehicle system until the parameter update signal is received again, at which point the stored target back angle correction parameter is updated again.

[0064] In some embodiments, reference Figure 5 Upon receiving a parameter update signal, indicating that the driver refueled before the trip, the knock intensity was determined when engine knocking occurred after startup. The target retraction angle correction parameter was then determined based on the knock intensity determined by the fuel octane rating. Specifically, in step S403, in response to receiving the parameter update signal, the knock intensity corresponding to the engine ignition operation controlled by the base ignition angle was determined, and the target retraction angle correction parameter was determined based on the knock intensity. This specifically includes: S501, in response to receiving a parameter update signal, determine the knock intensity corresponding to the engine ignition operation controlled by the basic ignition angle, and determine whether the knock intensity meets the preset knock intensity range.

[0065] S502, determine that the knock intensity does not meet the preset knock intensity range, obtain the actual engine speed and actual engine load, and determine the target recoil angle correction parameter based on the actual engine speed and actual engine load.

[0066] In this step, a parameter update signal is received, indicating that the driver refueled before this trip. Therefore, it is necessary to update the historical back angle correction parameters stored in the vehicle's infotainment system, that is, to redetermine the target back angle correction parameters.

[0067] The knock intensity is determined when knocking occurs after engine start-up, and it is then determined whether the knock intensity meets a preset knock intensity range. The preset knock intensity threshold is the standard knock intensity range corresponding to the engine ignition operation controlled by the basic ignition angle when the vehicle is filled with standard fuel.

[0068] By comparing the knock intensity with a preset knock intensity range, it can be determined whether the difference between the fuel currently being filled into the vehicle and the standard fuel is too large.

[0069] If the knock intensity is determined to be outside the preset knock intensity range, it indicates that the difference between the fuel currently being filled and the standard fuel is too large. The actual engine speed, actual engine load, and fuel octane rating are obtained, where the actual engine speed and actual engine load are the speed and load corresponding to the engine startup.

[0070] The database is consulted based on the fuel octane rating, actual engine speed, and actual engine load to determine the target back angle correction parameters corresponding to the actual engine speed and load. The database stores the correspondence between fuel octane rating, actual engine speed, actual engine load, and the target back angle correction parameters.

[0071] The following explains the specific process for obtaining the actual engine speed and actual engine load: S10A, in response to detecting engine start during driving, determines the current accelerator pedal opening.

[0072] S10B determines the actual engine speed and actual engine torque based on the current accelerator pedal opening.

[0073] S10C, obtain the engine target torque corresponding to the actual engine speed, and determine the actual engine load based on the engine target torque and the actual engine torque.

[0074] Specifically, when the hybrid vehicle detects that the engine has started during driving, it determines the actual accelerator pedal opening at that time, thus obtaining the current accelerator pedal opening.

[0075] Based on the current accelerator pedal opening, a database is consulted to determine the corresponding actual engine speed and actual engine torque. The database stores the correspondence between accelerator pedal opening and engine speed and torque. This correspondence may take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, or a histogram relationship.

[0076] Understandably, disregarding the transmission, the opening of the accelerator pedal is directly proportional to the engine speed. The accelerator pedal controls the throttle opening; pressing the accelerator pedal fully opens the throttle to almost full capacity. The accelerator pedal also controls the engine's air intake; the greater the air intake, the wider the throttle opening, and the deeper the accelerator pedal is pressed. The engine control unit (ECU) then controls the fuel injection based on the airflow, ensuring that the appropriate amount of air and fuel enters the cylinders for combustion. This generates powerful energy, increasing the engine speed. In other words, the wider the accelerator pedal opening, the higher the corresponding engine speed.

[0077] Meanwhile, the depth of the accelerator pedal directly affects the throttle opening, which in turn affects the amount of air entering the cylinder and the amount of fuel injected, ultimately determining the engine's power output. When the accelerator pedal is fully depressed, the throttle is fully open, the amount of air entering the cylinder is at its maximum, and the engine's torque output also reaches its maximum. In other words, the greater the accelerator pedal opening, the greater the corresponding engine torque.

[0078] Specifically, the target engine torque corresponding to the actual engine speed is obtained. This can be achieved by searching a database based on the actual engine speed to determine the target engine torque. The database stores the correspondence between engine speed and engine torque. This correspondence can take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, or a histogram relationship.

