Control method and apparatus for ignition angle of engine, and electronic device

Abstract

A control method for an ignition angle of an engine, comprising: determining an ignition path demand torque of an engine on the basis of a filtered driver demand torque and a charging torque of a BSG motor (201); in response to the current state of a vehicle being an acceleration state, determining whether ignition-gas path separation is present (202); in response to ignition-gas path separation not being present, performing ignition angle control on the basis of the ignition path demand torque and an actual torque of the engine (203); and in response to ignition-gas path separation being present, performing ignition angle control on the basis of the ignition path demand torque and a gas path demand torque of the engine (204). Under the condition that ignition angle parameters of an engine cannot be accurately determined, ignition angle retarding control is performed on the basis of the relationship between an ignition path demand torque, a gas path demand torque, and an actual torque of the engine, and the response accuracy of the actual torque of the engine is controlled by means of ignition angle retarding, so that the actual torque follows the ignition path demand torque, thereby improving the smoothness, power performance and economy of the whole vehicle. Also provided are a control apparatus for an ignition angle of an engine, and an electronic device.

Description

Method, device and electronic equipment for controlling engine ignition angle

[0001] The present application claims priority to the application with the application number 202410695326.4, the title of "Method for controlling engine ignition angle and electronic equipment", which was filed with the China Patent Office on May 31, 2024, and the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a method, device and electronic equipment for controlling engine ignition angle. BACKGROUND

[0003] The vehicle adopting the hybrid P0 architecture is a power system composed of an engine and a 48V belt-driven starter generator (BSG) motor. The BSG motor is connected to the pulley at the crankshaft end of the engine through a belt. The BSG motor has a charging negative torque during driving, and the actual ignition angle parameters of the engine cannot be obtained by the vehicle control software. In the strategy for controlling the engine ignition angle, the smoothness, power performance and economy of the vehicle cannot be guaranteed. SUMMARY

[0004] Therefore, the present application aims to provide a method, device and electronic equipment for controlling engine ignition angle, which can improve the smoothness, power performance and economy of the vehicle by retarding the ignition angle when the actual ignition angle position cannot be determined.

[0005] To achieve the above-mentioned purpose, the first aspect of the present application provides a method for controlling engine ignition angle, comprising:

[0006] determining the fire path demand torque of the engine according to the filtered driver demand torque and the charging torque of the BSG motor;

[0007] in response to the current state of the vehicle being an acceleration state, determining whether there is a fire-gas separation;

[0008] in response to the absence of fire-gas separation, performing ignition angle control according to the fire path demand torque and the actual torque of the engine;

[0009] in response to the presence of fire-gas separation, performing ignition angle control according to the fire path demand torque and the gas path demand torque of the engine.

[0010] Optionally, the ignition angle control according to the fire path demand torque and the actual torque of the engine comprises:

[0011] determining the actual gas path torque of the engine;

[0012] determining whether a preset first de-ignition angle condition is met according to the actual air path torque and the fire path required torque;

[0013] determining whether a preset second de-ignition angle condition is met according to the fire path required torque and the actual torque;

[0014] controlling the engine to perform de-ignition angle in response to the first de-ignition angle condition being met and the second de-ignition angle condition being met.

[0015] Optionally, the determining whether the preset first de-ignition angle condition is met according to the actual air path torque and the fire path required torque comprises:

[0016] determining that the first de-ignition angle condition is met in response to the actual air path torque being greater than or equal to the fire path required torque;

[0017] determining that the first de-ignition angle condition is not met in response to the actual air path torque being less than the fire path required torque.

[0018] Optionally, the determining whether the preset second de-ignition angle condition is met according to the fire path required torque and the actual torque comprises:

[0019] determining that there is no torque reduction demand and that the second de-ignition angle condition is not met in response to the fire path required torque being greater than or equal to the actual torque;

[0020] determining that there is torque reduction demand and determining the air path required torque of the engine in response to the fire path required torque being less than the actual torque;

[0021] determining that the second de-ignition angle condition is met in response to the air path required torque being greater than or equal to the fire path required torque;

[0022] determining that the second de-ignition angle condition is not met in response to the air path required torque being less than the fire path required torque.

[0023] Optionally, the performing ignition angle control according to the fire path required torque and the air path required torque of the engine comprises:

[0024] determining whether a preset setting condition is met according to the fire path required torque and the air path required torque;

[0025] determining a time interval between two adjacent de-ignition angles; determining that a preset first reset condition is not met if the time interval is less than a preset interval threshold; and determining that the preset first reset condition is met if the time interval is greater than or equal to the interval threshold;

[0026] determining an actual air path torque, and determining whether a preset second reset condition is met according to the actual air path torque, the air path required torque and the fire path required torque;

[0027] In response to the first reset condition being met and the second reset condition being met, it is determined that the preset reset condition is met.

[0028] In response to the set condition being met and the reset condition being met, the engine is controlled to perform the de-ignition angle.

[0029] Optionally, whether the preset set condition is met is determined according to the fire path demand torque and the air path demand torque, comprising:

[0030] In response to the fire path demand torque being less than the air path demand torque, it is determined that the set condition is met.

[0031] In response to the fire path demand torque being greater than or equal to the air path demand torque, it is determined that the set condition is not met.

[0032] Optionally, whether the preset second reset condition is met is determined according to the actual air path torque, the air path demand torque and the fire path demand torque, comprising:

[0033] The actual air path torque and the air path demand torque are compared to obtain a first torque relationship.

[0034] The actual air path torque and the fire path demand torque are compared to obtain a second torque relationship.

[0035] In response to the first torque relationship being that the actual air path torque is greater than or equal to the air path demand torque, or the second torque relationship being that the actual air path torque is greater than or equal to the air path demand torque, it is determined that the second reset condition is met.

[0036] Optionally, before the ignition angle control is performed, the method further comprises:

[0037] In response to detecting that the pedal opening of the accelerator pedal becomes larger, the current speed of the engine is determined.

[0038] In response to the current speed being less than a preset speed threshold, the engine is controlled to perform the de-ignition angle after a preset delay duration.

[0039] Optionally, the engine ignition angle control method further comprises:

[0040] In response to the current state of the vehicle being a deceleration state, the engine is prohibited from performing the de-ignition angle.

[0041] In response to the current state of the vehicle being a forced follow state and the fire path demand torque being less than the actual torque, the engine is controlled to perform the de-ignition angle.

[0042] Optionally, the fire path demand torque of the engine is determined according to the filtered driver demand torque and the charging torque of the BSG motor, comprising:

[0043] In response to the current driving demand being an acceleration demand, a sum of an absolute value of the driver demand torque and an absolute value of the charging torque is determined as the fire path demand torque;

[0044] In response to the current driving demand being a deceleration demand, a difference between the absolute value of the driver demand torque and the absolute value of the charging torque is determined as the fire path demand torque.

[0045] Optionally, determining whether there is fire-gas separation comprises:

[0046] In response to the fire path demand torque and the gas path demand torque both being filtered, it is determined that there is fire-gas separation;

[0047] In response to there being a torque that is not filtered in the fire path demand torque and the gas path demand torque, it is determined that there is no fire-gas separation.

[0048] Optionally, the actual gas path torque is a maximum torque output by the engine.

[0049] Optionally, the gas path demand torque is less than or equal to the actual gas path torque.

