Method, system, controller and motor vehicle for adjusting engine ignition efficiency

Abstract

The present application relates to the technical field of engine ignition efficiency, and in particular to a method, system, controller and motor vehicle for adjusting engine ignition efficiency. The method comprises: determining a first acceleration of speed drop according to a first speed interval when the engine is in a first state; determining engine load consistency according to the first acceleration and a gear temperature map and updating the gear temperature map; determining a reference value according to steady-state output torque and steady-state gas consumption of the engine when the engine is in a steady state and the engine load consistency when the engine is in a second state; obtaining current gas consumption and current output torque when the engine is in a third state and the engine load consistency is consistent; and adjusting the ignition efficiency of the engine according to the reference value, the current gas consumption and the current output torque. The ignition efficiency of the engine is adjusted according to the reference value, the current gas consumption and the current output torque, so that the ignition efficiency of the engine can be more accurately adjusted in actual use.

Description

Technical Field

[0001] This application relates to the field of engine ignition efficiency technology, and in particular to a method, system, controller, and motor vehicle for adjusting engine ignition efficiency. Background Technology

[0002] Currently, the engine's ignition efficiency curve remains unchanged after calibration and is used under all operating conditions. However, the impact of ignition angle on torque is affected by factors such as engine operating conditions, exhaust gas recirculation, and environmental boundary differences, leading to a certain difference between the actual ignition efficiency and the calibrated value in real-world use. Since the engine intake air volume and fuel gas volume need to be calculated based on the ignition efficiency after obtaining the required torque, differences in ignition efficiency will cause a deviation between the calculated required intake air volume and the actual required intake air volume. This necessitates frequent adjustments to the PID controller, resulting in system oscillation, slow stabilization, and other problems, ultimately affecting engine economy and power.

[0003] In summary, there is a need to provide a method, system, controller, and motor vehicle that can adjust engine ignition efficiency in practical use. Summary of the Invention

[0004] To address the above problems, this application proposes a method, system, controller, and motor vehicle for adjusting engine ignition efficiency.

[0005] On the one hand, this application proposes a method for adjusting engine ignition efficiency, comprising the following steps:

[0006] When the engine is in the first state, the first acceleration for the speed drop is determined according to the first speed range; wherein, the first state is when the engine speed is in a state of free fall when the throttle is released, and the first speed range is the range in which the speed drops steadily;

[0007] The engine load consistency is determined based on the first acceleration and gear coolant temperature graph, and the gear coolant temperature graph is updated accordingly.

[0008] When the engine is in the second state, a reference value is determined based on the engine's steady-state output torque and steady-state gas consumption, as well as the engine's load consistency; wherein, the second state is a low idle state;

[0009] When the engine is in the third state and the engine load consistency is consistent, the current gas consumption and current output torque are obtained; wherein, the third state is the low idle steady state;

[0010] The engine ignition efficiency is adjusted based on the reference value, the current gas consumption, and the current output torque.

[0011] Furthermore, the method for adjusting engine ignition efficiency as described above, before determining the first acceleration of the engine speed drop based on the first speed range when the engine is in the first state, further includes:

[0012] With the engine in its first state, the gear coolant temperature map is determined based on the historical first acceleration of the speed drop within the first speed range.

[0013] Furthermore, in the method for adjusting engine ignition efficiency as described above, the step of determining the gear coolant temperature map based on the historical first acceleration of the engine speed drop within a first speed range when the engine is in a first state includes:

[0014] With the engine in its first state, the historical first acceleration of the speed drop is determined based on the first speed range.

[0015] When the historical first acceleration is obtained on a flat road, the historical first acceleration is stored in the gear and water temperature map according to the gear and water temperature corresponding to the historical first acceleration, thus obtaining the gear and water temperature map; wherein, the gear and water temperature map includes a second acceleration, the gear and water temperature corresponding to the second acceleration, wherein the second acceleration is the speed stored in the gear and water temperature map;

[0016] If the section where the historical first acceleration was obtained is not a flat road, continue to execute the step of determining the gear coolant temperature map based on the historical first acceleration of the speed drop when the engine is in the first state, according to the first speed range.