[0079] The actual engine load is determined based on the engine target torque and the engine actual torque. The actual engine load refers to the ratio of the engine's output torque to the maximum torque it can output at that engine speed. In other words, the actual engine load is the ratio obtained by comparing the actual engine torque with the engine target torque.

[0080] or, S503, determine that the detonation intensity meets the preset detonation intensity range, and determine the target setback angle correction parameter as the preset setback angle correction parameter.

[0081] Specifically, the knock intensity is compared with a preset knock intensity range. If the knock intensity is determined to be within the preset range, it indicates that the difference between the fuel currently being added to the vehicle and the standard fuel is small. The target back angle correction parameter is then determined to be the preset back angle correction parameter.

[0082] In this embodiment, the preset back angle correction parameter is 0, which means that when the difference between the actual fuel added to the vehicle and the standard fuel is small, there is no need to use the target back angle correction parameter to correct the ignition angle again.

[0083] In this embodiment, after receiving the parameter update signal, the knock intensity is first determined when the engine starts after refueling. By comparing the knock intensity with a preset knock intensity range, it is determined whether the difference between the fuel currently being added to the vehicle and the standard fuel is too large. If the difference is small, there is no need to continue using the fuel octane rating, actual engine speed, and actual engine load to determine the target back angle correction parameters, reducing unnecessary adjustment operations and thus reducing the waste of vehicle resources.

[0084] In some embodiments, reference Figure 6 The knock intensity includes a first knock retreat angle and knock duration. When determining whether the knock intensity meets the preset knock intensity range, the first knock retreat angle and knock duration are compared with preset thresholds respectively. That is, in step S501, determining the knock intensity corresponding to the engine ignition operation controlled by the basic ignition angle, and determining whether the knock intensity meets the preset knock intensity range, specifically includes: S601, when knocking occurs after engine start-up, obtain the first knock retraction angle and knock duration for each cylinder of the engine.

[0085] S602, obtain the number of engine cylinders, and average all first knock angles based on the number of cylinders to obtain the second average knock angle.

[0086] In this step, the first knock retraction angle and knock duration for each cylinder of the engine are obtained when knocking occurs after engine start-up. The number of cylinders in the engine is also obtained; common cylinder counts for automotive engines are 3, 4, 5, 6, 8, 10, and 12 cylinders.

[0087] The first knock retraction angles corresponding to all cylinders are summed to obtain the second knock retraction angle summation value for the engine. The ratio of the second knock retraction angle summation value to the number of cylinders is the second average knock retraction angle. The second average knock retraction angle represents the average knock retraction angle corresponding to the engine when using the basic ignition angle to control the engine's ignition operation.

[0088] S603, in response to the second average detonation recoil angle being greater than a third preset recoil angle threshold and the detonation duration being greater than a third preset duration, it is determined that the detonation intensity does not meet the preset detonation intensity range.

[0089] In this step, the second average knock retraction angle is compared with the third preset knock retraction angle threshold, and the knock duration is compared with the third preset duration. The third preset knock retraction angle threshold is the maximum value of the average knock retraction angle corresponding to the engine ignition operation controlled by the basic ignition angle under standard fuel conditions.

[0090] If the second average knock retraction angle is determined to be greater than the third preset knock retraction angle threshold, and the knock duration is greater than the third preset duration, this indicates that the second average knock retraction angle is greater than the maximum knock retraction angle under standard fuel conditions. Since the knock duration is greater than the third preset duration, it is impossible for the second average knock retraction angle determined by the knock sensor's acquisition deviation to be greater than the third preset knock retraction threshold. Therefore, it can be determined that the knock intensity does not meet the preset knock intensity range, meaning that the difference between the fuel currently being added to the vehicle and the standard fuel is too large, and the ignition timing should be further corrected.

[0091] S604, in response to a cylinder having a first knock retraction angle greater than a fourth preset retraction angle threshold and a knock duration greater than a fourth preset duration, it is determined that the knock intensity does not meet the preset knock intensity range.

[0092] In this step, the first knock retraction angle corresponding to each cylinder is compared with the fourth preset knock retraction angle threshold, and the knock duration corresponding to each cylinder is compared with the fourth preset duration. The fourth preset knock retraction angle threshold is the maximum knock retraction angle per cylinder when the vehicle performs ignition operation using the basic ignition angle control under standard fuel conditions.

