Engine ignition angle correction method, device, equipment and storage medium
By monitoring engine knock signals and operating parameters and making a series of ignition angle corrections, the engine knock problem caused by inferior fuel was solved, the engine's service life was extended, and engine performance was restored.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHONGQING SOKON POWER CO LTD
- Filing Date
- 2026-03-04
- Publication Date
- 2026-06-12
Smart Images
Figure CN122190966A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine technology, and in particular to an engine ignition angle correction method, apparatus, device, and storage medium. Background Technology
[0002] As is well known, the engine ignition angle refers to the angle through which the crankshaft rotates between the moment the spark plug ignites and the moment the piston reaches top dead center. To achieve optimal engine power, fuel economy, and minimum emissions, a suitable ignition angle needs to be selected. Generally, a larger ignition angle makes the engine more prone to knocking, while a smaller angle reduces the likelihood of knocking, but at the cost of decreased power and fuel economy. Therefore, the ignition angle setting is crucial. Furthermore, since vehicles equipped with gasoline engines are typically developed using 92# or 95# standard fuel, the ignition angle is normally pre-set. However, during vehicle use, users may occasionally use low-octane or inferior gasoline, which has poor anti-knock properties, potentially leading to engine knocking and, in severe cases, engine damage. Therefore, the engine ignition angle needs to be adjusted.
[0003] In the traditional implementation, after detecting that the engine knock intensity signal is greater than the engine knock identification threshold, the step size of the engine ignition angle is directly reduced in order to reduce the occurrence of engine knock.
[0004] However, with the above method, after the step size of the engine ignition angle is reduced, the engine knock intensity signal weakens due to the reduced ignition angle, making it lower than the engine knock detection threshold. At this point, the engine ignition angle needs to be restored. After restoration, the engine knock intensity signal will increase again, exceeding the engine knock detection threshold, and the step size of the engine ignition angle needs to be reduced again. This cycle repeats, causing the engine to continuously endure excessive knock impact during the use of inferior fuel, severely shortening the engine's service life. Summary of the Invention
[0005] Based on this, this application provides an engine ignition angle correction method, apparatus, device, and storage medium. By monitoring the engine knock intensity signal, the engine ignition angle is adjusted in a series of ways to obtain a corrected ignition angle output value. This effectively protects engines using low-octane or inferior gasoline from damage due to knocking, thereby extending the engine's service life.
[0006] Firstly, a method for correcting engine ignition angle is provided, the method comprising: The engine knock intensity signal is acquired, and the knock ignition angle correction value is obtained based on the engine knock intensity signal and the preset engine knock identification threshold. Obtain engine speed and engine load values, and based on these values, obtain the ignition angle correction threshold and the maximum limiting ignition angle threshold. The cumulative value of ignition angle correction is obtained based on the detonation ignition angle correction value and the ignition angle correction threshold. The inferior ignition angle correction value is obtained based on the cumulative value of ignition angle correction and the maximum limiting ignition angle threshold. Obtain the base ignition angle value, and based on the base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value, obtain the corrected ignition angle output value.
[0007] According to one feasible method in an embodiment of this application, a knock ignition angle correction value is obtained based on the engine knock intensity signal and a preset engine knock identification threshold, including: Compare the engine knock intensity signal with the preset engine knock identification threshold; When the engine knock intensity signal is greater than or equal to the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to the preset reduction step value. When the engine knock intensity signal is less than the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to the preset step size value.
[0008] According to one achievable method in an embodiment of this application, the ignition angle correction threshold and the maximum limiting ignition angle threshold are obtained based on the engine speed value and the engine load value, including: Obtain the preset correction threshold three-dimensional table, and obtain the ignition angle correction threshold based on the engine speed value, engine load value, and the preset correction threshold three-dimensional table; Obtain the three-dimensional table of preset limiting ignition angle thresholds, and obtain the maximum limiting ignition angle threshold based on the engine speed value, engine load value, and the three-dimensional table of preset limiting ignition angle thresholds.
