Automobile engine operation auxiliary control method and system

Abstract

The invention relates to the technical field of automobile control, in particular to an automobile engine operation auxiliary control method and system. The method comprises the following steps that engine parameter data, driver driving operation behavior data and vehicle state data are collected; analyzing and obtaining driving habit data of the driver based on the driving operation behavior data of the driver, and obtaining a vehicle driving state based on the vehicle state data; and calculating to-be-optimized control parameters of the engine based on the driving habit data of the driver, the vehicle driving state and the engine parameter data, and optimizing and adjusting the engine based on the to-be-optimized control parameters. The problems that in the prior art, ECU data with conservative performance is adopted for adjustment and control, part of engine control data is operated and output within a certain range, normal running of a vehicle is guaranteed, but the individual requirements of a driver cannot be met, and more accurate oil injection and ignition control cannot be achieved can be solved.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, and in particular to a method and system for auxiliary control of automotive engine operation. Background Technology

[0002] With the continuous development of automotive intelligent technology, higher requirements are being placed on the operating efficiency and emission control of automotive engines. Existing technologies use conservative ECU data for tuning and control, and some engine control data operate and output within a certain range to ensure normal vehicle operation, but cannot meet the individual needs of drivers and the problem of more precise fuel injection and ignition control. In order to solve this technical problem, an auxiliary control method and system for automotive engine operation is proposed. Summary of the Invention

[0003] In order to solve the technical problems existing in the prior art, the present invention provides a method and system for auxiliary control of automobile engine operation.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions: In a first aspect, in one embodiment of the present invention, an auxiliary control method for automobile engine operation is provided, the method comprising the following steps: Collect engine parameter data, driver driving behavior data, and vehicle status data; Driver driving habit data is obtained by analyzing driver driving operation behavior data, and vehicle driving status is obtained based on vehicle status data. Based on driver driving habit data, vehicle driving status and engine parameter data, the engine's control parameters to be optimized are calculated, and the engine is optimized and adjusted based on these parameters.

[0005] As a further aspect of the present invention, the engine parameter data includes intake valve opening, injection pulse width, injection quantity, and ignition advance angle.

[0006] As a further aspect of the present invention, the driver's driving operation behavior data includes throttle opening and rate of change, braking force and braking frequency, gear shifting time and steering wheel angle.

[0007] As a further aspect of the present invention, the driver's driving operation behavior data includes throttle opening and rate of change, braking force and braking frequency, gear shifting time and steering wheel angle.

[0008] As a further aspect of the present invention, the control parameters to be optimized include injection pulse width, injection quantity, and ignition advance angle.

[0009] As a further aspect of the present invention, the formula for the optimized final ignition advance angle is as follows: The optimized final ignition advance angle θfinal (degrees) = θbase1 + A1 + B1 + C1 In the formula, θbase1 is the dynamic base ignition advance angle, A1 is the air-fuel ratio correction coefficient, B1 is the throttle depth change rate correction coefficient, and C1 is the steady-state condition optimization correction coefficient.

[0010] As a further aspect of the present invention, the method further includes: if driver driving habit data indicates that the driver rarely accelerates rapidly during high-speed cruising, then the weight of C1 will be increased during high-speed cruising.

[0011] As a further aspect of the present invention, the method further includes: if the vehicle's driving status indicates that the vehicle is going uphill, even if the current parameters are the same, C1 will be reduced or even made negative, and greater torque will be provided with reference to B1.

[0012] Secondly, in yet another embodiment of the present invention, an auxiliary control system for automobile engine operation is provided, the system comprising: a data acquisition module, a data analysis module, and a data processing module; The data acquisition module is configured to collect engine parameter data, driver driving behavior data, and vehicle status data.

[0013] The data analysis module is configured to obtain driver driving habit data based on driver driving operation behavior data analysis, and to obtain vehicle driving status based on vehicle status data.

[0014] The data processing module is configured to calculate the engine's control parameters to be optimized based on driver driving habit data, vehicle driving status, and engine parameter data, and to optimize and adjust the engine based on the control parameters to be optimized.