[0017] Further, in the method for adjusting engine ignition efficiency as described above, the step of determining engine load consistency based on the first acceleration and gear coolant temperature map and updating the gear coolant temperature map includes:

[0018] Based on the gear and water temperature corresponding to the first acceleration, the second acceleration is determined in the gear and water temperature graph.

[0019] The engine load consistency is determined based on the first acceleration and the second acceleration; wherein, the engine load consistency includes both consistent and inconsistent loads.

[0020] The average value of a first preset number of third accelerations is updated to the gear water temperature graph as the second acceleration; wherein, the third acceleration is the first acceleration whose deviation is less than a preset comparison threshold.

[0021] Furthermore, in the method for adjusting engine ignition efficiency as described above, determining the engine load consistency based on the first acceleration and the second acceleration includes:

[0022] When the deviation between the first acceleration and the second acceleration is less than a preset comparison threshold, the engine load consistency is considered consistent.

[0023] If the deviation between the first acceleration and the second acceleration is greater than or equal to the preset comparison threshold, the engine load consistency is determined based on the preset comparison threshold, the first preset number of the third accelerations, and the average value.

[0024] Further, in the method for adjusting engine ignition efficiency as described above, determining the engine load consistency based on the preset comparison threshold, the first preset number of the plurality of the third accelerations, and the average value includes:

[0025] When the deviations of the first preset number of third accelerations from the second acceleration are all less than the preset comparison threshold, and the deviation of the average value of the first preset number of third accelerations from the second acceleration is greater than the preset comparison threshold, the engine load consistency is determined based on the first acceleration, the second preset number of acceleration deviations, and the preset comparison threshold.

[0026] Otherwise, the engine load consistency is consistent.

[0027] Further, in the method for adjusting engine ignition efficiency as described above, adjusting the engine ignition efficiency based on the reference value, the current gas consumption, and the current output torque includes:

[0028] When the current gas consumption is greater than the average steady-state gas consumption under the same operating conditions in the reference value, and the current output torque is greater than the average steady-state output torque under the same operating conditions in the reference value, the ignition efficiency of the engine is reduced according to a preset step size.

[0029] When the current gas consumption is less than the average steady-state gas consumption under the same operating conditions in the reference value, and the current output torque is less than the average steady-state output torque under the same operating conditions in the reference value, the ignition efficiency of the engine is increased according to a preset step size.

[0030] Secondly, this application proposes a system for adjusting engine ignition efficiency, comprising:

[0031] The first acceleration determination module is used to determine the first acceleration of the engine speed drop based on the first speed range when the engine is in a first state; wherein, the first state is when the engine speed is in a state of free fall when the throttle is released, and the first speed range is the range in which the engine speed drops stably;

[0032] The gear coolant temperature diagram determination module is used to determine the engine load consistency based on the first acceleration and the gear coolant temperature diagram and update the gear coolant temperature diagram.

[0033] The reference value determination module is used to determine a reference value based on the steady-state output torque and steady-state gas consumption of the engine in a steady state and the engine load consistency when the engine is in a second state; wherein, the second state is a low idle state;

[0034] The current data acquisition module is used to acquire the current gas consumption and current output torque when the engine is in the third state and the engine load consistency is consistent; wherein, the third state is the low idle steady state;

[0035] An efficiency adjustment module is used to adjust the ignition efficiency of the engine based on the reference value, the current gas consumption, and the current output torque.

[0036] Thirdly, this application proposes an engine controller for performing the above-described method for adjusting engine ignition efficiency.

[0037] Fourthly, this application proposes a motor vehicle including the aforementioned engine controller.

