Engine ignition control method and related device

Abstract

The application discloses an engine ignition control method and related equipment, and relates to the technical field of engine control. The method comprises the following steps: acquiring a real-time vibration signal and current working condition information of a target engine; determining a knock tendency coefficient of the target engine based on the real-time vibration signal and the current working condition information; determining a target ignition angle control strategy based on a comparison result of the knock tendency coefficient and a preset tendency coefficient; determining a target ignition advance angle of the target engine based on the target ignition angle control strategy and the current working condition information; and controlling the target engine to ignite based on the target ignition advance angle. The application dynamically identifies the knock tendency of the engine and adaptively adjusts the ignition advance angle through the real-time vibration signal and the current working condition information, so that the accuracy, adaptability and control precision of the ignition control can be improved, and the running stability of the engine is improved.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more specifically, to an engine ignition control method and related equipment. Background Technology

[0002] With the continuous development of automotive powertrain control technology, engine performance optimization has gradually become an important research direction for improving vehicle power, fuel economy, and operational reliability. As a key parameter in engine combustion control, the ignition advance angle directly affects the engine's combustion efficiency, output performance, and the effectiveness of abnormal combustion control. Reasonable ignition control can not only improve engine power output but also reduce fuel consumption and improve engine operational stability. Therefore, optimization research on engine ignition control technology is of great significance.

[0003] In related technologies, engine ignition control typically adjusts the ignition advance angle based on fixed calibration parameters or single operating conditions. While this can meet basic operational requirements, it struggles to fully adapt to dynamic changes in engine speed, load, and operating conditions. Particularly during engine operation, when combustion states change or knocking tends to occur, traditional control methods often lack the ability to perceive and dynamically adjust the engine's combustion state in real time. This leads to a deviation between the ignition control strategy and actual operational needs, impacting engine performance. In other words, related technologies suffer from insufficient adaptability to real-time combustion states, low accuracy in knocking trend identification, and poor accuracy in ignition advance angle control. Summary of the Invention

[0004] In the summary section of this application, the relevant technical solutions are described in general terms, and a series of simplified concepts are introduced. These concepts will be further elaborated in the detailed embodiments section. This summary section should not be construed as limiting the key or essential technical features of the claimed solutions, nor is it intended to limit the scope of protection of the claimed solutions.

[0005] The engine ignition control method and related equipment provided in this application can dynamically identify engine knock tendency and adaptively adjust ignition advance angle through real-time vibration signals and current operating condition information, thereby improving the accuracy, adaptability and control precision of ignition control and thus enhancing engine operating stability.

[0006] In a first aspect, this application provides an engine ignition control method applied to a target engine, comprising: acquiring real-time vibration signals and current operating condition information of the target engine; determining a knock tendency coefficient of the target engine based on the real-time vibration signals and the current operating condition information; determining a target ignition angle control strategy based on a comparison result between the knock tendency coefficient and a preset tendency coefficient; determining a target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information; and controlling the target engine to ignite based on the target ignition advance angle.

[0007] In some embodiments, determining the knock tendency coefficient of the target engine based on the real-time vibration signal and the current operating condition information includes: obtaining a first vibration value from a first vibration mapping table and a second vibration value from a second vibration mapping table based on the current operating condition information, wherein the first vibration mapping table is used to record the vibration values ​​of the target engine under different operating conditions in a knock-free state, the second vibration mapping table is used to record the vibration values ​​of the target engine under different operating conditions in a knock-critical state, the first vibration value is the knock-free vibration value corresponding to the current operating condition information, and the second vibration value is the knock-critical vibration value corresponding to the current operating condition information; mapping the real-time vibration signal to a numerical range defined by the first vibration value and the second vibration value to obtain the knock tendency coefficient.

[0008] In some embodiments, mapping the real-time vibration signal to a numerical range defined by the first vibration value and the second vibration value to obtain the detonation tendency coefficient includes: obtaining a first difference between the real-time vibration value corresponding to the real-time vibration signal and the first vibration value; obtaining a second difference between the second vibration value and the first vibration value; determining the ratio of the first difference to the second difference as an initial mapping value; correcting the initial mapping value based on preset boundary constraints to obtain a target mapping value at the current time, wherein the preset boundary constraints are used to constrain the target mapping value within a closed interval of 0 to 1; and calculating the average of all target mapping values ​​generated within a preset time window before the current time to obtain the detonation tendency coefficient.

[0009] In some embodiments, before acquiring the real-time vibration signal and current operating condition information of the target engine, the engine ignition control method further includes: collecting the non-knock vibration values ​​of the target engine under different operating conditions in a non-knock combustion state under a bench test environment, and generating the first vibration mapping table; multiplying each non-knock vibration value recorded in the first vibration mapping table by a preset fixed multiple to obtain the corresponding knock critical vibration value, thereby generating the second vibration mapping table, wherein the preset fixed multiple is greater than or equal to 2 and less than or equal to 4.

[0010] In some implementations, determining the target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information includes: if the target ignition angle control strategy is a first strategy, then obtaining a first ignition angle from a first ignition angle mapping table based on the current operating condition information, and determining the target ignition advance angle based on the first ignition angle, wherein the first ignition angle mapping table is used to record the ignition advance angles corresponding to different operating conditions when the target engine uses a first fuel grade, and the first fuel grade is the fuel grade currently used by the target engine; if the target ignition angle control strategy is a second strategy, then obtaining the first ignition advance angle from a second ignition angle mapping table based on the current operating condition information. The second ignition angle is determined as the target ignition advance angle. The second ignition angle mapping table records the ignition advance angles corresponding to different operating conditions when the target engine uses a second fuel grade, where the second fuel grade is one level lower than the first preset fuel grade. If the target ignition angle control strategy is a third strategy, the third ignition angle is obtained from the third ignition angle mapping table based on the current operating condition information and determined as the target ignition advance angle. The third ignition angle mapping table records the ignition advance angles corresponding to different operating conditions of the target engine, constrained by the cylinder compression pressure fluctuation rate being within a preset fluctuation range.

[0011] In some embodiments, the preset tendency coefficient includes a first tendency coefficient and a second tendency coefficient, wherein the first tendency coefficient is less than the second tendency coefficient; determining the target ignition angle control strategy based on the comparison result of the knock tendency coefficient and the preset tendency coefficient includes: when the comparison result indicates that the knock tendency coefficient is less than the first tendency coefficient, determining the target ignition angle control strategy as the first strategy; when the comparison result indicates that the knock tendency coefficient is greater than or equal to the first tendency coefficient and less than the second tendency coefficient, determining the target ignition angle control strategy as the second strategy; and when the knock tendency coefficient is greater than or equal to the second tendency coefficient, determining the target ignition angle control strategy as the third strategy.

[0012] In some implementations, the first propensity coefficient ranges from 0.25 to 0.35, and the second propensity coefficient ranges from 0.75 to 0.85.

[0013] In some implementations, determining the target ignition advance angle based on the first ignition angle includes: obtaining the ignition angle difference between the first ignition angle and the second ignition angle, wherein the second ignition angle is obtained from the second ignition angle mapping table based on the current operating condition information; determining the product of the knock tendency coefficient and the ignition angle difference as the ignition angle offset; and determining the difference between the first ignition angle and the ignition angle offset as the target ignition advance angle.

[0014] In some implementations, before determining the target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information, the engine ignition control method further includes: if the target ignition angle control strategy is the second strategy or the third strategy, then acquiring the fuel level signal of the fuel level sensor; if the increment of the fuel level signal within a preset time period exceeds a preset increment threshold, then resetting the target ignition angle control strategy to the first strategy.

[0015] In some implementations, the preset volatility range is a range of 15% to 20%.

[0016] In some embodiments, acquiring the real-time vibration signal and current operating condition information of the target engine includes: acquiring the real-time vibration signal of the target engine during the current combustion power stroke using a knock vibration sensor configured on the target engine; acquiring the current speed signal and current load signal of the target engine; and determining the current speed signal and the current load signal as the current operating condition information.

[0017] Secondly, this application also provides an engine ignition control device applied to a target engine, comprising: a data acquisition unit for acquiring real-time vibration signals and current operating condition information of the target engine; a coefficient determination unit for determining a knock tendency coefficient of the target engine based on the real-time vibration signals and the current operating condition information; a strategy determination unit for determining a target ignition angle control strategy based on a comparison result between the knock tendency coefficient and a preset tendency coefficient; an advance angle determination unit for determining a target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information; and an ignition control unit for controlling the target engine to ignite based on the target ignition advance angle.

[0018] Thirdly, this application also provides a vehicle, including: a memory and a processor, the processor being configured to implement the steps of the engine ignition control method described in the first aspect when executing a computer program stored in the memory.

[0019] Fourthly, this application also provides a computer-readable storage medium storing computer-executable instructions or a computer program, which, when executed by a processor, implement the steps of the engine ignition control method described in the first aspect.

[0020] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the steps of the engine ignition control method provided in the embodiments of this application.