[0015] As a further embodiment of the present invention, the data acquisition module is also configured to acquire engine air metering parameters, and the engine parameter data may further include engine speed; The data processing module is also configured to calculate the proportion of each fuel mixture based on the engine air metering parameters and engine speed to obtain the ignition advance angle, and to optimize engine control.

[0016] The technical solution provided by this invention has the following beneficial effects: This invention provides an auxiliary control method and system for automobile engine operation. The method includes the following steps: collecting engine parameter data, driver driving behavior data, and vehicle status data; analyzing the driver's driving behavior data to obtain driver driving habit data, and obtaining the vehicle's driving status based on the vehicle status data; calculating the engine's control parameters to be optimized based on the driver's driving habit data, vehicle driving status, and engine parameter data, and optimizing and adjusting the engine based on the control parameters to be optimized. This invention solves the problem that existing technologies use conservative ECU data for tuning and control, where some engine control data operates and outputs within a certain range to ensure normal vehicle operation, but cannot meet the driver's individual needs and more precise fuel injection and ignition control.

[0017] These or other aspects of the invention will become more apparent from the following description of embodiments. It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart of an auxiliary control method for automobile engine operation according to an embodiment of the present invention.

[0020] Figure 2 This is a structural block diagram of an automotive engine operation auxiliary control system according to an embodiment of the present invention.

[0021] In the diagram: Data acquisition module-100, data analysis module-200, data processing module-300. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0024] It should be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0025] Specifically, the embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0026] Please see Figure 1 , Figure 1 This is a flowchart of an auxiliary control method for automobile engine operation provided in an embodiment of the present invention, such as... Figure 1 As shown, the auxiliary control method for automobile engine operation includes steps S10 to S30.

[0027] S10. Collect engine parameter data, driver driving operation behavior data, and vehicle status data; In embodiments of the present invention, the engine parameter data includes intake valve opening, injection pulse width, injection quantity, and ignition advance angle, etc.

[0028] In embodiments of the present invention, the driver's driving operation behavior data includes throttle opening and rate of change, braking force and braking frequency, gear shifting time and steering wheel angle, etc.

[0029] In embodiments of the present invention, vehicle status data includes vehicle tilt angle, gear, engine speed, and driving speed, etc. S20. Driver driving habit data is obtained based on driver driving operation behavior data analysis, and vehicle driving status is obtained based on vehicle status data.

[0030] In embodiments of the present invention, driver driving habit data may include driver driving style, operating habits for different driving paths, and handling habits for braking situations, etc.

[0031] S30. Based on driver driving habit data, vehicle driving status and engine parameter data, calculate the engine's control parameters to be optimized, and optimize and adjust the engine based on the control parameters to be optimized. The control parameters to be optimized include fuel injection pulse width, fuel injection quantity and ignition advance angle, etc.

[0032] The ignition advance angle refers to the angular difference between the ignition trigger's advance firing time and the piston reaching its top dead center. The engine achieves maximum effective power when igniting at the optimal ignition advance angle. However, current technology typically determines the optimal ignition advance angle through experiments and simulations, so the actual ignition advance angle often deviates from the optimal one. Furthermore, to ensure stability, the MBT (the ignition angle at which maximum braking torque is achieved) is used as a reference, and adjustments are made with a safety margin. This results in higher fuel consumption in actual driving compared to the (experimental) optimal ignition advance angle, leading to poorer engine economy. Simultaneously, it cannot be optimized according to driver habits, resulting in even greater fuel consumption.

[0033] This invention dynamically adjusts key parameters such as ignition advance angle by analyzing driver habits and vehicle driving conditions in real time, bringing them closer to the optimal ignition advance angle and thus improving combustion efficiency. Simultaneously, it establishes a personalized optimization model based on historical driving data to achieve precise control of injection pulse width and injection quantity, effectively reducing fuel consumption and emissions. This method not only enhances the adaptive capability of engine control but also improves the balance between vehicle power and fuel economy, making it particularly suitable for complex and changing real-world road environments.

