Ignition timing correction method, engine, and vehicle

Abstract

An ignition timing correction method, an engine, and a vehicle. The method comprises: if knock retard is greater than a first retard threshold, acquiring, on the basis of current engine state information, a base ignition timing corresponding to a base fuel, wherein the grade corresponding to the base fuel is lower than the grade corresponding to a target fuel of an engine; controlling the engine to perform an ignition operation on the basis of the base ignition timing; and if the first number of times that the knock retard of the engine within a preset duration is greater than a second retard threshold satisfies a first preset condition, on the basis of a preset correction period, periodically correcting the base ignition timing according to a target step until the difference between the corrected base ignition timing and a target ignition timing satisfies a second preset condition.

Description

Ignition angle correction method, engine and vehicle

[0001] This disclosure claims priority to Chinese Patent Application No. 202510087226.8, filed on January 20, 2025, entitled "Ignition Angle Correction Method, Apparatus, Engine and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure pertains to the field of automotive technology, and in particular relates to an ignition angle correction method, an engine, and a vehicle. Background Technology

[0003] The mainstream fuels in the domestic market are mainly 92#, 95#, and 98# grades. The grade reflects the fuel's anti-knock properties or pour point. A higher grade indicates better anti-knock performance, allowing the engine to use a wider ignition angle, resulting in a combustion process closer to ideal isochoric combustion. Therefore, when calibrating engine ignition angle data, automakers' R&D personnel first set the target fuel for the engine and then calibrate the ignition angle data based on that target fuel. Furthermore, to maximize engine thermal efficiency, higher-performance engines tend to use higher-grade target fuels during ignition angle calibration.

[0004] In related technologies, the ignition angle data of the engine is fixed and cannot be flexibly adjusted. Therefore, when the grade of the actual fuel added by the user is less than the grade of the target fuel corresponding to the engine, the anti-knock properties of the actual fuel in the engine are weaker than those of the target fuel corresponding to the ignition angle data used by the engine. As a result, the engine may experience knocking, abnormal combustion, and other phenomena when performing ignition operations, which can lead to problems such as spark plug erosion, piston ring loss, and piston breakage. Summary of the Invention

[0005] In view of this, the present disclosure provides an ignition angle correction method, an engine, and a vehicle to reduce the probability of engine knocking, abnormal combustion, and other phenomena, thereby reducing the probability of engine failure.

[0006] A first aspect of this disclosure provides an ignition angle correction method, comprising: if the knock retraction angle is greater than a first retraction angle threshold, obtaining a base ignition angle corresponding to a base fuel based on current engine state information; the grade of the base fuel is less than the grade of the engine's target fuel; controlling the engine to perform an ignition operation based on the base ignition angle; if the number of times the knock retraction angle of the engine is greater than a second retraction angle threshold within a preset time period satisfies a first preset condition, then periodically correcting the base ignition angle according to a target step size based on a preset correction period until the difference between the corrected base ignition angle and the target ignition angle satisfies a second preset condition.

[0007] In one possible implementation of the first aspect, if the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within a preset duration satisfies the first preset condition, then based on a preset correction period, the base ignition angle is periodically corrected according to a target step size until the difference between the corrected base ignition angle and the target ignition angle satisfies the second preset condition, the following steps are included: if the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within a preset duration satisfies the first preset condition, then the ignition angle correction duration of the engine is updated; within the correction period, the base ignition angle is corrected according to the target step size corresponding to the current ignition angle correction duration to determine the corrected base ignition angle; based on the current engine status... The state information determines the target ignition angle corresponding to the target fuel; if the difference between the corrected base ignition angle and the target ignition angle does not meet the second preset condition, the engine is controlled to perform the ignition operation based on the corrected base ignition angle; the number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within the correction cycle is monitored to see if it meets the third preset condition; if the second number meets the third preset condition, the base ignition angle is corrected again within the correction cycle according to the target step corresponding to the current ignition angle correction duration, and the corrected base ignition angle is determined until the difference between the corrected base ignition angle and the target ignition angle meets the second preset condition.

[0008] In one possible implementation, the step of correcting the base ignition angle according to the target step corresponding to the current ignition angle correction duration within the correction period, and determining the corrected base ignition angle, includes: within the correction period, determining the base ignition angle corresponding to the base fuel and the target ignition angle corresponding to the target fuel based on the engine state information corresponding to the correction period; determining the target step based on the ignition angle correction duration corresponding to the correction period and the angle difference between the base ignition angle and the target ignition angle; and correcting the base ignition angle according to the target step to determine the corrected base ignition angle.

[0009] In one possible implementation, after monitoring whether the second number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within the correction cycle meets the third preset condition, the method includes: if the second number of times does not meet the third preset condition, then repeatedly obtaining the base ignition angle corresponding to the base fuel based on the current engine state information.

[0010] In one possible implementation, the step of obtaining the base ignition angle corresponding to the base fuel based on the current engine status information if the knock angle is greater than the first knock angle threshold includes: if the knock angle is greater than the first knock angle threshold, determining the target pressure value corresponding to the base fuel based on the engine speed; adjusting the boost pressure of the engine to the target pressure value; monitoring whether the engine speed meets a preset idle condition; if the engine speed meets the idle condition, obtaining the base ignition angle corresponding to the base fuel based on the current engine status information.

