Ignition angle control method and device of extended-range engine, vehicle and storage medium

Abstract

The invention discloses an ignition angle control method and device of an extended range engine, a vehicle and a storage medium, and the method comprises the steps that for each air cylinder of the extended range engine, the target correction amplitude corresponding to a current knock signal of the air cylinder is obtained, the absolute value of the target correction amplitude is not larger than the ideal correction amplitude, and the target knock signal of the air cylinder is obtained; the ideal correction amplitude is used for correcting an ignition angle and is a preset correction amplitude threshold value corresponding to a target interval to which current working condition parameters of the extended-range engine belong; according to a preset basic ignition angle of the extended-range engine and the target correction amplitude corresponding to the air cylinder, the target ignition angle of the air cylinder is obtained; ignition angle control is achieved through separate cylinders, each cylinder is combined with a current knock signal, a target ignition angle in a better state is obtained under different working condition parameters, oil consumption is reduced, and the performance of an engine is improved.

Description

Technical Field

[0001] This application relates to the field of range extender engine technology, and in particular to a method, device, vehicle, and storage medium for controlling the ignition angle of a range extender engine. Background Technology

[0002] Ignition angle plays a crucial role in the normal operation and performance of an engine. One of the core objectives of engine ignition control is to precisely adjust the ignition angle to ensure that the engine achieves optimal operation and performance under various operating conditions. Currently, ignition angle control in engines adopts a composite architecture of dual-path control coordination and knock feedback. The dual-path control includes: a main control path, which is mainly used for slow torque response (under stable operating conditions), and performs ignition control based on a basic ignition angle calculated from five factors: coolant temperature, intake air temperature, engine speed, load, and exhaust gas recirculation (EGR) rate; and a secondary control path, which is mainly for application scenarios with external fast torque response requirements. When such external fast torque response requirements occur, the fast torque ignition angle is adjusted based on ignition efficiency and the optimal ignition angle, and ignition control is performed using the fast torque ignition angle. These external fast torque response requirements include transmission shifting, torque reduction by the Electronic Stability Program (ESP), and regeneration of the Gasoline Particulate Filter (GPF). In addition, knock feedback is the protection logic for passive ignition angle reduction. Based on the main control circuit and the auxiliary control circuit, it monitors the combustion status in real time through a knock sensor. Once a knock signal is detected, it will immediately perform passive ignition angle reduction operation.

[0003] In contrast, the range extender engine only supplies power to the engine and charges the battery, and does not directly drive the vehicle. Its operating conditions are more stable than those of the engine. If the engine's main control circuit is used to uniformly control the ignition angles of all cylinders, it cannot be guaranteed that the ignition angles of all cylinders are in the optimal state under different operating conditions. The ignition angles of the cylinders may be too conservative under some operating conditions, too far from the knocking boundary, while under other operating conditions they may be too close to the knocking boundary, resulting in knocking, which leads to increased fuel consumption and reduced engine performance. Summary of the Invention

[0004] This application discloses an ignition angle control method, device, vehicle, and storage medium for a range extender engine, which is used to achieve cylinder-specific ignition control, ensuring that each cylinder can obtain the optimal ignition angle, reducing fuel consumption and improving performance of the range extender engine.

[0005] In a first aspect, embodiments of this application disclose an ignition angle control method for a range-extended engine, which may include: For each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of the cylinder is obtained. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude, which is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range to which the current operating parameters of the range extender engine belong; and The target ignition angle of the cylinder is obtained based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder.

[0006] Secondly, embodiments of this application disclose an ignition angle control device for a range extender engine, which may include: The first acquisition module is used to acquire, for each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of that cylinder, wherein the absolute value of the target correction amplitude is not greater than the ideal correction amplitude, and the ideal correction amplitude is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range to which the current operating parameters of the range extender engine belong; and The second acquisition module is used to obtain the target ignition angle of the cylinder based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder.

[0007] Thirdly, embodiments of this application disclose a vehicle including: the ignition angle control device for a range extender engine disclosed in the second aspect above, the ignition angle control device for the range extender engine being used to implement all or part of the steps of the ignition angle control method for the range extender engine disclosed in the first aspect.

[0008] Fourthly, embodiments of this application disclose a computer-readable storage medium storing a computer program, wherein the computer program causes a computer to execute an ignition angle control method for a range-extending engine disclosed in the first aspect of embodiments of this application.

[0009] Compared with the prior art, the embodiments of this application have the following beneficial effects: In this embodiment, for each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of that cylinder is obtained. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude, which is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range of the current operating parameters of the range extender engine. Further, the target ignition angle of the cylinder is obtained according to the preset basic ignition angle of the range extender engine and the target correction amplitude corresponding to the cylinder. It can be seen that by implementing this embodiment, ignition angle control can be performed on a cylinder-by-cylinder basis. For each cylinder, the target correction amplitude of the cylinder is obtained according to the current knock signal, and the target correction amplitude is limited by the ideal correction amplitude corresponding to the target range of the current operating parameters of the range extender engine. This ensures that each cylinder, combined with the current knock signal, obtains a better target ignition angle under different operating parameters, which is beneficial to reduce fuel consumption and improve engine performance. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a flowchart illustrating the ignition angle control method for the range-extended engine disclosed in Embodiment 1 of this application; Figure 2 This is a schematic flowchart of the ignition angle control method for the range-extending engine disclosed in Embodiment 2 of this application; Figure 3 This is a flowchart illustrating the ignition angle control method for the range-extended engine disclosed in Embodiment 3 of this application; Figure 4 This is a schematic diagram of the ignition angle control device for the range-extending engine disclosed in Embodiment 1 of this application; Figure 5 This is a schematic diagram of the ignition angle control device for the range-extending engine disclosed in Embodiment 2 of this application; Figure 6 This is a schematic diagram of the vehicle structure disclosed in Embodiment 1 of this application; Figure 7 This is a structural schematic diagram of the vehicle disclosed in Embodiment 2 of this application. Detailed Implementation

[0012] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0013] It should be noted that the terms "first," "second," "third," and "fourth," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order. The terms "comprising" and "having," and any variations thereof, in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or devices.