[0034] In the existing technology, taking a certain automotive system as an example, the actual ignition advance angle of a vehicle = basic ignition advance angle + corrected ignition advance angle. A vehicle with an engine displacement of 1998 mL, while driving, has the following parameters collected in real time: throttle depth 40%, engine output power 60kW, gear 5, engine speed 1800 rpm, engine load 60%, air-fuel ratio 14, and fuel injection quantity 15mg / st.

[0035] The actual ignition advance angle of this vehicle is calculated as follows: Actual ignition advance angle (degrees) = θbase + K1·A + K2·B + K3·C + K4·D =10 + 0.5 × 40 + 0.2 × 5 + 0.1 × 60 - 0.3 × 15 = 32.5 Where: θbase is the base ignition advance angle, with a value of 10; K1 is the throttle correction factor = 0.5, and A is the current throttle depth; K2 is the gear adjustment factor = 0.2, and B is the current gear; K3 is the output power correction factor = 0.1, and C is the current output power; K4 is the fuel injection quantity correction factor = -0.3, and D is the current fuel injection quantity.

[0036] The formula and steps for optimizing the final ignition advance angle are as follows: The optimized final ignition advance angle θfinal (degrees) = θbase1 + A1 + B1 + C1 =28+(-2)+(-0.8)+3= 28.2(BTDC) in: θbase1 is the dynamic base ignition advance angle, which is determined by engine speed (RPM) and load (Load) through a preset three-dimensional map based on the corresponding engine displacement (1998 mL). Under the condition of 1800 rpm and 60% load, the dynamic base ignition advance angle θbase1 = 28 degrees (before top dead center, BTDC) (this is a value based on common engine calibration data).

[0037] The ignition advance angle is dynamically adjusted based on real-time transmitted data.

[0038] A1 is the air-fuel ratio correction factor: An air-fuel ratio of 14.7 is the ideal stoichiometric ratio. A ratio of 14:1 indicates a slightly enriched fuel, and to protect the engine, ignition is usually delayed slightly.

[0039] A1 = (Real-time air-fuel ratio - Ideal stoichiometric air-fuel ratio) / Real-time air-fuel ratio × 40 = (14 - 14.7) / 14 × 40 = -2 B1 is the correction factor for the rate of change of throttle depth: This correction factor reflects the driver's instantaneous expectations. If the throttle depth changes rapidly by 40% (rapid acceleration), the ignition should be initiated earlier.

[0040] ① If the current throttle remains stable at 40% for 3 seconds or more, and the rate of change is 0, this correction is 0.

[0041] ② The microcomputer records historical data to detect and analyze driver habits. This step also needs to be adjusted based on the driver's driving habits. B1 = kb × (current throttle depth - 50%) × 10 = 0.8 × (-10%) × 10 = -0.8 Kb is the driving habit correction factor. When the driver has a mild driving habit and a mild driving style, kb = 0.8.

[0042] C1 is the steady-state optimization correction coefficient: The current parameters (5th gear, 1800 rpm, medium load) indicate "highway cruising steady-state condition". Fuel economy will be prioritized, so ignition can be advanced slightly. At this time, C1 = +3 (degrees).

[0043] It should be noted that the "correction coefficient" in the above calculations is not a fixed value, which is precisely the key to creating the "personality" of a vehicle as an independent product. For example: Learning driving habits: If driver driving habit data shows that the driver rarely accelerates suddenly when cruising at high speed, the weight of C1 (steady-state condition optimization correction coefficient) will be increased, making ignition earlier and more fuel-efficient.

[0044] Adapting to environment and road conditions: If the vehicle's driving status (which can be determined by GPS or altitude data) indicates that the vehicle is going uphill, even if the current parameters are the same, C1 (steady-state condition optimization correction coefficient) will be reduced or even made negative, and more torque will be provided with reference to B1 (throttle depth change rate correction coefficient).