[0011] In one possible implementation, after the engine is controlled to perform an ignition operation based on the basic ignition angle, the following steps are taken: if the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within the preset time period does not meet the first preset condition, then the basic ignition angle corresponding to the basic fuel is repeatedly obtained based on the current engine state information.

[0012] In one possible implementation, the engine status information includes at least one of the following: engine speed, mean effective pressure, intake air temperature, boost pressure, coolant temperature, load, and intake air volume.

[0013] A second aspect of this disclosure provides an ignition angle correction device, comprising: an ignition angle acquisition module, configured to acquire a base ignition angle corresponding to a base fuel based on current engine state information if the knock angle is greater than a first knock angle threshold; wherein the grade of the base fuel is less than the grade of the engine's target fuel; a control module, configured to control the engine to perform ignition operations based on the base ignition angle; and a correction module, configured to periodically correct the base ignition angle according to a target step size based on a preset correction period if the number of times the knock angle of the engine is greater than a second knock angle threshold within a preset time period satisfies a first preset condition, until the difference between the corrected base ignition angle and the target ignition angle satisfies a second preset condition.

[0014] A third aspect of this disclosure provides an in-vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the ignition angle correction method as described in the first aspect above.

[0015] A fourth aspect of this disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the ignition angle correction method as described in the first aspect above.

[0016] A fifth aspect of this disclosure provides a computer program product that, when run on a computer, causes the computer to execute the ignition angle correction method described in the first aspect.

[0017] A sixth aspect of this disclosure provides an engine, the engine including an on-board terminal, the on-board terminal being configured to execute the ignition angle correction method as described in the first aspect above to correct the ignition angle of the engine; or the engine being connected to an external on-board terminal, and when the external on-board terminal executes the ignition angle correction method as described in the first aspect above, the engine performs an ignition operation under the control of the external on-board terminal.

[0018] A seventh aspect of this disclosure provides a vehicle including an engine and an on-board terminal; the on-board terminal is configured to execute the ignition angle correction method as described in the first aspect above, to correct the ignition angle of the engine, and to control the engine to perform ignition operations.

[0019] Compared with the prior art, the embodiments of this disclosure have the following advantages: In this embodiment, if the vehicle terminal determines that the knock angle of the engine is greater than a first knock angle threshold, the vehicle terminal can obtain the base ignition angle corresponding to the base fuel based on the current engine status information; wherein, the grade of the base fuel is less than the grade of the target fuel corresponding to the engine; then, the vehicle terminal can control the engine to perform ignition operation based on the base ignition angle; if the vehicle terminal determines that the knock angle is greater than the second knock angle threshold for a first number of times within a preset time period meets a first preset condition, the vehicle terminal can periodically correct the base ignition angle according to a target step size according to a preset correction period until the difference between the corrected base ignition angle and the target ignition angle meets a second preset condition. Through the method provided in this embodiment, since the vehicle terminal can switch to the base ignition angle corresponding to the base fuel to perform ignition operation when the knock angle is greater than the first knock angle threshold, the method provided in this embodiment can reduce the probability of the engine continuing to experience knocking. Furthermore, since the vehicle terminal can periodically correct the basic ignition angle when the first preset condition is met for the first time, the method provided in this embodiment can reduce the probability of engine knocking while making the ignition angle closer to the anti-knock properties of the actual fuel in the fuel tank, so as to maximize the thermal efficiency of the engine. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0021] Figure 1 is a schematic diagram of a vehicle provided in an embodiment of this disclosure;

[0022] Figure 2 is a schematic diagram of an ignition angle correction method provided in an embodiment of this disclosure;

[0023] Figure 3 is a schematic diagram of another ignition angle correction method provided in an embodiment of this disclosure;

[0024] Figure 4 is a schematic diagram of another ignition angle correction method provided in an embodiment of this disclosure;

[0025] Figure 5 is a schematic diagram of an ignition angle correction process provided in an embodiment of this disclosure;

[0026] Figure 6 is a schematic diagram of an ignition angle correction device provided in an embodiment of this disclosure;

[0027] Figure 7 is a schematic diagram of an in-vehicle terminal provided in an embodiment of this disclosure. Detailed Implementation

[0028] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this disclosure. However, those skilled in the art will recognize that this disclosure may be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this disclosure with unnecessary detail.

[0029] In the field of automotive engine control, engine performance and reliability are closely related to the accuracy of the ignition angle during ignition operations. Engine ignition angle data is typically pre-set by developers based on the target fuel type for the engine. In existing technologies, engine ignition angle data is fixed and cannot be flexibly adjusted. For example, the pre-set ignition angle data could be a pre-calibrated ignition angle conversion table based on the target fuel type for the engine. When the vehicle is running, the on-board terminal can periodically query the ignition angle conversion table based on engine information such as current engine speed, intake air temperature, and intake air volume, according to the pre-set ignition angle update cycle, to determine the ignition angle for the current engine state. After determining the ignition angle, the on-board terminal can use the crankshaft position sensor data to determine if the crankshaft angle matches the ignition angle. When the on-board terminal determines that the crankshaft angle matches the ignition angle, it can send an ignition command to the engine to control the ignition operation. When the ignition timing is too short, meaning the engine ignites too early, it can cause an increase in the amount of air-fuel mixture burned during compression. This leads to a sharp rise in pressure and temperature within the combustion chamber. If the fuel lacks sufficient anti-knock properties, this can easily trigger knocking. Therefore, to reduce engine ignition problems, automakers typically recommend that customers use fuel with an octane rating equal to or higher than the engine's target octane rating when refueling.