[0021] In summary, this application first acquires the real-time vibration signal and current operating condition information of the target engine, and then determines the knock tendency coefficient based on the real-time vibration signal and current operating condition information. Since the engine vibration state can reflect the operating characteristics of the combustion process, and the current operating condition information can reflect the engine's operating state, by correlating and analyzing the vibration information and operating condition information, a comprehensive judgment basis for the engine's combustion state can be formed, thereby improving the pertinence of identifying the engine knock development trend, providing a data foundation for subsequent ignition control, and improving the accuracy of ignition control. By comparing the knock tendency coefficient with the preset tendency coefficient, the target ignition angle control strategy is determined. Compared with a fixed ignition control method, the control strategy can be dynamically adjusted according to the current combustion state of the engine. When the knock tendency changes, the control logic can respond in a timely manner and match the corresponding ignition control method, thereby ensuring that the ignition control process is consistent with the actual engine combustion state. Maintaining consistent operating status enhances the adaptability of engine ignition control. After determining the target ignition angle control strategy, the target ignition advance angle is determined by combining it with current operating condition information. This ensures that the ignition advance angle is not a fixed output but is determined based on the control strategy and operating status. Since the engine's ignition timing requirements differ under different operating conditions, determining the target ignition advance angle by combining current operating condition information makes ignition control more aligned with the engine's actual operating needs, thereby improving control accuracy during engine operation. Controlling the target engine based on the target ignition advance angle establishes a correspondence between the final ignition execution result and the engine's current combustion and operating conditions. Because a complete control link is formed between the ignition control strategy, the target ignition advance angle, and the actual ignition execution process, the coordination and stability of the engine ignition control process are improved, thus contributing to stable engine operation. In summary, the engine ignition control method provided in this application dynamically identifies engine knock tendency and adaptively adjusts the ignition advance angle based on real-time vibration signals and current operating condition information, improving the accuracy, adaptability, and control precision of ignition control, thereby enhancing engine operating stability. Attached Figure Description

[0022] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of an engine ignition control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of an engine ignition control device provided in an embodiment of this application; Figure 3This is a schematic diagram of the composition structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0023] The terms used in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," etc. (if any), are used to distinguish similar objects and not to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms "is" and "has," and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements. For example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to the steps or units explicitly listed, but may also include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0024] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0025] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0026] Figure 1 This is a schematic flowchart of an engine ignition control method provided in an embodiment of this application. For example, see [link to example]. Figure 1 The engine ignition control method provided in this application is applied to a target engine, which is a gasoline internal combustion engine for vehicles equipped with a knock vibration detection structure and compatible with multiple grades of gasoline fuel. It is particularly suitable for high-efficiency gasoline engines equipped with high compression ratio pistons, operating under extreme conditions, and requiring compatibility with various fuel types. The engine ignition control method provided in this application may include the following steps 101 to 105: Step 101: Obtain the real-time vibration signal and current operating condition information of the target engine.

[0027] In some examples, the real-time vibration signal is the raw mechanical vibration signal generated by the combustion of the air-fuel mixture in the cylinder block during the combustion and power stroke of the target engine. It can intuitively and in real-time provide feedback on the stable state of combustion in the engine cylinder and is the basis for identifying engine knocking trends. The real-time vibration signal can be obtained by collecting cylinder block vibration data during each combustion and power stroke of the engine through a knock vibration sensor pre-installed in the target engine cylinder block. Current operating condition information is a set of parameters used to accurately define the current real-time operating state of the target engine. It can include two types of indicators: real-time engine speed parameters and real-time engine load parameters, which can comprehensively distinguish different engine operating conditions. The current operating condition information can be obtained by the engine control unit (ECU) by collecting and analyzing the vehicle's sensor signals, which can accurately correspond to the engine's operating state under all operating conditions. For example, when the vehicle is idling, it corresponds to the basic operating condition of low engine speed and low load. When the vehicle is accelerating under heavy load and climbing at high speed, it corresponds to the extreme operating condition of high engine speed and high load.

[0028] By implementing step 101, the real-time vibration signal and current operating condition information of the target engine are obtained. The operating status data of the engine combustion process and the current operating condition information of the engine can be obtained simultaneously. Since the real-time vibration signal can reflect the dynamic characteristics of the engine combustion process, and the current operating condition information can reflect the operating state of the engine, it can provide a data basis for subsequent knock state analysis, thereby improving the reliability of the subsequent control process.

[0029] Step 102: Determine the knock tendency coefficient of the target engine based on real-time vibration signals and current operating condition information.

[0030] In some examples, the knock tendency coefficient is a quantitative parameter used to quantitatively characterize the degree of risk of abnormal combustion due to knocking during the current in-cylinder air-fuel mixture combustion process of a target engine. It can intuitively reflect the stability of the engine's real-time combustion state. Unlike the traditional binary judgment logic of only knocking or no knocking, it can finely reflect the strength of the knocking trend, providing quantitative data support for subsequent stratified and precise control of ignition advance angle. The value of the knock tendency coefficient is positively correlated with the probability of engine knocking. The smaller the value, the more stable the in-cylinder combustion state and the less risk of knocking. The larger the value, the higher the degree of in-cylinder combustion disorder and the more obvious the knocking trend.

[0031] The process of determining the knock tendency coefficient of a target engine based on real-time vibration signals and current operating condition information uses real-time cylinder block vibration data collected by the engine as the basis for combustion state and current speed and load as the benchmark for matching. The original vibration data is transformed and processed through standardized data processing logic, and the different vibration data under different operating conditions are uniformly transformed into knock quantification values ​​that can be compared horizontally. This can eliminate the interference of engine operating condition changes on vibration signal judgment, solve the problem of insufficient accuracy in knock judgment by relying solely on vibration signals, and make knock trend judgment fully adaptable to the real-time operating state of the engine.

[0032] For example, the engine control unit can synchronously connect with the real-time vibration signal and current operating condition information collected in step 101 to ensure that the acquisition sequence of the two types of data is completely synchronized. Based on the engine's real-time operating condition, the corresponding combustion evaluation criteria are matched, the effective feature data of the real-time vibration signal is extracted and converted, the accidental noise data generated during the acquisition process is eliminated, and finally the knock tendency coefficient that fits the engine's current real combustion state is obtained through standardized calculation.

[0033] By implementing step 102, the knock tendency coefficient of the target engine is determined based on real-time vibration signals and current operating condition information. This enables a comprehensive assessment of the engine's current combustion state. Since vibration information and operating condition information are analyzed together, the targeting of knock trend identification can be improved, thereby providing a basis for the formulation of ignition control strategies and improving the accuracy of engine control.

[0034] Step 103: Based on the comparison results between the knock tendency coefficient and the preset tendency coefficient, determine the target ignition angle control strategy.

[0035] In some examples, the preset tendency coefficient is a standardized judgment threshold parameter that has been pre-calibrated and stored in the engine control unit. It serves as a benchmark reference standard for defining different levels of engine knock risk. This parameter can be calibrated through engine bench calibration tests and full-vehicle tests, adapting to the overall structural parameters, fuel compatibility characteristics, and full-condition operating characteristics of the target engine. It can accurately distinguish between stable combustion states and critical abnormal combustion states of the engine. The preset tendency coefficient is a fixed benchmark parameter that does not change with the real-time operating conditions of the vehicle or the fuel state. It can provide a unified and reliable evaluation standard for judging the level of knock trend. For example, the preset tendency coefficient can divide the engine into different judgment intervals such as no knock risk, potential knock risk, and severe knock risk.

[0036] The target ignition angle control strategy is a dedicated ignition control logic matched by the engine control unit based on the engine knock risk level. It is a control rule used to guide the subsequent calculation and output of the target ignition advance angle. Different target ignition angle control strategies correspond to different ignition parameter control logics, which can be specifically adapted to different combustion stability states of the engine, taking into account both engine power output performance and anti-knock protection performance. For example, the control strategy corresponding to low knock risk can focus on optimizing engine power and fuel economy, while the control strategy corresponding to high knock risk can focus on suppressing knock and protecting engine stable operation.

[0037] The process of determining the target ignition angle control strategy based on the comparison between the knock tendency coefficient and the preset tendency coefficient involves the engine control unit comparing the knock tendency coefficient calculated in real time with the pre-stored standardized preset tendency coefficient. Based on the relationship between the two values, the engine's current knock risk level is determined, and then the corresponding standardized ignition control logic is matched according to the risk level to complete the dynamic determination of the target ignition angle control strategy.

[0038] By implementing step 103, the target ignition angle control strategy is determined based on the comparison result between the knock tendency coefficient and the preset tendency coefficient. This enables the ignition control mode to be dynamically adjusted according to the current state of the engine. Since different knock tendencies correspond to different control requirements, the control strategy can be matched with the engine operating state, thereby improving the adaptability of the ignition control process.

[0039] Step 104: Based on the target ignition angle control strategy and current operating condition information, determine the target ignition advance angle of the target engine.

[0040] In some examples, the target ignition advance angle is the crankshaft deflection angle corresponding to the spark plug's ignition action before the piston reaches top dead center of the engine cylinder. It is the final control parameter that determines the engine's ignition timing and is obtained by the engine control unit through real-time calculations. The target ignition advance angle directly determines the timing of combustion of the air-fuel mixture in the cylinder, which can directly affect the engine's combustion efficiency, power output level, and knock suppression effect. It is the optimal ignition execution angle adapted to the engine's real-time operating state. For example, when the engine combustion state is stable and there is no knocking tendency, the target ignition advance angle can be maintained at a relatively large angle to fully release the power performance. When the engine has a significant knocking tendency, the target ignition advance angle will be adaptively reduced to suppress abnormal combustion in the cylinder.