[0009] According to one feasible method in an embodiment of this application, the cumulative value of ignition angle correction is obtained based on the detonation ignition angle correction value and the ignition angle correction threshold, including: The knock ignition angle correction value and the ignition angle correction threshold are compared, and the historical cumulative value of the ignition angle correction is obtained. When the knock ignition angle correction value is greater than or equal to the ignition angle correction threshold, the cumulative ignition angle correction value is obtained based on the historical cumulative ignition angle correction value and the preset cumulative step value. When the detonation ignition angle correction value is less than the ignition angle correction threshold, the cumulative ignition angle correction value is obtained based on the historical cumulative ignition angle correction value.
[0010] According to one achievable method in an embodiment of this application, a substandard ignition angle correction value is obtained based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold, including: The cumulative ignition angle correction value is compared with the maximum limiting ignition angle threshold, and the maximum value between the cumulative ignition angle correction value and the maximum limiting ignition angle is taken as the inferior ignition angle correction value.
[0011] According to one feasible method in the embodiments of this application, the corrected ignition angle output value is obtained based on the base ignition angle value, the detonation ignition angle correction value, and the inferior ignition angle correction value, including: The base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value are summed to obtain the corrected ignition angle output value.
[0012] According to one achievable method in an embodiment of this application, after obtaining the inferior ignition angle correction value, the method further includes: Acquire vehicle refueling signals and engine fuel tank level change signals; When the vehicle refueling signal is "refueling in progress" and the engine fuel tank level change signal is greater than the preset level change value, the inferior ignition angle correction value is reset.
[0013] Secondly, an engine ignition angle correction device is provided, the device comprising: The knock correction unit is used to acquire the engine knock intensity signal and obtain the knock ignition angle correction value based on the engine knock intensity signal and the preset engine knock identification threshold. The threshold determination unit is used to obtain engine speed and engine load values, and to obtain the ignition angle correction threshold and the maximum limiting ignition angle threshold based on the engine speed and engine load values. The correction accumulation unit is used to obtain the cumulative value of the ignition angle correction based on the detonation ignition angle correction value and the ignition angle correction threshold. The inferior correction unit is used to obtain the inferior ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold. The correction output unit is used to obtain the basic ignition angle value, and to obtain the corrected ignition angle output value based on the basic ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value.
[0014] Thirdly, a computer device is provided, comprising: At least one processor; and A memory that is communicatively connected to at least one processor; wherein, The memory stores computer instructions that can be executed by at least one processor to enable the at least one processor to perform the methods involved in the first aspect above.
[0015] Fourthly, a computer-readable storage medium is provided, having stored thereon computer instructions, characterized in that the computer instructions are used to cause a computer to perform the methods involved in the first aspect above.
[0016] According to the technical content provided in the embodiments of this application, an engine knock intensity signal is acquired; based on the engine knock intensity signal and a preset engine knock identification threshold, a knock ignition angle correction value is obtained; engine speed and engine load values are acquired; based on the engine speed and engine load values, an ignition angle correction threshold and a maximum limiting ignition angle threshold are obtained; based on the knock ignition angle correction value and the ignition angle correction threshold, a cumulative ignition angle correction value is obtained; based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold, a poor ignition angle correction value is obtained; a base ignition angle value is acquired; based on the base ignition angle value, the knock ignition angle correction value, and the poor ignition angle correction value, a corrected ignition angle output value is obtained. This application monitors the engine knock intensity signal and performs a series of corrections and adjustments to the engine ignition angle to obtain a corrected ignition angle output value. It effectively protects engines using low-octane or inferior gasoline from damage caused by knocking, thereby extending engine lifespan. Simultaneously, it can acquire vehicle refueling signals and engine fuel tank level changes to reset inferior ignition timing correction values, ensuring engine performance is restored to its original state. Attached Figure Description
[0017] Figure 1 This is a flowchart illustrating an engine ignition angle correction method in one embodiment; Figure 2 This is a schematic diagram illustrating the detonation ignition angle correction value obtained in an engine ignition angle correction method according to one embodiment. Figure 3 This is a schematic diagram of a three-dimensional table of preset correction thresholds in an engine ignition angle correction method according to one embodiment; Figure 4 This is a schematic diagram of a three-dimensional table of preset limiting ignition angle thresholds in an engine ignition angle correction method according to one embodiment; Figure 5 This is a schematic diagram illustrating the acquisition of substandard ignition angle correction values in an engine ignition angle correction method according to one embodiment. Figure 6 This is a schematic diagram illustrating the obtained corrected ignition angle output value in an engine ignition angle correction method according to one embodiment. Figure 7 This is a schematic diagram illustrating the restoration of substandard ignition angle correction values in an engine ignition angle correction method according to one embodiment. Figure 8 This is a schematic diagram of a preferred process for an engine ignition angle correction method in one embodiment; Figure 9 This is a structural block diagram of an engine ignition angle correction device in one embodiment; Figure 10 This is a schematic structural diagram of a computer device in one embodiment. Detailed Implementation
[0018] The present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the scope of the present application.