[0030] However, in actual use, due to reasons such as the lack of high-octane fuel in the area or the need to reduce fuel costs, some users may add fuel with an octane rating lower than the target fuel rating for the engine. When the anti-knock properties of the actual fuel in the engine are weaker than the anti-knock properties of the target fuel corresponding to the engine's ignition timing data, if the engine continues to perform ignition operations according to the ignition timing data corresponding to the target fuel grade, it may cause abnormal phenomena such as engine knocking and pre-ignition.

[0031] See Table 1, which shows a table of vehicle operation information.

[0032] Table 1

[0033] As shown in Table 1, the vehicle terminal can periodically collect various vehicle operating information, such as vehicle speed, engine speed, engine intake air temperature, engine boost pressure, engine demand pressure, whether the engine exhibits pre-ignition, accelerator pedal opening, and the knock angle of the first, third, and fifth cylinders. The knock angle refers to the angle by which the Electronic Control Unit (ECU) actively delays the ignition timing to suppress in-cylinder knocking. Its value reflects the knock intensity and the adjustment range of the ignition timing. Table 1 shows that in the operating information collected at 9:01 AM on July 16, 2024, the knock angle for the first cylinder was 0.625°, for the third cylinder it was 0.804688°, and for the fifth cylinder it was 0°. That is, at this time, the vehicle's engine did not exhibit strong knocking. After a user refueled, because the grade of fuel added was lower than the target fuel grade for the engine, the knock angle of the first cylinder increased to 2.6875°, the knock angle of the third cylinder increased to 1.8125°, and the knock angle of the fifth cylinder remained at 1.875° in the operational data collected at 10:37 AM on July 16, 2024. Furthermore, in the operational data collected at 10:46 AM on July 16, 2024, the knock angle of the first cylinder continued to increase to 4.101563°, the knock angle of the third cylinder continued to increase to 4.226563°, and the knock angle of the fifth cylinder continued to increase to 4.289063°. In addition, pre-ignition also occurred in the operational data collected at 10:47 AM on July 16, 2024. Therefore, if the vehicle terminal still controls the engine to perform ignition operation according to the target ignition angle corresponding to the target fuel after the user adds fuel with a lower grade, the knocking phenomenon of the engine will gradually intensify, leading to pre-ignition of the engine.

[0034] Knocking is a violent, non-uniform combustion phenomenon inside the engine, generating powerful pressure waves that impact the engine's internal structure, leading to a decrease in engine output power and a rapid increase in internal engine temperature. Pre-ignition, on the other hand, occurs when the combustion characteristics of the fuel do not match the ignition angle, resulting in unstable and incomplete combustion. Pre-ignition prevents the heat generated by fuel combustion from being effectively converted into mechanical energy, reducing the engine's energy transfer efficiency. Furthermore, abnormal combustion increases emissions of combustion products, thus increasing air pollution. In addition, knocking and pre-ignition can further lead to engine malfunctions such as spark plug erosion, piston ring loss, and piston breakage.

[0035] Furthermore, after engine knocking occurs, the onboard terminal can correct the engine's ignition angle data using the knock reduction angle, thereby reducing the probability of knocking during the next ignition operation. The knock reduction angle is the angle by which the onboard terminal reduces the ignition angle after detecting engine knocking. However, because adding lower-grade fuel results in a fundamental difference in anti-knock properties between the actual fuel in the engine and the target fuel, and because the knock reduction angle is a passive correction operation based on the ignition angle data corresponding to the target fuel, simply correcting the ignition angle using the knock reduction angle cannot guarantee that the corrected ignition angle meets the requirements of the actual fuel in the engine. Therefore, the engine may still experience knocking or pre-ignition abnormalities.

[0036] In view of this, in order to reduce engine malfunctions caused by users adding lower grade fuel, this disclosure provides an ignition angle correction method to automatically correct the engine's ignition angle data after the user adds lower grade fuel, thereby reducing abnormal phenomena such as engine knocking and abnormal combustion caused by the user adding lower grade fuel, thus reducing the probability of engine failure and improving engine availability.

[0037] The technical solutions of this disclosure will be illustrated below through specific embodiments.

[0038] Referring to Figure 1, a schematic diagram of a vehicle provided in an embodiment of this disclosure is shown. As shown in Figure 1, the vehicle 1 may include an on-board terminal 11 and an engine 12. The on-board terminal 11 may be a device installed inside the engine; or it may be a device installed outside the engine and connected to it. It should be noted that the vehicle 1 can be any type of vehicle containing an engine 12, i.e., the vehicle 1 can be a hybrid vehicle containing an engine 12 and other power devices, such as a hybrid vehicle containing an engine 12 and an electric motor; the vehicle 1 can also be a single-power vehicle containing only an engine 12. The specific method for the on-board terminal 11 to correct the ignition angle is described in the embodiments of this disclosure and will not be repeated here.