[0041] For example, the engine control unit can simultaneously retrieve the effective target ignition angle control strategy and real-time current operating condition information, and use these two types of data as core input parameters into the internal ignition calculation logic; based on the current operating condition range, it matches the corresponding basic ignition parameters, and combines the control strategy's adjustment requirements to complete dynamic correction calculations, outputting a unique target ignition advance angle that is adapted to the current state; this calculation process iterates and updates in real time with the engine operating condition and combustion state, ensuring that the ignition angle at each operating moment has optimal adaptability, providing reliable parameter support for subsequent precise ignition execution.

[0042] By implementing step 104, the target ignition advance angle of the target engine is determined based on the target ignition angle control strategy and the current operating condition information. This allows the ignition advance angle to be determined in combination with control requirements and actual operating conditions. Since the engine's ignition timing requirements differ under different operating conditions, this improves the matching degree between ignition control and actual operating requirements, thereby improving the engine's operating control accuracy.

[0043] Step 105: Control the target engine to ignite based on the target ignition advance angle.

[0044] In some examples, the engine control unit can use the target ignition advance angle obtained from preceding operating condition identification, knock trend determination, strategy matching, and angle calculation as the sole execution benchmark. Combined with the real-time crankshaft position, it outputs ignition drive commands to precisely control the spark plug ignition timing, achieving closed-loop control of the engine's in-cylinder combustion process. It transforms quantified angle control parameters into actual hardware execution actions, completely abandoning the traditional fixed ignition control logic. It can dynamically adjust the ignition timing according to the engine's real-time combustion status, balancing engine power output performance and anti-knock operation reliability.

[0045] By implementing step 105, the target engine is controlled to ignite based on the target ignition advance angle, so that the engine ignition execution process can correspond to the current operating state and control strategy. Since the ignition control parameters can ultimately act on the actual ignition process, the coordination and stability of engine ignition control can be improved, which is conducive to the engine maintaining stable operation.

[0046] In summary, this embodiment first acquires the real-time vibration signal and current operating condition information of the target engine, and then determines the knock tendency coefficient based on the real-time vibration signal and current operating condition information. Since the engine vibration state can reflect the operating characteristics during the combustion process, and the current operating condition information can reflect the engine's operating state, by correlating and analyzing the vibration information and operating condition information, a comprehensive judgment basis for the engine's combustion state can be formed, thereby improving the pertinence of identifying the engine knock development trend, providing a data foundation for subsequent ignition control, and improving the accuracy of ignition control. By comparing the knock tendency coefficient with the preset tendency coefficient, the target ignition angle control strategy is determined. Compared with a fixed ignition control method, the control strategy can be dynamically adjusted according to the current combustion state of the engine. When the knock tendency changes, the control logic can respond in a timely manner and match the corresponding ignition control method, thereby ensuring that the ignition control process is consistent with the actual engine combustion state. Maintaining consistency with actual operating conditions improves the adaptability of engine ignition control. After determining the target ignition angle control strategy, the target ignition advance angle is determined by combining it with current operating condition information. This ensures that the ignition advance angle is not a fixed output but is determined based on the control strategy and operating state. Since the engine's ignition timing requirements differ under different operating conditions, determining the target ignition advance angle by combining it with current operating condition information makes ignition control more aligned with the engine's actual operating needs, thereby improving control accuracy during engine operation. Controlling the target engine based on the target ignition advance angle establishes a correspondence between the final ignition execution result and the engine's current combustion and operating conditions. Because a complete control link is formed between the ignition control strategy, the target ignition advance angle, and the actual ignition execution process, the coordination and stability of the engine ignition control process are improved, thus contributing to stable engine operation. In summary, the engine ignition control method provided in this application dynamically identifies engine knock tendency and adaptively adjusts the ignition advance angle by using real-time vibration signals and current operating condition information, thereby improving the accuracy, adaptability, and control precision of ignition control and enhancing engine operating stability.

[0047] In some embodiments, step 102 may include: obtaining a first vibration value from a first vibration mapping table and a second vibration value from a second vibration mapping table based on current operating condition information, wherein the first vibration mapping table is used to record vibration values ​​corresponding to different operating conditions of the target engine under non-knock conditions, and the second vibration mapping table is used to record vibration values ​​corresponding to different operating conditions of the target engine under knock critical conditions, the first vibration value is the non-knock vibration value corresponding to the current operating condition information, and the second vibration value is the knock critical vibration value corresponding to the current operating condition information; mapping the real-time vibration signal to the numerical range defined by the first vibration value and the second vibration value to obtain the knock tendency coefficient.

[0048] In some examples, the first vibration mapping table is a two-dimensional operating condition data table that is pre-calibrated and stored in the engine control unit. The first vibration mapping table covers the normal operating condition range of the target engine with engine speed as the horizontal dimension and engine load as the vertical dimension. The first vibration mapping table is used to record the standard cylinder block vibration values ​​corresponding to the target engine in a completely non-knock and stable combustion state under all operating conditions. It is the lower limit benchmark data for judging the engine combustion state. It can be obtained by laboratory bench calibration. Under various engine speed and load combinations, cylinder block vibration data when the engine has no abnormal combustion and the in-cylinder combustion state is stable is collected and tabulated. For example, when the target engine is in the idle low load condition and the high speed high load condition, there are corresponding standard non-knock vibration values ​​stored for each operating condition.

[0049] The second vibration mapping table is also a two-dimensional operating condition data table pre-stored within the engine control unit. The data table dimension is consistent with the first vibration mapping table, covering the entire speed and load range of the engine. The second vibration mapping table is used to record the cylinder vibration values ​​corresponding to the critical knock state of the target engine under various operating conditions. It represents the vibration boundary at which the engine is about to produce abnormal combustion due to knock, and is the upper limit benchmark data for assessing the risk of engine knock. This mapping table can be generated based on the first vibration mapping table. By relying on a fixed multiple conversion, the critical vibration values ​​corresponding to each operating condition can be obtained, which can accurately distinguish the vibration difference between normal combustion and critical knock. For example, under the same high speed and high load operating condition, the vibration value corresponding to the second vibration mapping table will be higher than the non-knock vibration value of the first vibration mapping table.

[0050] The first vibration value is the non-knock standard vibration value corresponding to the current operating condition of the target engine. It is a benchmark parameter accurately retrieved from the first vibration mapping table after the engine control unit matches the real-time operating condition, and is used to characterize the most stable combustion vibration level of the engine under the current operating condition. The second vibration value is the knock critical standard vibration value corresponding to the current operating condition of the target engine. It is a boundary parameter retrieved from the second vibration mapping table by the engine control unit based on the same real-time operating condition, and is used to characterize the vibration limit level at which the engine is about to trigger knock under the current operating condition. Both vibration values ​​are exclusive benchmark data after operating condition matching, which can provide accurate interval boundaries for the quantitative evaluation of real-time vibration signals.

[0051] The process of mapping real-time vibration signals to a numerical range defined by the first and second vibration values ​​to obtain the knock tendency coefficient involves using the non-knock vibration value under the same working conditions as the lower limit of the range and the knock critical vibration value as the upper limit of the range to construct a standardized vibration evaluation range. This mapping method can unify the knock evaluation standard across all working conditions, enabling quantitative comparison of the knock risk level under different working conditions, and ultimately outputting a knock tendency coefficient that can accurately characterize the real-time combustion state.

[0052] By implementing the above embodiments, a first vibration mapping table corresponding to the non-knock state and a second vibration mapping table corresponding to the knock critical state are pre-established. Based on the current operating conditions, the corresponding vibration values ​​are obtained from the two mapping tables as reference boundaries. The real-time vibration signal is then mapped to this interval to determine the knock tendency coefficient. This allows knock assessment to no longer rely on fixed threshold judgment, but to perform dynamic analysis in combination with different operating conditions such as speed and load. Since the normal combustion vibration level of the engine varies under different operating conditions, the operating condition correlation mapping method can reduce the judgment deviation caused by changes in operating conditions, thereby improving the accuracy of knock trend identification and improving the matching ability between ignition control strategy and actual combustion state.

[0053] In some embodiments, the aforementioned mapping of the real-time vibration signal to a numerical range defined by a first vibration value and a second vibration value to obtain a detonation tendency coefficient may include: obtaining a first difference between the real-time vibration value corresponding to the real-time vibration signal and the first vibration value; obtaining a second difference between the second vibration value and the first vibration value; determining the ratio of the first difference to the second difference as an initial mapping value; correcting the initial mapping value based on preset boundary constraints to obtain a target mapping value at the current moment, wherein the preset boundary constraints are used to constrain the target mapping value within a closed interval of 0 to 1; and calculating the average of all target mapping values ​​generated within a preset time window before the current moment to obtain the detonation tendency coefficient.

