Ignition advance angle determination method and device and related equipment

Abstract

The invention provides an ignition advance angle determination method and device and related equipment. When the ignition advance angle of the engine needs to be determined, the actual working condition parameters of the engine can be obtained firstly, the predicted ignition advance angle is obtained through the prediction model based on the actual working condition parameters, and then the engine is controlled to work based on the predicted ignition advance angle. After controlling the engine to operate, a first feedback parameter may also be determined based on the predicted ignition advance angle, and the prediction model may be updated based on the first feedback parameter. The first feedback parameter identifies a difference between the predicted ignition advance angle and an actual optimal ignition advance angle of the engine. Therefore, the ignition advance angle of the engine is predicted based on the working condition parameters through the prediction model, and the prediction model is corrected based on the actual working condition of the engine, so that the prediction model is suitable for the actual working condition of the engine. In this way, the proper ignition advance angle can be accurately predicted according to the actual situation of the engine, and the engine can be better controlled.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a method, apparatus and related equipment for determining ignition advance angle. Background Technology

[0002] Ignition advance angle, also known as ignition timing, is the angle the crankshaft rotates from the moment the spark plug ignites until the piston reaches top dead center of the compression stroke. A proper ignition advance angle can improve engine output power, combustion efficiency, and emissions performance, while also reducing engine wear and extending engine life. Therefore, ignition advance angle correction control is a crucial aspect of engine control.

[0003] In some implementations, the ignition advance angle can be corrected by incorporating engine operating parameters. For example, the ignition advance angle can be corrected based on engine speed, relative charge volume, and other operating parameters. Alternatively, it can be corrected based on ambient temperature, humidity, and other operating parameters. Based on these correction strategies, the ignition advance angle can be tailored to the actual operating conditions of the engine to a certain extent.

[0004] However, the methods for correcting ignition advance angle described above can only address specific influencing factors. In actual engine operation, ignition advance angle is affected by a variety of factors, and a single correction strategy cannot determine the most suitable ignition advance angle. Summary of the Invention

[0005] In view of this, this application provides a method, apparatus and related equipment for determining the ignition advance angle, which aims to accurately determine the appropriate ignition advance angle for the engine.

[0006] In a first aspect, this application provides a method for determining the ignition advance angle, the method comprising:

[0007] Obtain the actual operating parameters of the engine;

[0008] Based on the actual operating parameters, the predicted ignition advance angle is obtained through a prediction model.

[0009] The engine operation is controlled based on the predicted ignition advance angle;

[0010] A first feedback parameter is determined based on the predicted ignition advance angle, wherein the first feedback parameter represents the difference between the predicted ignition advance angle and the engine's actual optimal ignition advance angle;

[0011] The prediction model is updated based on the first feedback parameter.

[0012] In some possible implementations, determining the feedback parameters based on the first point advance angle includes:

[0013] In response to the fact that no knocking occurred in the engine during the process of controlling the engine operation based on the predicted ignition advance angle, the torque increment of the engine is obtained;

[0014] In response to the torque increment satisfying a preset condition, the preset angle error is determined as the first feedback parameter.

[0015] In some possible implementations, the step of predicting the ignition advance angle variable based on the actual operating parameters through a prediction model includes:

[0016] Obtain n historical operating condition parameters, where n is a positive integer;

[0017] The prediction model is input based on the n historical operating conditions and the actual operating condition parameters;

[0018] Obtain the output of the prediction model. The output includes the predicted ignition advance angle and n reference ignition advance angles, each of which corresponds to a historical operating condition parameter.

[0019] In some possible implementations, updating the prediction model based on the first feedback parameter includes:

[0020] Based on the n historical operating condition parameters, determine n historical optimal ignition advance angles;

[0021] Based on the n historical best ignition advance angles and the n reference ignition advance angles, n second feedback parameters are determined;

[0022] The prediction model is updated based on the n second feedback parameters and the first feedback parameter.

[0023] Secondly, this application provides an ignition advance angle determination device, the device comprising:

[0024] The acquisition unit is used to acquire the actual operating parameters of the engine.

[0025] The prediction unit is used to predict the ignition advance angle based on the actual operating parameters and through a prediction model.