[0050] A second aspect of the present application provides an engine ignition angle control device, comprising: a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0051] A fire path demand determination module configured to determine a fire path demand torque of the engine according to a filtered driver demand torque and a charging torque of a BSG motor;

[0052] A vehicle state determination module configured to determine whether there is fire-gas separation in response to a current state of the vehicle being an acceleration state;

[0053] A first control module configured to perform ignition angle control according to the fire path demand torque and an actual torque of the engine in response to there being no fire-gas separation;

[0054] A second control module configured to perform ignition angle control according to the fire path demand torque and a gas path demand torque of the engine in response to there being fire-gas separation.

[0055] A third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the program to implement the method provided in the first aspect of the present application.

[0056] A fourth aspect of the present application provides a non-transitory computer readable storage medium, the non-transitory computer readable storage medium storing computer instructions for causing a computer to execute the method provided in the first aspect of the present application.

[0057] It can be seen from the above that the engine ignition angle control method, device and electronic equipment provided by the application can determine the engine fire path demand torque according to the filtered driver demand torque and the BSG motor charging torque; in response to the current state of the vehicle being an acceleration state, it is determined whether there is fire-gas separation; in response to the absence of fire-gas separation, ignition angle control is performed according to the fire path demand torque and the actual torque of the engine; and in response to the presence of fire-gas separation, ignition angle control is performed according to the fire path demand torque and the gas path demand torque of the engine. In the case where the engine ignition angle parameter cannot be accurately known, the relationship among the fire path demand torque, the gas path demand torque and the actual torque of the engine is used to perform the retreat ignition angle control, the response accuracy of the actual torque of the engine is controlled through the retreat ignition angle, the actual torque follows the fire path demand torque, and the smoothness, power performance and economy of the vehicle are improved. BRIEF DESCRIPTION OF DRAWINGS

[0058] In order to more clearly illustrate the technical solutions in the application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0059] FIG. 1 is a schematic diagram of a P0 architecture vehicle using a 48V micro-mixing system according to an embodiment of the application;

[0060] FIG. 2 is a flowchart of the engine ignition angle control method according to an embodiment of the application;

[0061] FIG. 3 is a schematic diagram of ignition angle adjustment according to an embodiment of the application;

[0062] FIG. 4 is a flowchart of retreat ignition angle control when there is no fire-gas separation according to an embodiment of the application;

[0063] FIG. 5 is a logic flowchart for determining whether to perform retreat ignition angle control when there is no fire-gas separation according to an embodiment of the application;

[0064] FIG. 6 is a flowchart of retreat ignition angle control when there is fire-gas separation according to an embodiment of the application;

[0065] FIG. 7 is a logic flowchart for determining whether to perform retreat ignition angle control when there is fire-gas separation according to an embodiment of the application;

[0066] FIG. 8 is a flowchart of delay retreat ignition angle control according to an embodiment of the application;

[0067] FIG. 9 is a flowchart of retreat ignition angle control in different states according to an embodiment of the application;

[0068] FIG. 10 is a structural schematic diagram of the engine ignition angle control device according to an embodiment of the application;

[0069] Fig. 11 is a structural schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0070] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the embodiments and the accompanying drawings.

[0071] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application should be understood as their common meanings to those of ordinary skill in the art to which the present application pertains. The terms "first", "second", and similar terms used in the embodiments of the present application do not denote any order, quantity, or importance, but are only used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, without excluding other elements or objects. The terms "connect" and "connected" and similar terms do not mean only physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0072] In this document, it should be understood that any number of elements in the accompanying drawings are used for illustration only and not limitation, and any naming is only for differentiation and does not have any limiting meaning.

[0073] Based on the description of the above background art, there are also the following situations in the related art:

[0074] A hybrid vehicle can achieve the purpose of reducing fuel consumption and improving driving performance by adding a hybrid system to the original traditional vehicle platform. The vehicle using the hybrid P0 architecture is installed with a 48V micro-hybrid system. The 48V micro-hybrid system is a hybrid system with a 48V battery added to the 12V system, i.e., a 48V lithium-ion battery and a traditional 12V battery are simultaneously mounted. The 12V power supply system is responsible for handling traditional loads such as lighting, ignition, entertainment, and audio systems, etc., and the 48V battery is responsible for the active chassis system, regenerative braking system, etc. On the basis of the traditional vehicle, the installation of the 48V system can realize functions such as driving charging, acceleration assistance, energy recovery, electric crawling, etc., and the hybrid vehicle is more fuel-efficient than the traditional vehicle, and the cost is also not too high, while the user experience is greatly improved.

[0075] In the 48V micro-hybrid system, the BSG motor is connected to the engine by a belt transmission mechanism at the front end of the engine, replacing the original 12V generator of the vehicle. The 48V-BSG system belongs to the micro-hybrid system. As shown in FIG. 1, a vehicle with a P0 architecture using a 48V micro-hybrid system mainly consists of an engine, a gearbox, a 48V power battery, a 12V battery, a BSG motor, a DCDC converter, and the like.

[0076] It can be seen that the BSG motor has a charging negative torque during vehicle driving, and the engine actual ignition angle parameter cannot be obtained by the vehicle control software. In the strategy of controlling the engine ignition angle, it is mainly applied to vehicles without a BSG motor, and the engine software controls the ignition angle, and cannot coordinate the control of the engine torque and the torque of the 48V BSG motor. Moreover, the new energy vehicle in the related technology does not rely on the control of the engine ignition angle to adjust the engine torque to control the drivability, but relies on the high-voltage motor to adjust the drivability, and therefore cannot be applied to the 48V BSG_P0 mild hybrid vehicle. When the 48V BSG_P0 mild hybrid vehicle adopts the strategy of controlling the engine ignition angle in the related technology, the smoothness, power performance and economy of the vehicle cannot be guaranteed.

[0077] The engine ignition angle control method, device and electronic equipment provided by the embodiments of the present application can determine the fire path demand torque of the engine according to the filtered driver demand torque and the charging torque of the BSG motor; in response to the current state of the vehicle being an acceleration state, it is determined whether there is fire-gas separation; in response to the absence of fire-gas separation, the ignition angle is controlled according to the fire path demand torque and the actual torque of the engine; and in response to the presence of fire-gas separation, the ignition angle is controlled according to the fire path demand torque and the gas path demand torque of the engine. In the case where the engine ignition angle parameter cannot be exactly known, the ignition angle is controlled by the relationship between the fire path demand torque, the gas path demand torque and the actual torque of the engine, the response accuracy of the actual torque of the engine is controlled by the ignition angle, the actual torque follows the fire path demand torque, and the smoothness, power performance and economy of the vehicle are improved.

[0078] The engine ignition angle control method according to the exemplary embodiments of the present application will be described below with reference to the accompanying drawings.

[0079] In some embodiments, as shown in FIG. 2, an engine ignition angle control method includes:

[0080] Step 201: determining the fire path demand torque of the engine according to the filtered driver demand torque and the charging torque of the BSG motor.

[0081] In the signal processing process, the input signal usually contains various noises and interferences. In order to accurately measure and control the signal, the noise and interference in the measured signal must be weakened or filtered out. In engineering applications, software filtering, also known as digital filtering, can be used to weaken the influence of noise through certain algorithms. Since the fire path demand torque needs to be determined according to the driver demand torque (the fire path demand torque is the engine torque expected by the driver), in order to improve the control accuracy, the driver demand torque signal needs to be filtered to eliminate various noises and interferences in the driver demand torque signal, and improve the control accuracy and accuracy.