[0039] Referring to Figure 2, a schematic diagram of an ignition angle correction method provided in this disclosure is shown. This method can be applied to an in-vehicle terminal. The in-vehicle terminal can be an Electronic Control Unit (ECU), Microcontroller Unit (MCU), Central Processing Unit (CPU), Automobile Engine Control Module (ECM), or other devices. The ignition angle correction method specifically includes the following steps.

[0040] S201. If the knock angle is greater than the first knock angle threshold, the base ignition angle corresponding to the base fuel is obtained based on the current engine status information.

[0041] In this embodiment, when the vehicle is running, the on-board terminal can continuously determine whether the grade of the actual fuel in the vehicle's fuel tank is less than the grade of the target fuel corresponding to the engine. Here, the target fuel is the fuel required by the vehicle's engine. The actual fuel is the fuel actually loaded in the vehicle's fuel tank. If the on-board terminal determines that the grade of the actual fuel in the vehicle's fuel tank is less than the preset target fuel grade, the on-board terminal can obtain the current engine status information and determine the base ignition angle corresponding to the base fuel based on the engine status information. Here, the grade of the base fuel is less than the grade of the engine's target fuel. The base fuel is the minimum grade of fuel that the vehicle can use, preset by the developers. If the on-board terminal determines that the grade of the actual fuel in the vehicle's fuel tank is greater than or equal to the preset target fuel grade, the on-board terminal can obtain the target ignition angle corresponding to the target fuel based on the current engine status information and control the engine to perform ignition operations based on the target ignition angle.

[0042] The engine status information can be any one or more types of information that can represent the engine's operating status. Engine status information may include at least one of the following: engine speed, mean effective pressure (MAP), intake air temperature, boost pressure, coolant temperature, load, and intake air volume. For example, when the engine status information is engine speed and MAP, the on-board terminal can determine the base ignition angle corresponding to the base fuel based on the engine speed and MAP.

[0043] In one possible implementation, the vehicle-mounted terminal can continuously acquire the engine's knock retraction angle and determine whether the grade of the actual fuel in the vehicle's fuel tank is lower than the grade of the target fuel corresponding to the engine by judging whether the acquired knock retraction angle is greater than a first knock retraction angle threshold. For example, the first knock retraction angle threshold can be 8 degrees. Specifically, if the vehicle-mounted terminal determines that the knock retraction angle is greater than the first knock retraction angle threshold, i.e., the grade of the actual fuel in the vehicle's fuel tank is lower than the grade of the target fuel corresponding to the engine, the vehicle-mounted terminal can acquire the current engine status information and query the basic ignition angle conversion relationship corresponding to the base fuel based on the engine status information to determine the basic ignition angle corresponding to the engine status information. The basic ignition angle conversion relationship can be calibrated by the R&D personnel based on the base fuel corresponding to the engine.

[0044] When the vehicle terminal determines that the knock retraction angle is less than or equal to the first retraction angle threshold, i.e., the grade of the actual fuel in the vehicle's fuel tank is greater than or equal to the preset target fuel grade, the vehicle terminal can obtain the current engine status information and query the target ignition angle conversion relationship corresponding to the target fuel based on the engine status information to determine the target ignition angle corresponding to the engine status information. The target ignition angle conversion relationship can be calibrated by the R&D personnel based on the target fuel corresponding to the engine. It should be noted that this embodiment is not intended to limit the specific starting conditions for the vehicle terminal to perform ignition angle correction. That is, as long as the vehicle terminal determines that the grade of the actual fuel in the vehicle's fuel tank is less than the target fuel grade corresponding to the engine, it can execute the ignition angle correction method in S201-S203 of this embodiment. Using the knock retraction angle as the starting condition for the ignition angle correction method is merely an example provided by this embodiment.

[0045] S202, based on the basic ignition angle, controls the engine to perform ignition operations.

[0046] In this embodiment, after determining the basic ignition angle, the electronic device can control the engine to perform ignition operations based on the basic ignition angle.

[0047] S203. Determine whether the first number of times the detonation angle is greater than the second detonation angle threshold within the preset time period satisfies the first preset condition.

[0048] In this embodiment, the vehicle-mounted terminal can continuously monitor, within a preset duration, the number of times the knock angle exceeds a second knock angle threshold during the engine's ignition operation based on the base ignition angle, and determine whether the first count meets a first preset condition. For example, when the preset duration is 6000 seconds and the second knock angle threshold is 6 degrees, the vehicle-mounted terminal can continuously monitor, within 6000 seconds, the number of times the knock angle exceeds 6 degrees during the engine's ignition operation based on the base ignition angle.