[0026] Control unit, used to control the engine operation based on the predicted ignition advance angle;

[0027] The feedback determination unit is used to determine a first feedback parameter based on the predicted ignition advance angle, wherein the first feedback parameter represents the difference between the predicted ignition advance angle and the actual optimal ignition advance angle of the engine.

[0028] The model update unit is used to update the prediction model based on the first feedback parameter.

[0029] In some possible implementations, the feedback determining unit is specifically used to obtain the torque increment of the engine in response to the absence of engine knock during the process of controlling the engine operation based on the predicted ignition advance angle; and to determine the preset angle error as the first feedback parameter in response to the torque increment satisfying a preset condition.

[0030] In some possible implementations, the acquisition unit is further configured to acquire n historical operating condition parameters, where n is a positive integer; the prediction unit is further configured to input the prediction model based on the n historical operating condition parameters and the actual operating condition parameters; acquire the output result of the prediction model, the output result including the predicted ignition advance angle and n reference ignition advance angles, each reference ignition advance angle corresponding to one of the historical operating condition parameters; the feedback determination unit is further configured to determine n historical optimal ignition advance angles based on the n historical operating condition parameters; determine n second feedback parameters based on the n historical optimal ignition advance angles and the n reference ignition advance angles; and the model update unit is further configured to update the prediction model based on the n second feedback parameters and the first feedback parameters.

[0031] Thirdly, this application provides a vehicle including an engine and a controller, the controller being configured to perform the method as described in any one of the preceding first aspects and to control the engine based on the predicted ignition advance angle.

[0032] Fourthly, this application provides an apparatus comprising a memory and a processor, the memory for storing instructions or code, and the processor for executing the instructions or code stored in the memory to implement the method as described in any one of the preceding first aspects.

[0033] Fifthly, this application provides a computer storage medium storing code, wherein when the code is executed, a device executing the code implements the method described in any of the first aspects above.

[0034] In a sixth aspect, a computer program product containing instructions is provided that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0035] This application provides a method, apparatus, and related equipment for determining the ignition advance angle. When it is necessary to determine the ignition advance angle of an engine, the actual operating parameters of the engine can be obtained first. Based on these parameters, a predicted ignition advance angle is obtained through a prediction model, and then the engine is controlled based on this predicted ignition advance angle. Furthermore, to address the problem that the prediction model cannot adapt to different operating conditions, after controlling the engine, a first feedback parameter can be determined based on the predicted ignition advance angle, and the prediction model can be updated based on this parameter. The first feedback parameter identifies the difference between the predicted ignition advance angle and the engine's actual optimal ignition advance angle. By using the first feedback parameter, the difference between the predicted result and the optimal result can be determined, allowing for targeted updates to the prediction model to better match the engine's current operating conditions. In this way, the engine's ignition advance angle is predicted based on operating parameters using the prediction model, while simultaneously being corrected based on the engine's actual operating conditions, ensuring the prediction model is suitable for the engine's actual operating conditions. Moreover, since the engine's operating conditions change continuously, updating the prediction model through the first feedback parameter allows the model to adapt to the engine's current operating conditions, thus continuing to output a suitable ignition advance angle. In this way, the appropriate ignition advance angle can be accurately predicted based on the actual situation of the engine, thus enabling better control of the engine. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in this embodiment or the prior art, the drawings used in the description of the embodiment or the prior art 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.

[0037] Figure 1 A flowchart illustrating a method for determining the ignition advance angle provided in an embodiment of this application;

[0038] Figure 2 This is a schematic diagram of an ignition advance angle determination device provided in an embodiment of this application. Detailed Implementation

[0039] To achieve better performance, one or more correction strategies can be configured within the engine controller. These strategies are used to adjust the ignition advance angle. The processor can acquire certain operating parameters of the engine and adjust the ignition advance angle based on the correction strategies.

[0040] However, the optimal ignition advance angle of an engine is influenced by many factors. For example, engine speed, ambient temperature, ambient humidity, exhaust gas recirculation, fuel quality, and fuel usage environment all affect the ignition advance angle. Current correction strategies mostly address one or a few influencing factors, failing to correct for all ignition advance angles. Consequently, there is often a significant error between the ignition advance angle determined by the controller and the engine's actual optimal ignition advance angle. In particular, under some extreme operating conditions, the preset correction strategy may not be suitable for the engine's operating environment, and the resulting ignition advance angle may not improve engine performance, or may even lead to engine degradation.