[0082] The embodiments of the present application provide four control strategies, the first control strategy is not to retreat the ignition angle in any case; the second control strategy is to control the ignition angle according to the fire path demand torque and the actual torque of the engine when there is no fire-gas separation; the third control strategy is to control the ignition angle according to the fire path demand torque and the gas path demand torque of the engine when there is fire-gas separation; and the fourth control strategy is to only consider that the fire path demand torque is less than the actual torque, and retreat the ignition angle when the fire path demand torque is less than the actual torque.

[0083] The control strategy to be used can be selected based on the torque direction and the filtering result. The torque direction has Pos (positive, indicating that the driver has an acceleration intention) and Neg (negative, indicating that the driver has a deceleration intention), and the filtering result needs to be determined according to the difference between the driver demand torque before filtering and the driver demand torque after filtering, which is the filtering torque. The filtering torque can be divided into three regions of Hi, Mid and Low, which can be divided by the engine speed and the gear of the automatic transmission electronic control unit (TCU). Two torque lines are constructed according to the engine speed and the TCU gear, which are Hi line and Low line (wherein the Hi line and the Low line do not intersect, and the Hi line is located on the upper side of the Low line). If the filtering torque is higher than the Hi line, it is determined that the filtering torque belongs to the Hi region; if the filtering torque is lower than the Low line, it is determined that the filtering torque belongs to the Low region; and if the filtering torque is lower than the Hi line and higher than the Low line, it is determined that the filtering torque belongs to the Mid region.

[0084] Then, according to the torque direction and the filtering result, six regions of HiPos, MidPos, LowPos, HiNeg, MidNeg, and LowNeg are obtained. Different ignition angle control strategies can be used for any one region (at least one ignition angle control strategy used in each region can be calibrated in advance). In an exemplary example, in the coasting operating condition, the corresponding Neg region, including the three regions of HiNeg, MidNeg, and LowNeg, can all work at the optimal operating point by continuously not retarding the ignition angle, to ensure economy; in the acceleration stage, the corresponding Pos region, including the three regions of HiPos, MidPos, and LowPos, can continuously retard the ignition angle to ensure that the actual torque follows the fire path request torque in the acceleration process, so that the vehicle torque response meets the driver's expectation, and the smoothness and power of the vehicle are ensured.

[0085] If the driver has an acceleration demand, for example, an acceleration condition of stepping on the accelerator pedal, and the filtered driver demand torque is positive, the BSG motor generates charging torque opposite to the direction of the engine output torque, so the charging torque of the BSG motor is negative. Therefore, in order to meet the actual output torque as the driver demand torque, the fire path demand torque is the difference between the driver demand torque and the charging torque. Since the charging torque is negative, the fire path demand torque is the sum of the absolute value of the driver demand torque and the absolute value of the charging torque.

[0086] If the driver has a deceleration demand, for example, a coasting operating condition, and the filtered driver demand torque is positive, when the BSG motor generates charging torque, the charging torque is in the same direction as the engine output torque, so the charging torque of the BSG motor is positive. Therefore, in order to meet the actual output torque as the driver demand torque, the fire path demand torque is the difference between the driver demand torque and the charging torque. Since the charging torque is positive, the fire path demand torque is the difference between the absolute value of the driver demand torque and the absolute value of the charging torque. It should be noted that the charging torque of the BSG motor can also be divided into the filtered torque.

[0087] That is, the fire path demand torque = driver demand torque - charging torque. If the charging torque is in the same direction as the driver demand torque, the charging torque is positive, and if the charging torque is opposite to the driver demand torque, the charging torque is negative. The ignition angle control according to the fire path demand torque obtained by correcting the driver demand torque can avoid the influence of the BSG motor on the control accuracy of the ignition angle, and improve the control accuracy of the engine ignition angle.

[0088] Step 202: In response to the current state of the vehicle being an acceleration state, it is determined whether there is a fire-gas separation.

[0089] In the embodiment, the ignition timing has a great influence on the working performance of the engine. Ignition is the ignition of the spark plug before the piston reaches the compression top dead center to ignite the combustible mixture in the combustion chamber. As shown in FIG. 3, the angle of the crankshaft rotated from the ignition timing to the time when the piston reaches the compression top dead center is called the ignition angle. The ignition angle at which the engine can obtain the best power, economy and emission is called the optimum ignition angle, i.e. the base ignition angle in FIG. 3. The engine can output the maximum torque at the current speed and the current intake air amount when the ignition is performed at the optimum ignition angle.

[0090] The combustible mixture has a time process from ignition to burning and burning out. The function of the optimum ignition angle is to make the stage of the maximum gas expansion tendency be at the descending stroke of the piston under various working conditions. In this way, the efficiency is the highest, the vibration is the smallest and the temperature rise is the lowest. In order to make the maximum pressure of the combustion in the cylinder of the engine appear 10-15 degrees after the compression top dead center and make the combustion power of the mixture reach the maximum, the ignition must be performed at a proper time before compression. Theoretically, the minimum ignition advance angle is 0 degree, but in order to prevent the mixture from being ignited during the descending stroke (which will cause the loss of power), the ignition advance angle is usually set to be more than 5 degrees, which is also required for the starting speed. The maximum ignition advance angle also cannot be too large, which is usually not more than 60 degrees, otherwise the vibration and temperature rise will be prominent and the efficiency will be reduced. In fact, the speed of the crankshaft structure is limited.

[0091] The factors that most influence the ignition advance angle are the speed and the combustion speed of the mixture. With the increase of the speed, the time of rotating the same angle becomes shorter, and only a larger advance angle can obtain the corresponding advance time. If the ignition is too early, the knocking will be caused, the piston will be blocked in the upward stroke, the efficiency will be reduced, and the thermal load, mechanical load, noise and vibration will be increased, which should be prevented. If the ignition is too late, the gas will be difficult to work, the fuel consumption will be large, the efficiency will be low and the exhaust sound will be loud. Therefore, whether the ignition is too early or too late, the speed will be affected. Therefore, when the ignition angle is not controlled, the vehicle is ignited at the optimum ignition angle. However, the optimum ignition angle cannot make the engine obtain the best power, economy and emission at any time. Therefore, the ignition angle needs to be controlled according to different situations.

[0092] When the current state of the vehicle is an acceleration state, the actual engine torque can follow the fire path demand torque during the acceleration process by continuously retarding the ignition angle, and the filtered driver demand torque in the presence of the BSG motor, so that the vehicle torque response meets the driver's expectation, and the acceleration process smoothness and power are further ensured. The retarding ignition angle refers to ignition at a certain angle behind the optimal ignition angle, that is, the actual ignition angle deviates from the optimal ignition angle, and the engine actual torque is lower than the torque corresponding to the optimal ignition angle position by retarding the ignition angle, so that the torque is reduced. Because the engine speed increases during the acceleration process, the torque corresponding to the small variable, and the retarding torque can improve the smoothness and power of the acceleration process.

[0093] Therefore, when the current state of the vehicle is an acceleration state, there is a need for torque reduction, and the ignition angle needs to be retarded. However, different vehicles have different processing methods for fire path demand torque and air path demand torque. When the fire path demand torque and the air path demand torque are filtered respectively, the air path filtering process is faster, resulting in asynchronous filtering of the air path and the fire path, and causing fire-air separation. If no filtering is performed or only one-sided filtering is performed, there is no fire-air separation.

[0094] Step 203: In response to the absence of fire-air separation, the ignition angle is controlled according to the fire path demand torque and the actual torque of the engine.