[0049] In one possible implementation, the vehicle-mounted terminal can determine whether the first count meets a first preset condition by judging whether the first count is greater than or equal to a first count threshold. Specifically, when the first count detected by the vehicle-mounted terminal within a preset time period is less than the first count threshold, the vehicle-mounted terminal can determine that the first count meets the first preset condition. When the first count detected by the vehicle-mounted terminal within a preset time period is greater than or equal to the first count threshold, the vehicle-mounted terminal can determine that the first count does not meet the first preset condition.

[0050] For example, when the preset duration is 6000 seconds, the second knock angle threshold is 6 degrees, and the first count threshold is 1, after the vehicle terminal controls the engine to perform ignition according to the basic ignition angle, it can continuously monitor the first number of knock angles greater than 6 degrees within 6000 seconds. If the vehicle terminal detects less than 1 first number of knock angles greater than 6 degrees within 6000 seconds, the vehicle terminal can determine that the first count meets the first preset condition. If the vehicle terminal detects more than or equal to 1 first number of knock angles greater than 6 degrees within 6000 seconds, the vehicle terminal can determine that the first count does not meet the first preset condition.

[0051] In one possible implementation, if the vehicle terminal determines that the first number of times the engine knock angle exceeds the second knock angle threshold within a preset time does not meet the first preset condition, the vehicle terminal can return to the operation of obtaining the basic ignition angle corresponding to the basic fuel based on the current engine state information. That is, the vehicle terminal can return to execute S201 to S203. For example, when the preset time is 6000 seconds, the second knock angle threshold is 6 degrees, and the first count threshold is 1, after the vehicle terminal controls the engine to perform ignition operation according to the basic ignition angle, it can continuously monitor the first number of times the knock angle exceeds 6 degrees within 6000 seconds. If the vehicle terminal detects the first number of times the knock angle exceeds 6 degrees within 6000 seconds, the vehicle terminal can immediately return to the operation of obtaining the basic ignition angle corresponding to the basic fuel based on the current engine state information. That is, the vehicle terminal can immediately return to execute S201 to S203.

[0052] S204. If the number of times the knock angle of the engine exceeds the second knock angle threshold within a preset time satisfies the first preset condition, then based on the preset correction cycle, the base ignition angle is periodically corrected according to the target step size until the difference between the corrected base ignition angle and the target ignition angle satisfies the second preset condition.

[0053] In this embodiment, if the number of times the engine knock retraction angle collected by the vehicle terminal exceeds the second retraction angle threshold within a preset time period satisfies the first preset condition, the vehicle terminal can periodically correct the base ignition angle according to a preset correction cycle until the corrected base ignition angle equals the target ignition angle corresponding to the target fuel. Specifically, in each correction cycle, the vehicle terminal can correct the base ignition angle according to the target step size corresponding to that correction cycle. For example, when the correction cycle is 1200 seconds, the vehicle terminal can perform a correction operation on the base ignition angle every 1200 seconds according to the target step size.

[0054] After each correction operation, the vehicle terminal can determine whether the difference between the corrected base ignition angle and the target ignition angle of the target fuel under the current engine state information meets a second preset condition. If the vehicle terminal determines that the difference between the corrected base ignition angle and the target ignition angle meets the second preset condition, the vehicle terminal can stop the periodic correction operation and control the engine to perform ignition operation using the target ignition angle corresponding to the target fuel. If the vehicle terminal determines that the difference between the corrected base ignition angle and the target ignition angle does not meet the second preset condition, the vehicle terminal can continue to perform the correction operation on the base ignition angle in the next correction cycle.

[0055] In this embodiment, the vehicle terminal can switch the engine's ignition angle to the base ignition angle corresponding to the base fuel when the knock angle is greater than a first knock angle threshold. Therefore, using the method provided in this embodiment, when the user adds lower-grade fuel, the vehicle terminal can promptly switch the engine's ignition angle to minimize the probability of engine knocking and thus reduce the probability of engine failure. Furthermore, in this embodiment, when the vehicle terminal determines that the first knock angle meets the first preset condition (i.e., the engine does not experience knocking), it can begin periodically correcting the base ignition angle according to the target step size to maximize engine thermal efficiency until the engine's ignition angle is reset to the target ignition angle corresponding to the target fuel. Therefore, using the method provided in this embodiment, the vehicle terminal can flexibly adjust the engine's ignition angle to gradually improve engine thermal efficiency while minimizing engine knocking.

[0056] Figure 3 shows a flowchart illustrating the specific implementation of an ignition angle correction method S201 provided in the second embodiment of this disclosure. Referring to Figure 3, compared to the embodiment described in Figure 2, the ignition angle correction method S201 provided in this embodiment includes: S2011 to S2014, which are detailed below.

[0057] S2011. When the knock angle is greater than the first knock angle threshold, determine the target pressure value corresponding to the base fuel based on the engine speed.

[0058] In this embodiment, when the vehicle terminal determines that the knock angle is greater than a first knock angle threshold, it can obtain the current engine speed and query a preset pressure value conversion relationship based on the obtained speed value to determine the target pressure value corresponding to the speed value. The pressure value conversion relationship can be calibrated by researchers based on base fuel and a preset temperature. The pressure value conversion relationship can include multiple different speed values ​​and the target pressure value corresponding to each speed value. For example, the base fuel can be 87# fuel, and the preset temperature can be 80 degrees Celsius. See Table 2 below, which shows a pressure value conversion relationship calibrated by bench testing an engine using 87# fuel at an intake air temperature of 80 degrees Celsius, as provided in this embodiment.