[0041] Therefore, in some implementation methods, a powerful analytical model can be used to analyze multiple influencing factors to determine the most suitable ignition advance angle and achieve the best ignition effect. Specifically, multiple parameters affecting the ignition advance angle can be collected by sensors and input into the model to determine the optimal ignition advance angle.

[0042] However, models with such capabilities are often quite large and require extensive computation during operation. The computing power of a vehicle engine's controller is often limited, potentially making it unable to handle the model or resulting in slow model movement and poor practicality. Furthermore, even equipping an engine with a controller capable of handling such models would significantly increase engine costs.

[0043] In view of this, embodiments of this application provide a method for determining the ignition advance angle. This method can accurately determine the ignition advance angle based on the actual operating conditions of the engine without applying complex models.

[0044] The ignition advance angle determination method provided in this application will now be described from the perspective of the ignition advance angle determination device. Optionally, the ignition advance angle determination device can be deployed in the engine controller or in the vehicle controller. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] See Figure 1 , Figure 1 A flowchart of a method for determining the ignition advance angle provided in this application embodiment includes:

[0046] S101: Obtain the actual operating parameters of the engine.

[0047] To determine the ignition advance angle, the actual operating parameters of the engine can be obtained first. In this embodiment, the actual operating parameters of the engine may include multiple parameters that affect the engine's ignition advance angle capability. For example, the actual operating parameters of the engine may include parameters such as engine speed, engine charging efficiency, engine manifold pressure, engine intake air temperature, and engine fuel quality. Optionally, the number of operating parameters used to determine the ignition advance angle can be set according to the actual operating conditions of the engine.

[0048] Optionally, multiple sensors can be pre-configured to monitor some or all of the engine's actual operating parameters. Alternatively, some actual operating parameters can be obtained through a network, such as a vehicle network or in-vehicle communication network. Or, some actual operating parameters, such as engine fuel quality, can be calculated based on other operating parameters.

[0049] S102: Based on actual operating parameters, the predicted ignition advance angle is obtained through a prediction model.

[0050] After obtaining the actual operating parameters of the engine, the ignition advance angle under these parameters can be predicted using a predictive model. This predictive model can be a pre-trained model used to predict the optimal ignition advance angle for the engine under specific operating parameters.

[0051] Optionally, the predicted ignition advance angle can be a correction amount for the ignition advance angle. That is, the sum of the current preset ignition advance angle and the predicted ignition advance angle of the engine is the actual ignition advance angle of the engine.

[0052] Optionally, the prediction model can be pre-trained and configured in the engine controller. It is understood that if the engine controller has limited resources and cannot support a high-precision model, the prediction model can be a simpler one. In fact, because the ignition advance angle control method provided in this application introduces model updates and optimizations, even if the predicted ignition advance angle obtained by the prediction model has errors, this problem can be solved by updating the prediction model.

[0053] In some implementations, to keep the prediction model within a controllable range when updating it, the prediction model can be updated based on historical operating conditions. Specifically, the parameters input to the prediction model can include not only the engine's current actual operating parameters but also one or more historical operating parameters. The optimal ignition advance angle corresponding to the historical operating parameters is a known quantity. Correspondingly, the parameters output by the prediction model can include not only the ignition advance angle corresponding to the engine's current actual operating parameters (i.e., the predicted ignition advance angle) but also the ignition advance angle corresponding to each historical operating parameter.

[0054] In other words, when predicting the ignition advance angle, the current engine's actual operating parameters and n historical publicly available parameters (n being a positive integer), totaling n+1 operating conditions, can be input into the prediction model. The prediction model can then predict for these n+1 operating condition parameters and obtain the output results. The output results include the ignition advance angle corresponding to each of the n+1 operating condition parameters. That is, the prediction model can output the ignition advance angle corresponding to the actual operating condition parameters (i.e., the predicted ignition advance angle) and n reference ignition advance angles. Each reference ignition advance angle corresponds to a historical operating condition parameter.

[0055] It should be noted that the above "one working condition parameter (including historical working condition parameters and actual working condition parameters)" refers to multiple working condition parameters corresponding to one working condition. In fact, it represents a set of parameters used to describe the same working condition (including historical working conditions and actual working conditions).

[0056] S103: Engine operation is controlled based on predicted ignition advance angle.