[0095] In specific implementation, the inventor found that the ignition angle is difficult to detect by a sensor, so the actual value of the ignition angle in the engine is in a black box state. In the case where the engine ignition angle parameter cannot be exactly known, the ignition angle cannot be directly controlled to increase or decrease. It is necessary to indirectly control through some detectable parameters exhibited by the ignition angle. The retarding ignition angle request is controlled through the relationship between the fire path demand torque, the air path demand torque, the actual torque of the engine and the actual air path of the engine, so that the actual torque follows the driver demand torque and adjusts the drivability.

[0096] When there is no fire-air separation, the ignition angle can be controlled according to the fire path demand torque and the actual torque of the engine. At this time, by comparing the relationship between the actual torque of the engine and the fire path demand torque, the actual torque of the engine is continuously followed by retarding the ignition angle and not retarding the ignition angle, provided that the air path demand torque exceeds the fire path demand torque, the air path is reserved in advance, and the fire path demand torque cannot exceed the maximum torque that can be reached at the current time, that is, the value of the fire path demand torque cannot exceed the actual air path torque. At the same time, when the engine air path reservation is used up, that is, the actual air path torque is less than the fire path torque demand, the ignition angle is not selected to be retarded to prevent continuous retarding caused by strategy failure. Controlling the ignition angle according to the fire path demand torque and the actual torque of the engine can make the vehicle torque response meet the driver's expectation, and ensure the smoothness and power of the vehicle.

[0097] Step 204: in response to the existence of fire-gas separation, ignition angle control is performed according to the fire path demand torque and the gas path demand torque of the engine.

[0098] In specific implementation, when the fire-gas separation exists, the gas path and the fire path need to be filtered respectively in the filtering stage, and the gas path filtering needs to be faster. When the accelerator is pressed, the gas path demand torque needs to be quickly above the fire path demand torque, and when the accelerator is released, the gas path demand torque needs to be quickly below the fire path demand torque. When the gas path demand torque exceeds the fire path demand torque, the ignition angle is allowed to be reduced, so that the fire path demand torque can better follow the gas path demand torque, thereby ensuring the smoothness and power performance of the vehicle. At this time, there is a risk of continuous ignition angle reduction, because the fire-gas separation always exists in the fire path and the gas path, which can trigger continuous ignition angle reduction. Continuous ignition angle reduction can cause large ignition angle reduction, which can cause the risk of stalling, because the actual ignition angle deviates from the optimal ignition angle, causing insufficient combustion, knocking, and even ignition failure and stalling. Therefore, a delay is performed between two ignition angle reduction activations, for example, a delay for identifying a falling edge is performed, to avoid continuous ignition angle reduction and to allow time for ignition angle recovery and reset between continuous ignition angle reductions.

[0099] In summary, the control method for engine ignition angle provided by the embodiments of the present application can determine the fire path demand torque of the engine according to the filtered driver demand torque and the charging torque of the BSG motor; in response to the current state of the vehicle being an acceleration state, it is determined whether the fire-gas separation exists; in response to the fire-gas separation not existing, ignition angle control is performed according to the fire path demand torque and the actual torque of the engine; wherein the actual torque is the torque actually output by the engine, the fire path demand torque is the torque expected to be output by the engine, and the closer the actual torque follows the fire path demand torque, the more the torque response of the vehicle meets the expectation of the driver, and the better the smoothness and power performance of the vehicle.

[0100] In response to the existence of fire-gas separation, ignition angle control is performed according to the fire path demand torque and the gas path demand torque of the engine. The gas path demand torque is the maximum torque expected to be reached, and the upper limit value of the gas path demand torque is the actual gas path torque, which represents the maximum torque that can be reached by the engine, i.e., the actual gas path torque is used to determine whether there is a certain torque reservation. When the gas path demand torque is less than the actual gas path torque, it indicates that there is torque reservation, and a larger gas path demand torque and fire path demand torque can be requested.

[0101] In the case where the engine ignition angle parameters cannot be exactly known, the relationship among the fire path demand torque, the gas path demand torque, and the actual torque of the engine is used to perform ignition angle reduction control, the response accuracy of the actual torque of the engine is controlled through ignition angle reduction, the actual torque follows the fire path demand torque, and the smoothness, power performance, and economy of the vehicle are improved.

[0102] In some embodiments, as shown in FIG. 4, the ignition angle control is performed according to the fire path demand torque and the actual torque of the engine, including:

[0103] Step 401: Determine the actual air path torque of the engine.

[0104] In specific implementation, the actual air path torque of the engine can be detected or calculated by sensors, detectors and other electronic elements. The actual air path torque represents the maximum torque that the engine can achieve. Therefore, the request range of the fire path demand torque cannot be greater than the actual air path torque, because at this time the fire path demand torque is already greater than the maximum torque of the engine at this time, the engine cannot meet the fire path demand torque, at this time there is no need to reduce the torque, so the non-retarded ignition angle is maintained, the engine is ignited at the optimal ignition angle, and the maximum torque is output to meet the fire path demand torque.

[0105] Step 402: Determine whether the first retarded ignition angle condition is met according to the actual air path torque and the fire path demand torque.

[0106] In some embodiments, step 402 includes:

[0107] Step 4021: In response to the actual air path torque being greater than or equal to the fire path demand torque, determine that the first retarded ignition angle condition is met;

[0108] Step 4022: In response to the actual air path torque being less than the fire path demand torque, determine that the first retarded ignition angle condition is not met.

[0109] In specific implementation, as shown in FIG. 5, for the process of determining whether the first retarded ignition angle condition is met, the input values are the fire path demand torque and the actual air path torque, wherein "+" indicates that the fire path demand torque is assigned a positive value, "-" indicates that the actual air path torque is assigned a negative value, that is, the difference between the fire path demand torque and the actual air path torque is calculated, and the hysteresis strategy is to compare the input torque value (for example, the difference between the fire path demand torque and the actual air path torque) with the preset torque threshold value, if the input torque value is greater than or equal to the torque threshold value, output true value "1", if the input torque value is less than the torque threshold value, output false value "0". The purpose of setting the hysteresis strategy is to prevent the output result from repeatedly changing between 0 and 1.

[0110] Exemplarily, if the hysteresis strategy is not set, the difference between the actual air path torque and the fire path demand torque at the current time is greater than 0, and the true value is output, and at the next time, it is less than 0, and the false value is output, that is, the torque threshold value is 0. However, after setting the hysteresis strategy, if the difference at the current time is greater than 0, the true value is output, and if the difference at the next time is less than 0, the output needs to be switched from true to false only when the absolute value of the difference is greater than the torque threshold value.

[0111] Wherein, "NOT" represents a logical NOT operation, only one operation operand, so it is a unary logical operation. The operation rule is one to zero, zero to one. That is, the result is 0 when the operand is 1, and the result is 1 when the operand is 0, that is, the output of the NOT after the hysteresis strategy output is 0; the output of the NOT after the hysteresis strategy output is 1. "AND" represents a logical AND operation, and the operation rule is all ones to one and any zero to zero. That is, only when both operands are 1, the result is 1, otherwise it is 0 (also can be said, as long as there is 0, the result is 0). "OR" represents a logical OR operation, and the operation rule is all zeros to zero and any one to one. That is, only when both operands are 0, the result is 0, otherwise it is 1 (also can be said, as long as there is 1, the result is 1).