[0019] To facilitate understanding, the system to which this application applies will first be described. This application provides an engine ignition angle correction method that can be applied to an Engine Management System (EMS). The EMS is the "brain and central nervous system" of a modern automotive internal combustion engine. It is a complex network composed of sensors, actuators, and electronic control units, whose core objective is to control engine operation with maximum efficiency while meeting emission regulations, fuel economy, and driving performance. Specifically, the engine management system acquires the engine knock intensity signal, and obtains a knock ignition angle correction value based on the engine knock intensity signal and a preset engine knock identification threshold; acquires the engine speed and engine load values, and obtains an ignition angle correction threshold and a maximum limiting ignition angle based on the engine speed and engine load values; obtains a cumulative ignition angle correction value based on the knock ignition angle correction value and the ignition angle correction threshold; obtains a poor ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle; acquires a base ignition angle value, and obtains a corrected ignition angle output value based on the base ignition angle value, the knock ignition angle correction value, and the poor ignition angle correction value.
[0020] Figure 1 This is a flowchart illustrating an engine ignition angle correction method provided in an embodiment of this application. This method can be executed by an engine management system. The method may include the following steps: Step 101: Obtain the engine knock intensity signal, and obtain the knock ignition angle correction value based on the engine knock intensity signal and the preset engine knock identification threshold.
[0021] The preset engine knock detection threshold is not limited here and can be adjusted based on the actual situation.
[0022] Here, since the engine management system includes an electronic control unit (ECU), the engine management system monitors the knock intensity signal emitted by the ECU in real time, compares the engine knock intensity signal with the preset engine knock identification threshold to obtain the comparison result, and then can make a preliminary correction to the engine ignition angle based on the comparison result to obtain the knock ignition angle correction value.
[0023] Step 103: Obtain engine speed and engine load values. Based on the engine speed and engine load values, obtain the ignition angle correction threshold and the maximum limiting ignition angle.
[0024] Here, due to the different requirements for the step size of the engine ignition angle under different operating conditions, the engine management system can obtain the engine speed value and engine load value output by the engine electronic control unit in real time. Based on the engine speed value and engine load value, the ignition angle correction threshold and the maximum limiting ignition angle threshold can be determined, providing a guarantee for further correction of the engine ignition angle in the later stage.
[0025] Step 105: Obtain the cumulative value of ignition angle correction based on the detonation ignition angle correction value and the ignition angle correction threshold.
[0026] Here, the knock ignition angle correction value and the ignition angle correction threshold are compared to obtain the comparison result. Based on the comparison result, the engine ignition angle is further adjusted to obtain the cumulative ignition angle correction value.
[0027] Step 107: Obtain the inferior ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold.
[0028] Here, the cumulative value of ignition angle correction is compared with the maximum limiting ignition angle threshold to obtain the comparison result. Based on the comparison result, the engine ignition angle is readjusted to obtain the inferior ignition angle correction value.
[0029] Step 109: Obtain the basic ignition angle value. Based on the basic ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value, obtain the corrected ignition angle output value.
[0030] Among them, the basic ignition angle value refers to a reference ignition advance angle obtained by the engine ECU from a table in the internally stored three-dimensional ignition pulse spectrum diagram based on the two most important parameters, speed and load, under standard operating conditions.
[0031] Here, the engine management system obtains the basic ignition angle value. Since the knock ignition angle correction value and the inferior ignition angle correction value have been obtained, the corrected ignition angle output value can be obtained based on the basic ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value.