[0057] Once the predicted ignition advance angle is determined, the engine operation can be controlled based on the predicted ignition advance angle.

[0058] During the process of controlling the engine operation, relevant parameters of the engine operation can be collected so as to determine the optimal ignition advance angle of the engine based on these parameters, thereby determining the first feedback parameter in step S104.

[0059] For example, if the engine is running on a test bench, sensors can be deployed within the engine to detect the optimal ignition advance angle. For instance, the crankshaft angle at which 50% of the fuel heat is released (CA50) can be collected, and the ignition advance angle that makes CA50 = 8 can be taken as the engine's optimal ignition advance angle. The relevant parameters collected during engine operation can include CA50.

[0060] For example, if the engine is installed in the vehicle and there is no sensor to detect CA50, then it is possible to detect whether engine knocking occurs. If engine knocking occurs, the degree of engine knocking can be detected, and the ignition advance angle at which slight knocking occurs can be taken as the optimal ignition advance angle for the engine. Accordingly, relevant parameters of the engine operation can be collected by sensors that monitor knocking and angle sensors, and the angle collected by the angle sensor when knocking occurs can be taken as the optimal ignition advance angle for the engine under actual operating conditions.

[0061] For example, if the engine is not equipped with a sensor to detect the CA50, and the engine does not experience knocking during a single operating cycle operating at the predicted ignition advance angle, then it can be determined whether the optimal ignition advance angle has been reached based on the engine's torque increment. Accordingly, the relevant parameters collected during engine operation can include the engine's output torque. An explanation of determining whether the optimal ignition advance angle has been reached based on torque increments can be found below and will not be repeated here.

[0062] S104: Determine the first feedback parameter based on the predicted ignition advance angle.

[0063] As mentioned earlier, since the optimal ignition advance angle of an engine is affected by multiple operating parameters, achieving accurate prediction using a single model requires a model with strong analytical capabilities. Such models are often large in size and consume significant resources during operation, making them unsuitable for engine controllers.

[0064] Therefore, the prediction model in this embodiment is relatively simple. Consequently, there may be a difference between the predicted ignition advance angle obtained from the prediction model and the actual optimal ignition advance angle of the engine under actual operating conditions. To address this issue, this application can simultaneously use the prediction model to predict the ignition advance angle and update the prediction model based on the actual engine conditions.

[0065] Accordingly, in order to update the prediction model, it is first necessary to determine the difference between the predicted ignition advance angle and the actual optimal ignition advance angle of the engine under actual operating conditions. In the embodiments of this application, the parameter reflecting the difference between the predicted ignition advance angle and the actual optimal ignition advance angle of the engine can be referred to as the first feedback parameter. Before updating the prediction model, the first feedback parameter can be determined based on the predicted ignition advance angle.

[0066] Specifically, if the optimal ignition advance angle can be determined based on the relevant parameters collected during engine operation, a first feedback parameter can be determined based on the difference between the optimal ignition advance angle and the predicted ignition advance angle. For example, if the engine is equipped with a sensor to detect CA50, the difference between the ignition angle that makes CA50 = 8 and the predicted ignition advance angle can be used as the first feedback parameter. As another example, if slight knocking occurs in a single operating cycle of the engine operating at the predicted ignition advance angle, the difference between the ignition advance angle where slight knocking occurs and the predicted ignition advance angle can be used as the first feedback parameter.

[0067] If the optimal ignition advance angle can be determined based on the relevant parameters collected during engine operation, it can be determined whether the optimal ignition advance angle has been reached based on the engine's torque output, and then the first feedback parameter can be determined.

[0068] Specifically, the engine outputs the highest torque at the optimal ignition advance angle. When the optimal ignition advance angle is not reached, increasing the engine's ignition advance angle can significantly increase the engine's output torque. When the optimal ignition advance angle is reached or close to it, increasing the engine's ignition advance angle will not significantly increase the engine's output torque.

[0069] Therefore, it is possible to determine whether the engine has reached the optimal ignition advance angle based on the engine torque increment. Specifically, the engine torque increment can be obtained, and it can be determined whether the torque increment meets preset conditions. The preset conditions indicate whether the increase in engine torque is significant.