[0014] This application discloses an ignition angle control method, device, vehicle, and storage medium for a range extender engine, which is used to achieve cylinder-specific ignition control, ensuring that each cylinder can obtain the optimal ignition angle, reducing fuel consumption and improving performance of the range extender engine.

[0015] This application discloses an active advance angle strategy. Based on this strategy, for each cylinder in the range extender engine, combined with the ideal correction range corresponding to the current operating parameter range of the range extender engine, and according to the current knock signal of each cylinder, the ignition angle of the cylinder is actively advanced, kept unchanged, or actively retreated. This not only realizes cylinder-specific control of all cylinders in the range extender engine, but also further performs interval self-learning of the operating parameters to obtain self-learning values ​​for reducing ignition angle correction errors. This not only takes into account the system dispersion of each cylinder, but also ensures the smoothness of ignition angle control.

[0016] Among them, the range extender engine is realized by installing a range extender on the basis of a pure electric vehicle. It drives a generator to generate electricity to power the battery, electric motor and other equipment on the vehicle. The purpose is to increase the driving range of the pure electric vehicle, reduce fuel consumption and avoid frequent charging.

[0017] The ignition angle (also called the ignition advance angle) refers to the angle through which the crankshaft rotates from the moment of ignition until the piston reaches top dead center. The ignition angle plays a crucial role in the normal operation and performance of the engine. One of the core objectives of engine ignition control is to precisely control the ignition angle to ensure that the engine can achieve optimal operation and performance under various operating conditions.

[0018] The basic ignition advance angle is preset under standard operating conditions (steady-state conditions, also known as slow torque response path). It is typically a reference value calculated using a preset pulse map (MAP) based on five key operating parameters. Its core function is to provide a basis for subsequent dynamic adjustments, ensuring optimal combustion efficiency and power performance of the range-extended engine under standard operating conditions. These five operating parameters include engine speed, load, exhaust gas recirculation (EGR) rate, coolant temperature, and intake air temperature. Their approximate effects on the ignition angle are as follows: Rotation speed: At high rotation speeds, the piston moves faster, requiring ignition to be done earlier to compensate for combustion time.

[0019] Load: Under heavy load conditions, the pressure inside the cylinder increases, and the ignition angle needs to be reduced to prevent knocking.

[0020] EGR rate: Increasing the proportion of exhaust gas recirculation will reduce the combustion speed, requiring a larger ignition angle to maintain combustion efficiency.

[0021] Water temperature: The higher the cylinder water temperature, the faster the combustion speed, and the ignition angle needs to be reduced to avoid knocking.

[0022] Intake temperature: High-temperature intake will reduce the density of the air-fuel mixture, so the ignition angle needs to be adjusted to maintain combustion stability.

[0023] Active advance angle refers to actively increasing the ignition angle.

[0024] Active ignition angle reduction refers to actively reducing the ignition angle.

[0025] Maximum advance angle refers to the maximum increase or decrease in the ignition angle that can be achieved through an active advance angle strategy.

[0026] Based on the above description, the technical solution of this application will be described in detail below through specific embodiments.

[0027] Please see Figure 1 , Figure 1 This is a flowchart illustrating the ignition angle control method for the range-extended engine disclosed in Embodiment 1 of this application; as shown... Figure 1 As shown, the ignition angle control method for this range extender engine may include: 101. For each cylinder of the range extender engine, obtain the target correction amplitude corresponding to the current knock signal of the cylinder. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude. The ideal correction amplitude is used to correct the ignition angle and is the preset correction amplitude threshold corresponding to the target interval to which the current operating parameters of the range extender engine belong.

[0028] The execution subject of this application embodiment is the ignition angle control device of a range extender engine, which can be installed in a vehicle. Step 101 implements the active advance angle strategy disclosed in this application, with the ideal correction range being the maximum advance ignition angle described above.

[0029] Understandably, a range extender engine can supply power to the engine and charge the battery, but it does not directly drive the vehicle. It can always operate within its high-efficiency range, resulting in relatively stable operating conditions and a more singular operating point. There are no external requirements such as transmission shifting, ESP torque reduction, or Gasoline Particulate Filter (GPF) regeneration. The operating point refers to the combination of parameters of the engine under different operating conditions, including engine speed, torque, and power. The current operating parameters provided in this application embodiment are the parameters corresponding to the operating point. The number of cylinders in a range extender engine is not fixed; a four-cylinder design is most common.

[0030] In step 101, for each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of that cylinder is obtained. This target correction amplitude is the optimal correction amplitude that can be obtained to correct the cylinder ignition angle (including advance or retreat angle) under the current operating parameters. The target correction amplitude is limited by an ideal correction amplitude; the target correction amplitude is not greater than (i.e., less than or equal to) the ideal correction amplitude. The ideal correction amplitude is a preset threshold value for correcting the ignition angle, corresponding to the target interval of the current operating parameters of the range extender engine, which is the maximum correction amplitude. In other words, in this embodiment, the target correction amplitude is obtained based on the current knock signal and the ideal correction amplitude. For example, if the ideal correction amplitude corresponding to the target interval of the current operating parameters is 5°, the final determined target correction amplitude based on the current knock signal can be 4.5°.

[0031] It should be noted that in this embodiment, the knock signal is obtained by monitoring the vibration generated during the combustion process of the cylinder using a knock sensor. The core principle is to convert mechanical vibration into an electrical signal. By reading the knock sensor, the current knock signal is obtained. Under the current operating parameters, the correction range for adjusting the cylinder's ignition angle (including active advance or active retraction) is determined based on the knock signal. This ensures that the cylinder achieves the optimal ignition angle under the current operating parameters, reducing fuel consumption and improving performance. Therefore, in this embodiment, the current knock signal is simply the current signal value of the knock sensor, reflecting the current combustion state of the cylinder. Based on this current knock signal, it can be determined whether knocking has occurred in the cylinder.

[0032] Optionally, before performing step 101, for each cylinder of the range extender engine, the current knock signal of that cylinder is acquired, that is, the current knock signal is read from the knock sensor corresponding to that cylinder. Then, in step 101, the target correction magnitude is determined based on the current knock signal and the current operating parameters.