[0054] In some examples, the first difference is the result of calculating the difference between the real-time vibration value corresponding to the real-time vibration signal and the first vibration value obtained by matching the current operating condition. This is used to quantify the real-time combustion vibration state of the engine. Compared to the offset of the standard non-knock combustion vibration state under the same operating condition, the larger the difference value, the higher the degree of deviation of the in-cylinder combustion vibration from the stable state, and the higher the potential risk of knocking. The second difference is a fixed interval difference obtained by calculating the difference between the second vibration value corresponding to the current operating condition and the first vibration value. It is generated by the engine control unit after retrieving the reference value in real time. The second difference represents the total span of vibration values ​​of the engine from the stable non-knock combustion state to the critical knock combustion state under the current operating condition. It is the reference interval range for realizing the standardized conversion of vibration data. Each engine operating condition corresponds to a unique second difference, which can ensure the consistency of the benchmark for vibration quantification and judgment under different operating conditions and effectively eliminate the judgment error caused by the difference in operating conditions.

[0055] The initial mapping value is a dimensionless ratio parameter obtained by dividing the first difference by the second difference. The initial mapping value can convert the vibration amplitude deviation in the physical dimension into a proportional value of a relative interval, and can preliminarily characterize the relative position of the current vibration state within the range from no knock to critical knock, and can intuitively reflect the initial level of knock tendency of the engine in real time combustion state.

[0056] The preset boundary constraints are standardized numerical correction rules pre-embedded within the engine control unit. They are specifically used to regulate the effective numerical range of the initial mapping value. These preset boundary constraints are used to strictly limit the calculated value to a closed interval between 0 and 1, avoiding abnormal numerical problems caused by extreme operating conditions and signal interference. When the initial mapping value is less than 0, it is uniformly set to 0; when the initial mapping value is greater than 1, it is uniformly set to 1. This is to eliminate invalid and abnormal data and ensure the uniformity of data evaluation criteria.

[0057] The target mapping value at the current moment is a standardized effective value obtained by the engine control unit after correcting and optimizing the initial mapping value calculated in each sampling period based on preset boundary constraints. This value eliminates the calculation deviation caused by signal anomalies and can accurately correspond to the stable state of combustion in the engine cylinder and the degree of knock risk at a single moment.

[0058] All target mapping values ​​generated within a preset time window before the current moment are a dataset of all valid target mapping values ​​continuously collected and stored within a preset fixed time range according to a fixed sampling period; the engine control unit is configured with an independent data cache area to continuously store the target mapping values ​​generated in each period in chronological order, forming a continuous state data sequence.

[0059] The process of calculating the average of all target mapping values ​​generated within a preset time window before the current moment to obtain the knock tendency coefficient is achieved by the engine control unit using a time-domain smoothing algorithm to optimize the continuously sampled data. For example, the average of all valid target mapping values ​​within the time window is summed and then divided by the total number of corresponding data points. The final output average is then used as the final knock tendency coefficient.

[0060] By implementing the above embodiments, the differences between real-time vibration values ​​and non-knock vibration values, as well as the differences between critical knock vibration values ​​and non-knock vibration values, are calculated respectively. An initial mapping value is constructed using the ratio of these two values. Then, the knock tendency coefficient is determined by using a closed interval constraint of 0 to 1 and time window averaging. This enables continuous quantitative assessment of the knock risk level. By limiting the mapping value to the range of 0 to 1, compared to the method without boundary constraints, excessive fluctuations in control results caused by abnormal sampling data can be avoided. At the same time, by averaging the data within a preset time window, compared to directly using single sampling results, the influence of transient vibration interference can be reduced, thereby improving the stability of knock trend identification and the accuracy of ignition control.

[0061] In some embodiments, prior to step 101, the engine ignition control method may further include: collecting non-knock vibration values ​​of the target engine under different operating conditions in a bench test environment when it is in a non-knock combustion state, and generating a first vibration mapping table; multiplying each non-knock vibration value recorded in the first vibration mapping table by a preset fixed multiple to obtain the corresponding knock critical vibration value, thereby generating a second vibration mapping table, wherein the preset fixed multiple is greater than or equal to 2 and less than or equal to 4.

[0062] In some examples, the bench test environment is a standardized laboratory testing environment specifically designed for the engine development and calibration phase. It enables precise and controllable adjustment of the target engine's operating conditions and environmental parameters, while isolating external interference factors such as road bumps and vehicle body vibrations. The bench test environment is equipped with an engine dynamometer, high-precision vibration acquisition equipment, operating condition control system, and environmental temperature and pressure calibration equipment, which can ensure that the engine operates stably for a long time under various steady-state operating conditions, providing test conditions for the accurate acquisition of basic vibration data. For example, the engine speed and load parameters can be precisely fixed in the bench test environment, allowing the engine to continuously and stably operate in various standard operating condition ranges such as idle speed, low speed, medium and high speed, and full load.

[0063] The non-knock vibration values ​​of the target engine under different operating conditions in a non-knock combustion state are the cylinder vibration values ​​corresponding to the complete and stable combustion of the air-fuel mixture in the engine cylinder without abnormal pressure oscillations or localized spontaneous combustion. The non-knock combustion state is the standard optimal combustion state of the engine, with stable combustion sequence and minimal pressure fluctuations in the cylinder, resulting in uniform cylinder vibration amplitude and relatively low values. Under a standard bench test environment, the target engine can be tested point by point under all speed and full load operating conditions. Under stable operation and confirmed non-knock conditions, standard vibration data can be obtained by continuous sampling and mean filtering using high-precision vibration acquisition equipment. The non-knock vibration values ​​corresponding to all operating conditions can be organized and summarized according to the two-dimensional dimensions of speed and load to generate a complete first vibration mapping table.

[0064] The preset fixed multiplier is a unified conversion factor that has been verified through extensive bench testing during the engine calibration phase and is solidified within the engine control unit. Its value range is limited to greater than or equal to 2 and less than or equal to 4. This preset fixed multiplier is used to characterize the vibration amplitude ratio relationship of the engine transitioning from a standard non-knock combustion state to a critical knock combustion state. It is a calibration parameter that distinguishes between normal combustion and critical abnormal combustion. For example, a multiplier of 3 is the optimal calibration parameter within this value range, which can accurately match the knock critical vibration characteristics of conventional high compression ratio gasoline engines, taking into account both knock detection sensitivity and anti-interference capability.

[0065] Based on the calibrated first vibration mapping table, full-condition knock critical reference data can be generated in batches through a unified conversion method. There is no need to repeat complex bench tests. The non-knock vibration values ​​at all operating points in the first vibration mapping table are multiplied point by point using a built-in algorithm. The calculated values ​​are the critical vibration thresholds at which the engine will knock under each corresponding operating condition. By sorting all the converted knock critical vibration values ​​according to the speed and load dimensions that are completely consistent with the first vibration mapping table, a standardized second vibration mapping table can be generated.

[0066] By implementing the above embodiments, a first vibration mapping table is established by pre-collecting non-knock vibration values ​​under bench test conditions, and a second vibration mapping table is generated by multiplying the non-knock vibration values ​​by a preset fixed multiple. This enables the establishment of a basic model for knock judgment covering different working conditions. By limiting the preset fixed multiple to greater than or equal to 2 and less than or equal to 4, compared to the case where the fixed multiple is less than 2, it is possible to avoid misjudgment caused by the knock boundary being too close to the normal combustion state. Compared to the case where the fixed multiple is greater than 4, it is possible to avoid the knock critical judgment range being too wide, which would lead to a decrease in recognition sensitivity. Therefore, it is possible to balance the knock recognition sensitivity and stability, and improve the accuracy of knock trend judgment.

[0067] In some embodiments, step 104 may include: if the target ignition angle control strategy is a first strategy, then obtaining a first ignition angle from a first ignition angle mapping table based on the current operating condition information, and determining a target ignition advance angle based on the first ignition angle, wherein the first ignition angle mapping table is used to record the ignition advance angles corresponding to different operating conditions when the target engine uses a first fuel grade, and the first fuel grade is the fuel grade currently used by the target engine; if the target ignition angle control strategy is a second strategy, then obtaining a second ignition angle from a second ignition angle mapping table based on the current operating condition information, and determining the second ignition angle as... The target ignition advance angle is defined as follows: The second ignition angle mapping table records the ignition advance angles corresponding to different operating conditions when the target engine uses a second fuel grade, where the second fuel grade is one level lower than the first preset fuel grade. If the target ignition angle control strategy is the third strategy, the third ignition angle is obtained from the third ignition angle mapping table based on the current operating condition information and determined as the target ignition advance angle. The third ignition angle mapping table records the ignition advance angles corresponding to different operating conditions of the target engine, constrained by the cylinder compression pressure fluctuation rate being within a preset fluctuation range.

[0068] In some examples, the first fuel grade is the standard fuel grade currently used by the target engine. It is a high-grade fuel grade that is compatible with the original design parameters of the target engine and can bring out the engine's optimal power performance and combustion efficiency. The first fuel grade can be preset by the vehicle's factory calibration and can be adaptively matched to the current fuel grade based on the engine's operating learning results. For example, the first fuel grade can be set to 92, 95, or 98 octane gasoline, etc., as the benchmark fuel for the target engine.