[0038] The advantages of this application are as follows: By acquiring the first acceleration when the engine is in the first state, determining the engine load consistency based on the first acceleration and the gear coolant temperature diagram, and updating the gear coolant temperature diagram, the engine load consistency can be determined more accurately. Furthermore, the gear coolant temperature diagram can be quickly updated when the load consistency changes, for future adjustments to the engine's ignition efficiency. When the engine is in the second state, a reference value is determined based on the engine's steady-state output torque and steady-state fuel consumption, as well as the engine load consistency, resulting in a more reliable reference value. When the engine is in the third state and the engine load consistency is consistent, the current fuel consumption and current output torque are acquired, resulting in more stable and accurate current fuel consumption and current output torque. Adjusting the engine's ignition efficiency based on the reference value, current fuel consumption, and current output torque allows for more accurate adjustment of the engine's ignition efficiency in actual use. Attached Figure Description

[0039] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0040] Figure 1This is a schematic diagram illustrating the steps of a method for adjusting engine ignition efficiency provided in this application;

[0041] Figure 2 This is a schematic diagram illustrating the determination of a first acceleration in a method for adjusting engine ignition efficiency provided in this application;

[0042] Figure 3 This is a flowchart illustrating a method for adjusting engine ignition efficiency provided in this application;

[0043] Figure 4 This is a schematic diagram of a system for adjusting engine ignition efficiency provided in this application. Detailed Implementation

[0044] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0045] Firstly, according to the embodiments of this application, a method for adjusting engine ignition efficiency is proposed, such as... Figure 1 As shown, it includes the following steps:

[0046] S101, when the engine is in the first state, determine the first acceleration of the speed drop according to the first speed range; wherein, the first state is the state in which the engine speed is in a free fall when the throttle is released, and the first speed range is the range in which the speed drops steadily;

[0047] S102, determine engine load consistency based on the first acceleration and gear coolant temperature map and update the gear coolant temperature map;

[0048] S103, when the engine is in the second state, the reference value is determined based on the engine's steady-state output torque and steady-state gas consumption, as well as the engine load consistency; wherein, the second state is the low idle speed state;

[0049] S104: When the engine is in the third state and the engine load consistency is consistent, obtain the current gas consumption and current output torque; where the third state is the low idle steady state.

[0050] S105 adjusts the engine's ignition efficiency based on reference values, current gas consumption, and current output torque.

[0051] The reference values ​​also include ignition angle and engine speed fluctuation information. Ignition efficiency is the trend of the influence of different ignition angles on output torque obtained by scanning, usually a curve of ignition angle deviation versus torque efficiency coefficient. Torque efficiency: the ratio of the actual torque that can be produced under the same operating conditions to the optimal torque when the ignition angle changes. Optimal torque is the maximum torque that can be produced with a certain amount of fuel gas under specific operating conditions. Low idle state indicates that when the engine speed enters the deviation range of the low idle setpoint, the engine control mode is PID (proportional-integral-derivative) closed-loop control, and this is considered to be entering low idle (low idle state). The low idle setpoint is a preset threshold set to determine whether the engine has entered the low idle state.

[0052] In order to ensure consistent operating conditions when comparing ignition efficiency, the implementation method of this application designs a load identification method. When the driver releases the accelerator and the engine speed drops freely (first state), only friction force acts on the engine. A range in which the speed drops stably is selected, and the calculated acceleration of the speed drop (first acceleration) is used as an indicator of engine load.

[0053] like Figure 2 The diagram illustrates how the calculated acceleration due to the drop in engine speed (first acceleration) is used as an indicator of engine load in an embodiment of this application. The current engine speed is subtracted from the previous long speed (delayed by a compensation speed). If the result is less than 0, and the current engine speed is within the range of greater than or equal to the lower speed limit A and less than or equal to the upper speed limit B, then the enable (E) port of the timer starts timing according to the received control signal (1). If the above conditions are not met, the enable (E) port of the timer remains enabled according to the received control signal (0). If the current engine speed is greater than the upper speed limit B, then the reset (R) port of the timer clears the timer to zero according to the received control signal (1). The timer counts, and the acceleration is obtained by dividing the time taken for the engine speed to travel through [lower speed limit A, upper speed limit B] by the speed deviation (upper speed limit B - lower speed limit A), which is the first acceleration.