[0070] If the torque increment meets the preset conditions, it means that adjusting the engine's ignition advance angle to the predicted ignition advance angle will significantly increase the engine's output torque. Therefore, it can be assumed that there is still room for improvement in the engine's output torque, and the predicted ignition advance angle has not reached the engine's optimal ignition advance angle. Based on the predicted ignition advance angle, the ignition advance angle needs to be increased to reach the optimal ignition advance angle.

[0071] If the torque increment does not meet the preset conditions, it means that adjusting the engine's ignition advance angle to the predicted ignition advance angle will not significantly increase the engine's output torque. Therefore, it can be assumed that there is no room for further increasing the engine's output torque, and the predicted ignition advance angle has reached the engine's optimal ignition advance angle. Accordingly, the predicted ignition advance angle can be determined as the optimal ignition advance angle.

[0072] When the torque increment does not meet the preset conditions, the predicted ignition advance angle can be increased to bring it closer to the optimal ignition advance angle. Optionally, the predicted ignition advance angle can be increased based on a preset angle error. The preset angle error is a pre-set angle used to make the predicted ignition advance angle approach the optimal ignition advance angle. In other words, the sum of the predicted ignition advance angle and the preset angle error can be considered as the optimal ignition advance angle. Therefore, the first feedback parameter can be the preset angle error.

[0073] Accordingly, after updating the prediction model, it can determine a new ignition advance angle based on actual operating parameters. This new ignition advance angle is equal to or close to the sum of the errors between the predicted ignition advance angle and the preset angle. If the engine torque still increases significantly under the new ignition advance angle, it indicates that the sum of the errors between the predicted and preset angles is still not close to the optimal ignition advance angle. In this case, the preset angle error can be used as a feedback parameter to readjust the prediction model. Thus, even if the difference between the predicted and optimal ignition advance angles is large, the output of the prediction model can be gradually adjusted to approach the optimal ignition advance angle through multiple adjustments.

[0074] As mentioned earlier, to keep the prediction model within a controllable range when updating it, it can be updated based on historical operating conditions. Accordingly, when determining the feedback parameters, in addition to determining the first feedback parameter based on the predicted ignition advance angle, the feedback parameter corresponding to the historical operating condition parameters can also be determined based on the reference ignition advance angle corresponding to the historically published parameters. The feedback parameter determined based on the reference ignition advance angle is called the second feedback parameter. Both the first and second feedback parameters are feedback parameters.

[0075] Specifically, if the input data to the prediction model includes n historical operating condition parameters, then n second feedback parameters can be determined based on the n reference ignition advance angles. The second feedback parameters are determined by the difference between the optimal ignition advance angle and the reference ignition advance angle corresponding to the same historical operating condition parameter, representing the difference between the ignition advance angle predicted by the prediction model and the actual optimal ignition advance angle. Through the second feedback parameters, the accuracy of the ignition advance angle predicted by the prediction model based on historical operating condition parameters can be determined. Updating the prediction model based on the second feedback parameters ensures the accuracy of the prediction model's predictions of historical operating condition parameters and avoids deviations in the prediction model.

[0076] S105: Update the prediction model based on the first feedback parameters.

[0077] After determining the first feedback parameters, the prediction model can be updated based on them. Specifically, error backpropagation can be performed based on the first feedback parameters, and gradient descent can be used to optimize the weight values ​​of the network in the prediction model to obtain the updated prediction model.

[0078] Because the prediction model was updated based on the first feedback parameter, it can obtain a result close to the optimal ignition advance angle under actual operating conditions. In real-world applications, engine operating conditions change continuously, so after updating the prediction model, it can predict the optimal ignition advance angle more accurately based on the new operating parameters.

[0079] This application provides a method for determining the ignition advance angle. When it is necessary to determine the ignition advance angle of an engine, the actual operating parameters of the engine can be obtained first. Based on the actual operating parameters, a predicted ignition advance angle is obtained through a prediction model, and then the engine operation is controlled based on the predicted ignition advance angle. Furthermore, to address the problem that the prediction model cannot adapt to different operating conditions, after controlling the engine operation, a first feedback parameter can be determined based on the predicted ignition advance angle, and the prediction model can be updated based on the first feedback parameter. The first feedback parameter can identify the difference between the predicted ignition advance angle and the engine's actual optimal ignition advance angle. Through the first feedback parameter, the difference between the result predicted by the prediction model and the optimal result can be determined, thereby updating the prediction model in a targeted manner to make the prediction model more consistent with the current operating conditions of the engine. In this way, the prediction model predicts the engine's ignition advance angle based on the operating parameters, and the prediction model is corrected based on the actual operating conditions of the engine, making the prediction model suitable for the actual operating conditions of the engine. Moreover, since the engine's operating conditions are continuously changing, updating the prediction model through the first feedback parameter allows the prediction model to adapt to the current operating conditions of the engine, thereby continuing to output a suitable ignition advance angle. In this way, the appropriate ignition advance angle can be accurately predicted based on the actual situation of the engine, thus enabling better control of the engine.