[0112] Therefore, when the actual air path torque is greater than or equal to the fire path demand torque, the difference between the fire path demand torque and the actual air path torque is less than 0, the output of the hysteresis strategy 1 is a false value 0, and the output after the logical NOT operation is a true value 1. At this time, the fire path demand torque < the actual air path torque, which means that there is a remaining air path torque reservation, and the current position can be requested to retreat the ignition angle. At this time, releasing the ignition angle will reduce the actual torque, thereby approaching the fire path demand torque, and the expected filtered driver demand torque is achieved by retreating the ignition angle. The output value after the logical NOT operation is a true value 1, which meets the requirement of the logical AND operation output true value, and it is determined that the first ignition angle retreat condition is met.

[0113] When the actual air path torque is less than the fire path demand torque, the difference between the fire path demand torque and the actual air path torque is greater than or equal to 0, the output of the hysteresis strategy 1 is a true value 1, and the output after the logical NOT operation is a false value 0. At this time, the fire path demand torque > the actual air path torque, which means that the air path torque reservation has been used up, and the current position is not requested to retreat the ignition angle before the air path torque is established. Otherwise, if the ignition angle is released, the actual torque will be lower than the fire path demand, which will deviate more from the expected filtered driver demand torque. And the output value after the logical NOT operation is a true value 0, which does not meet the requirement of the logical AND operation output true value, and it is determined that the first ignition angle retreat condition is not met.

[0114] Step 403: determining whether a preset second ignition angle retreat condition is met according to the fire path demand torque and the actual torque.

[0115] In some embodiments, step 403 comprises:

[0116] Step 4031: in response to the fire path demand torque being greater than or equal to the actual torque, determining that there is no need to reduce the torque demand, and determining that the second ignition angle retreat condition is not met.

[0117] In specific implementation, as shown in FIG. 5, to meet the second retarding angle condition, hysteresis strategy 2 and hysteresis strategy 3 need to output true values simultaneously. When the fire path demand torque is greater than or equal to the actual torque, it indicates that the actual torque is too low, there is no demand to reduce the torque, and the retarding angle is not requested from the current position. The retarding angle will cause greater deviation from the expected filtered driver demand torque, indicating that the retarding angle is not needed to reduce the output torque of the engine at this time. Therefore, when the fire path demand torque is greater than or equal to the actual torque, it is determined that the second retarding angle condition is not met.

[0118] Step 4032: in response to the fire path demand torque being less than the actual torque, it is determined that there is a demand to reduce the torque, and the air path demand torque of the engine is determined.

[0119] In specific implementation, when the fire path demand torque is less than the actual torque, it indicates that the actual torque is too high, there is a demand to reduce the torque, and the retarding angle can be requested from the current (ignition angle) position. The retarding angle can make the actual torque closer to the fire path demand torque, closer to the expected filtered driver demand torque, indicating that the retarding angle is needed to reduce the output torque of the engine at this time. Therefore, when the fire path demand torque is less than the actual torque, it is determined that there is a demand to reduce the torque, hysteresis strategy 3 outputs true value 1, and it is further determined whether hysteresis strategy 2 outputs true value. The air path demand torque of the engine needs to be determined.

[0120] Step 4033: in response to the air path demand torque being greater than or equal to the fire path demand torque, it is determined that the second retarding angle condition is met.

[0121] In specific implementation, the air path demand torque is the maximum torque that can be expected to be reached, and the fire path demand torque is the torque value that is expected to be output. When the air path demand torque is greater than or equal to the fire path demand torque, it indicates that the vehicle controller unit (VCU) is expecting the engine to make air path reservation to ensure that the actual torque can be adjusted to the fire path demand torque. The retarding angle can be allowed to improve the accuracy of torque adjustment, make the actual torque closely follow the fire path demand torque, and thus improve the smoothness, power and economy of the vehicle. Therefore, when the air path demand torque is greater than or equal to the fire path demand torque, hysteresis strategy 2 outputs true value. At this time, hysteresis strategy 2 and hysteresis strategy 3 output true value 1 simultaneously. After operation, true value is output, and it is determined that the second retarding angle condition is met.

[0122] Step 4034: in response to the air path demand torque being less than the fire path demand torque, it is determined that the second retarding angle condition is not met.

[0123] In specific implementation, when the air path required torque is less than the fire path required torque, it indicates that the air path required torque expectation reservation has been used up, and the actual torque cannot be adjusted to the fire path required torque. Before the air path reservation is performed, the current position is not requested to retreat the ignition angle, so as to avoid invalid ignition angle adjustment.

[0124] Step 404: in response to the first retreat ignition angle condition being met and the second retreat ignition angle condition being met, controlling the engine to retreat the ignition angle.

[0125] In specific implementation, if the first retreat ignition angle condition is met and it is determined that there is remaining air path torque reservation, the current position can be requested to retreat the ignition angle. If the second retreat ignition angle condition is met, it is determined that the retreat ignition angle control can be allowed to be performed. When the first retreat ignition angle condition and the second retreat ignition angle condition are both met, the engine can be controlled to retreat the ignition angle, so as to improve the accuracy of torque adjustment, make the actual torque closely follow the fire path required torque, and further improve the smoothness, power performance and economy of the vehicle.

[0126] In some embodiments, as shown in FIG. 6, the ignition angle control is performed according to the fire path required torque and the air path required torque of the engine, which includes:

[0127] Step 601: determining whether a preset setting condition is met according to the fire path required torque and the air path required torque.

[0128] In specific implementation, the control strategy is different from that when there is no fire-air separation. When there is fire-air separation, the operation mode is abandoned to determine whether the retreat ignition angle control is finally performed, and a programmable logic controller is used to determine whether the retreat ignition angle control is finally performed. The programmable logic controller uses a programmable memory to store programs, perform logic operation, sequence control, timing, counting and arithmetic operation, and control various types of processes through digital or analog input / output.

[0129] The control logic of the programmable logic controller is shown in FIG. 7. S represents a setting instruction. When the setting input is 1, the setting instruction is activated, the state of the output bit Q is changed to true value 1 and 1 is continuously output, until the reset can change the state of the output bit. When the setting input is 0, the setting instruction is not activated, and the output bit keeps the current state for output. R represents a reset instruction. When the reset input is 1, the reset instruction is activated, the state of the output bit Q is changed to false value 0 and 0 is continuously output, until the setting can change the state of the output bit. When the reset input is 0, the reset instruction is not activated, and the output bit keeps the current state for output. The priority of the reset instruction is higher than that of the setting instruction. When the setting input and the reset input are both 1, the output bit executes the reset instruction, and the state of the output bit is changed to false value 0 and 0 is continuously output.

[0130] It can be seen that when the set input and the reset input are performed at the same time, only when the set input is 1 and the reset input is 0, the control of the retreat ignition angle can be performed. Therefore, it is necessary to first determine whether the preset set condition is met according to the fire path demand torque and the air path demand torque to determine the set input.

[0131] In some embodiments, step 601 comprises:

[0132] Step 6011: in response to the fire path demand torque being less than the air path demand torque, it is determined that the set condition is met.

[0133] In specific implementation, when the fire path demand torque is less than the air path demand torque, it indicates that the engine is expected to be reserved by the air path by the vehicle controller, that is, the retreat ignition angle is expected to be performed to ensure that the actual torque can be adjusted to the fire path demand torque, the retreat ignition angle can be allowed to improve the accuracy of torque adjustment, so that the actual torque closely follows the fire path demand torque, and thus the smoothness, power and economy of the vehicle are improved. Therefore, when the fire path demand torque is less than the air path demand torque, the set input is a true value 1, and it is determined that the set condition is met.