[0054] like Figure 3 As shown, when the engine is in the first state, before determining the first acceleration of the speed drop based on the first speed range, the method further includes: when the engine is in the first state, determining the gear coolant temperature map based on the historical first acceleration of the speed drop based on the first speed range.

[0055] The "historical first acceleration" refers to the first acceleration during the engine's initial speed drop, determined within the first RPM range, before the gear temperature chart is determined. In other words, it's the first acceleration obtained when the engine is in its initial state before the gear temperature chart is established. The initial gear temperature chart may lack acceleration and other data; therefore, it's necessary to determine these data during actual use. Thus, before determining the gear temperature chart, the first acceleration during the engine's initial speed drop within the first RPM range, while the engine is in its initial state, is used to determine the gear temperature chart. The first acceleration obtained at this point is the "historical first acceleration."

[0056] The embodiments of this application provide a logic for storing engine load, which takes the form of looking up a gear-temperature map, that is, searching for a map of gear and engine coolant temperature. If the previously calculated acceleration due to the drop in engine speed (historical first acceleration) was calculated on a flat road, then this acceleration is stored in the gear-temperature map at the corresponding gear and engine coolant temperature. The slope can be measured by a sensor. The gear-temperature map is determined in this way.

[0057] When the engine is in a first state, the gear coolant temperature map is determined based on the historical first acceleration of the engine speed drop within a first speed range. This includes: when the engine is in a first state, determining the historical first acceleration of the engine speed drop within a first speed range; when the historical first acceleration is obtained from a flat road, storing the historical first acceleration in the gear coolant temperature map based on the gear and coolant temperature corresponding to the historical first acceleration, thus obtaining the gear coolant temperature map; wherein, the gear coolant temperature map includes a second acceleration, the gear and coolant temperature corresponding to the second acceleration, and the second acceleration is the speed stored in the gear coolant temperature map; when the historical first acceleration is obtained from a non-flat road, the step of determining the gear coolant temperature map based on the historical first acceleration of the engine speed drop within a first speed range when the engine is in a first state is continued.

[0058] The second acceleration includes the historical first acceleration stored in the gear temperature chart, as well as the average of multiple third accelerations; the accelerations stored in the gear temperature chart, such as the historical first acceleration and the average of multiple third accelerations, are all used as the second acceleration.

[0059] Determining engine load consistency and updating the gear-temperature map based on the first acceleration and gear-temperature map includes: determining a second acceleration in the gear-temperature map based on the gear and water temperature corresponding to the first acceleration; determining engine load consistency based on the first acceleration and the second acceleration; wherein, engine load consistency includes consistency and inconsistency; updating the gear-temperature map with the average of a first preset number of third accelerations as the second acceleration; wherein, the third acceleration is the first acceleration whose deviation is less than a preset comparison threshold.

[0060] Determining engine load consistency based on the first acceleration and the second acceleration includes: when the deviation between the first acceleration and the second acceleration is less than a preset comparison threshold, the engine load consistency is consistent; when the deviation between the first acceleration and the second acceleration is greater than or equal to the preset comparison threshold, the engine load consistency is determined based on the preset comparison threshold, a first preset number of multiple third accelerations, and the average value.

[0061] Determining engine load consistency based on a preset comparison threshold, a first preset number of multiple third accelerations, and an average value includes: if the deviations of the first preset number of multiple third accelerations from the second acceleration are all less than the preset comparison threshold, and the deviation of the average value of the first preset number of multiple third accelerations from the second acceleration is greater than the preset comparison threshold, then determining engine load consistency based on the first acceleration, the deviations of the second preset number of multiple accelerations, and the preset comparison threshold; otherwise, engine load consistency is considered consistent.