[0069] The first ignition angle mapping table is a two-dimensional operating condition data table pre-calibrated on a test bench and stored internally in the engine control unit. The table uses engine speed as the horizontal dimension and engine load as the vertical dimension, covering the entire operating range of the engine. The first ignition angle mapping table records the optimal ignition advance angle for each standard operating condition when the target engine uses the first octane fuel. This set of ignition angles aims to optimize both power performance and fuel economy. This first ignition angle mapping table can be obtained through standardized engine test bench calibration. Under the premise of using the first octane fuel, the optimal ignition parameters are calibrated for each operating condition and then tabulated. The first ignition angle is the reference ignition advance angle parameter adapted to the first octane fuel under the current operating condition of the target engine. This parameter is the standard ignition parameter under stable combustion conditions, ensuring sufficient engine power output and reasonable fuel consumption. For example, under stable and constant speed driving conditions, the first ignition angle obtained from the first ignition angle mapping table is the optimal ignition angle adapted to the current high-octane fuel.

[0070] If the target ignition angle control strategy is the first strategy, the process of obtaining the first ignition angle from the first ignition angle mapping table based on the current operating condition information and determining the target ignition advance angle based on the first ignition angle is as follows: After the engine control unit identifies the currently effective first strategy, it can retrieve the operating condition information composed of real-time speed and load, match the reference ignition angle of the corresponding operating condition point in the first ignition angle mapping table to obtain the first ignition angle, complete the adaptation fine-tuning calculation based on the first ignition angle, and finally determine the target ignition advance angle that takes into account both power and fuel consumption under the current operating condition.

[0071] The second octane rating is one level lower than the first octane rating. This type of fuel has a weaker octane rating and less anti-knock performance than the first octane rating, making the engine more prone to knocking under the same operating conditions. For example, if the first octane rating is 95 octane gasoline, the second octane rating is 92 octane gasoline, and if the first octane rating is 92 octane gasoline, the second octane rating is 88 octane gasoline.

[0072] The second ignition angle mapping table is a two-dimensional data table pre-stored within the engine control unit, covering all operating conditions. The data table dimensions are completely consistent with the first ignition angle mapping table. This table records the adaptable ignition advance angles for each operating condition when the target engine is adapted to the second fuel grade. This set of ignition angles is more conservative than the first ignition angle, effectively adapting to the anti-knock characteristics of low-octane fuels. This second ignition angle mapping table is also obtained through bench calibration tests, using the second fuel grade throughout the calibration process for all operating conditions. The second ignition angle is the exclusive ignition advance angle parameter for the target engine under the current operating condition, adapting to the second fuel grade. It effectively suppresses combustion fluctuations in low-octane fuel usage scenarios. This second ignition angle parameter is smaller than the first ignition angle under the same operating condition, representing a conservative ignition parameter that balances operational stability and basic power performance.

[0073] If the target ignition angle control strategy is the second strategy, the process of obtaining the second ignition angle from the second ignition angle mapping table based on the current operating condition information and determining the second ignition angle as the target ignition advance angle is as follows: after the engine control unit determines that the second strategy is effective, it accurately retrieves the second ignition angle mapping table based on the real-time operating condition information, retrieves the standard second ignition angle for the corresponding operating condition, and directly uses this conservative ignition angle as the final target ignition advance angle, so as to maintain the basic operating performance of the engine while ensuring that the engine does not knock.

[0074] The third ignition angle mapping table is a safety-level operating condition data table embedded in the engine control unit. It is still built using a two-dimensional operating condition dimension of speed and load. The calibration constraint of this third ignition angle mapping table is that the cylinder compression pressure fluctuation rate is maintained within a preset reasonable range. All stored ignition advance angles are absolutely safe and conservative ignition parameters, which can completely suppress abnormal combustion in the cylinder. For example, under the extreme operating conditions of high engine speed and high load, the third ignition angle mapping table will match the minimum safe ignition advance angle to prevent serious knocking from damaging the engine structure.

[0075] If the target ignition angle control strategy is the third strategy, the process of obtaining the third ignition angle from the third ignition angle mapping table based on the current operating condition information and determining the third ignition angle as the target ignition advance angle is as follows: after the engine control unit determines that the third strategy is triggered, it searches the third ignition angle mapping table according to the real-time operating conditions, retrieves the corresponding safe third ignition angle, and directly assigns the safe ignition angle as the target ignition advance angle, giving priority to ensuring the reliability of engine operation and avoiding the risk of extreme abnormal combustion.

[0076] For example, the engine control unit identifies the currently effective target ignition angle control strategy in real time and distinguishes the control level corresponding to the current operating scenario; it completes a precise retrieval of the corresponding ignition angle mapping table based on real-time operating information to quickly obtain the reference ignition angle that matches the current fuel characteristics and combustion state; in stable combustion scenarios, it optimizes power and fuel consumption based on the first ignition angle; in mild knocking scenarios, it adapts to the characteristics of low-octane fuel based on the second ignition angle; and in severe knocking scenarios, it achieves extreme safety protection based on the third ignition angle.

[0077] Through the implementation of the above embodiments, ignition angle mapping tables for different fuel grades and ignition angle mapping tables under safety constraints are established for different ignition angle control strategies. This allows for the dynamic selection of the target ignition advance angle based on the current knock state. When the knock risk is low, the ignition angle corresponding to the current fuel grade is used to fully utilize the power performance. When the knock trend is enhanced, the ignition angle corresponding to a lower fuel grade is used to improve the ability to suppress abnormal combustion. When the knock risk is further increased, a safe ignition angle control is used to ensure engine operating stability, thereby improving the adaptability of the ignition control process to changes in real-time combustion state.

[0078] In some embodiments, the aforementioned preset tendency coefficient may include a first tendency coefficient and a second tendency coefficient, wherein the first tendency coefficient is less than the second tendency coefficient; step 103 may include: when the comparison result indicates that the knock tendency coefficient is less than the first tendency coefficient, determining the target ignition angle control strategy as the first strategy; when the comparison result indicates that the knock tendency coefficient is greater than or equal to the first tendency coefficient and less than the second tendency coefficient, determining the target ignition angle control strategy as the second strategy; and when the knock tendency coefficient is greater than or equal to the second tendency coefficient, determining the target ignition angle control strategy as the third strategy.

[0079] In some examples, the first tendency coefficient is a low-order knock risk judgment threshold pre-calibrated and fixed within the engine control unit. It serves as a critical benchmark parameter for distinguishing between a stable combustion state and a potential knock trend state in the engine. This first tendency coefficient can be comprehensively determined through numerous engine bench calibration tests and full vehicle calibration tests, adapting to the target engine's full-condition operating characteristics and multi-grade fuel compatibility characteristics. It is used to identify slight combustion fluctuations and initial knock tendencies in the engine. The first tendency coefficient is a fixed judgment benchmark and does not dynamically change with the engine's real-time operating conditions and combustion state. For example, when the knock tendency coefficient is lower than the first tendency coefficient, it indicates that the engine's in-cylinder combustion state is stable, the vibration fluctuations are within a reasonable deviation of the normal combustion range, and there is no knock risk.

[0080] The second tendency coefficient is a high-order knock risk assessment threshold pre-fixed and stored inside the engine control unit. The value of the second tendency coefficient is always greater than the first tendency coefficient, and it is the critical benchmark parameter for distinguishing between potential knock trends and severe knock risks in the engine. This second tendency coefficient is also determined through a standardized calibration process and is used to accurately define the boundary conditions under which the engine is about to experience malignant abnormal combustion. It is the basis for determining whether to trigger the engine's safety protection ignition logic. As a high-risk assessment threshold, the second tendency coefficient can effectively identify severe operating conditions such as in-cylinder combustion disorder and excessive vibration amplitude. For example, when the knock tendency coefficient reaches or exceeds the second tendency coefficient, it means that the current combustion state of the engine is extremely poor and there is a significant structural knock risk.

[0081] When the comparison result indicates that the knock tendency coefficient is less than the first tendency coefficient, the target ignition angle control strategy is determined to be the first strategy. The engine control unit compares the calculated knock tendency coefficient with the first tendency coefficient in real time. If the knock tendency coefficient is lower than the low-order judgment threshold, it is determined that the current in-cylinder combustion state is stable and there is no abnormal combustion trend. Based on this, the first strategy, which focuses on optimizing power performance and fuel economy, is activated, matching the optimal ignition parameters corresponding to the current fuel grade. For example, under stable operating conditions such as smooth and constant vehicle speed driving and engine idling, the knock tendency coefficient is generally lower than the first tendency coefficient, and the system continues to execute the first strategy to ensure the engine's optimal operating state.

[0082] A value range greater than or equal to the first tendency coefficient and less than the second tendency coefficient indicates that the engine combustion state has deviated from the standard stable state, the vibration amplitude has increased significantly, and there is a potential knocking trend, but it has not yet reached the dangerous knocking level. When the comparison result indicates that the knocking tendency coefficient is greater than or equal to the first tendency coefficient and less than the second tendency coefficient, the process of determining the target ignition angle control strategy as the second strategy is that after the engine control unit identifies the knocking tendency coefficient in this range, it automatically switches to a conservative control logic adapted to low anti-knock performance fuel, so as to avoid continuously deteriorating combustion fluctuations. For example, under conditions of rapid vehicle acceleration and sudden load changes during uphill driving, the combustion pressure fluctuation increases, the knocking tendency coefficient falls between the two threshold levels, and the second strategy is automatically activated for adaptive control.