[0134] Step 6012: in response to the fire path demand torque being greater than or equal to the air path demand torque, it is determined that the set condition is not met.

[0135] In specific implementation, when the fire path demand torque is greater than or equal to the air path demand torque, it indicates that the air path demand torque is expected to be reserved and used up, and the retreat ignition angle is not expected to be performed, and the actual torque cannot be adjusted to the fire path demand torque. Before the air path is reserved, the retreat ignition angle is not requested from the current position to avoid invalid ignition angle adjustment. Therefore, when the fire path demand torque is greater than or equal to the air path demand torque, the set input is a false value 0, and it is determined that the set condition is not met.

[0136] Step 602: determining a time interval between adjacent two retreat ignition angles; if the time interval is less than a preset interval threshold, it is determined that a preset first reset condition is not met; if the time interval is greater than or equal to the interval threshold, it is determined that the preset first reset condition is met.

[0137] In specific implementation, because there is always a fire-air separation in the fire and air path, there is a risk of continuous retreat ignition angle, for example, when the control strategy is switched by the remaining control strategies, continuous retreat angle may be triggered. Continuous retreat ignition angle can cause large retreat angle of the ignition angle, which can cause the risk of stalling. Because the actual ignition angle deviates seriously, combustion is insufficient, knocking occurs, and even ignition fails and stalls. Therefore, a delay is performed between two retreat ignition angle activations, that is, by setting an interval threshold to ensure that there is no large retreat angle of the ignition angle, that is, only when the time interval is greater than or equal to the preset interval threshold, the retreat ignition angle can be performed

[0138] If the time interval is less than the preset interval threshold, it indicates that the case of large retarding of the ignition angle may occur, in which case the retarding of the ignition angle cannot be immediately performed, and the preset first reset condition is not satisfied, and the output first reset input is 1. If the time interval is greater than or equal to the preset interval threshold, it indicates that the case of large retarding of the ignition angle does not exist, and the retarding of the ignition angle can be performed, and the preset first reset condition is satisfied, and the output first reset input is 0.

[0139] Step 603: Determine the actual air path torque, and determine whether the preset second reset condition is satisfied according to the actual air path torque, the air path demand torque and the fire path demand torque.

[0140] In some embodiments, step 603 includes:

[0141] Step 6031: Compare the actual air path torque and the air path demand torque to obtain a first torque relationship.

[0142] In specific implementation, if the first torque relationship is that the actual air path torque is less than the air path demand torque, it indicates that the air path torque reservation has been used up, a greater air path demand torque cannot be requested, and the retarding of the ignition angle from the current position is not requested. If the first torque relationship is that the actual air path torque is greater than or equal to the air path demand torque, it indicates that there is still a remaining air path torque reservation, a greater air path demand torque can be requested, and the retarding of the ignition angle from the current position can be requested.

[0143] Step 6032: Compare the actual air path torque and the fire path demand torque to obtain a second torque relationship.

[0144] In specific implementation, when the second torque relationship is that the actual air path torque is greater than or equal to the fire path demand torque, it indicates that there is still a remaining air path torque reservation, and the retarding of the ignition angle from the current position can be requested. At this time, the release of the ignition angle will cause the actual torque to decrease, thereby approaching the fire path demand torque, and the desired filtered driver demand torque is achieved through the retarding of the ignition angle. When the second torque relationship is that the actual air path torque is less than the fire path demand torque, it indicates that the air path torque reservation has been used up, and the retarding of the ignition angle from the current position is not requested before the air path torque is established.

[0145] Alternatively, if the absolute value of the difference between the air path demand torque and the fire path demand torque is less than a preset calibration value, it also indicates that the expected air path torque reservation has been used up, and the retarding of the ignition angle from the current position is not requested before the air path reservation is performed. If the absolute value of the difference between the air path demand torque and the fire path demand torque is greater than or equal to the preset calibration value, it also indicates that the expected air path torque reservation exists, and the retarding of the ignition angle from the current position can be requested. Therefore, the second torque relationship can also be the relationship between the absolute value of the difference between the air path demand torque and the fire path demand torque and the preset calibration value.

[0146] Step 6033: In response to the first torque relationship being that the actual air path torque is greater than or equal to the air path demand torque, and the second torque relationship being that the actual air path torque is greater than or equal to the air path demand torque, it is determined that the second reset condition is met.

[0147] In specific implementation, when the actual air path torque is less than the air path demand torque, or when the actual air path torque is less than the air path demand torque, the de-ignition angle control cannot be performed, it is determined that the second reset condition is not met, and the output second reset input is 1. Only when the first torque relationship is that the actual air path torque is greater than or equal to the air path demand torque, and the second torque relationship is that the actual air path torque is greater than or equal to the air path demand torque, the de-ignition angle control can be performed, it is determined that the second reset condition is met, and the output second reset input is 0.

[0148] Step 604: In response to the first reset condition being met and the second reset condition being met, it is determined that the preset reset condition is met.

[0149] In specific implementation, the preset reset condition requires the reset input to be 0. Since the first reset input and the second reset input are subjected to OR operation, the first reset input needs to be 0 and the second reset input needs to be 0. Therefore, when the first reset condition is met and the second reset condition is met, it is determined that the preset reset condition is met, and the reset input is 0.

[0150] Step 605: In response to the set condition being met and the reset condition being met, the de-ignition angle control of the engine is controlled.

[0151] In specific implementation, if the set input is 1 and the reset input is 0, it is determined that the de-ignition angle control can be performed. In the subsequent process, if the time interval is less than the preset interval threshold, it is determined that the first reset condition is not met, the first reset input is 1, the reset input becomes 1, and the output bit output becomes 0, so the de-ignition angle control cannot be performed.

[0152] Alternatively, in the subsequent process, if the first torque relationship is that the actual air path torque is less than the air path demand torque, or the second torque relationship is that the actual air path torque is less than the air path demand torque, it is determined that the second reset condition is not met, the second reset input is 1, the reset input becomes 1, and the output bit output becomes 0, so the de-ignition angle control cannot be performed.

[0153] In some embodiments, as shown in FIG. 8, before the ignition angle control is performed, it further includes:

[0154] Step 801: In response to detecting that the pedal opening of the accelerator pedal becomes larger, the current speed of the engine is determined.

[0155] In specific implementation, in order to avoid stall caused by retarding the ignition angle, when the acceleration intention is identified (for example, it is identified that the user steps on the accelerator pedal, and it is detected that the pedal opening of the accelerator pedal becomes larger), the current speed of the engine needs to be determined, and whether there is a stall risk is determined according to the size of the current speed.

[0156] Step 802: In response to the current speed being less than the preset speed threshold, the engine is controlled to be retarded after a preset delay time.

[0157] In specific implementation, if the current speed is less than the preset speed threshold, it indicates that the current speed is too small, and the speed needs to be increased. During the speed increasing process, the torque needs to be sufficient, and the retarding of the ignition angle needs to be performed after the speed meets the requirement (greater than or equal to the speed threshold) or after the preset delay time. The delay retarding of the ignition angle can avoid the stall of the engine during the speed increasing. If the current speed is greater than or equal to the preset speed threshold, it indicates that the retarding of the ignition angle of the engine at this time will not cause the stall, and the retarding of the ignition angle can be directly performed, the high-precision torque control is achieved, the actual torque closely follows the fire path demand torque, and the smoothness, power performance and economy of the vehicle are improved.

[0158] In some embodiments, as shown in FIG. 9, the control method of the engine ignition angle further includes:

[0159] Step 901: In response to the current state of the vehicle being a deceleration state, the engine is prohibited from retarding.