[0062] Determining engine load consistency based on a first acceleration, a second preset number of multiple acceleration deviations, and a preset comparison threshold includes: determining a second preset number of multiple third accelerations; determining the deviations between the second preset number of multiple third accelerations and the second acceleration to obtain a second preset number of multiple acceleration deviations; if all the second preset number of multiple acceleration deviations are less than the preset comparison threshold, the engine load consistency is inconsistent; otherwise, the engine load consistency is consistent.

[0063] After determining the gear coolant temperature map, the obtained first acceleration is compared with the stored acceleration (second acceleration). If the deviation is less than a threshold (preset comparison threshold), the engine load is considered consistent, and the average acceleration value (the average of multiple third accelerations within the first preset number) calculated in the most recent N (first preset number) calculations is updated to the gear coolant temperature map. If the deviation between the accelerations calculated in the most recent N (first preset number) calculations is less than the threshold, but the average value (the average of multiple third accelerations within the first preset number) deviates from the stored value more than the threshold, it indicates that the vehicle load has changed, and the engine load is determined to be inconsistent.

[0064] In cases of inconsistent engine load, a second preset quantity is set. If the engine load is inconsistent with the stored value, and the deviation between the accelerations calculated using the most recent O times (the second preset quantity) (determined based on the deviation between multiple third accelerations and the second acceleration) is less than the aforementioned threshold (preset comparison threshold), then the load is considered to have indeed changed, i.e., the engine load consistency is inconsistent. In this case, the average acceleration value (the average of multiple third accelerations) calculated using the most recent N times (the first preset quantity) is updated to the portion of the aforementioned gear and coolant temperature graph corresponding to this acceleration load, gear, and coolant temperature.

[0065] Determining reference values ​​based on the engine's steady-state output torque and steady-state air consumption, as well as engine load consistency, includes: acquiring the engine's steady-state output torque and steady-state air consumption under the second state condition; acquiring a third preset number of stored steady-state output torques and a third preset number of stored steady-state air consumptions when load consistency is consistent; determining the average steady-state output torque based on the steady-state output torque and the third preset number of stored steady-state output torques; determining the average steady-state air consumption based on the steady-state air consumption and the third preset number of stored steady-state air consumptions; and storing the average steady-state output torque and the average steady-state air consumption as reference values.

[0066] When the engine is idling at low speed, record the steady-state ignition angle, output torque, fuel consumption, and engine speed fluctuations. If the engine load consistency remains unchanged, average the values ​​of the most recent M records (a third preset number) of these parameters and store them in the EEPROM as a reference value.

[0067] Based on reference values, current gas consumption, and current output torque, adjust the engine's ignition efficiency, including: when the current gas consumption is greater than the average steady-state gas consumption under the same operating conditions in the reference values, and the current output torque is greater than the average steady-state output torque under the same operating conditions in the reference values, decrease the engine's ignition efficiency according to a preset step size; when the current gas consumption is less than the average steady-state gas consumption under the same operating conditions in the reference values, and the current output torque is less than the average steady-state output torque under the same operating conditions in the reference values, increase the engine's ignition efficiency according to a preset step size.

[0068] After confirming engine load consistency, in a low idle steady state, the actual torque required by the engine is the same as before. If the average air consumption increases and the output torque increases compared to the previous conditions, it indicates a deterioration in actual ignition efficiency. In this case, the ignition efficiency is reduced in increments until the average output torque approaches the reference value, and vice versa. The conditions for determining a low idle steady state include: engine speed is less than a preset speed threshold; engine speed is within the low idle ± deviation range, i.e., the engine speed is within the deviation range of the low idle set value; engine speed fluctuation is less than a preset speed fluctuation threshold; accelerator pedal opening is less than a preset opening threshold; engine intake air volume is less than a preset intake air volume threshold; and actual engine torque is less than a preset torque threshold. The preset speed threshold, the deviation range of the low idle set value, the preset speed fluctuation threshold, the preset opening threshold, the preset intake air volume threshold, and the preset torque threshold are all preset thresholds used to determine whether a low idle steady state has been entered. Determining a low idle steady state requires meeting all of the above conditions.