[0033] Optionally, before executing step 101, the current operating parameters of the range extender engine are obtained, and the target range to which the current operating parameters belong is determined, and the ideal correction range corresponding to the target range is obtained. Further, the ideal correction range and the operating parameter range are pre-saved in a correspondence. The aforementioned determination of the target range to which the current operating parameters belong and the acquisition of the ideal correction range corresponding to the target range includes: determining the target range to which the current operating parameters belong based on the correspondence between the ideal correction range and the operating parameter range, and then acquiring the ideal correction range corresponding to the target range. In this embodiment, by identifying different operating points and dividing them into ranges, the correctable range of the ignition angle differs in different ranges, ensuring that the range extender engine can obtain better correction ranges corresponding to each operating point range, thereby improving fuel efficiency.

[0034] The aforementioned ideal correction range is preset. That is, when the range extender engine is in standard operating condition, the operating parameters are divided into intervals, and the ideal correction range corresponding to each operating parameter interval is determined through testing.

[0035] Optionally, the operating parameters include some or all of the following: engine speed, engine load, EGR rate, coolant temperature, and intake air temperature. Specifically, under standard operating conditions, the operating parameters of the range extender engine are divided into intervals. Then, under these standard operating conditions, a base angle range corresponding to the engine speed, load, and / or EGR rate is first set, and a secondary angle range corresponding to the coolant temperature and / or intake air temperature is further set. Furthermore, determining the target interval to which the current operating parameters belong and obtaining the ideal correction range corresponding to the target interval includes: obtaining the corresponding base angle range based on the engine speed, load, and / or EGR rate in the current operating parameters; then obtaining the corresponding secondary angle range based on the coolant temperature and / or intake air temperature; and finally obtaining the ideal correction range based on the base angle range and the secondary angle range. Optionally, the smallest range between the base angle range and the secondary angle range is selected as the ideal correction range.

[0036] For example, if the base angle amplitude is 6° based on the current operating parameters such as speed, load and / or EGR rate, and the secondary angle amplitude is 5° based on the water temperature and / or intake air temperature, then the final ideal correction amplitude is 5°.

[0037] By implementing the above methods, the angle amplitude of the working parameters is calibrated separately according to different intervals, which can meet the needs of different scenarios, and the separate calibration can also reduce the computational complexity.

[0038] Furthermore, under standard operating conditions, the engine speed and load are divided into intervals and stored as a two-dimensional array. Each speed interval and load interval corresponds to a first-order angle amplitude. The EGR rate is also divided into intervals and stored as a one-dimensional array, with a second-order angle amplitude set for each EGR interval. Similarly, the coolant temperature is divided into intervals and stored as a one-dimensional array, with a third-order angle amplitude set for each coolant temperature interval. The intake air temperature is also divided into intervals and stored as a one-dimensional array, with a fourth-order angle amplitude set for each intake air temperature interval. Then, determining the target interval to which the current operating condition parameters belong and obtaining the ideal correction amplitude corresponding to the target interval involves: determining the speed and load intervals based on the current operating condition parameters; obtaining the first-order angle amplitude corresponding to the speed and load intervals from the two-dimensional array; then obtaining the corresponding second-order angle amplitude based on the EGR rate; obtaining the corresponding third-order angle amplitude based on the coolant temperature; obtaining the corresponding fourth-order angle amplitude based on the intake air temperature; and finally, obtaining the ideal correction amplitude based on the first, second, third, and fourth-order angle amplitudes.

[0039] Optionally, obtaining the ideal correction amplitude based on the first-order angle amplitude, second-order angle amplitude, third-order angle amplitude, and fourth-order angle amplitude includes selecting the smallest of the first-order angle amplitude, second-order angle amplitude, third-order angle amplitude, and fourth-order angle amplitude as the ideal correction amplitude.

[0040] By implementing the above methods, only two-dimensional and one-dimensional arrays are created to store the angle amplitude of various operating parameters, which reduces the computational complexity of storage and improves processing performance.

[0041] It should be noted that step 101 corresponds to the active advance angle strategy disclosed in the embodiments of this application. Based on the active advance angle strategy, the target correction range corresponding to each cylinder is obtained. The more specific implementation of the active advance angle strategy will be described in detail later.

[0042] 102. Based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder, obtain the target ignition angle of the cylinder.

[0043] In step 102, the target ignition angle is obtained based on the basic ignition angle and the target correction range obtained in step 101. Optionally, step 102 may include: calculating the sum of the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder, as the target ignition angle of the cylinder.

[0044] For example, the basic ignition angle is 12° and the target correction range is 3°. Therefore, the target ignition angle of this cylinder is: 12° + 3° = 15°.

[0045] Therefore, by implementing the embodiments of this application, for each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of that cylinder is obtained. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude, which is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range to which the current operating parameters of the range extender engine belong. Furthermore, the target ignition angle of the cylinder is obtained according to the preset basic ignition angle of the range extender engine and the target correction amplitude corresponding to that cylinder. It can be seen that ignition angle control can be performed on a cylinder-by-cylinder basis. For each cylinder, the target correction amplitude of that cylinder is obtained according to the current knock signal, and the target correction amplitude is limited by the ideal correction amplitude corresponding to the target range to which the current operating parameters of the range extender engine belong. This ensures that each cylinder obtains a better target ignition angle under different operating parameters, which is beneficial to reducing fuel consumption and improving engine performance.

[0046] Please see Figure 2 , Figure 2 This is a flowchart illustrating the ignition angle control method for the range-extended engine disclosed in Embodiment 2 of this application; as shown... Figure 2 As shown, the ignition angle control method for this range extender engine may include: 201. For each cylinder of the range extender engine, in the current preset cycle, based on the current knock signal of the cylinder, the target correction range corresponding to the cylinder is obtained according to the current angle adjustment amount of the cylinder and the angle adjustment rate corresponding to the preset cycle.

[0047] The execution entity in this embodiment is an ignition angle control device for a range extender engine, which is installed in a vehicle. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude, and step 201 implements the active advance angle strategy disclosed in this application.