[0083] A value greater than or equal to the second tendency coefficient indicates severe in-cylinder combustion disorder and a strong tendency for abnormal combustion, rendering conventional ignition optimization strategies ineffective in suppressing knocking. When the knock tendency coefficient is greater than or equal to the second tendency coefficient, the process of determining the target ignition angle control strategy as the third strategy involves the engine control unit immediately triggering the highest priority safety protection strategy after identifying an excessively high knock tendency coefficient. This completely abandons the power optimization goal and prioritizes engine safety in ignition control. For example, the third strategy's safety control logic is easily triggered during continuous high-load operation at high temperatures or under extreme conditions with low-octane fuel.

[0084] By implementing the above embodiments, a three-level control strategy is constructed by setting a first tendency coefficient and a second tendency coefficient, enabling the engine to switch the ignition control mode step by step according to the degree of knock risk. By using the graded control mode of "less than the first tendency coefficient", "between the first tendency coefficient and the second tendency coefficient", and "greater than or equal to the second tendency coefficient", compared with the single threshold switching mode, the control fluctuations caused by frequent switching in the control process can be reduced, the stability of ignition control can be improved, and the control targeting under different knock levels can be enhanced.

[0085] In some embodiments, the first propensity coefficient ranges from 0.25 to 0.35, and the second propensity coefficient ranges from 0.75 to 0.85.

[0086] In some examples, the first tendency coefficient ranges from 0.25 to 0.35. This range is a standardized threshold range that adapts to the full operating characteristics of the target engine and has been iteratively calibrated through numerous bench calibration tests and vehicle tests. It is embedded within the engine control unit. This range is used to accurately distinguish between stable combustion and slight potential knocking in the engine and serves as a low-level judgment benchmark for stratified ignition control. If the value is below the lower limit of this range, the knocking judgment will be too sensitive, causing unnecessary ignition angle retardation and reducing engine power performance and fuel economy. If the value is above the upper limit of this range, the initial weak knocking trend of the engine will not be effectively identified, and slight abnormal combustion will continue to accumulate. For example, when the first tendency coefficient is fixed at 0.3, the boundary between normal combustion vibration and abnormal combustion vibration can be accurately distinguished, ensuring the accuracy of ignition control under daily driving conditions.

[0087] The second tendency coefficient ranges from 0.75 to 0.85. This range is a high-order threshold range for determining the engine's mild knocking tendency and severe dangerous knocking state. It is also fixed to the engine control unit after extreme operating condition calibration and safety boundary verification. This range is the basis for triggering the engine's safety-level ignition protection strategy and directly determines the engine's operational safety under extreme operating conditions. If the value is lower than the lower limit of this range, the conservative safety ignition logic will be triggered prematurely, significantly sacrificing the engine's power output. If the value is higher than the upper limit of this range, it will cause a delay in the identification of severe knocking conditions. Continuous abnormal combustion will impact the engine block structure and reduce the overall service life of the engine. For example, when the second tendency coefficient is fixed at 0.8, safety ignition control can be activated instantly when the engine combustion fluctuation exceeds the standard and there is a risk of hardware damage, effectively protecting the engine's overall structure.

[0088] By implementing the above embodiments, limiting the first tendency coefficient to 0.25 to 0.35 and the second tendency coefficient to 0.75 to 0.85, a balance can be struck between knock detection sensitivity and control stability. When the first tendency coefficient is below 0.25, it is easy to trigger strategy switching prematurely due to slight vibration fluctuations, resulting in overly conservative ignition control. When the first tendency coefficient is above 0.35, it may cause the slight knock trend to fail to adjust in time. When the second tendency coefficient is below 0.75, it is easy to enter the protection mode too early, affecting power performance. When it is above 0.85, it may cause a lag in the response to a severe knock trend. Therefore, the selected numerical range can balance the power output requirements and the abnormal combustion control requirements.

[0089] In some embodiments, the aforementioned determination of the target ignition advance angle based on the first ignition angle may include: obtaining the ignition angle difference between the first ignition angle and the second ignition angle, wherein the second ignition angle is obtained from the second ignition angle mapping table based on the current operating condition information; determining the product of the knock tendency coefficient and the ignition angle difference as the ignition angle offset; and determining the difference between the first ignition angle and the ignition angle offset as the target ignition advance angle.

[0090] In some examples, the ignition angle difference is the angle difference between the first and second ignition angles corresponding to the same current operating condition information. It is a benchmark angle parameter that characterizes the span between the engine's optimal performance ignition range and the conservative anti-knock ignition range, and is the basic calculation parameter for realizing linear gradual correction of the ignition angle. For example, under a certain fixed operating condition, the first ignition angle obtained from the table is a 30-degree crankshaft angle, and the second ignition angle is a 24-degree crankshaft angle. The corresponding calculated ignition angle difference is a 6-degree crankshaft angle.

[0091] The ignition angle offset is a dynamic ignition correction angle calculated based on the real-time knock risk level of the engine. It is used to characterize the angle value at which the reference ignition angle needs to be delayed under the current operating conditions, and can realize continuous and gradual adjustment of the ignition angle according to the strength of the knock tendency. The magnitude of the ignition angle offset is positively correlated with the knock tendency coefficient. The more obvious the knock tendency, the larger the ignition delay correction angle. The more stable the combustion state, the smaller the correction angle. For example, based on the aforementioned operating condition where the ignition angle difference is 6 degrees of crankshaft rotation angle, if the real-time knock tendency coefficient is 0.3, the corresponding calculated ignition angle offset is 1.8 degrees of crankshaft rotation angle.

[0092] Determining the difference between the first ignition angle and the ignition angle offset as the target ignition advance angle is a linear ignition correction calculation logic specific to the first strategy in this application embodiment. It is used to achieve smooth ignition transition control from stable combustion conditions to conditions with mild knock risk. The optimal performance first ignition angle adapted to high-octane fuel can be used as the correction benchmark. The offset correction angle calculated based on the real-time knock trend is subtracted, and the final output is a real-time ignition execution angle that takes into account both power economy and anti-knock stability. It can continuously fine-tune the ignition timing according to the strength of the knock tendency. For example, when the first ignition angle is a 30-degree crankshaft angle and the ignition angle offset is a 1.8-degree crankshaft angle, the final determined target ignition advance angle is a 28.2-degree crankshaft angle.

[0093] By implementing the above embodiments, the ignition angle offset is constructed using the difference between the first ignition angle and the second ignition angle, and the target ignition advance angle is dynamically adjusted in conjunction with the knock tendency coefficient, thereby achieving continuous adjustment of the ignition advance angle. Compared with the fixed advance angle control method, the advance angle range can be dynamically determined according to the knock degree, avoiding the problem of excessive or insufficient adjustment of ignition control, thereby improving the accuracy of ignition advance angle control and improving the smoothness of engine operation.

[0094] In some embodiments, before step 104, the aforementioned engine ignition control method may further include: if the target ignition angle control strategy is a second strategy or a third strategy, then acquiring the fuel level signal of the fuel level sensor; if the increment of the fuel level signal within a preset time period exceeds a preset increment threshold, then resetting the target ignition angle control strategy to the first strategy.

[0095] In some examples, the fuel level signal is an analog signal of electrical charge that is collected and output in real time by a fuel level sensor. This signal can accurately represent the remaining fuel capacity in the vehicle's fuel tank and is the original signal for monitoring the fuel status of the entire vehicle. It can intuitively reflect the increase or decrease of fuel in the tank and is a key basis for determining whether the vehicle has completed the refueling operation. For example, when the vehicle is stationary or driving smoothly without refueling, the fuel level signal value remains stable. After the vehicle completes the refueling operation, the fuel level signal value will rise significantly.

[0096] The second and third strategies are conservative and safe ignition control logics activated after the engine detects a tendency to knock, adapted to fuels with poor anti-knock performance. While continuously executing these two strategies, the engine control unit actively activates the fuel level signal monitoring function. When the fuel level rises significantly within a short period and exceeds the calibrated threshold, it determines that the vehicle has completed the new fuel refueling operation, automatically cancels the currently executing second or third strategy, and reverts to the first strategy adapted to the new fuel grade. This allows the ignition control to return to the optimal power and economy control state, enabling real-time capture of fuel change behavior. This avoids the problem that after the vehicle is refueled with new fuel with high anti-knock performance, it still uses the conservative ignition strategy adapted to low-grade fuel, resulting in a loss of power and economy.

[0097] The preset incremental threshold is a critical value for fuel level change determined in advance through vehicle calibration tests and fixed inside the engine control unit. It is used to accurately distinguish between normal level fluctuations and active refueling behavior. This threshold can be set through multi-scenario road condition calibration and can effectively filter out minor level fluctuations caused by fuel consumption, vehicle tilt, and bumpy driving, and only respond to large level increases caused by manual refueling. For example, the preset incremental threshold can be set to 5% of the total fuel tank capacity. Only when the level increase exceeds this proportion will it be judged as an effective refueling behavior.

[0098] For example, the engine control unit matches the knock tendency coefficient and two typical thresholds in real time, determines the currently effective ignition control strategy based on the numerical range, and continuously monitors the fuel level signal during the operation of the second and third strategies. It periodically counts the fuel level increment within a preset time period and compares it with a preset increment threshold. Once a valid fuel refueling behavior is detected, the historical knock learning data is immediately cleared, and the ignition strategy is forcibly reset to the first strategy. The reset control logic can then re-perform octane number learning and ignition angle optimization based on the anti-knock characteristics of the new fuel, achieving rapid adaptive adaptation after fuel change.