[0069] The implementation method of this application can be used to confirm whether a method similar to the implementation method of this application is used. The engine is placed on a dynamometer, and by controlling environmental boundary conditions such as intake air humidity and temperature, and by applying a certain load to the engine through the dynamometer, the torque transmitted via the CAN message is read. Then, the boundary conditions such as intake air temperature and humidity are changed while keeping the dynamometer load constant. At this time, the ignition efficiency will be affected, and the torque transmitted via the CAN message will change. If the transmitted torque gradually returns to the value before the boundary changes, it indicates that a method similar to the implementation method of this application is used.

[0070] Secondly, according to the embodiments of this application, a system for adjusting engine ignition efficiency is also proposed, such as... Figure 4 As shown, it includes:

[0071] The first acceleration determination module 100 is used to determine the first acceleration of the engine speed drop based on the first speed range when the engine is in the first state; wherein, the first state is when the engine speed is in a state of free fall when the throttle is released, and the first speed range is the range in which the engine speed drops steadily.

[0072] The gear coolant temperature map determination module 200 is used to determine the engine load consistency based on the first acceleration and the gear coolant temperature map and update the gear coolant temperature map.

[0073] The reference value determination module 300 is used to determine a reference value based on the steady-state output torque and steady-state gas consumption of the engine in the steady state and the consistency of engine load when the engine is in the second state; wherein, the second state is the low idle speed state.

[0074] The current data acquisition module 400 is used to acquire the current gas consumption and current output torque when the engine is in the third state and the engine load consistency is consistent; wherein, the third state is the low idle steady state.

[0075] The efficiency adjustment module 500 is used to adjust the engine's ignition efficiency based on reference values, current gas consumption, and current output torque.

[0076] Thirdly, according to the embodiments of this application, an engine controller is also proposed for performing the above-described method for adjusting engine ignition efficiency.

[0077] The engine controller includes an Electronic Control Unit (ECU).

[0078] Fourthly, according to an embodiment of this application, a motor vehicle is also proposed, including the aforementioned engine controller.

[0079] In this application, the engine load is calculated using the free-fall segment of engine speed; the ignition efficiency is adjusted under the same operating conditions with the same load; and an adaptive ignition efficiency is used instead of the original fixed calibrated ignition efficiency. By adopting an adaptive ignition efficiency, it is beneficial to ensure a more accurate intake volume calculated from the required torque under the influence of different factors. Accurate controlled variables facilitate the rapid stabilization of the negative feedback control loop, reduce system oscillations, and improve responsiveness and economy. The ignition efficiency self-learning approach can improve the accuracy of engine control, enhance speed control adaptability, and optimize engine economy and responsiveness.