[0048] It should be noted that the embodiments of this application are executed on all cylinders according to the same preset cycle. That is, at the end of each preset cycle, the embodiments of this application are executed for each cylinder. The preset cycle can be set when calibrating the aforementioned operating parameter range under standard operating conditions. A reasonable preset cycle can accurately monitor the condition of the range extender engine and facilitate smooth control of the ignition angle. For example, the preset cycle is 1 second.

[0049] Furthermore, in this embodiment, a preset angle adjustment rate corresponding to a preset cycle is pre-set, that is, the angle that can be corrected in each preset cycle. Then, in each preset cycle, based on the current knock signal of the cylinder, the current angle adjustment amount is corrected according to this angle adjustment rate. For example, if the preset cycle is T, then the angle adjustment rate is 0.1° / T, that is, the correction angle corresponding to each preset cycle is 0.1°.

[0050] It should be noted that if the current preset cycle is the first preset cycle after the vehicle is powered on, the current angle adjustment of the cylinder is 0. If the current preset cycle is not the first preset cycle, the current angle adjustment is the target correction range obtained in the previous preset cycle.

[0051] The target correction magnitude is obtained based on the current knock signal and is ensured not to exceed the ideal correction magnitude corresponding to the target range of the current operating condition parameters. In some feasible implementations, the above-mentioned method of obtaining the target correction magnitude for the cylinder based on the current knock signal, according to the current angle adjustment amount of the cylinder and the angle adjustment rate corresponding to the preset period, includes: When the current knock signal value is less than the first threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate to obtain the target correction range; When the current knock signal value is greater than or equal to the first threshold and less than the second threshold, the current angle adjustment amount is taken as the target correction magnitude; When the value of the current knock signal is greater than or equal to the second threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate corresponding to the preset cycle, so as to obtain the target correction range.

[0052] Optionally, when the current knock signal value is less than the first threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate to obtain the target correction range. This may include: when the current knock signal value is less than the first threshold, calculating the sum of the correction angle corresponding to the current angle adjustment and the angle adjustment rate to obtain the target correction range; wherein, the first threshold is set when the range extender engine is tested under standard operating conditions, and a value less than the first threshold indicates that the cylinder has not experienced knock.

[0053] For example, if the current angle adjustment is 1.5° and the angle adjustment rate is 0.1° / T, then the target correction range is: 1.5° + 0.1° = 1.6°.

[0054] Optionally, the second threshold, like the first threshold, is set when the range extender engine is tested under standard operating conditions. When the current knock signal in the cylinder is greater than or equal to the first threshold but less than the second threshold, it indicates that knocking has not yet occurred, but is close to it. During this stage, observation is required. Instead of actively advancing or retreating the current angle adjustment, the current angle adjustment will remain unchanged. For example, if the current angle adjustment is 1.5° and the angle adjustment rate is 0.1° / T, the target correction range is 1.5°.

[0055] Optionally, when the current knock signal value is greater than or equal to the second threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate corresponding to the preset cycle to obtain the target correction range. This includes: when the current knock signal value is greater than or equal to the second threshold, calculating the difference between the current angle adjustment amount and the correction range corresponding to the angle adjustment rate to obtain the target correction range. Wherein, the current knock signal of the cylinder being greater than or equal to the second threshold indicates that the cylinder has experienced knocking and requires active angle reduction, i.e., reducing the ignition angle. Therefore, the correction range corresponding to the angle adjustment rate is subtracted from the current angle adjustment amount.

[0056] For example, if the current angle adjustment is 1.5° and the angle adjustment rate is 0.1° / T, then the target correction range is: 1.5° - 0.1° = 1.4°.

[0057] It should also be noted that both active advance and active retreat are achieved based on the angle adjustment rate, meaning that the correction range for active advance and active retreat is the same.

[0058] It should also be noted that if the angle adjustment rate is 0.1° / T, after the vehicle is started, the current preset cycle is the first preset cycle. For a certain cylinder, the current angle adjustment is 0. If the current knock signal value is less than the first threshold, the target correction range is 0.1°; if the current knock signal value is greater than or equal to the second threshold, the target correction range is -0.1°.

[0059] 202. Based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder, obtain the target ignition angle of the cylinder.

[0060] Optionally, before executing step 202, the method further includes: determining whether the target correction range is not greater than the ideal correction range; if so, executing step 202; otherwise, if the target correction range is greater than the ideal correction range, calculating the sum of the current angle adjustment amount and the preset basic ignition angle to obtain the target ignition angle of the cylinder.

[0061] The process of obtaining the target ignition angle of a cylinder based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder includes: calculating the sum of the preset basic ignition angle and the target correction range to obtain the target ignition angle of the cylinder.

[0062] After step 202, the current angle adjustment amount is updated according to the target correction range. That is, the target correction range is used as the current angle adjustment amount so that the current angle adjustment amount obtained in the next preset cycle is updated, so as to accurately calculate the ignition angle of the cylinder.

[0063] It should be noted that the target correction magnitude obtained may be positive, negative, or even 0.

[0064] It should be noted that all cylinders implement the embodiments of this application according to the same preset cycle. In the same preset cycle, if the current knock signal of all cylinders is not greater than the first threshold, the active advance angle of all cylinders is achieved synchronously.

[0065] Therefore, by implementing the embodiments of this application, for each cylinder of the range extender engine, according to a preset cycle, the target correction amplitude corresponding to the current knock signal of the cylinder is obtained based on the current angle adjustment amount and angle adjustment rate. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude. Further, the target ignition angle of the cylinder is obtained based on the preset basic ignition angle of the range extender engine and the target correction amplitude corresponding to the cylinder. In the embodiments of this application, the current angle adjustment amount can be corrected based on the current knock signal and the angle adjustment rate to obtain the target correction amplitude. Finally, the preset basic ignition angle is corrected using the target correction amplitude to obtain the target ignition angle of the cylinder, thereby achieving precise ignition angle control for each cylinder and ensuring that each cylinder obtains a better target ignition angle under different operating parameters, which is beneficial for reducing fuel consumption and improving engine performance.

[0066] Please see Figure 3 , Figure 3 This is a flowchart illustrating the ignition angle control method for the range-extended engine disclosed in Embodiment 3 of this application; as shown... Figure 3 As shown, the ignition angle control method for this range extender engine may include: 301. For each cylinder of the range extender engine, within the current preset cycle, based on the current knock signal, and according to the current angle adjustment amount and the angle adjustment rate corresponding to the preset cycle, the intermediate angle adjustment amount of the cylinder is obtained.