[0032] As can be seen, this embodiment of the application obtains the engine knock intensity signal, and based on the engine knock intensity signal and a preset engine knock identification threshold, obtains the knock ignition angle correction value; obtains the engine speed and engine load values, and based on the engine speed and engine load values, obtains the ignition angle correction threshold and the maximum limiting ignition angle threshold; based on the knock ignition angle correction value and the ignition angle correction threshold, obtains the cumulative ignition angle correction value; based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold, obtains the inferior ignition angle correction value; obtains the base ignition angle value, and based on the base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value, obtains the corrected ignition angle output value. The aforementioned operations, by monitoring the engine knock intensity signal and performing a series of corrections and adjustments to the engine ignition angle, obtain the corrected ignition angle output value. This effectively protects engines using low-octane or inferior gasoline from damage due to knocking, thereby improving engine lifespan.
[0033] The following is a detailed description of each step in the above method and process. (Refer to...) Figure 2 First, the step 101 above, "obtaining the knock ignition angle correction value based on the engine knock intensity signal and the preset engine knock identification threshold", will be described in detail with reference to the embodiments.
[0034] The engine knock intensity signal is compared with a preset engine knock identification threshold. When the engine knock intensity signal is greater than or equal to the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to a preset decreasing step value. When the engine knock intensity signal is less than the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to a preset increasing step value.
[0035] The preset decreasing step size can be represented as step size C, which is generally set to -1.5 degrees; the preset increasing step size can be represented as step size D, which is generally set to -0.75 degrees.
[0036] Specifically, the engine knock intensity signal is compared with the preset engine knock identification threshold. When the engine knock intensity signal is greater than or equal to the preset engine knock identification threshold, the knock ignition angle correction value is obtained at this moment according to the preset reduction step value, that is, the reduction step C ignition angle, so as to realize the reduction operation of the engine ignition angle.
[0037] When the engine knock intensity signal is less than the preset engine knock recognition threshold, that is, when the engine knock intensity signal is greater than or equal to the engine knock recognition threshold, the knock ignition angle correction value is obtained according to the preset step size value, that is, the step size D ignition angle is increased, so as to realize the engine ignition angle restoration operation.
[0038] The above operation, based on the comparison between the engine knock intensity signal and the preset engine knock identification threshold, achieves an initial correction of the engine ignition angle, providing a guarantee for further corrections.
[0039] Reference Figure 3 , Figure 4 The following describes in detail, with reference to the embodiments, step 103 above, "obtaining the ignition angle correction threshold and the maximum limiting ignition angle threshold based on the engine speed value and the engine load value".
[0040] Obtain a preset correction threshold three-dimensional table, and obtain the ignition angle correction threshold based on the engine speed value, engine load value, and the preset correction threshold three-dimensional table; obtain a preset limit ignition angle threshold three-dimensional table, and obtain the maximum limit ignition angle threshold based on the engine speed value, engine load value, and the preset limit ignition angle threshold three-dimensional table.
[0041] Among them, the preset correction threshold three-dimensional table and the preset limit ignition angle threshold three-dimensional table are both three-dimensional tables that are stored in the engine management system in advance.
[0042] Here, since the engine management system can obtain the engine speed and engine load values of the engine electronic control unit in real time, the engine speed and engine load values can be compared with the engine speed and engine load values in the preset correction threshold three-dimensional table, and the correction threshold corresponding to the current engine speed and engine load values in the preset correction threshold three-dimensional table can be selected as the current ignition angle correction threshold.
[0043] At the same time, the engine speed value and engine load value can be compared with the engine speed value and engine load value in the preset limit ignition angle threshold three-dimensional table, and the maximum limit threshold corresponding to the current engine speed value and engine load value in the preset limit ignition angle threshold three-dimensional table can be selected as the current maximum limit ignition angle threshold.
[0044] The above operation, by setting a preset three-dimensional table of correction thresholds and a preset three-dimensional table of limiting ignition angle thresholds in advance, can determine the ignition angle correction threshold and the maximum limiting ignition angle threshold based on the current engine speed and current engine load value, so that the subsequent correction and adjustment of the engine ignition angle is more applicable to the current operating conditions and the adjustment is more accurate.
[0045] Reference Figure 5The following describes in detail step 105, namely "obtaining the cumulative value of ignition angle correction based on the detonation ignition angle correction value and the ignition angle correction threshold", with reference to the embodiments.