[0080] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for adjusting engine ignition efficiency, characterized in that, include: When the engine is in the first state, the first acceleration for the speed drop is determined according to the first speed range; wherein, the first state is when the engine speed is in a state of free fall when the throttle is released, and the first speed range is the range in which the speed drops steadily; The engine load consistency is determined based on the first acceleration and gear coolant temperature graph, and the gear coolant temperature graph is updated accordingly. When the engine is in the second state, a reference value is determined based on the engine's steady-state output torque and steady-state gas consumption, as well as the engine's load consistency; wherein, the second state is a low idle state; When the engine is in the third state and the engine load consistency is consistent, the current gas consumption and current output torque are obtained; wherein, the third state is the low idle steady state; The engine ignition efficiency is adjusted based on the reference value, the current gas consumption, and the current output torque. The step of determining engine load consistency based on the first acceleration and gear coolant temperature graph and updating the gear coolant temperature graph includes: Based on the gear and water temperature corresponding to the first acceleration, the second acceleration is determined in the gear and water temperature graph. The engine load consistency is determined based on the first acceleration and the second acceleration; wherein, the engine load consistency includes both consistent and inconsistent loads. The average value of a first preset number of third accelerations is updated to the gear water temperature graph as the second acceleration; wherein, the third acceleration is the first acceleration whose deviation is less than a preset comparison threshold that has already been obtained; Determining the engine load consistency based on the first acceleration and the second acceleration includes: When the deviation between the first acceleration and the second acceleration is less than a preset comparison threshold, the engine load consistency is considered consistent. If the deviation between the first acceleration and the second acceleration is greater than or equal to the preset comparison threshold, the engine load consistency is determined based on the preset comparison threshold, the first preset number of the third accelerations, and the average value. The step of determining the engine load consistency based on the preset comparison threshold, the first preset number of the third accelerations, and the average value includes: When the deviations of the first preset number of third accelerations from the second acceleration are all less than the preset comparison threshold, and the deviation of the average value of the first preset number of third accelerations from the second acceleration is greater than the preset comparison threshold, the engine load consistency is determined based on the first acceleration, the second preset number of acceleration deviations, and the preset comparison threshold. Otherwise, the engine load consistency is consistent; Determining engine load consistency based on a first acceleration, a second preset number of multiple acceleration deviations, and a preset comparison threshold includes: determining a second preset number of multiple third accelerations; determining the deviations between the second preset number of multiple third accelerations and the second acceleration to obtain a second preset number of multiple acceleration deviations; if all the second preset number of multiple acceleration deviations are less than the preset comparison threshold, the engine load consistency is inconsistent; otherwise, the engine load consistency is consistent. In cases of inconsistent engine load, a second preset quantity is set. If the engine load is inconsistent with the stored value, and the deviation between the accelerations calculated using the most recent second preset quantity is less than a preset comparison threshold, then the load is considered to have indeed changed, i.e., the engine load consistency is inconsistent. In this case, the average value of the multiple third accelerations calculated using the first preset quantity is updated to the portion of the aforementioned gear and coolant temperature graph corresponding to this acceleration load, gear, and coolant temperature. The deviation between the accelerations calculated using the most recent second preset quantity is determined based on the deviation between the multiple third accelerations of the second preset quantity and the second acceleration.

2. The method according to claim 1, characterized in that, Before determining the first acceleration of the engine speed drop based on the first speed range when the engine is in the first state, the method further includes: With the engine in its first state, the gear coolant temperature map is determined based on the historical first acceleration of the speed drop within the first speed range.

3. The method according to claim 2, characterized in that, The step of determining the gear coolant temperature map based on the historical first acceleration of the speed drop determined according to the first speed range when the engine is in the first state includes: With the engine in its first state, the historical first acceleration of the speed drop is determined based on the first speed range. When the historical first acceleration is obtained on a flat road, the historical first acceleration is stored in the gear and water temperature map according to the gear and water temperature corresponding to the historical first acceleration, thus obtaining the gear and water temperature map; wherein, the gear and water temperature map includes a second acceleration, the gear and water temperature corresponding to the second acceleration, wherein the second acceleration is the speed stored in the gear and water temperature map; If the section where the historical first acceleration was obtained is not a flat road, continue to execute the step of determining the gear coolant temperature map based on the historical first acceleration of the speed drop when the engine is in the first state, according to the first speed range.

4. The method according to claim 1, characterized in that, Adjusting the engine's ignition efficiency based on the reference value, the current gas consumption, and the current output torque includes: When the current gas consumption is greater than the average steady-state gas consumption under the same operating conditions in the reference value, and the current output torque is greater than the average steady-state output torque under the same operating conditions in the reference value, the ignition efficiency of the engine is reduced according to a preset step size. When the current gas consumption is less than the average steady-state gas consumption under the same operating conditions in the reference value, and the current output torque is less than the average steady-state output torque under the same operating conditions in the reference value, the ignition efficiency of the engine is increased according to a preset step size.