[0099] Through the implementation of the above embodiments, fuel level signals are acquired under the second or third strategy, and the control strategy is reset to the first strategy when the fuel level increment exceeds a preset threshold. This enables the identification of vehicle refueling scenarios. When the driver replaces the fuel with high-octane fuel, there is no need to maintain the conservative ignition control mode for a long time. Normal ignition control capability can be restored in time, thereby improving the adaptability of the engine ignition control process to fuel change scenarios and improving power output performance.

[0100] In some embodiments, the preset volatility range is a range of 15% to 20%.

[0101] In some examples, the preset volatility range is 15% to 20%, which is the constraint condition used in this application to calibrate the third ignition angle mapping table. It is a safe and controllable numerical range of the compression pressure volatility of each cylinder of the target engine, and a quantitative standard for judging the stability of engine combustion and operational safety. The cylinder compression pressure volatility is used to characterize the uniformity of the working pressure of each cylinder of the engine. The larger the volatility value, the worse the combustion consistency of each cylinder, and the higher the risk of in-cylinder chaotic combustion and knocking. The smaller the volatility value, the more stable the engine combustion.

[0102] By implementing the above embodiments, limiting the preset fluctuation range to 15% to 20% ensures that the ignition advance angle corresponding to the third ignition angle mapping table is within a safe operating range that balances stability and power. When the cylinder compression pressure fluctuation rate is less than 15%, it indicates that the ignition advance angle setting is too conservative, resulting in a significant reduction in the combustion efficiency of the in-cylinder mixture, which directly leads to engine power reduction and increased fuel consumption. When the cylinder compression pressure fluctuation rate is greater than 20%, it indicates that the combustion differences between cylinders are too large, and the in-cylinder pressure fluctuates violently, which can easily induce localized spontaneous combustion of the mixture, significantly increasing the probability of engine knocking. Long-term operation will damage the internal structure of the engine. Therefore, limiting the range to 15% to 20% can balance combustion stability and power performance, and improve the effect of safe ignition control.

[0103] In some embodiments, step 101 may include: acquiring real-time vibration signals of the target engine during the current combustion power stroke using a knock vibration sensor configured on the target engine; obtaining the current speed signal and current load signal of the target engine; and determining the current speed signal and current load signal as current operating condition information.

[0104] In some examples, the knock vibration sensor is a high-precision sensing device specifically configured on the surface of the target engine block. It is used to capture the mechanical vibration characteristics of the engine block caused by the combustion of the internal air-fuel mixture and pressure fluctuations in real time. It can accurately distinguish between the weak vibrations of normal combustion and the violent vibrations of abnormal combustion caused by knock. It has the characteristics of high-frequency sampling and resistance to environmental interference. For example, when the engine experiences slight knock or is in a critical knock state, the knock vibration sensor can accurately capture the vibration characteristics of sudden amplitude changes, providing raw data support for subsequent knock tendency quantification calculations.

[0105] The current speed signal is an operating parameter that characterizes the real-time operating speed of the target engine. It can intuitively reflect the current operating frequency and working rhythm of the engine. It can be collected by the engine crankshaft position sensing system, and the current speed signal can be calculated by identifying the crankshaft rotation frequency. For example, the engine speed signal is maintained in a low value range when the vehicle is idling, and the engine speed signal continues to rise when the vehicle is accelerating.

[0106] The current load signal is a parameter that characterizes the current power output load level of the target engine. It is used to reflect the current power intensity of the engine and the degree of air-fuel mixture filling in the cylinder. The current load signal can be obtained by the engine control unit in combination with original operating parameters such as intake air volume and throttle opening. It can accurately correspond to different load working states of the engine. For example, the engine load signal value is low when the vehicle is driving at a constant speed on a flat road, and the engine load signal value increases when the vehicle is climbing a hill or accelerating under full load.

[0107] For example, after the engine starts running, the knock vibration sensor continuously follows the engine's combustion strokes to complete the high-frequency vibration signal acquisition and continuously outputs the raw vibration data; the engine control unit synchronously acquires and analyzes the engine speed signal and load signal, and can combine the real-time speed signal and real-time load signal to define the current operating condition information, so as to realize the time synchronization matching of combustion vibration data and operating condition data.

[0108] By implementing the above embodiments, the real-time vibration signal during the current combustion power stroke is collected using a knock vibration sensor, and the current operating condition information is constructed by combining the current speed signal and the current load signal, which can improve the accuracy of combustion state analysis. The speed can reflect the engine's operating speed characteristics, and the load can reflect the engine's output demand state. The two together serve as operating condition information, which can more comprehensively reflect the actual operating state of the engine compared to using speed or load alone for operating condition judgment. This can improve the accuracy of knock trend identification and the accuracy of ignition advance angle control.

[0109] Furthermore, as an implementation of the foregoing method embodiments, this application also provides an engine ignition control device for implementing the foregoing method embodiments. This device embodiment corresponds to the foregoing method embodiments. For ease of reading, this engine ignition control device embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be clear that the device in this application embodiment can correspondingly implement all the contents of the foregoing method embodiments. For example... Figure 2 As shown, the engine ignition control device 20 includes: a data acquisition unit 201, a coefficient determination unit 202, a strategy determination unit 203, an advance angle determination unit 204, and an ignition control unit 205. The data acquisition unit 201 is used to acquire real-time vibration signals and current operating condition information of the target engine; the coefficient determination unit 202 is used to determine the knock tendency coefficient of the target engine based on the real-time vibration signals and current operating condition information; the strategy determination unit 203 is used to determine the target ignition angle control strategy based on the comparison result between the knock tendency coefficient and a preset tendency coefficient; the advance angle determination unit 204 is used to determine the target ignition advance angle of the target engine based on the target ignition angle control strategy and current operating condition information; and the ignition control unit 205 is used to control the target engine to ignite based on the target ignition advance angle.

[0110] In some embodiments, the coefficient determination unit 202 is further configured to obtain a first vibration value from a first vibration mapping table and a second vibration value from a second vibration mapping table based on the current operating condition information. The first vibration mapping table is used to record the vibration values ​​of the target engine under different operating conditions in a non-knock state, and the second vibration mapping table is used to record the vibration values ​​of the target engine under different operating conditions in a knock critical state. The first vibration value is the non-knock vibration value corresponding to the current operating condition information, and the second vibration value is the knock critical vibration value corresponding to the current operating condition information. The real-time vibration signal is mapped to the numerical range defined by the first vibration value and the second vibration value to obtain the knock tendency coefficient.

[0111] In some embodiments, the coefficient determination unit 202 is further configured to obtain a first difference between the real-time vibration value corresponding to the real-time vibration signal and the first vibration value; obtain a second difference between the second vibration value and the first vibration value; determine the ratio of the first difference to the second difference as the initial mapping value; perform correction processing on the initial mapping value based on preset boundary constraints to obtain the target mapping value at the current time, wherein the preset boundary constraints are used to constrain the target mapping value within a closed interval of 0 to 1; and perform mean calculation on all target mapping values ​​generated within a preset time window before the current time to obtain the detonation tendency coefficient.

[0112] In some embodiments, the engine ignition control device 20 further includes a mapping determination unit, which is used to collect the non-knock vibration values ​​of the target engine under different operating conditions in a bench test environment when it is in a non-knock combustion state, and generate a first vibration mapping table; multiply each non-knock vibration value recorded in the first vibration mapping table by a preset fixed multiple to obtain the corresponding knock critical vibration value, so as to generate a second vibration mapping table, wherein the preset fixed multiple is greater than or equal to 2 and less than or equal to 4.

[0113] In some embodiments, the advance angle determination unit 204 is further configured to, if the target ignition angle control strategy is a first strategy, obtain a first ignition angle from a first ignition angle mapping table based on current operating condition information, and determine a target ignition advance angle based on the first ignition angle, wherein the first ignition angle mapping table is used to record the ignition advance angles corresponding to different operating conditions when the target engine uses a first fuel grade, and the first fuel grade is the fuel grade currently used by the target engine; if the target ignition angle control strategy is a second strategy, obtain a second ignition angle from a second ignition angle mapping table based on current operating condition information, and determine the second ignition angle as... The target ignition advance angle is defined as follows: The second ignition angle mapping table records the ignition advance angles corresponding to different operating conditions when the target engine uses a second fuel grade, where the second fuel grade is one level lower than the first preset fuel grade. If the target ignition angle control strategy is the third strategy, the third ignition angle is obtained from the third ignition angle mapping table based on the current operating condition information and determined as the target ignition advance angle. The third ignition angle mapping table records the ignition advance angles corresponding to different operating conditions of the target engine, constrained by the cylinder compression pressure fluctuation rate being within a preset fluctuation range.