[0093] If it is determined that there is a cylinder with a first knock retraction angle greater than the fourth preset retraction angle threshold, and the knock duration is greater than the fourth preset duration, that is, at least one cylinder in the engine has a first knock retraction angle greater than the fourth preset retraction angle threshold, and the knock duration is greater than the fourth preset duration. Furthermore, since the knock duration is greater than the fourth preset duration, it is impossible for the first knock retraction angle determined by the knock sensor to be greater than the fourth preset retraction angle threshold. Therefore, it can be determined that the knock intensity does not meet the preset knock intensity range, meaning that the difference between the fuel currently being added to the vehicle and the standard fuel is too large, and the ignition timing should be further corrected.

[0094] It is understood that the knock intensity is determined to be outside the preset knock intensity range only when the second average knock angle is greater than the third preset knock angle threshold and the knock duration is greater than the third preset duration, or when there is a cylinder with a first knock angle greater than the fourth preset knock angle threshold and the knock duration is greater than the fourth preset duration. In all other cases, the knock intensity is within the preset knock intensity range.

[0095] For example, if the second average detonation recoil angle is greater than the third preset recoil angle threshold, but the detonation duration is less than the third preset duration, it is considered that the second average detonation recoil angle is greater than the third preset recoil angle threshold due to the acquisition error of the detonation sensor. Therefore, it is determined that the detonation intensity does not meet the preset detonation intensity range, and the target recoil angle correction parameter is determined to be the preset recoil angle correction parameter.

[0096] In this embodiment, when determining whether the detonation intensity meets the preset detonation intensity range, the duration is taken into account to avoid inaccurate judgment due to errors in the detonation recoil angle obtained by the detonation sensor, thereby improving the accuracy of the correction.

[0097] In some embodiments, reference Figure 7 The parameter update signal is the signal for the driver to refuel. Therefore, it can be used to determine whether the driver has refueled. When it is determined that refueling is needed, the parameter update signal is received. Therefore, step S401, which determines whether a parameter update signal was received before the current trip, specifically includes: S701, in response to receiving a fuel tank opening signal before this trip, confirms that a parameter update signal has been received.

[0098] In this step, a sensor is installed on the vehicle's fuel tank cap or fuel filler cap on the vehicle body to monitor the sensor value. If a change in the sensor value is detected before the current trip, it is determined that the driver is refueling, i.e., a parameter update signal is received.

[0099] In this step, if the sensor is detected to change from a power-off state to a power-on state and then back to a power-off state, it indicates that the sensor first entered the working state and then exited the working state. That is, it corresponds to the fuel tank cap or fuel filler neck being opened and then closed, which confirms that the driver is refueling, i.e., a parameter update signal has been received.

[0100] or, S702, in response to the detection that the rate of change of fuel tank pressure is greater than the preset rate of change threshold before the current trip, determines that a parameter update signal has been received; In this step, a pressure sensor is installed in the vehicle's fuel tank to detect the pressure of the fuel stored in the tank. If a change in fuel tank pressure is detected before the trip, and the rate of change is greater than a preset threshold, it can be determined that the driver has refueled, and a parameter update signal has been received.

[0101] or, S703, in response to the detection that the change in fuel level in the tank is greater than a preset threshold before the current trip, determines that a parameter update signal has been received.

[0102] In this step, the vehicle contains a monitoring sensor to monitor the fuel level. If the monitoring sensor detects a change in the fuel level in the tank, and the change value is greater than a preset change threshold, it can be determined that the driver has added fuel and that a parameter update signal has been received.

[0103] In this application, the time period preceding the current trip refers to the period after the end time of the previous trip and before the start time of the current trip. For example, if the start time of the current trip is 7:00 AM on June 20th, and the end time of the previous trip is 6:00 PM on June 8th, then the time period preceding the current trip is from 6:00 PM on June 8th to 7:00 AM on June 20th.

[0104] In this embodiment, when determining whether the driver has refueled by the change rate of fuel tank pressure and the change value of fuel quantity, it is necessary to compare them with the preset change rate threshold, i.e., the preset change threshold, to avoid changes in fuel tank pressure and fuel quantity caused by vehicle shaking and other reasons, so as to make the judgment on whether the driver has refueled more accurate.

[0105] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0106] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0107] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an engine control device for a hydrogen engine.

[0108] refer to Figure 8 The engine control device includes: The acquisition module 801 is configured to acquire the engine’s base ignition angle, current knock angle, and target knock angle correction parameters determined based on fuel octane rating. The correction module 802 is configured to, in response to determining that the current detonation angle meets the preset correction conditions, correct the basic ignition angle according to the target detonation angle correction parameters to obtain the target ignition angle; The control module 803 is configured to control the engine to perform an ignition operation based on the target ignition angle.