[0046] The knock ignition angle correction value is compared with the ignition angle correction threshold, and the historical cumulative value of ignition angle correction is obtained. When the knock ignition angle correction value is greater than or equal to the ignition angle correction threshold, the historical cumulative value of ignition angle correction is obtained based on the ignition angle correction threshold and the preset accumulation step value. When the knock ignition angle correction value is less than the ignition angle correction threshold, the historical cumulative value of ignition angle correction is obtained based on the ignition angle correction threshold.
[0047] The preset cumulative step size can be represented by the step size F, which can generally be set to -0.75 degrees. The historical correction cumulative value is the ignition angle correction cumulative value of the previous cycle. If it is the first cycle, the historical correction cumulative value of the ignition angle is 0.
[0048] Here, the detonation ignition angle correction value is compared with the ignition angle correction threshold, and the historical cumulative ignition angle correction value is obtained. When the detonation ignition angle correction value is greater than or equal to the ignition angle correction threshold, the historical cumulative ignition angle correction value is summed with a preset accumulation step value to obtain the cumulative ignition angle correction value. Assuming it is the first loop, the cumulative ignition angle correction value is 0 + (-0.75). When the detonation ignition angle correction value is less than the ignition angle correction threshold, the historical cumulative ignition angle correction value is used as the cumulative ignition angle correction value.
[0049] The above operations involve accumulating and recording step size F when the detonation ignition angle correction value is greater than or equal to the ignition angle correction threshold to ensure that the ignition angle back angle can be recorded for a long time; when the detonation ignition angle correction value is less than the ignition angle correction threshold, the current state of the accumulated ignition angle correction value is maintained to provide further data support for subsequent corrections and adjustments.
[0050] Continue to refer to Figure 5 The following describes in detail, with reference to the embodiments, step 107 above, "obtaining the inferior ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold".
[0051] The cumulative ignition angle correction value is compared with the maximum limiting ignition angle threshold, and the maximum value between the cumulative ignition angle correction value and the maximum limiting ignition angle is taken as the inferior ignition angle correction value.
[0052] Specifically, the cumulative value of ignition angle correction is compared with the maximum limit ignition angle threshold, and the maximum value between the two is taken as the inferior ignition angle correction value.
[0053] The above operation takes the maximum value between the cumulative ignition angle correction value and the maximum limit ignition angle as the inferior ignition angle correction value, thus limiting the inferior ignition angle correction value and preventing it from becoming too large.
[0054] Reference Figure 6 The following describes in detail, with reference to the embodiments, step 109 above, "obtaining the corrected ignition angle output value based on the basic ignition angle value, the detonation ignition angle correction value, and the inferior ignition angle correction value".
[0055] The base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value are summed to obtain the corrected ignition angle output value.
[0056] Specifically, the base ignition angle value can be represented by Ba, the detonation ignition angle correction value can be represented by Kc, and the inferior ignition angle correction value can be represented by Or. The base ignition angle value, the detonation ignition angle correction value, and the inferior ignition angle correction value are summed to obtain the corrected ignition angle output value, which can be represented by Op. The specific expression can be expressed as follows: Op = Ba + Kc + Or; The corrected ignition angle output value can be obtained through the above calculations.
[0057] The above operation actively maintains the ignition retraction angle when an excessive knock signal is detected in a specific speed and load range. That is, it sets a knock ignition angle correction value and an inferior ignition angle correction value on the basis of the basic ignition angle value, so as to effectively protect the engine from damage due to knock when using low octane or inferior oil.
[0058] In one embodiment, refer to Figure 7 As shown, after obtaining the substandard ignition angle correction value, the method further includes: acquiring the vehicle refueling signal and the engine fuel tank level change signal; when the vehicle refueling signal is in progress and the engine fuel tank level change signal is greater than the preset level change value, resetting the substandard ignition angle correction value.
[0059] The preset oil volume change value is generally set to 5L.
[0060] Specifically, a switch unit is installed at the fuel tank cap location, and a fuel level sensor is installed at the fuel tank location. The Electronic Control Unit (ECU) of the engine management system can directly acquire the switch signal (refueling signal) from the switch unit and the fuel level change signal from the fuel level sensor. When the vehicle refueling signal indicates that refueling is in progress, and the fuel level change signal is greater than the preset fuel level change value (greater than 5L), the inferior ignition timing correction value is reset, that is, restored to 0.