[0045] Knock closed-loop control: This is the ultimate boundary between safety and performance. Any calculated ignition angle must be monitored in real time by the knock sensor. Once knock occurs, the microcomputer will immediately reduce the current value by a certain number of degrees (e.g., 5-10 degrees) and record it as a "learning value," so that a more conservative ignition angle will be automatically used in similar operating conditions in the future.

[0046] It should be noted that when using this invention, the microcomputer communicates with the vehicle's ECU. The microcomputer will learn adaptively and optimize and fine-tune the data based on the vehicle's historical driving data and real-time operating conditions. The optimized data signals will be fed back to the vehicle for real-time optimization and adjustment, thereby achieving a personalized balance between power and economy.

[0047] The method of this invention enables effective vehicle control. For example, if historical engine data shows a low fuel injection volume each time the engine starts, it indicates that the driver's driving habits are inclined towards slow driving. Simultaneously, if the vehicle tilt angle is 0°, the throttle signal is 20%, and the gear is in first gear, the road conditions are good and stable. After acquiring the necessary data, the system determines that the fuel-saving algorithm best suits the driver's needs under the current vehicle conditions. Consequently, it implements precise fuel-saving operations on the electronic control unit (ECU), namely shortening the fuel injection pulse width and accelerating gear shifts. In this way, both fuel savings and an improved driving experience are achieved.

[0048] Additionally, if the vehicle is driven on mountain roads for extended periods and the system detects frequent changes in vehicle tilt angle (i.e., numerous uphill and downhill sections) and frequent throttle input exceeding 50%, the system will optimize engine operation. When the vehicle is climbing a hill, the system will increase fuel consumption and increase the ignition advance angle, resulting in stronger power output during the climb.

[0049] In other embodiments of the present invention, the optimized final fuel injection quantity is determined by the following formula: Optimized fuel injection quantity = base fuel injection quantity × (1 + Ktotal) Κtotal=Κhabit+Κroad+Κdemand+Κsafety; Wherein, the base fuel injection quantity is the fuel injection quantity calculated by the vehicle ECU; Ktotal is the total correction factor, which is composed of the following components: Khabit (driving habit correction factor), Kroad (real-time road conditions and driving status correction factor), Kdemand (instantaneous expected power demand correction factor), and Ksafety (safety and protection boundary correction factor).

[0050] It should be noted that Khabit is obtained from long-term analysis of driver operating behavior data (average throttle depth, smoothness of throttle change, tendency to coast before braking, etc.).

[0051] The logic behind Khabit data is as follows: If the driver is accustomed to a mild and economical driving style (historical average throttle depth <30%, gentle pressing and releasing), then Khabit is set to a negative value (such as -2% to -5%, which varies depending on the identified engine displacement), slightly reducing fuel injection under steady-state cruising and other operating conditions, favoring economy; if the driver is accustomed to a power-responsive driving style (frequent rapid acceleration, large average throttle depth), then Khabit is set to 0 or a slightly positive value, in order to preserve power reserves and not deliberately save fuel.

[0052] Kroad data is primarily obtained through vehicle tilt angles, GPS elevation change rates, and historical road condition data.

[0053] It should be noted that the Kroad data source logic is as follows: Uphill / Heavy load: When the system detects a continuous uphill (angle > 5°) or infers a large load from historical load data, Kroad takes a positive value (e.g., +3% to +8%) and actively increases fuel injection to ensure torque, avoiding excessive downshifting due to insufficient power; Downhill / Glide: When a continuous downhill is detected, Kroad takes a large negative value (e.g., -10% to -40%) and implements a "near fuel cut-off" optimization strategy to extend the deceleration fuel cut-off time and maximize energy recovery or save fuel.

[0054] Cruise on flat roads: KRoad≈0.

[0055] Kdemand data sources include throttle depth change rate, current gear, and vehicle speed.