[0059] Table 2

[0060] S2012. Adjust the engine boost pressure to the target pressure value.

[0061] In this embodiment, after determining the target pressure value, the vehicle terminal can adjust the engine boost pressure to the target pressure value to reduce the engine's intake air volume, thereby limiting the engine's torque.

[0062] S2013. Continuously monitor whether the engine speed meets the idling conditions.

[0063] In this embodiment, after adjusting the engine's boost pressure, the vehicle-mounted terminal can continuously monitor whether the engine speed meets the preset idle speed conditions. Specifically, the vehicle-mounted terminal can continuously collect the engine speed value through sensors and determine whether the engine speed value is within the preset idle speed range based on the collected speed value. If the vehicle-mounted terminal determines that the current engine speed value is within the idle speed range, then the vehicle-mounted terminal determines that the current engine speed value meets the idle speed conditions. If the vehicle-mounted terminal determines that the current engine speed value is outside the idle speed range, then the vehicle-mounted terminal determines that the current engine speed value does not meet the idle speed conditions.

[0064] S2014. If the engine speed meets the idling condition, then obtain the basic ignition angle corresponding to the basic fuel based on the current engine status information.

[0065] In this embodiment, if the vehicle terminal determines that the engine speed meets the idling condition, meaning the engine is currently operating without load and its operating conditions are relatively stable, the vehicle terminal can release the engine torque limiting condition and query the basic ignition angle conversion relationship based on the current engine status information to obtain the basic ignition angle corresponding to the basic fuel. Furthermore, based on the obtained basic ignition angle, the vehicle terminal controls the engine to perform ignition operations to execute the ignition angle correction method S201–S204 in the first embodiment of this disclosure.

[0066] S2015. If the engine speed does not meet the idling conditions, the target ignition angle corresponding to the target fuel is obtained based on the current engine status information.

[0067] In this embodiment, if the vehicle terminal determines that the engine speed does not meet the idling condition, meaning the engine is currently operating under load and its operating stability is poor, the vehicle terminal may not switch the ignition angle to improve engine stability. Therefore, the vehicle terminal can obtain the target ignition angle conversion relationship based on the current engine status information to determine the target ignition angle corresponding to the target fuel, and continue to control the engine to perform ignition operations through the target ignition angle.

[0068] In this embodiment, when the knock angle exceeds the first knock angle threshold, it indicates that the engine has experienced severe knocking. At this point, the on-board terminal can adjust the engine's boost pressure to the target pressure value, reducing the engine's intake air volume and thus limiting the engine's torque. This reduces the engine's power output, lessens the mechanical load on critical components such as pistons and connecting rods, and correspondingly reduces the heat generated by combustion, lowering the thermal load and protecting the engine from damage. Furthermore, reducing the intake air volume decreases the total air-fuel mixture, thereby reducing the engine's combustion speed and pressure rise, and thus reducing the frequency and intensity of knocking.

[0069] Furthermore, since the engine operates relatively smoothly and under low load when its speed meets the idling condition, in this embodiment, the on-board terminal adjusts the ignition angle to the base ignition angle corresponding to the base fuel only when the engine meets the idling condition. This improves the smoothness of ignition angle switching and maintains good engine operation.

[0070] Figure 4 shows a flowchart illustrating the specific implementation of an ignition angle correction method S204 provided in the second embodiment of this disclosure. Referring to Figure 4, compared to the embodiment described in Figure 2, the ignition angle correction method S204 provided in this embodiment includes: S2041 to S2045, which are detailed below.

[0071] S2041. If the first number of times the knock angle of the engine is greater than the second knock angle threshold within a preset time satisfies the first preset condition, then update the ignition angle correction time of the engine.

[0072] In this embodiment, after the vehicle terminal controls the engine to perform ignition operation based on the basic ignition angle, it can determine whether the first number of times the engine's knock retraction angle is greater than the second retraction angle threshold within a preset time period satisfies the first preset condition. If the vehicle terminal determines that the first number of times the engine's knock retraction angle is greater than the second retraction angle threshold within the preset time period satisfies the first preset condition, the vehicle terminal can start continuously updating the engine's ignition angle correction time period to perform ignition angle correction operation. If the vehicle terminal determines that the first number does not satisfy the first preset condition, the vehicle terminal can not perform correction operation on the basic ignition angle and continue to use the basic ignition angle to control the engine to perform ignition operation, that is, the vehicle terminal can return to the operation of S201 in the first embodiment of this disclosure.

[0073] S2042. Within the correction cycle, the base ignition angle is corrected according to the target step length corresponding to the current ignition angle correction time, and the corrected base ignition angle is determined.

[0074] In this embodiment, at the start of any correction cycle, the vehicle terminal can first determine the target step size corresponding to the current correction cycle based on the currently recorded ignition angle correction duration. After determining the target step size corresponding to the current correction cycle, the vehicle terminal can perform a correction operation on the base ignition angle corresponding to the base fuel according to the target step size to obtain the corrected base ignition angle.