[0160] In specific implementation, when the current state of the vehicle is a deceleration state, for example, in the coasting working condition, the engine torque can be kept from retarding, the engine torque works at the best working condition point, that is, the ignition is performed at the best ignition angle position, power recovery is performed at the highest efficiency, and the economy is ensured.

[0161] Step 902: In response to the current state of the vehicle being a forced follow state and the fire path demand torque being less than the actual torque, the engine is controlled to be retarded.

[0162] In specific implementation, if the forced follow state is entered, that is, the actual torque needs to follow the fire path demand torque. At this time, if the fire path demand torque is greater than or equal to the actual torque, it indicates that the actual torque is low, and in order to more closely follow the fire path demand torque, the torque does not need to be reduced by retarding the ignition angle, so the ignition angle is not requested to be retarded from the current position. If the fire path demand torque is less than the actual torque, it indicates that the actual torque is high, and the torque needs to be reduced by retarding the ignition angle, and the ignition angle is requested to be retarded from the current position. In the forced follow state, only the relationship between the fire path demand torque and the actual torque is considered, the actual torque follows the fire path demand torque, and the smoothness, power performance and economy of the vehicle are improved.

[0163] It should be noted that the method of the embodiments of the present application can be executed by a single device, for example, a computer or a server, etc. The method of the embodiments can also be applied to a distributed scenario, and be completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0164] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown or sequential order in order to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0165] Based on the same inventive concept, the present application also provides an engine ignition angle control device corresponding to any of the above-mentioned embodiment methods.

[0166] Referring to FIG. 10, the engine ignition angle control device comprises a processor, wherein the processor is configured to execute the following program modules stored in the memory:

[0167] The fire path demand determination module 10 is configured to determine the engine fire path demand torque according to the filtered driver demand torque and the BSG motor charging torque;

[0168] The vehicle state determination module 20 is configured to determine whether there is fire-gas separation in response to the current state of the vehicle being an acceleration state;

[0169] The first control module 30 is configured to perform ignition angle control according to the fire path demand torque and the actual torque of the engine in response to the absence of fire-gas separation;

[0170] The second control module 40 is configured to perform ignition angle control according to the fire path demand torque and the gas path demand torque of the engine in response to the presence of fire-gas separation.

[0171] Optionally, the first control module 30 is further configured to:

[0172] determine the actual gas path torque of the engine;

[0173] determine whether a preset first ignition angle retreating condition is met according to the actual gas path torque and the fire path demand torque;

[0174] determine whether a preset second ignition angle retreating condition is met according to the fire path demand torque and the actual torque.

[0175] in response to the first de-firing angle condition being satisfied and the second de-firing angle condition being satisfied, controlling the engine to perform de-firing angle.

[0176] Optionally, the first control module 30 is further configured to:

[0177] in response to the actual air path torque being greater than or equal to the fire path demand torque, determining that the first de-firing angle condition is satisfied;

[0178] in response to the actual air path torque being less than the fire path demand torque, determining that the first de-firing angle condition is not satisfied.

[0179] Optionally, the first control module 30 is further configured to:

[0180] in response to the fire path demand torque being greater than or equal to the actual torque, determining that there is no torque demand reduction and determining that the second de-firing angle condition is not satisfied;

[0181] in response to the fire path demand torque being less than the actual torque, determining that there is a torque demand reduction and determining the air path demand torque of the engine;

[0182] in response to the air path demand torque being greater than or equal to the fire path demand torque, determining that the second de-firing angle condition is satisfied;

[0183] in response to the air path demand torque being less than the fire path demand torque, determining that the second de-firing angle condition is not satisfied.

[0184] Optionally, the second control module 40 is further configured to:

[0185] determining whether a preset setting condition is satisfied according to the fire path demand torque and the air path demand torque;

[0186] determining a time interval between two adjacent de-firing angles; if the time interval is less than a preset interval threshold, determining that a preset first reset condition is not satisfied; if the time interval is greater than or equal to the interval threshold, determining that the preset first reset condition is satisfied;

[0187] determining the actual air path torque, and determining whether a preset second reset condition is satisfied according to the actual air path torque, the air path demand torque and the fire path demand torque;

[0188] in response to the first reset condition being satisfied and the second reset condition being satisfied, determining that a preset reset condition is satisfied;

[0189] in response to the setting condition being satisfied and the reset condition being satisfied, controlling the engine to perform de-firing angle.

[0190] Optionally, the second control module 40 is further configured to:

[0191] determining that the setting condition is met in response to the fire path demand torque being less than the air path demand torque;

[0192] determining that the setting condition is not met in response to the fire path demand torque being greater than or equal to the air path demand torque.

[0193] Optionally, the second control module 40 is further configured to:

[0194] comparing the actual air path torque and the air path demand torque to obtain a first torque relationship;

[0195] comparing the actual air path torque and the fire path demand torque to obtain a second torque relationship;

[0196] determining that the second reset condition is met in response to the first torque relationship being that the actual air path torque is greater than or equal to the air path demand torque, or the second torque relationship being that the actual air path torque is greater than or equal to the air path demand torque.

[0197] Optionally, the first control module 30 is further configured to:

[0198] determining the current speed of the engine in response to detecting that the pedal opening of the accelerator pedal becomes larger;

[0199] controlling the engine to perform the retarding of the ignition angle after a preset time delay in response to the current speed being less than a preset speed threshold.

[0200] Optionally, the vehicle state determination module 20 is further configured to:

[0201] inhibiting the engine from performing the retarding of the ignition angle in response to the current state of the vehicle being the deceleration state;

[0202] controlling the engine to perform the retarding of the ignition angle in response to the current state of the vehicle being the forced following state and the fire path demand torque being less than the actual torque.

[0203] Optionally, the fire path demand determination module 10 is further configured to:

[0204] determining the sum of the absolute value of the driver demand torque and the absolute value of the charging torque as the fire path demand torque in response to the current driving demand being the acceleration demand;

[0205] determining the difference between the absolute value of the driver demand torque and the absolute value of the charging torque as the fire path demand torque in response to the current driving demand being the deceleration demand.

[0206] Optionally, the vehicle state determination module 20 is further configured to:

[0207] determining that there is a fire-air separation in response to both the fire path demand torque and the air path demand torque being filtered;

[0208] In response to the fact that there is a torque that has not been filtered in the fire path demand torque and the air path demand torque, it is determined that there is no fire-air separation.

[0209] For the convenience of description, the above apparatus is described in various modules in terms of functions. Of course, in the implementation of the present application, the functions of each module can be implemented in one or more software and / or hardware.

[0210] The apparatus of the above embodiments is used to implement the control method of the engine ignition angle in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described here.

[0211] Based on the same inventive concept, the present application also provides an electronic device corresponding to the method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method of the engine ignition angle according to any of the above embodiments.

[0212] FIG. 11 shows a more specific hardware structure of an electronic device according to the present embodiment. The device can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for communication within the device.

[0213] The processor 1010 can be implemented in the form of a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

[0214] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and executed by the processor 1010.

[0215] The input / output interface 1030 is configured to connect an input / output module to realize information input and output. The input / output module can be configured in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0216] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as a USB, a network cable, etc.) or a wireless manner (such as a mobile network, WIFI, Bluetooth, etc.).

[0217] The bus 1050 includes a channel to transmit information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0218] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only include components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0219] The electronic device of the above embodiment is used to implement the control method of the engine ignition angle in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0220] Based on the same inventive concept, corresponding to any of the above embodiment methods, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to execute the control method of the engine ignition angle as described in any of the above embodiments.