[0061] The above operations acquire vehicle refueling signals and engine fuel tank level change signals to reset the substandard ignition timing correction value, ensuring that engine performance can be restored to its original state.
[0062] Based on the implementation methods in the above embodiments, the following will be combined with... Figure 8 This application provides a preferred method flow as illustrated in its embodiments. For example... Figure 8 As shown, the method may include the following steps: Step S201: Obtain the engine knock intensity signal and compare it with a preset engine knock identification threshold; if the engine knock intensity signal is greater than or equal to the preset engine knock identification threshold, proceed to step S202; if the engine knock intensity signal is less than the preset engine knock identification threshold, proceed to step S203.
[0063] Step S202: Obtain the detonation ignition angle correction value according to the preset reduction step value.
[0064] Step S203: Obtain the detonation ignition angle correction value according to the preset increase step value.
[0065] Step S204: Obtain engine speed and engine load values.
[0066] Step S205: Obtain the preset correction threshold three-dimensional table, and obtain the ignition angle correction threshold based on the engine speed value, engine load value, and the preset correction threshold three-dimensional table.
[0067] Step S206: Obtain the three-dimensional table of preset limiting ignition angle thresholds. Based on the engine speed value, engine load value, and the three-dimensional table of preset limiting ignition angle thresholds, obtain the maximum limiting ignition angle threshold.
[0068] Step S207: Compare the detonation ignition angle correction value with the ignition angle correction threshold. If the detonation ignition angle correction value is greater than or equal to the ignition angle correction threshold, proceed to step S208; if the detonation ignition angle correction value is less than the ignition angle correction threshold, proceed to step S209.
[0069] Step S208: Obtain the cumulative value of ignition angle correction based on the historical cumulative value of ignition angle correction and the preset cumulative step value.
[0070] Step S209: Obtain the cumulative correction value of the ignition angle based on the historical cumulative correction value of the ignition angle.
[0071] Step S210: Compare the cumulative ignition angle correction value with the maximum limiting ignition angle threshold, and take the maximum value between the cumulative ignition angle correction value and the maximum limiting ignition angle as the inferior ignition angle correction value.
[0072] Step S211: Obtain the basic ignition angle value, and sum the basic ignition angle value, the detonation ignition angle correction value, and the inferior ignition angle correction value to obtain the corrected ignition angle output value.
[0073] It should be understood that, although Figure 1 , Figure 8 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated in this application, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Furthermore, Figure 1 , Figure 8 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.
[0074] Figure 9 This application provides a schematic diagram of an engine ignition angle correction device, which can be installed in an engine management system to perform functions such as... Figure 1 , Figure 8 The method flow is shown below. Figure 9 As shown, the device may include: a knock correction unit 301, a threshold determination unit 303, a correction accumulation unit 305, a defect correction unit 307, and a correction output unit 309. The main functions of each component module are as follows: The knock correction unit 301 is used to acquire the engine knock intensity signal and obtain the knock ignition angle correction value based on the engine knock intensity signal and the preset engine knock identification threshold. The threshold determination unit 303 is used to obtain the engine speed value and the engine load value, and to obtain the ignition angle correction threshold and the maximum limiting ignition angle threshold based on the engine speed value and the engine load value. The correction accumulation unit 305 is used to obtain the ignition angle correction accumulation value based on the detonation ignition angle correction value and the ignition angle correction threshold. The inferior correction unit 307 is used to obtain the inferior ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold. The correction output unit 309 is used to obtain the basic ignition angle value and, based on the basic ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value, obtain the corrected ignition angle output value.
[0075] In one embodiment, the detonation correction unit 301 is further configured to: Compare the engine knock intensity signal with the preset engine knock identification threshold; When the engine knock intensity signal is greater than or equal to the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to the preset reduction step value. When the engine knock intensity signal is less than the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to the preset step size value.
[0076] In one embodiment, the threshold determining unit 303 is further configured to: Obtain the preset correction threshold three-dimensional table, and obtain the ignition angle correction threshold based on the engine speed value, engine load value, and the preset correction threshold three-dimensional table; Obtain the three-dimensional table of preset limiting ignition angle thresholds, and obtain the maximum limiting ignition angle threshold based on the engine speed value, engine load value, and the three-dimensional table of preset limiting ignition angle thresholds.