[0075] In one possible implementation, at the start of any correction cycle, the on-board terminal can acquire the current engine status information and, based on this information, query the target ignition angle conversion relationship and the basic ignition angle conversion relationship to determine the target ignition angle corresponding to the target fuel and the basic ignition angle corresponding to the basic fuel, respectively. The target ignition angle conversion relationship can be pre-calibrated by researchers based on the target fuel corresponding to the engine. The basic ignition angle conversion relationship can also be pre-calibrated by researchers based on the basic fuel corresponding to the engine. The grade of the basic fuel can be lower than that of the target fuel; that is, the anti-knock properties of the target fuel are stronger than those of the basic fuel. Therefore, given the same engine status information, the target ignition angle corresponding to the target fuel and the basic ignition angle corresponding to the basic fuel can be different.

[0076] After determining the base ignition angle and target ignition angle corresponding to the current engine status information, the vehicle terminal can calculate the angle difference between the base ignition angle and the target ignition angle, and determine the target step size corresponding to the current correction cycle based on the currently recorded ignition angle correction duration and angle difference. After determining the target step size, the vehicle terminal can correct the base ignition angle corresponding to the engine status information according to the target step size to obtain the corrected base ignition angle.

[0077] In one possible implementation, after determining the ignition angle correction duration, the base ignition angle, and the target ignition angle corresponding to the current correction cycle, the vehicle terminal can input these parameters into a preset correction formula to correct the base ignition angle, thereby obtaining the corrected base ignition angle. The specific correction formula can be as follows.

[0078] Where, θ′ base This can be the corrected base ignition angle. θ base The system can determine the base ignition angle by querying the base ignition angle conversion relationship based on engine status information for the vehicle terminal. θ des The target ignition angle can be determined by querying the target ignition angle conversion relationship based on engine status information for the vehicle terminal. T can be the ignition angle correction duration corresponding to the current correction cycle. t can be the correction cycle; for example, when the vehicle terminal corrects the base ignition angle every 1200 seconds, t can be 1200 seconds.

[0079] In one possible implementation, refer to Table 3 below, which provides a target ignition angle conversion table according to an embodiment of this disclosure. As shown in Table 3, the vehicle terminal can query the target ignition angle conversion table based on the engine speed and mean effective pressure values ​​in the engine status information to determine the target ignition angle corresponding to the target fuel.

[0080] Table 3

[0081] Refer to Table 4 below, which provides a basic ignition angle conversion table according to an embodiment of this disclosure. As shown in Table 4, the vehicle terminal can query the basic ignition angle conversion table based on the engine speed and mean effective pressure value in the engine status information to determine the basic ignition angle corresponding to the basic fuel.

[0082] Table 4

[0083] For example, when the correction period is 1200 seconds, the ignition angle correction time recorded by the vehicle terminal is 6000 seconds, the mean effective pressure in the engine status information is 18 MPa, and the speed is 1000 rpm, the vehicle terminal can look up Table 3 to determine that the target ignition angle corresponding to the current engine status information is -0.5 degrees. The vehicle terminal can also look up Table 4 to determine that the base ignition angle corresponding to the current engine status information is 3 degrees. Then, the vehicle terminal can input the correction period, ignition angle correction time, target ignition angle, and base ignition angle into the correction formula to determine the corrected base ignition angle. Therefore, under the operating condition of a mean effective pressure of 18 MPa and a speed of 1000 rpm, the corrected base ignition angle can be 3 degrees - (3 degrees + 0.5 degrees) * 6000 seconds / 1200 seconds * 10%, that is, the corrected base ignition angle can be 1.25 degrees.

[0084] S2043. Determine whether the difference between the corrected base ignition angle and the target ignition angle is greater than or equal to the difference threshold.

[0085] In this embodiment, after determining the corrected base ignition angle and the target ignition angle corresponding to the current engine status information, the vehicle terminal can determine whether the difference between the corrected base ignition angle and the target ignition angle meets a second preset condition. Specifically, the vehicle terminal can determine whether the difference between the corrected base ignition angle and the target ignition angle meets the second preset condition by judging whether the difference between the corrected base ignition angle and the target ignition angle is greater than or equal to a preset difference threshold. Specifically, if the vehicle terminal determines that the difference between the corrected base ignition angle and the target ignition angle is greater than or equal to the difference threshold, the vehicle terminal can determine that the difference meets the second preset condition. If the vehicle terminal determines that the difference between the corrected base ignition angle and the target ignition angle is less than the difference threshold, the vehicle terminal can determine that the difference does not meet the second preset condition. For example, the difference threshold can be 0 degrees.

[0086] In one possible implementation, if the vehicle terminal determines that the difference between the corrected base ignition angle and the target ignition angle is less than the difference threshold, that is, the difference between the base ignition angle and the target ignition angle does not meet the second preset condition, the vehicle terminal can stop performing the ignition angle correction operation and control the engine to perform the ignition operation according to the target ignition angle corresponding to the target fuel.