[0109] Furthermore, the correction module 802 is specifically configured as follows: Obtain the number of cylinders in the engine and the current knock angle for each cylinder; The first average knock angle is obtained by averaging all current knock angles based on the number of cylinders. In response to the first average detonation retraction angle being greater than the first preset retraction angle threshold and lasting for a first preset duration, it is determined that the current detonation retraction angle meets the preset correction condition, and the basic ignition angle is corrected according to the target retraction angle correction parameter to obtain the target ignition angle.

[0110] Furthermore, the correction module 802 is specifically configured as follows: Obtain the current knock angle for each cylinder of the engine; If there is a cylinder with a current knock angle greater than the second preset knock angle threshold and lasting for the second preset duration, it is determined that the current knock angle meets the preset correction condition. The base ignition angle is then corrected according to the target knock angle correction parameter to obtain the target ignition angle.

[0111] Furthermore, the device also includes a parameter determination module, which is specifically configured as follows: Determine whether a parameter update signal was received before this trip; In response to the lack of a parameter update signal, historical setback angle correction parameters are obtained, and these historical setback angle correction parameters are used as the target setback angle correction parameters; or... In response to receiving a parameter update signal, the fuel octane rating and the knock intensity when knocking occurs after engine start are obtained, and the target retraction angle correction parameter is determined based on the fuel octane rating and the knock intensity.

[0112] Furthermore, the parameter determination module is specifically configured as follows: In response to receiving a parameter update signal, the knock intensity when knock occurs after engine startup is obtained, and it is determined whether the knock intensity meets the preset knock intensity range. If the knock intensity is determined to be outside the preset knock intensity range, the actual engine speed, actual engine load, and fuel octane rating are obtained. Based on the fuel octane rating, the actual engine speed, and the actual engine load, the target retraction angle correction parameter is determined; or... The detonation intensity is determined to be within the preset detonation intensity range, and the target recoil angle correction parameter is determined to be the preset recoil angle correction parameter.

[0113] Furthermore, the detonation intensity includes the first detonation recoil angle and the detonation duration, and the parameter determination module is specifically configured as follows: When knocking occurs after engine startup, obtain the first knock retraction angle and knock duration for each cylinder of the engine. The number of cylinders in the engine is obtained, and the average value of all first knock retraction angles is calculated based on the number of cylinders to obtain the second average knock retraction angle. In response to the second average detonation recoil angle being greater than a third preset recoil angle threshold and the detonation duration being greater than a third preset duration, it is determined that the detonation intensity does not meet the preset detonation intensity range; In response to a cylinder having a first knock retraction angle greater than a fourth preset retraction angle threshold and a knock duration greater than a fourth preset duration, it is determined that the knock intensity does not meet the preset knock intensity range.

[0114] Furthermore, the parameter determination module is specifically configured as follows: In response to receiving a fuel tank opening signal prior to this trip, it is confirmed that a parameter update signal has been received; or... In response to the detection that the rate of change in fuel tank pressure exceeds a preset threshold before this trip, it is determined that a parameter update signal has been received; or, In response to the detection that the change in fuel level in the tank is greater than a preset threshold before the trip, it is determined that a parameter update signal has been received.

[0115] Furthermore, the parameter determination module is specifically configured as follows: The target setback angle correction parameter is used to update the historical setback angle correction parameter, and then the historical setback angle correction parameter is deleted.

[0116] The system described in the above embodiments is used to implement the corresponding engine control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an engine, the engine including electronic equipment, the electronic equipment including a memory, a processor and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the engine control method described in any of the above embodiments.

[0118] Figure 9 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0119] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0120] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0121] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0122] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WFI, Bluetooth, etc.).

[0123] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0124] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0125] The electronic devices described above are used to implement the corresponding engine control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0126] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including a controller, which is used to execute the engine control method described in any of the above embodiments.

[0127] The vehicle described in the above embodiments is used to implement the corresponding engine control method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0128] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the engine control method as described in any of the above embodiments.