[0077] In one embodiment, the correction accumulation unit 305 is further configured to: The knock ignition angle correction value and the ignition angle correction threshold are compared, and the historical cumulative value of the ignition angle correction is obtained. When the knock ignition angle correction value is greater than or equal to the ignition angle correction threshold, the cumulative ignition angle correction value is obtained based on the historical cumulative ignition angle correction value and the preset cumulative step value. When the detonation ignition angle correction value is less than the ignition angle correction threshold, the cumulative ignition angle correction value is obtained based on the historical cumulative ignition angle correction value.
[0078] In one embodiment, the defect correction unit 307 is further configured to: The cumulative ignition angle correction value is compared with the maximum limiting ignition angle threshold, and the maximum value between the cumulative ignition angle correction value and the maximum limiting ignition angle is taken as the inferior ignition angle correction value.
[0079] In one embodiment, the correction output unit 309 is further configured to: The base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value are summed to obtain the corrected ignition angle output value.
[0080] In one embodiment, the device is also used for: Acquire vehicle refueling signals and engine fuel tank level change signals; When the vehicle refueling signal is "refueling in progress" and the engine fuel tank level change signal is greater than the preset level change value, the inferior ignition angle correction value is reset.
[0081] The same or similar parts among the above embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments.
[0082] It should be noted that the embodiments of this application may involve the use of user data. In practical applications, user-specific personal data may be used in the scheme described herein within the scope permitted by applicable laws and regulations, provided that it complies with the applicable laws and regulations of the country (e.g., explicit consent from the user, actual notification to the user, explicit authorization from the user, etc.).
[0083] According to embodiments of this application, this application also provides a computer device and a computer-readable storage medium.
[0084] like Figure 10 The diagram shown is a block diagram of a computer device according to an embodiment of this application. The term "computer device" is intended to represent various forms of digital computers or mobile devices. The digital computer may include a desktop computer, a portable computer, a workbench, a personal digital assistant, a server, a mainframe computer, and other suitable computers. The mobile device may include a tablet computer, a smartphone, a wearable device, etc.
[0085] like Figure 10 As shown, the computer device 400 includes a computing unit 401, a ROM 402, a RAM 403, a bus 404, and an input / output (I / O) interface 405. The computing unit 401, ROM 402, and RAM 403 are interconnected via the bus 404. The input / output (I / O) interface 405 is also connected to the bus 404.
[0086] The computing unit 401 can execute various processes in the method embodiments of this application according to computer instructions stored in the read-only memory (ROM) 402 or computer instructions loaded from the storage unit 408 into the random access memory (RAM) 403. The computing unit 401 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. The computing unit 401 can include, but is not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. In some embodiments, the methods provided in the embodiments of this application can be implemented as computer software programs, which are tangibly contained in a computer-readable storage medium, such as the storage unit 408.
[0087] RAM 403 can also store various programs and data required for the operation of computer device 400. Part or all of the computer program can be loaded and / or installed on computer device 400 via ROM 402 and / or communication unit 409.
[0088] The input unit 406, output unit 407, storage unit 408, and communication unit 409 in the computer device 400 can be connected to the I / O interface 405. The input unit 406 can be, for example, a keyboard, mouse, touchscreen, or microphone; the output unit 407 can be, for example, a monitor, speaker, or indicator light. The computer device 400 can exchange information and data with other devices through the communication unit 409.
[0089] It should be noted that the device may also include other components necessary for normal operation. It may also include only the components necessary for implementing the solution of this application, without necessarily including all the components shown in the figures.
[0090] Various implementations of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SOCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof.
[0091] The computer instructions used to implement the methods of this application may be written in any combination of one or more programming languages. These computer instructions may be provided to the computing unit 401 such that when executed by the computing unit 401, such as a processor, the computer instructions cause the execution of the steps involved in the embodiments of the methods of this application.
[0092] The computer-readable storage medium provided in this application can be a tangible medium that can contain or store computer instructions for performing the steps involved in the method embodiments of this application. The computer-readable storage medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, and other forms of storage media.
[0093] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.