5. A system for adjusting engine ignition efficiency, characterized in that, include: The first acceleration determination module is used to determine the first acceleration of the engine speed drop based on the first speed range when the engine is in a first state; wherein, the first state is when the engine speed is in a state of free fall when the throttle is released, and the first speed range is the range in which the engine speed drops stably; The gear coolant temperature diagram determination module is used to determine the engine load consistency based on the first acceleration and the gear coolant temperature diagram and update the gear coolant temperature diagram. The reference value determination module is used to determine a reference value based on the steady-state output torque and steady-state gas consumption of the engine in a steady state and the engine load consistency when the engine is in a second state; wherein, the second state is a low idle state; The current data acquisition module is used to acquire the current gas consumption and current output torque when the engine is in the third state and the engine load consistency is consistent; wherein, the third state is the low idle steady state; An efficiency adjustment module is used to adjust the ignition efficiency of the engine based on the reference value, the current gas consumption, and the current output torque. The step of determining engine load consistency based on the first acceleration and gear coolant temperature graph and updating the gear coolant temperature graph includes: Based on the gear and water temperature corresponding to the first acceleration, the second acceleration is determined in the gear and water temperature graph. The engine load consistency is determined based on the first acceleration and the second acceleration; wherein, the engine load consistency includes both consistent and inconsistent loads. The average value of a first preset number of third accelerations is updated to the gear water temperature graph as the second acceleration; wherein, the third acceleration is the first acceleration whose deviation is less than a preset comparison threshold that has already been obtained; Determining the engine load consistency based on the first acceleration and the second acceleration includes: When the deviation between the first acceleration and the second acceleration is less than a preset comparison threshold, the engine load consistency is considered consistent. If the deviation between the first acceleration and the second acceleration is greater than or equal to the preset comparison threshold, the engine load consistency is determined based on the preset comparison threshold, the first preset number of the third accelerations, and the average value. The step of determining the engine load consistency based on the preset comparison threshold, the first preset number of the third accelerations, and the average value includes: When the deviations of the first preset number of third accelerations from the second acceleration are all less than the preset comparison threshold, and the deviation of the average value of the first preset number of third accelerations from the second acceleration is greater than the preset comparison threshold, the engine load consistency is determined based on the first acceleration, the second preset number of acceleration deviations, and the preset comparison threshold. Otherwise, the engine load consistency is consistent; Determining engine load consistency based on a first acceleration, a second preset number of multiple acceleration deviations, and a preset comparison threshold includes: determining a second preset number of multiple third accelerations; determining the deviations between the second preset number of multiple third accelerations and the second acceleration to obtain a second preset number of multiple acceleration deviations; if all the second preset number of multiple acceleration deviations are less than the preset comparison threshold, the engine load consistency is inconsistent; otherwise, the engine load consistency is consistent. In cases of inconsistent engine load, a second preset quantity is set. If the engine load is inconsistent with the stored value, and the deviation between the accelerations calculated using the most recent second preset quantity is less than a preset comparison threshold, then the load changes, i.e., the engine load consistency is inconsistent. In this case, the average value of multiple third accelerations calculated using the first preset quantity is updated to the portion of the aforementioned gear and water temperature graph corresponding to this acceleration load, gear, and water temperature. The deviation between the accelerations calculated using the most recent second preset quantity is determined based on the deviation between the multiple third accelerations of the second preset quantity and the second acceleration.

6. An engine controller, characterized in that, Used to perform the method for adjusting engine ignition efficiency as described in any one of claims 1-4.

7. A motor vehicle, characterized in that, Includes the engine controller as described in claim 6.

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