[0067] The execution subject of this application embodiment is the ignition angle control device of the range extender engine, which is installed in the vehicle.

[0068] In this embodiment of the application, the intermediate angle adjustment amount of the cylinder is obtained based on the current angle adjustment amount and the angle adjustment rate.

[0069] In some feasible methods, the above-mentioned method of obtaining the intermediate angle adjustment of the cylinder based on the current knock signal, according to the current angle adjustment amount and angle adjustment rate, includes: When the current knock signal value is less than the first threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate to obtain the intermediate angle adjustment. When the current knock signal value is greater than or equal to the first threshold and less than the second threshold, the current angle adjustment of the cylinder is taken as the intermediate angle adjustment. When the value of the current knock signal is greater than or equal to the second threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate corresponding to the preset cycle to obtain the intermediate angle adjustment.

[0070] Optionally, when the value of the current knock signal is less than the first threshold, the above-mentioned active advance angle correction of the current angle adjustment of the cylinder is performed according to the angle adjustment rate to obtain the intermediate angle adjustment amount, including: when the value of the current knock signal is less than the first threshold, calculating the sum of the current angle adjustment amount of the cylinder and the correction angle corresponding to the angle adjustment rate to obtain the intermediate angle adjustment amount.

[0071] Based on the description in step 201, when the current knock signal value is less than the first threshold, it indicates that the cylinder has not experienced knocking, and the ignition angle can continue to be actively advanced. The current angle adjustment is increased by adding the correction angle corresponding to the angle adjustment rate. For example, if the current angle adjustment is 1.5° and the angle adjustment rate is 0.1° / T, then the intermediate angle adjustment is: 1.5° + 0.1° = 1.6°.

[0072] Optionally, if the current knock signal of the cylinder is greater than or equal to the first threshold and less than the second threshold, it indicates that knocking has not yet occurred, but is close to it. During this stage, observation is required. Instead of actively advancing or retreating the angle based on the current adjustment amount, the current angle adjustment amount is maintained unchanged, and thus used as the intermediate angle adjustment amount. For example, if the current angle adjustment amount is 1.5° and the angle adjustment rate is 0.1° / T, the obtained intermediate angle adjustment amount is 1.5°.

[0073] Optionally, when the value of the current knock signal is greater than or equal to the second threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate corresponding to the preset cycle to obtain an intermediate angle adjustment. This includes: when the value of the current knock signal is greater than or equal to the second threshold, calculating the difference between the current angle adjustment and the correction angle corresponding to the angle adjustment rate to obtain the intermediate angle adjustment. For example, if the current angle adjustment is 1.5° and the angle adjustment rate is 0.1° / T, then the intermediate angle adjustment is: 1.5° - 0.1° = 1.4°.

[0074] 302. Based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target range, obtain the target correction range corresponding to the cylinder. The current self-learning angle correction value is the value that was learned from the previous self-learning based on the cylinder angle adjustment amount for the target range and is used to correct the cylinder angle adjustment amount.

[0075] Optionally, obtaining the target correction range corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target range includes: calculating the sum of the intermediate angle adjustment amount and the current self-learning angle correction value to obtain the target correction range corresponding to the cylinder; through this implementation method, the self-learning angle correction value helps to improve the accuracy of ignition angle control.

[0076] Before executing step 301, the current operating parameters of the range extender engine are obtained according to a preset cycle. For each cylinder of the range extender engine, the current knock signal of the cylinder is obtained, as well as the current angle adjustment amount of the cylinder and the ideal correction range and current self-learning angle correction value corresponding to the target area to which the current operating parameters belong.

[0077] It should be noted that the current self-learning angle correction value helps improve the accuracy of ignition angle control. Specifically, when the range extender engine is operating under standard conditions and the ideal correction range is calibrated, the operating parameter range is set, and the corresponding self-learning angle correction value is set for each operating parameter range. At this time, since the self-learning angle correction value has not yet undergone self-learning, the self-learning angle correction value for each operating parameter range is set to 0. Then, after implementing the embodiments of this application, when the range extender engine is operating in a certain operating parameter range, the self-learning angle correction value will also be updated during ignition angle control. The self-learning angle correction value is the last self-learned value, which may be the value learned in the previous preset cycle after the vehicle was powered on, or it may be the value learned in the last self-learning for that operating parameter range before the vehicle was powered on. In other words, for any given operating parameter range, the self-learning angle correction value will be the last self-learned value.

[0078] In some optional implementations, after the test completes the division of the operating condition parameter ranges, a basic array at normal temperature is first established, that is, four ranges are divided for speed and load respectively, resulting in 16 arrays, which store the basic self-learning angle correction values; for intake air temperature, eight different ranges are set, and based on the 16 basic arrays, 128 arrays are obtained, which are then set with the corresponding first-order self-learning angle correction values ​​for the intake air temperature range; for water temperature, eight different ranges are set, and based on the 16 basic arrays, 128 arrays are obtained, which are then set with the corresponding second-order self-learning angle correction values ​​for the water temperature range.

[0079] Optionally, the current self-learning angle correction value corresponding to the target area of ​​the current operating condition parameters is obtained, including: obtaining the basic self-learning angle correction value (obtained from 16 arrays) corresponding to the speed range and load range based on the speed and load in the current operating condition parameters, as base; obtaining the first-order self-learning angle correction value (obtained from 128 arrays corresponding to the intake temperature) corresponding to the intake temperature range based on the speed, load, and intake temperature in the current operating condition parameters, as a; and obtaining the second-order self-learning angle correction value (obtained from 128 arrays corresponding to the water temperature) corresponding to the water temperature range based on the speed, load, and water temperature in the current operating condition parameters, as b; and calculating the sum of the basic self-learning angle correction value, the first-order self-learning angle correction value, and the second-order self-learning angle correction value to obtain the current self-learning angle correction value, i.e., current self-learning angle correction value = base + a + b. Through this implementation method, the smoothness of ignition angle control can be ensured by using interval-based self-learning angle correction values.