[0056] It should be noted that the Kdemand data source logic is as follows: when a "throttle change rate > threshold" (rapid acceleration request) is detected, the microcomputer assigns an additional transient positive value Kdemand (e.g., +5%) on top of the ECU's original enrichment strategy, making the fuel injection response more rapid and improving the subjective feeling of power. When the throttle is stable or slowly released, Kdemand = 0.

[0057] Ksafety data is sourced from feedback from knock sensors, exhaust temperature sensors, and air-fuel ratio sensors.

[0058] It should be noted that the Ksafety data source logic is as follows: This is the highest priority correction. When knock occurs, the microcomputer not only delays ignition but also slightly reduces fuel injection (Ksafety is negative) to quickly suppress knock.

[0059] When the exhaust temperature is too high or the air-fuel ratio is abnormal, the microcomputer will adjust the fuel injection to protect the engine and the three-way catalytic converter.

[0060] In some examples, the optimized final injection pulse width is determined by the optimized final injection quantity: When Ktotal is positive, the optimized injection pulse width = the base injection pulse width; where the base injection pulse width is the injection pulse width calculated by the vehicle ECU; Ktotal is the total correction factor (same as above). When Ktotal is negative, the optimized injection pulse width = the base injection pulse width × (1 + Ktotal).

[0061] In this embodiment of the invention, the coordination of fuel injection (fuel injection quantity and fuel injection pulse width) and ignition control, and the optimization of fuel injection and ignition must be performed in tandem. Example: Climbing power request: Increase fuel injection quantity (K_road is positive) + advance ignition timing (C1 decreases or becomes negative, B1 participates).

[0062] Economical cruise: Slightly reduce fuel injection (K_habit is negative) + advance ignition timing (C1 increases), find the boundary of the "minimum ignition timing (MBT)" under this condition, and achieve the highest thermal efficiency.

[0063] Rapid acceleration: transient enrichment of fuel injection quantity (K_demand is positive) + moderate advance or maintenance of ignition advance angle (B1 is positive).

[0064] The method of this invention can solve the problem that the existing technology uses conservative ECU data for tuning and control, and some engine control data operates and outputs within a certain range to ensure normal vehicle operation, but cannot meet the driver's individual needs and more precise fuel injection and ignition control.

[0065] It should be understood that although the above description follows a certain order, these steps are not necessarily executed in that order. Unless otherwise expressly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, some steps in this embodiment may include multiple steps or multiple stages, which are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of the steps or stages in other steps.

[0066] In one embodiment, see Figure 2 As shown, an auxiliary control system for automobile engine operation is also provided in an embodiment of the present invention. The system includes a data acquisition module 100, a data analysis module 200, and a data processing module 300.

[0067] The data acquisition module 100 is configured to collect engine parameter data, driver driving operation behavior data, and vehicle status data.

[0068] The data analysis module 200 is configured to obtain driver driving habit data based on driver driving operation behavior data analysis, and to obtain vehicle driving status based on vehicle status data.

[0069] The data processing module 300 is configured to calculate the engine's control parameters to be optimized based on driver driving habit data, vehicle driving status and engine parameter data, and to optimize and adjust the engine based on the control parameters to be optimized. The control parameters to be optimized include injection pulse width, injection quantity and ignition advance angle.

[0070] To achieve energy conservation and emission reduction in the engine, a certain amount of hydrogen-oxygen gas is introduced into the engine intake. Utilizing the properties of hydrogen (e.g., the flame propagation speed of hydrogen is 8 times that of gasoline), it assists in the combustion of fuel within the engine, promoting complete combustion and thus achieving energy conservation and emission reduction. In the original engine, calibration was based on a mixture of gasoline and air as fuel. With the addition of hydrogen-oxygen gas, the fuel becomes a mixture of gasoline, hydrogen, and air, and its combustion characteristics change. Therefore, optimization of the original engine's ECU data is necessary to achieve more appropriate combustion of the gasoline, hydrogen, and air mixture.