[0080] In addition to updating the prediction model based on the first feedback parameter, it can also be updated based on the second feedback parameter. Specifically, error backpropagation can be performed based on the second feedback parameter, and gradient descent can be used to optimize the weight values ​​of the network in the prediction model to obtain the updated prediction model. Thus, updating based on the first feedback parameter allows the prediction model's output based on actual operating conditions to approach the corresponding optimal ignition advance angle. Updating based on the second feedback parameter ensures that the prediction model's output based on historical operating conditions does not deviate from the corresponding optimal ignition advance angle. Therefore, updating the prediction model based on both the first and second feedback parameters ensures that the prediction model's output based on historical operating conditions approaches the corresponding optimal ignition angle, while also allowing the prediction model to approach the corresponding optimal ignition advance angle based on actual operating conditions. This allows the prediction model to adapt to the current engine operating conditions and output a suitable ignition advance angle, while avoiding deviations that prevent the prediction model from adapting to historical operating conditions.

[0081] The above describes some specific implementations of the ignition advance angle determination method provided in this application. Based on this, this application also provides a corresponding ignition advance angle determination device. The ignition advance angle determination device provided in this application will be described below from the perspective of functional modularity.

[0082] See Figure 2 , Figure 2 This is a schematic diagram of an ignition advance angle determination device provided in an embodiment of this application.

[0083] Specifically, Figure 2 The ignition advance angle determining device 200 shown includes:

[0084] Acquisition unit 210 is used to acquire the actual operating parameters of the engine;

[0085] Prediction unit 220 is used to predict the ignition advance angle based on the actual operating parameters and through a prediction model.

[0086] Control unit 230 is used to control the engine operation based on the predicted ignition advance angle;

[0087] The feedback determination unit 240 is used to determine a first feedback parameter based on the predicted ignition advance angle, wherein the first feedback parameter represents the difference between the predicted ignition advance angle and the actual optimal ignition advance angle of the engine.

[0088] The model update unit 250 is used to update the prediction model based on the first feedback parameter.

[0089] In some possible implementations, the feedback determining unit 240 is specifically used to obtain the torque increment of the engine in response to the absence of engine knock during the process of controlling the engine operation based on the predicted ignition advance angle; and to determine the preset angle error as the first feedback parameter in response to the torque increment satisfying a preset condition.

[0090] In some possible implementations, the acquisition unit 210 is further configured to acquire n historical operating condition parameters, where n is a positive integer; the prediction unit 220 is further configured to input the prediction model based on the n historical operating condition parameters and the actual operating condition parameters; acquire the output result of the prediction model, the output result including the predicted ignition advance angle and n reference ignition advance angles, each of the reference ignition advance angles corresponding to one of the historical operating condition parameters; the feedback determination unit 240 is further configured to determine n historical optimal ignition advance angles based on the n historical operating condition parameters; determine n second feedback parameters based on the n historical optimal ignition advance angles and the n reference ignition advance angles; and the model update unit 250 is further configured to update the prediction model based on the n second feedback parameters and the first feedback parameters.

[0091] This application also provides corresponding vehicles, equipment, computer storage media, and computer program products for implementing the technical solutions provided in this application.

[0092] The vehicle includes an engine and a controller, the controller being used to execute the ignition advance angle determination method described in any embodiment of this application, and to control the engine based on the predicted ignition advance angle.

[0093] The device includes a memory and a processor. The memory is used to store instructions or code, and the processor is used to execute the instructions or code stored in the memory to cause the device to perform the ignition advance angle determination method according to any embodiment of this application.

[0094] The computer storage medium stores code. When the code is executed, the device running the code implements the ignition advance angle determination method described in any embodiment of this application.