[0080] Optionally, after obtaining the target correction range for the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target range, the method further includes: Based on the preset self-learning ratio and the target correction range corresponding to the cylinder, the first self-learning angle correction value is obtained, and the current self-learning angle correction value is updated based on the first self-learning angle correction value. Based on the target correction range corresponding to the cylinder and the first self-learning angle correction value, the first angle adjustment amount is obtained, and the current angle adjustment amount corresponding to the cylinder is updated based on the first angle adjustment amount.

[0081] The preset self-learning ratio can be set based on tests under standard operating conditions. By using a reasonable preset self-learning ratio, the target correction range can be self-learned to obtain the corresponding self-learning angle correction value, which can be used to correct the angle adjustment amount, thereby reducing errors and improving the control accuracy of the ignition angle.

[0082] Furthermore, the above-mentioned method of obtaining the first self-learning angle correction value based on the preset self-learning ratio and the target correction range corresponding to the cylinder includes: calculating the product of the preset self-learning ratio and the target correction range to obtain the first self-learning angle correction value; in this embodiment, a certain proportion of the value is self-learned from the target correction range for subsequent error correction.

[0083] For example, the preset self-learning ratio can be 1%, the target correction range is 4°, and the first self-learning angle correction value is 0.04°.

[0084] Furthermore, the aforementioned updating of the current self-learning angle correction value based on the first self-learning angle correction value includes: using the first self-learning angle correction value as the current self-learning angle correction value. For example, if the original current self-learning angle correction value is 0.01°, and the first self-learning angle correction value obtained after self-learning is 0.015°, then the updated current self-learning angle correction value is 0.015°.

[0085] Furthermore, the first self-learning angle correction value consists of three parts: a basic self-learning angle correction value, a first-order self-learning angle correction value, and a second-order self-learning angle correction value. In this embodiment, corresponding weight values ​​can be set according to the degree of influence of each working condition parameter on the ignition angle in actual practice. For example, the basic self-learning angle correction value corresponds to the first weight, the first-order self-learning angle correction value corresponds to the second weight, and the second-order self-learning angle correction value corresponds to the third weight. The first weight + the second weight + the third weight = 1. For example, the first weight is 0.6, the second weight is 0.15, and the third weight is 0.25. Then, after calculating the product of the preset self-learning ratio and the target correction amplitude to obtain the first self-learning angle correction value, the product of the first self-learning angle correction value and the first weight is calculated to obtain a new basic self-learning angle correction value. The product of the first self-learning angle correction value and the second weight is calculated to obtain a new first-order self-learning angle correction value. The product of the first self-learning angle correction value and the third weight is calculated to obtain a new second-order self-learning angle correction value, thus completing the update of the self-learning array.

[0086] Optionally, obtaining the first angle adjustment amount based on the target correction range corresponding to the cylinder and the first self-learning angle correction value includes: calculating the difference between the target correction range and the first self-learning angle correction value to obtain the first angle adjustment amount. Through this implementation, by self-learning the first self-learning angle correction value from the target correction range, subtracting the first self-learning angle correction value from the target correction range to obtain the first angle adjustment amount, and updating it as the current angle adjustment amount, the accuracy of ignition angle control is improved by combining the self-learning angle correction value with the actual angle adjustment value.

[0087] Optionally, the above self-learning can be implemented based on a proportional-integral-derivative (PID) controller, where the angle adjustment is regarded as the P-direction and integrated into the I-direction to obtain the self-learning angle correction value.

[0088] In some optional implementations, before obtaining the target correction magnitude corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval, the method further includes: Determine whether the absolute value of the intermediate angle adjustment is not greater than the difference between the ideal correction range and the current self-learning angle correction value; If so, execute the step of obtaining the target correction range corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval; If the absolute value of the intermediate angle adjustment is greater than the difference, the target correction range corresponding to the cylinder is obtained based on the current angle adjustment and the current self-learning angle correction value.

[0089] Understandably, the absolute value of the target correction amplitude must be less than or equal to the ideal correction amplitude. The target correction amplitude is the sum of the intermediate angle adjustment and the current self-learning angle correction value. The current self-learning angle correction value is a known value. Therefore, it is equivalent to the absolute value of the intermediate angle adjustment being less than or equal to the difference between the ideal correction amplitude and the current self-learning angle correction value. When it is less than or equal to, the intermediate angle adjustment and the current self-learning angle correction value corresponding to the target interval are calculated to obtain the target correction amplitude for the cylinder. If it is greater than, the sum of the current angle adjustment and the current self-learning angle correction value is calculated to obtain the target correction amplitude for the cylinder.

[0090] 303. Based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder, obtain the target ignition angle of the cylinder.

[0091] As can be seen, by implementing the embodiments of this application, an intermediate angle adjustment amount is obtained based on the current angle adjustment amount and angle adjustment rate of the cylinder. Further, a target correction range is obtained based on the intermediate angle adjustment amount and the current self-learned angle correction value. Based on the target correction range and the basic ignition angle, the target ignition angle of the cylinder is obtained. Ignition control of the cylinder is achieved using the target ignition angle. In this embodiment, self-learning of the operating parameters in intervals can reduce the error in ignition angle correction, ensuring smooth and effective ignition angle control and avoiding unevenness in the active advance and retreat control processes.

[0092] Please see Figure 4 , Figure 4This is a schematic diagram of the ignition angle control device for the range-extending engine disclosed in Embodiment 1 of this application; as shown... Figure 4 As shown, the ignition angle control device for this range extender engine may include: The first acquisition module 401 is used to acquire, for each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of the cylinder, wherein the absolute value of the target correction amplitude is not greater than the ideal correction amplitude, and the ideal correction amplitude is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target interval to which the current operating parameters of the range extender engine belong.

[0093] And the second acquisition module 402 is used to obtain the target ignition angle of the cylinder based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder.