[0071] Given that hydrogen has a faster flame propagation speed, enabling it to aid in the complete combustion of gasoline in a very short time, the engine's ignition advance angle can be appropriately delayed. This ensures complete combustion of fuel within the engine and results in smoother and quieter engine operation. Secondly, since the amount of hydrogen and oxygen mixed in the engine is fixed, while the engine speed changes constantly during vehicle operation, the proportion of hydrogen in the fuel mixture varies at each moment. This necessitates that the ignition advance angle also change accordingly.

[0072] Therefore, in this embodiment of the invention, the data acquisition module 100 is further configured to acquire engine air metering parameters, and the engine parameter data may also include engine speed. The data processing module 300 is further configured to calculate the proportion of each fuel mixture based on the engine air metering parameters and engine speed, obtain the ignition advance angle, and optimize engine control so that each ignition of the engine can achieve the maximum effect of hydrogen-oxygen combustion.

[0073] It should be understood that, as used herein, the singular form "a" is intended to include the plural form as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations of one or more of the associatedly listed items. The embodiment numbers disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0074] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of different aspects of the invention exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A method for auxiliary control of automobile engine operation, characterized in that, The method includes: Collect engine parameter data, driver driving behavior data, and vehicle status data; Driver driving habit data is obtained by analyzing driver driving operation behavior data, and vehicle driving status is obtained based on vehicle status data. Based on driver driving habit data, vehicle driving status and engine parameter data, the engine's control parameters to be optimized are calculated, and the engine is optimized and adjusted based on these parameters.

2. The automotive engine operation auxiliary control method as described in claim 1, characterized in that, The engine parameter data includes intake valve opening, injection pulse width, injection quantity, and ignition advance angle.

3. The automotive engine operation auxiliary control method as described in claim 2, characterized in that, The driver's driving behavior data includes throttle opening and rate of change, braking force and braking frequency, gear shifting time and steering wheel angle.

4. The automotive engine operation auxiliary control method as described in claim 3, characterized in that, Vehicle status data includes vehicle tilt angle, gear, engine speed, and driving speed.

5. The automotive engine operation auxiliary control method as described in claim 4, characterized in that, The control parameters to be optimized include injection pulse width, injection quantity, and ignition advance angle.

6. The automotive engine operation auxiliary control method as described in claim 4, characterized in that, The formula for the optimized final ignition advance angle is as follows: The optimized final ignition advance angle θfinal (degrees) = θbase1 + A1 + B1 + C1 In the formula, θbase1 is the dynamic base ignition advance angle, A1 is the air-fuel ratio correction coefficient, B1 is the throttle depth change rate correction coefficient, and C1 is the steady-state condition optimization correction coefficient.

7. The automotive engine operation auxiliary control method as described in claim 6, characterized in that, The method also includes increasing the weight of C1 during high-speed cruising if driver driving habit data indicates that the driver rarely accelerates rapidly during high-speed cruising.

8. The automotive engine operation auxiliary control method as described in claim 6, characterized in that, The method also includes: if the vehicle's driving status indicates that the vehicle is going uphill for a long time, even if the current parameters are the same, C1 will be reduced and more torque will be provided with reference to B1.

9. An auxiliary control system for automobile engine operation, characterized in that, The system includes: a data acquisition module, a data analysis module, and a data processing module; The data acquisition module is configured to collect engine parameter data, driver driving operation behavior data, and vehicle status data. The data analysis module is configured to obtain driver driving habit data based on driver driving operation behavior data analysis, and to obtain vehicle driving status based on vehicle status data. The data processing module is configured to calculate the engine's control parameters to be optimized based on driver driving habit data, vehicle driving status, and engine parameter data, and to optimize and adjust the engine based on the control parameters to be optimized.

10. The automotive engine operation auxiliary control system as described in claim 1, characterized in that, The data acquisition module is also configured to acquire engine air metering parameters, and the engine parameter data may also include engine speed. The data processing module is also configured to calculate the proportion of each fuel mixture based on the engine air metering parameters and engine speed to obtain the ignition advance angle, and to optimize engine control.

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