[0221] The computer readable media of the embodiments can include permanent and non-permanent, removable and non-removable media, which can be implemented by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device, or any other non-transmission medium that can be used to store information accessible to a computing device.

[0222] The storage medium of the above embodiments stores computer instructions for causing the computer to execute the control method of the engine ignition angle as described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0223] Those skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the present application (including claims) is limited to these examples; the above embodiments or technical features between different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of the different aspects of the embodiments of the present application as described above. In order to be brief, they are not provided in detail.

[0224] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the well-known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented the embodiments of the present application (i.e. these details should be fully within the understanding of those skilled in the art). Where specific details (e.g. circuits) are set forth in order to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations of these specific details. Therefore, these descriptions should be considered illustrative rather than limiting.

[0225] While the present application has been described in connection with certain embodiments thereof, many modifications, substitutions, changes, and of forms will be apparent to those of ordinary skill in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0226] Embodiments of the present application are intended to cover all such alternatives, modifications, and variations as come within the scope of the appended claims. Accordingly, any and all such alterations, omissions, equivalents, improvements, and the like are intended to be encompassed by the present application.

Claims

1. A method for controlling the ignition angle of an engine, characterized in that, include: The engine's firing torque is determined based on the filtered driver's required torque and the charging torque of the BSG motor. In response to the vehicle's current state being acceleration, determine whether there is engine-air separation; In response to the absence of spark-gas separation, the ignition angle is controlled based on the required torque of the fire circuit and the actual torque of the engine. In response to the presence of spark-gas separation, the ignition angle is controlled according to the spark circuit torque requirement and the engine's gas circuit torque requirement.

2. The engine ignition angle control method according to claim 1, characterized in that, The step of controlling the ignition angle based on the required torque of the fire circuit and the actual torque of the engine includes: Determine the actual airflow torque of the engine; Determine whether the preset first retardation angle condition is met based on the actual gas path torque and the required fire path torque. Determine whether the preset second retardation angle condition is met based on the required torque of the fire circuit and the actual torque. In response to satisfying both the first and second retardation angle conditions, the engine is controlled to retard the ignition angle.

3. The engine ignition angle control method according to claim 2, characterized in that, The step of determining whether the preset first re-ignition angle condition is met based on the actual gas path torque and the required ignition path torque includes: In response to the actual gas path torque being greater than or equal to the fire path required torque, it is determined that the first retardation angle condition is met. In response to the fact that the actual gas path torque is less than the required fire path torque, it is determined that the first re-ignition angle condition is not met.

4. The engine ignition angle control method according to claim 2, characterized in that, The step of determining whether the preset second retraction angle condition is met based on the required torque of the fire circuit and the actual torque includes: In response to the fact that the required torque of the fire circuit is greater than or equal to the actual torque, it is determined that there is no need to reduce the torque, and it is determined that the second ignition angle condition is not met. In response to the fact that the required torque in the fire circuit is less than the actual torque, it is determined that there is a need to reduce the torque, and the required torque in the air circuit of the engine is determined. In response to the gas circuit demand torque being greater than or equal to the fire circuit demand torque, it is determined that the second retardation angle condition is met; In response to the gas circuit demand torque being less than the fire circuit demand torque, it is determined that the second retardation angle condition is not met.

5. The engine ignition angle control method according to claim 1, characterized in that, The step of controlling the ignition angle based on the required torque of the fire circuit and the required torque of the engine's air circuit includes: Determine whether the preset setting conditions are met based on the required torque of the fire circuit and the required torque of the gas circuit. Determine the time interval between two adjacent re-ignition angles; if the time interval is less than a preset interval threshold, determine that the preset first reset condition is not met; if the time interval is greater than or equal to the interval threshold, determine that the preset first reset condition is met. Determine the actual gas path torque, and based on the actual gas path torque, the required gas path torque, and the required fire path torque, determine whether the preset second reset condition is met; In response to satisfying both the first reset condition and the second reset condition, it is determined that a preset reset condition is satisfied; In response to the fulfillment of the set condition and the reset condition, the engine is controlled to de-ignition.

6. The engine ignition angle control method according to claim 5, characterized in that, The step of determining whether the preset setting condition is met based on the fire circuit demand torque and the gas circuit demand torque includes: In response to the fact that the required torque of the fire circuit is less than the required torque of the gas circuit, it is determined that the setting condition is met; In response to the fire circuit demand torque being greater than or equal to the gas circuit demand torque, it is determined that the setting condition is not met.

7. The engine ignition angle control method according to claim 5, characterized in that, The step of determining whether the preset second reset condition is met based on the actual gas path torque, the required gas path torque, and the required fire path torque includes: By comparing the actual air circuit torque with the required air circuit torque, a first torque relationship is obtained; By comparing the actual gas path torque with the fire path required torque, a second torque relationship is obtained; In response to the first torque relationship being that the actual air circuit torque is greater than or equal to the air circuit required torque, or the second torque relationship being that the actual air circuit torque is greater than or equal to the air circuit required torque, it is determined that the second reset condition is met.

8. The engine ignition angle control method according to claim 1, characterized in that, Before controlling the ignition angle, the following is also included: In response to detecting an increase in the accelerator pedal opening, the current engine speed is determined; In response to the current speed being less than a preset speed threshold, the engine is controlled to de-ignition after a preset delay period.

9. The engine ignition angle control method according to claim 1, characterized in that, Also includes: In response to the vehicle's current state of deceleration, the engine is prohibited from re-ignition. In response to the vehicle's current state being a forced following state, and the required torque of the fire circuit being less than the actual torque, the engine is controlled to de-ignition.

10. The engine ignition angle control method according to claim 1, characterized in that, The process of determining the engine's firing torque based on the filtered driver's required torque and the BSG motor's charging torque includes: In response to the current driving demand being an acceleration demand, the sum of the absolute value of the driver's required torque and the absolute value of the charging torque is determined as the fire circuit required torque; In response to the current driving demand being a deceleration demand, the difference between the absolute value of the driver's required torque and the absolute value of the charging torque is determined as the fire circuit required torque.

11. The method for controlling the engine ignition angle according to claim 1, characterized in that, Determining whether fire and gas separation exists includes: Since both the fire circuit demand torque and the gas circuit demand torque have been filtered, it has been determined that fire-gas separation exists. In response to the presence of unfiltered torque in both the fire circuit demand torque and the gas circuit demand torque, it is determined that there is no fire-gas separation.

12. The engine ignition angle control method according to claim 2, characterized in that, The actual airflow torque is the maximum torque output by the engine.

13. The engine ignition angle control method according to claim 2, characterized in that, The required torque of the air circuit is less than or equal to the actual torque of the air circuit.

14. A control device for engine ignition angle, characterized in that, include: A processor, wherein the processor is configured to execute the following program modules stored in memory: The fire circuit demand determination module is configured to determine the engine's fire circuit demand torque based on the filtered driver demand torque and the charging torque of the BSG motor. The vehicle status determination module is configured to: determine whether there is engine-air separation in response to the vehicle's current state being an acceleration state; The first control module is configured to: in response to the absence of fire-gas separation, control the ignition angle based on the required torque of the fire circuit and the actual torque of the engine; The second control module is configured to: in response to the presence of fire-gas separation, perform ignition angle control based on the fire circuit demand torque and the engine's gas circuit demand torque.

15. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

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