[0094] As can be seen, in the above-mentioned device, the first acquisition module 401 acquires the target correction amplitude corresponding to the current knock signal of each cylinder of the range extender engine. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude, which is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range of the current operating parameters of the range extender engine. Further, the second acquisition module 402 is used to obtain the target ignition angle of the cylinder based on the preset basic ignition angle of the range extender engine and the target correction amplitude corresponding to the cylinder. The device can perform ignition angle control by cylinder. For each cylinder, the target correction amplitude of the cylinder is acquired based on the current knock signal, and the target correction amplitude is limited by the ideal correction amplitude corresponding to the target range of the current operating parameters of the range extender engine. This ensures that each cylinder, combined with the current knock signal, obtains a better target ignition angle under different operating parameters, which is beneficial to reduce fuel consumption and improve engine performance.

[0095] In some optional implementations, the first acquisition module 401 is further configured to acquire the current operating parameters of the range extender engine, determine the target range to which the current operating parameters belong, acquire the ideal correction range corresponding to the target range, and acquire the current knock signal corresponding to each cylinder before acquiring the target correction range corresponding to the current knock signal of the cylinder for each cylinder of the range extender engine.

[0096] In some optional implementations, the first acquisition module 401 is used to acquire the target correction magnitude corresponding to the current knock signal of each cylinder of the range extender engine in the following specific manner: For each cylinder of the range extender engine, within the current preset cycle, based on the current knock signal, and according to the current angle adjustment amount of the cylinder and the angle adjustment rate corresponding to the preset cycle, the target correction magnitude corresponding to the cylinder is obtained.

[0097] Further optionally, the first acquisition module 401 described above is used to acquire the target correction amplitude corresponding to the cylinder based on the current knock signal, according to the current angle adjustment amount of the cylinder and the angle adjustment rate corresponding to the preset period, in the following specific way: Based on the current knock signal, the intermediate angle adjustment of the cylinder is obtained according to the current angle adjustment amount and the angle adjustment rate; Based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval, the target correction range corresponding to the cylinder is obtained. The current self-learning angle correction value is the value that was learned from the previous self-learning based on the angle adjustment amount of the cylinder for the target interval and is used to correct the angle adjustment amount of the cylinder.

[0098] Optionally, the first acquisition module 401 is further configured to acquire the current self-learning angle correction value corresponding to the target region to which the current operating condition parameter belongs. Further, the method by which the first acquisition module 401 acquires the current self-learning angle correction value corresponding to the target region to which the current operating condition parameter belongs is as follows: based on the speed and load in the current operating condition parameters, obtain the basic self-learning angle correction values ​​corresponding to the speed range and load range; based on the speed, load, and intake air temperature in the current operating condition parameters, obtain the first-order self-learning angle correction value corresponding to the intake air temperature range; and based on the speed, load, intake air temperature, and water temperature in the current operating condition parameters, obtain the second-order self-learning angle correction value corresponding to the water temperature range; calculate the sum of the basic self-learning angle correction value, the first-order self-learning angle correction value, and the second-order self-learning angle correction value to obtain the current self-learning angle correction value. Through this implementation, by using interval-based self-learning angle correction values, the smoothness of ignition angle control can be ensured.

[0099] Further optionally, the first acquisition module 401 is used to obtain the intermediate angle adjustment amount of the cylinder based on the current knock signal, the current angle adjustment amount, and the angle adjustment rate in the following specific way: When the value of the current knock signal is less than the first threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate to obtain the intermediate angle adjustment. When the value of the current knock signal is greater than or equal to the first threshold and less than the second threshold, the current angle adjustment amount of the cylinder is taken as the intermediate angle adjustment amount; When the value of the current knock signal is greater than or equal to the second threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate corresponding to the preset period to obtain the intermediate angle adjustment.

[0100] In some optional embodiments, the first acquisition module 401 is further configured to, before obtaining the target correction amplitude corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval, determine whether the absolute value of the intermediate angle adjustment amount is not greater than the difference between the ideal correction amplitude and the current self-learning angle correction value; and when the determination result is yes, obtain the target correction amplitude corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval.

[0101] Furthermore, the first acquisition module 401 is also used to obtain the target correction amplitude corresponding to the cylinder based on the current angle adjustment amount and the current self-learning angle correction value when the absolute value of the intermediate angle adjustment amount is greater than the difference.

[0102] Please see Figure 5 , Figure 5 This is a schematic diagram of the ignition angle control device for the range-extending engine disclosed in Embodiment 2 of this application; Figure 5 The ignition angle control device of the range extender engine shown is in Figure 4 This is an optimization based on the ignition angle control device of the range-extended engine shown. Figure 5 The ignition angle control device of the range extender engine shown also includes: The learning module 501 is used to obtain a first self-learning angle correction value based on a preset self-learning ratio and the target correction value corresponding to the cylinder after the first acquisition module 401 obtains the target correction range corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target range, and to update the current self-learning angle correction value based on the first self-learning angle correction value. Furthermore, based on the target correction magnitude corresponding to the cylinder and the first self-learning angle correction value, a first angle adjustment amount is obtained, and the current angle adjustment amount corresponding to the cylinder is updated based on the first angle adjustment amount.

[0103] In some optional implementations, the learning module 501 is further configured to, after the test is completed and the operating condition parameter range is divided, first establish a basic array at normal temperature, that is, divide 16 arrays for speed and load, and store basic self-learning angle correction values; for intake air temperature, set 8 different ranges, and obtain 128 arrays based on the 16 basic arrays, and set the first-order self-learning angle correction values ​​corresponding to the intake air temperature range; for water temperature, set 8 different ranges, and obtain 128 arrays based on the 16 basic arrays, and set the second-order self-learning angle correction values ​​corresponding to the water temperature range.

[0104] Further optionally, the learning module 501 is used to obtain the first self-learning angle correction value according to the preset self-learning ratio and the target correction range corresponding to the cylinder in the following way: calculate the product of the preset self-learning ratio and the target correction range to obtain the first self-learning angle correction value; in this embodiment, a certain proportion of the value is learned from the target correction range for subsequent error correction.