Claims
1. A method for correcting engine ignition angle, characterized in that, The method includes: The engine knock intensity signal is acquired, and the knock ignition angle correction value is obtained based on the engine knock intensity signal and the preset engine knock identification threshold. Obtain engine speed and engine load values, and based on the engine speed and engine load values, obtain the ignition angle correction threshold and the maximum limiting ignition angle threshold; The cumulative value of ignition angle correction is obtained based on the detonation ignition angle correction value and the ignition angle correction threshold. Based on the cumulative value of the ignition angle correction and the maximum limiting ignition angle threshold, the inferior ignition angle correction value is obtained; Obtain the base ignition angle value, and based on the base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value, obtain the corrected ignition angle output value.
2. The method according to claim 1, characterized in that, The step of obtaining the knock ignition angle correction value based on the engine knock intensity signal and the preset engine knock identification threshold includes: The engine knock intensity signal is compared with the preset engine knock identification threshold; When the engine knock intensity signal is greater than or equal to the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to the preset reduction step value. When the engine knock intensity signal is less than the preset engine knock identification threshold, the knock ignition angle correction value is obtained according to the preset increment step value.
3. The method according to claim 2, characterized in that, The step of obtaining the ignition angle correction threshold and the maximum limiting ignition angle threshold based on the engine speed value and the engine load value includes: Obtain a preset correction threshold three-dimensional table, and obtain the ignition angle correction threshold based on the engine speed value, the engine load value, and the preset correction threshold three-dimensional table; Obtain a three-dimensional table of preset limiting ignition angle thresholds, and obtain the maximum limiting ignition angle threshold based on the engine speed value, the engine load value, and the three-dimensional table of preset limiting ignition angle thresholds.
4. The method according to claim 1, characterized in that, The step of obtaining the cumulative ignition angle correction value based on the detonation ignition angle correction value and the ignition angle correction threshold includes: The detonation ignition angle correction value and the ignition angle correction threshold are compared, and the historical cumulative value of ignition angle correction is obtained. When the detonation ignition angle correction value is greater than or equal to the ignition angle correction threshold, the cumulative ignition angle correction value is obtained based on the historical cumulative ignition angle correction value and the preset cumulative step value. When the detonation ignition angle correction value is less than the ignition angle correction threshold, the cumulative ignition angle correction value is obtained based on the cumulative historical correction value of the ignition angle.
5. The method according to claim 4, characterized in that, The step of obtaining the inferior ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold includes: The cumulative ignition angle correction value and the maximum limiting ignition angle threshold are compared, and the maximum value between the cumulative ignition angle correction value and the maximum limiting ignition angle is taken as the inferior ignition angle correction value.
6. The method according to claim 5, characterized in that, The step of obtaining the corrected ignition angle output value based on the base ignition angle value, the detonation ignition angle correction value, and the inferior ignition angle correction value includes: The base ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value are summed to obtain the corrected ignition angle output value.
7. The method according to claim 1, characterized in that, After obtaining the inferior ignition angle correction value, the method further includes: Acquire vehicle refueling signals and engine fuel tank level change signals; When the vehicle refueling signal is "refueling in progress" and the engine fuel tank level change signal is greater than the preset level change value, the substandard ignition angle correction value is reset.
8. An engine ignition angle correction device, characterized in that, The device includes: A knock correction unit is used to acquire the engine knock intensity signal and obtain the knock ignition angle correction value based on the engine knock intensity signal and a preset engine knock identification threshold. The threshold determination unit is used to obtain engine speed value and engine load value, and obtain ignition angle correction threshold and maximum limiting ignition angle threshold based on the engine speed value and engine load value; The correction accumulation unit is used to obtain the ignition angle correction accumulation value based on the detonation ignition angle correction value and the ignition angle correction threshold. The defective correction unit is used to obtain the defective ignition angle correction value based on the cumulative ignition angle correction value and the maximum limiting ignition angle threshold. The correction output unit is used to obtain the basic ignition angle value and, based on the basic ignition angle value, the knock ignition angle correction value, and the inferior ignition angle correction value, obtain the corrected ignition angle output value.
9. A computer device, comprising: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores computer instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the method of any one of claims 1-7.
10. A computer-readable storage medium storing computer instructions thereon, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1 to 7.