[0114] In some embodiments, the preset tendency coefficient includes a first tendency coefficient and a second tendency coefficient, wherein the first tendency coefficient is less than the second tendency coefficient; the strategy determination unit 203 is further configured to determine the target ignition angle control strategy as a first strategy when the comparison result indicates that the knock tendency coefficient is less than the first tendency coefficient; determine the target ignition angle control strategy as a second strategy when the comparison result indicates that the knock tendency coefficient is greater than or equal to the first tendency coefficient and less than the second tendency coefficient; and determine the target ignition angle control strategy as a third strategy when the knock tendency coefficient is greater than or equal to the second tendency coefficient.

[0115] In some embodiments, the first propensity coefficient ranges from 0.25 to 0.35, and the second propensity coefficient ranges from 0.75 to 0.85.

[0116] In some embodiments, the advance angle determination unit 204 is further configured to obtain the ignition angle difference between the first ignition angle and the second ignition angle, wherein the second ignition angle is obtained from the second ignition angle mapping table based on the current operating condition information; the product of the knock tendency coefficient and the ignition angle difference is determined as the ignition angle offset; and the difference between the first ignition angle and the ignition angle offset is determined as the target ignition advance angle.

[0117] In some embodiments, the strategy determination unit 203 is further configured to acquire the fuel level signal of the fuel level sensor if the target ignition angle control strategy is the second strategy or the third strategy; and reset the target ignition angle control strategy to the first strategy if the increment of the fuel level signal within a preset time period exceeds a preset increment threshold.

[0118] In some embodiments, the preset volatility range is a range of 15% to 20%.

[0119] In some embodiments, the data acquisition unit 201 is further configured to acquire the real-time vibration signal of the target engine during the current combustion power stroke through the knock vibration sensor configured on the target engine; acquire the current speed signal and the current load signal of the target engine; and determine the current speed signal and the current load signal as the current operating condition information.

[0120] This application also provides a computer-readable storage medium storing computer-executable instructions or computer programs, which, when executed by a processor, will cause the processor to perform any step of the engine ignition control method provided in this application.

[0121] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0122] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0123] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0124] like Figure 3 As shown, this application also provides a vehicle 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described engine ignition control method.

[0125] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A vehicle's processor reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the vehicle to perform any step of the engine ignition control method described above.

[0126] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An engine ignition control method, characterized in that, Applied to a target engine, the engine ignition control method includes: Acquire the real-time vibration signal and current operating condition information of the target engine; Based on the real-time vibration signal and the current operating condition information, the knock tendency coefficient of the target engine is determined; Based on the comparison between the knock tendency coefficient and the preset tendency coefficient, the target ignition angle control strategy is determined. Based on the target ignition angle control strategy and the current operating condition information, the target ignition advance angle of the target engine is determined; The target engine is controlled to ignite based on the target ignition advance angle.

2. The engine ignition control method according to claim 1, characterized in that, The determination of the knock tendency coefficient of the target engine based on the real-time vibration signal and the current operating condition information includes: Based on the current operating condition information, a first vibration value is obtained from a first vibration mapping table, and a second vibration value is obtained from a second vibration mapping table. The first vibration mapping table is used to record the vibration values ​​of the target engine under different operating conditions in a non-knock state, and the second vibration mapping table is used to record the vibration values ​​of the target engine under different operating conditions in a knock critical state. The first vibration value is the non-knock vibration value corresponding to the current operating condition information, and the second vibration value is the knock critical vibration value corresponding to the current operating condition information. The real-time vibration signal is mapped to a numerical range defined by the first vibration value and the second vibration value to obtain the detonation tendency coefficient.

3. The engine ignition control method according to claim 2, characterized in that, The step of mapping the real-time vibration signal to a numerical range defined by the first vibration value and the second vibration value to obtain the detonation tendency coefficient includes: Obtain the first difference between the real-time vibration value corresponding to the real-time vibration signal and the first vibration value; Obtain the second difference between the second vibration value and the first vibration value; The ratio of the first difference to the second difference is determined as the initial mapping value; The initial mapping value is corrected based on the preset boundary constraints to obtain the target mapping value at the current time. The preset boundary constraints are used to constrain the target mapping value within a closed interval of 0 to 1. The average value of all target mapping values ​​generated within a preset time window prior to the current moment is calculated to obtain the detonation tendency coefficient.

4. The engine ignition control method according to claim 2, characterized in that, Before acquiring the real-time vibration signal and current operating condition information of the target engine, the engine ignition control method further includes: Under bench testing conditions, the non-knock vibration values ​​of the target engine under different operating conditions in a non-knock combustion state are collected to generate the first vibration mapping table. Each non-knock vibration value recorded in the first vibration mapping table is multiplied by a preset fixed multiple to obtain the corresponding knock critical vibration value, thereby generating the second vibration mapping table, wherein the preset fixed multiple is greater than or equal to 2 and less than or equal to 4.

5. The engine ignition control method according to claim 1, characterized in that, The step of determining the target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information includes: If the target ignition angle control strategy is the first strategy, then the first ignition angle is obtained from the first ignition angle mapping table based on the current operating condition information, and the target ignition advance angle is determined based on the first ignition angle. The first ignition angle mapping table is used to record the ignition advance angle corresponding to different operating conditions when the target engine uses the first fuel grade. The first fuel grade is the fuel grade currently used by the target engine. If the target ignition angle control strategy is the second strategy, then the second ignition angle is obtained from the second ignition angle mapping table based on the current operating condition information, and the second ignition angle is determined as the target ignition advance angle. The second ignition angle mapping table is used to record the ignition advance angle corresponding to different operating conditions when the target engine uses the second fuel grade. The second fuel grade is a fuel grade one level lower than the first preset fuel grade. If the target ignition angle control strategy is the third strategy, then the third ignition angle is obtained from the third ignition angle mapping table based on the current operating condition information, and the third ignition angle is determined as the target ignition advance angle. The third ignition angle mapping table is used to record the ignition advance angles corresponding to different operating conditions of the target engine with the cylinder compression pressure fluctuation rate within a preset fluctuation range as a constraint.

6. The engine ignition control method according to claim 5, characterized in that, The preset tendency coefficient includes a first tendency coefficient and a second tendency coefficient, wherein the first tendency coefficient is smaller than the second tendency coefficient; The determination of the target ignition angle control strategy based on the comparison result between the knock tendency coefficient and the preset tendency coefficient includes: When the comparison result indicates that the knock tendency coefficient is less than the first tendency coefficient, the target ignition angle control strategy is determined to be the first strategy; When the comparison result indicates that the knock tendency coefficient is greater than or equal to the first tendency coefficient and less than the second tendency coefficient, the target ignition angle control strategy is determined to be the second strategy. When the knock tendency coefficient is greater than or equal to the second tendency coefficient, the target ignition angle control strategy is determined to be the third strategy.

7. The engine ignition control method according to claim 6, characterized in that, The first propensity coefficient ranges from 0.25 to 0.35, and the second propensity coefficient ranges from 0.75 to 0.

85.

8. The engine ignition control method according to claim 5, characterized in that, Determining the target ignition advance angle based on the first ignition angle includes: Obtain the ignition angle difference between the first ignition angle and the second ignition angle, wherein the second ignition angle is obtained from the second ignition angle mapping table based on the current operating condition information; The product of the knock tendency coefficient and the difference in ignition angle is determined as the ignition angle offset. The difference between the first ignition angle and the ignition angle offset is determined as the target ignition advance angle.

9. The engine ignition control method according to claim 5, characterized in that, Before determining the target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information, the engine ignition control method further includes: If the target ignition angle control strategy is the second strategy or the third strategy, then the fuel level sensor's level signal is acquired. If the increase in the liquid level signal within a preset time period exceeds a preset increment threshold, the target ignition angle control strategy is reset to the first strategy.

10. The engine ignition control method according to claim 5, characterized in that, The preset volatility range is between 15% and 20%.

11. The engine ignition control method according to any one of claims 1 to 10, characterized in that, The acquisition of the real-time vibration signal and current operating condition information of the target engine includes: The real-time vibration signal of the target engine during the current combustion power stroke is collected by the knock vibration sensor configured on the target engine. Obtain the current speed signal and current load signal of the target engine; The current speed signal and the current load signal are determined as the current operating condition information.

12. An engine ignition control device, characterized in that, Applied to a target engine, the engine ignition control device includes: The data acquisition unit is used to acquire the real-time vibration signal and current operating condition information of the target engine; The coefficient determination unit is used to determine the knock tendency coefficient of the target engine based on the real-time vibration signal and the current operating condition information. The strategy determination unit is used to determine the target ignition angle control strategy based on the comparison result between the knock tendency coefficient and the preset tendency coefficient. The advance angle determination unit is used to determine the target ignition advance angle of the target engine based on the target ignition angle control strategy and the current operating condition information; An ignition control unit is used to control the target engine to ignite based on the target ignition advance angle.

13. A vehicle comprising: The memory and processor are characterized in that the processor, when executing a computer program stored in the memory, implements the steps of the engine ignition control method as described in any one of claims 1 to 11.

14. A computer-readable storage medium having stored thereon computer-executable instructions or a computer program, characterized in that, When the computer-executable instructions or the computer program are executed by a processor, the steps of the engine ignition control method as described in any one of claims 1 to 11 are implemented.

15. A computer program product comprising a computer program or computer-executable instructions, characterized in that, When the computer program or computer-executable instructions are executed by the processor, they implement the steps of the engine ignition control method as described in any one of claims 1 to 11.

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