[0095] The computer program product contains instructions. When run on a computer, it causes the computer to perform the ignition advance angle determination method according to any embodiment of this application.

[0096] In the embodiments of this application, the terms "first" and "second" (if they exist) are used only as name identifiers and do not represent the order of first and second.

[0097] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that all or part of the steps in the methods of the above embodiments can be implemented by means of software plus a general-purpose hardware platform. Based on this understanding, the technical solution of this application can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as a read-only memory (ROM) / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, a server, or a network communication device such as a router) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0098] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, the apparatus embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0099] The above description is merely an exemplary implementation of this application and is not intended to limit the scope of protection of this application.

Claims

1. A method for determining ignition advance angle, characterized in that, The method includes: Obtain the actual operating parameters of the engine; Based on the actual operating parameters, the predicted ignition advance angle is obtained through a prediction model. The engine operation is controlled based on the predicted ignition advance angle; A first feedback parameter is determined based on the predicted ignition advance angle, wherein the first feedback parameter represents the difference between the predicted ignition advance angle and the engine's actual optimal ignition advance angle; The prediction model is updated based on the first feedback parameter.

2. The method according to claim 1, characterized in that, The step of determining the feedback parameters based on the advance angle of the first point includes: In response to the fact that no knocking occurred in the engine during the process of controlling the engine operation based on the predicted ignition advance angle, the torque increment of the engine is obtained; In response to the torque increment satisfying a preset condition, the preset angle error is determined as the first feedback parameter.

3. The method according to claim 1 or 2, characterized in that, The predicted ignition advance angle variable, obtained by predicting the actual operating parameters through the prediction model, includes: Obtain n historical operating condition parameters, where n is a positive integer; The prediction model is input based on the n historical operating conditions and the actual operating condition parameters; Obtain the output of the prediction model. The output includes the predicted ignition advance angle and n reference ignition advance angles, each of which corresponds to a historical operating condition parameter.

4. The method according to claim 3, characterized in that, Updating the prediction model based on the first feedback parameter includes: Based on the n historical operating condition parameters, determine n historical optimal ignition advance angles; Based on the n historical best ignition advance angles and the n reference ignition advance angles, n second feedback parameters are determined; The prediction model is updated based on the n second feedback parameters and the first feedback parameter.

5. A device for determining ignition advance angle, characterized in that, The device includes: The acquisition unit is used to acquire the actual operating parameters of the engine. The prediction unit is used to predict the ignition advance angle based on the actual operating parameters and through a prediction model. Control unit, used to control the engine operation based on the predicted ignition advance angle; The feedback determination unit is used to determine a first feedback parameter based on the predicted ignition advance angle, wherein the first feedback parameter represents the difference between the predicted ignition advance angle and the actual optimal ignition advance angle of the engine. The model update unit is used to update the prediction model based on the first feedback parameter.

6. The apparatus according to claim 5, characterized in that, The feedback determination unit is specifically used to obtain the torque increment of the engine in response to the fact that the engine does not experience knocking during the process of controlling the engine operation based on the predicted ignition advance angle. In response to the torque increment satisfying a preset condition, the preset angle error is determined as the first feedback parameter.

7. The method according to claim 5 or 6, characterized in that, The acquisition unit is further configured to acquire n historical operating condition parameters, where n is a positive integer; The prediction unit is further configured to input the prediction model based on the n historical operating conditions and the actual operating condition parameters; obtain the output result of the prediction model, the output result including the predicted ignition advance angle and n reference ignition advance angles, each of the reference ignition advance angles corresponding to one of the historical operating condition parameters; The feedback determining unit is further configured to determine n historical optimal ignition advance angles based on the n historical operating condition parameters; and to determine n second feedback parameters based on the n historical optimal ignition advance angles and the n reference ignition advance angles. The model update unit is further configured to update the prediction model based on the n second feedback parameters and the first feedback parameters.

8. A vehicle, characterized in that, The vehicle includes an engine and a controller, the controller being configured to perform the method as described in any one of claims 1-4 and to control the engine based on the predicted ignition advance angle.

9. A device, characterized in that, The device includes a memory and a processor, the memory being used to store instructions or code, and the processor being used to execute the instructions or code stored in the memory to implement the method as described in any one of claims 1-4.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is run by the processor, the processor performs the method according to any one of claims 1-4.

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