[0129] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0130] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the engine control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0131] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0132] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0133] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0134] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0135] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0136] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0137] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0138] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. An engine control method, characterized in that, include: Obtain the engine's base ignition angle, current knock angle, and target knock angle correction parameters determined based on fuel octane rating; In response to determining that the current detonation angle meets the preset correction conditions, the base ignition angle is corrected according to the target detonation angle correction parameters to obtain the target ignition angle; The engine is controlled to perform ignition operation based on the target ignition angle.

2. The method according to claim 1, characterized in that, In response to determining that the current detonation retraction angle meets the preset correction condition, the basic ignition angle is corrected according to the target retraction angle correction parameter to obtain the target ignition angle, including: Obtain the number of cylinders in the engine and the current knock angle for each cylinder; The first average knock angle is obtained by averaging all current knock angles based on the number of cylinders. In response to the first average detonation retraction angle being greater than the first preset retraction angle threshold and lasting for a first preset duration, it is determined that the current detonation retraction angle meets the preset correction condition, and the basic ignition angle is corrected according to the target retraction angle correction parameter to obtain the target ignition angle.

3. The method according to claim 1, characterized in that, In response to determining that the current detonation retraction angle meets the preset correction condition, the basic ignition angle is corrected according to the target retraction angle correction parameter to obtain the target ignition angle, including: Obtain the current knock angle for each cylinder of the engine; If there is a cylinder with a current knock angle greater than the second preset knock angle threshold and lasting for the second preset duration, it is determined that the current knock angle meets the preset correction condition. The base ignition angle is then corrected according to the target knock angle correction parameter to obtain the target ignition angle.

4. The method according to claim 1, characterized in that, The process of determining the target setback angle correction parameter includes: Determine whether a parameter update signal was received before this trip; In response to the lack of a parameter update signal, historical setback angle correction parameters are obtained, and these historical setback angle correction parameters are used as the target setback angle correction parameters; or... In response to receiving a parameter update signal, the fuel octane rating and the knock intensity when knocking occurs after engine start are obtained, and the target retraction angle correction parameter is determined based on the fuel octane rating and the knock intensity.

5. The method according to claim 4, characterized in that, The step of responding to a received parameter update signal, acquiring the fuel octane rating and the knock intensity when knocking occurs after engine start, and determining the target back angle correction parameter based on the fuel octane rating and the knock intensity, includes: In response to receiving a parameter update signal, the knock intensity when knock occurs after engine startup is obtained, and it is determined whether the knock intensity meets the preset knock intensity range. If the knock intensity is determined to be outside the preset knock intensity range, the actual engine speed, actual engine load, and fuel octane rating are obtained. Based on the fuel octane rating, the actual engine speed, and the actual engine load, the target retraction angle correction parameter is determined; or... The detonation intensity is determined to be within the preset detonation intensity range, and the target recoil angle correction parameter is determined to be the preset recoil angle correction parameter.

6. The method according to claim 5, characterized in that, The detonation intensity includes the first detonation recoil angle and the detonation duration. The step of obtaining the knock intensity when knocking occurs after engine start-up and determining whether the knock intensity meets the preset knock intensity range includes: When knocking occurs after engine startup, obtain the first knock retraction angle and knock duration for each cylinder of the engine. The number of cylinders in the engine is obtained, and the average value of all first knock retraction angles is calculated based on the number of cylinders to obtain the second average knock retraction angle. In response to the second average detonation recoil angle being greater than a third preset recoil angle threshold and the detonation duration being greater than a third preset duration, it is determined that the detonation intensity does not meet the preset detonation intensity range; In response to a cylinder having a first knock retraction angle greater than a fourth preset retraction angle threshold and a knock duration greater than a fourth preset duration, it is determined that the knock intensity does not meet the preset knock intensity range.

7. The method according to claim 4, characterized in that, The determination of whether a parameter update signal was received before the current trip includes: In response to receiving a fuel tank opening signal prior to this trip, it is confirmed that a parameter update signal has been received; or... In response to the detection that the rate of change in fuel tank pressure exceeds a preset threshold before this trip, it is determined that a parameter update signal has been received; or, In response to the detection that the change in fuel level in the tank is greater than a preset threshold before the trip, it is determined that a parameter update signal has been received.

8. The method according to claim 4, characterized in that, After determining the target recoil angle correction parameter based on the knock intensity according to the fuel octane rating, the process also includes: The target setback angle correction parameter is used to update the historical setback angle correction parameter, and then the historical setback angle correction parameter is deleted.

9. An engine comprising electronic equipment, the electronic equipment including a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that, Including the engine as described in claim 9.

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