[0105] Furthermore, the first self-learning angle correction value consists of three parts: a basic self-learning angle correction value, a first-order self-learning angle correction value, and a second-order self-learning angle correction value. In this embodiment, corresponding weight values ​​can be set according to the degree of influence of each working condition parameter on the ignition angle in actual practice. For example, the basic self-learning angle correction value corresponds to the first weight, the first-order self-learning angle correction value corresponds to the second weight, and the second-order self-learning angle correction value corresponds to the third weight. The first weight + the second weight + the third weight = 1. For example, the first weight is 0.6, the second weight is 0.15, and the third weight is 0.25. Then, after the learning module 501 calculates the product of the preset self-learning ratio and the target correction amplitude to obtain the first self-learning angle correction value, it calculates the product of the first self-learning angle correction value and the first weight to obtain a new basic self-learning angle correction value, calculates the product of the first self-learning angle correction value and the second weight to obtain a new first-order self-learning angle correction value, and calculates the product of the first self-learning angle correction value and the third weight to obtain a new second-order self-learning angle correction value, thus completing the update of the self-learning array.

[0106] Please see Figure 6 , Figure 6 This is a schematic diagram of the vehicle structure disclosed in Embodiment 1 of this application; as shown Figure 6 As shown, the vehicle may include: Figure 4 or Figure 5 The ignition angle control device of the range extender engine shown is used to achieve... Figures 1 to 3 The ignition angle control method for any of the range-extending engines described herein.

[0107] Please see Figure 7 , Figure 7 This is a schematic diagram of the vehicle structure disclosed in Embodiment 2 of this application; as shown Figure 7 As shown, the vehicle may include: Memory 701 storing computer programs; Processor 702 coupled to the memory; The processor calls the computer program stored in the memory and executes it. Figures 1 to 3 Some or all of the steps of any ignition angle control method for range-extended engines.

[0108] This application also discloses a computer-readable storage medium storing a computer program, wherein the computer program causes a computer to execute... Figures 1 to 3 A method for controlling the ignition angle of a range-extended engine is disclosed.

[0109] This application also discloses a computer program product that, when run on a computer, causes the computer to perform... Figures 1 to 3 Some or all of the steps of any of the disclosed methods.

[0110] This application also discloses an application publishing platform for publishing computer program products, wherein when the computer program product is run on a computer, the computer executes... Figures 1 to 3 Some or all of the steps of any of the disclosed methods.

[0111] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-Erasable Programmable Read-Only Memory (EEPROM), compactdisc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0112] The above provides a detailed description of an ignition angle control method, device, vehicle, and storage medium for a range-extending engine disclosed in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this invention. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for controlling the ignition angle of a range-extended engine, characterized in that, The method includes: For each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of the cylinder is obtained. The absolute value of the target correction amplitude is not greater than the ideal correction amplitude, which is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range to which the current operating parameters of the range extender engine belong; and The target ignition angle of the cylinder is obtained based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder.

2. The method according to claim 1, characterized in that, The step of obtaining the target correction magnitude corresponding to the current knock signal of each cylinder of the range extender engine includes: For each cylinder of the range extender engine, within the current preset cycle, based on the current knock signal, and according to the current angle adjustment amount of the cylinder and the angle adjustment rate corresponding to the preset cycle, the target correction magnitude corresponding to the cylinder is obtained.

3. The method according to claim 2, characterized in that, The step of obtaining the target correction amplitude corresponding to the cylinder based on the current knock signal, according to the current angle adjustment amount of the cylinder and the angle adjustment rate corresponding to the preset period, includes: Based on the current knock signal, the intermediate angle adjustment of the cylinder is obtained according to the current angle adjustment amount and the angle adjustment rate; Based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval, the target correction range corresponding to the cylinder is obtained. The current self-learning angle correction value is the value that was learned from the previous self-learning based on the angle adjustment amount of the cylinder for the target interval and is used to correct the angle adjustment amount of the cylinder.

4. The method according to claim 3, characterized in that, The step of obtaining the intermediate angle adjustment amount of the cylinder based on the current knock signal, the current angle adjustment amount, and the angle adjustment rate includes: When the value of the current knock signal is less than the first threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate to obtain the intermediate angle adjustment. When the value of the current knock signal is greater than or equal to the first threshold and less than the second threshold, the current angle adjustment amount of the cylinder is taken as the intermediate angle adjustment amount; When the value of the current knock signal is greater than or equal to the second threshold, the current angle adjustment of the cylinder is actively corrected according to the angle adjustment rate corresponding to the preset period to obtain the intermediate angle adjustment.

5. The method according to claim 3 or 4, characterized in that, After obtaining the target correction range corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval, the method further includes: Based on the preset self-learning ratio and the target correction range corresponding to the cylinder, a first self-learning angle correction value is obtained, and the current self-learning angle correction value is updated based on the first self-learning angle correction value. Based on the target correction range corresponding to the cylinder and the first self-learning angle correction value, a first angle adjustment amount is obtained, and the current angle adjustment amount corresponding to the cylinder is updated based on the first angle adjustment amount.

6. The method according to claim 3, characterized in that, Before obtaining the target correction magnitude corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval, the method further includes: Determine whether the absolute value of the intermediate angle adjustment is not greater than the difference between the ideal correction range and the current self-learning angle correction value; If so, perform the step of obtaining the target correction range corresponding to the cylinder based on the intermediate angle adjustment amount and the current self-learning angle correction value corresponding to the target interval.

7. The method according to claim 6, characterized in that, The method further includes: If the absolute value of the intermediate angle adjustment is greater than the difference, the target correction range corresponding to the cylinder is obtained based on the current angle adjustment and the current self-learning angle correction value.

8. An ignition angle control device for a range-extending engine, characterized in that, The device includes: The first acquisition module is used to acquire, for each cylinder of the range extender engine, the target correction amplitude corresponding to the current knock signal of that cylinder, wherein the absolute value of the target correction amplitude is not greater than the ideal correction amplitude, and the ideal correction amplitude is used to correct the ignition angle and is a preset correction amplitude threshold corresponding to the target range to which the current operating parameters of the range extender engine belong; and The second acquisition module is used to obtain the target ignition angle of the cylinder based on the preset basic ignition angle of the range extender engine and the target correction range corresponding to the cylinder.

9. A vehicle, characterized in that, include: The ignition angle control device for the range-extending engine according to claim 10, wherein the ignition angle control device for the range-extending engine is used to implement the ignition angle control method for the range-extending engine according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by a processor, it implements the steps of the method according to any one of claims 1-7.

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