[0087] S2044. If the difference between the corrected base ignition angle and the target ignition angle is greater than or equal to the difference threshold, then the engine is controlled to perform ignition operation based on the corrected base ignition angle.

[0088] In this embodiment, if the vehicle terminal determines that the difference between the corrected base ignition angle and the target ignition angle is greater than the difference threshold, the vehicle terminal can control the engine to perform ignition operation according to the corrected base ignition angle within the correction cycle, and continue to perform correction operation on the ignition angle in the next correction cycle.

[0089] S2045. Monitor whether the second number of times the knock angle of the engine is greater than the second knock angle threshold within the correction cycle meets the third preset condition.

[0090] In this embodiment, the vehicle terminal can continuously acquire the second number of times the engine knock retraction angle is greater than the second retraction angle threshold in each correction cycle, and monitor whether the second number meets the third preset condition.

[0091] In one possible implementation, the vehicle-mounted terminal can determine whether the second number satisfies the third preset condition by judging whether the second number is greater than or equal to a second number threshold. Specifically, within any correction cycle, when the vehicle-mounted terminal detects that the second number of knock retraction angles within that correction cycle is greater than or equal to the second number threshold, the vehicle-mounted terminal can determine that the second number does not satisfy the third preset condition. Conversely, within any correction cycle, when the vehicle-mounted terminal detects that the average second number of knock retraction angles within that correction cycle is less than the second number threshold, the vehicle-mounted terminal can determine that the second number satisfies the third preset condition.

[0092] For example, when the second knockback angle threshold is 6 degrees and the second knockback number threshold is 1, the vehicle terminal can continuously monitor whether the knockback angle is greater than 6 degrees in each correction cycle.

[0093] In this embodiment, within any correction cycle, when the vehicle terminal detects that the second number of knock retraction angles within the current correction cycle meets the third preset condition, further, since the knock retraction angle is the angle at which the vehicle terminal reduces the ignition angle when it detects engine knocking, the vehicle terminal can determine that in the current correction cycle, when controlling the engine to perform ignition operations based on the corrected base ignition angle, the number of times the engine knocks is less. That is, the actual fuel grade in the vehicle's fuel tank may be higher than the base fuel grade. Therefore, the vehicle terminal can continue to perform periodic correction operations on the base ignition angle in the next correction cycle; that is, the vehicle terminal can return to execute S2042~S2045 until the difference between the corrected base ignition angle and the target ignition angle is less than the difference threshold.

[0094] For example, when the second knock retraction angle threshold is 6 degrees and the second number threshold is 1, if the vehicle terminal does not detect a knock retraction angle greater than 6 degrees in any correction cycle, that is, during the process of the vehicle controlling the engine to perform ignition operation based on the corrected base ignition angle, no knock phenomenon occurs. Therefore, the vehicle terminal can determine that the anti-knock property of the actual fuel in the tank is greater than or equal to the anti-knock property of the fuel corresponding to the corrected base ignition angle. At this point, to improve the engine's thermal efficiency, the vehicle terminal can continue to attempt to correct the ignition angle until it is reset to the ignition angle corresponding to the engine's target fuel. At this point, the vehicle terminal can determine that the second number corresponding to the current knock retraction angle meets the third preset condition, and the vehicle terminal can continue to perform periodic correction operations on the base ignition angle in the next correction cycle.

[0095] In this embodiment, if the vehicle terminal detects that the second number of knock retraction angles does not meet the third preset condition within any correction cycle, and further, since the knock retraction angle is the angle at which the vehicle terminal reduces the ignition angle when it detects engine knocking, the vehicle terminal can determine that in the current correction cycle, when controlling the engine to perform ignition operations according to the corrected base ignition angle, the number of times the engine knocks does not meet the third preset condition. That is, the grade of the actual fuel in the vehicle's fuel tank may be greater than the grade of the base fuel. Therefore, the vehicle terminal can return to the operation of obtaining the base ignition angle corresponding to the base fuel based on the current engine status information; that is, the vehicle terminal can return to execute S201 to S203 in the first embodiment of this disclosure to readjust the ignition angle.

[0096] For example, when the second knock angle threshold is 6 degrees and the second number threshold is 1, if the vehicle terminal detects a knock angle greater than 6 degrees within any correction cycle, it means that a knock phenomenon has occurred once during the vehicle's engine ignition operation controlled based on the corrected base ignition angle. Therefore, the vehicle terminal can determine that the anti-knock property of the actual fuel in the tank is less than the anti-knock property of the fuel corresponding to the corrected base ignition angle. In this case, to reduce the probability of engine knock and improve engine operating safety, the vehicle terminal should revert to using the base ignition angle corresponding to the base fuel to control the engine ignition operation. Therefore, the vehicle terminal can determine that the second number corresponding to the current knock angle does not meet the third preset condition, and the vehicle terminal can return to executing S201-S203 to readjust the ignition angle.

[0097] The method provided in this embodiment allows the vehicle-mounted terminal to periodically and gradually correct the ignition angle. Therefore, this method reduces knocking caused by abruptly switching the ignition angle back to the target fuel's ignition angle, thereby reducing the probability of engine failure. Furthermore, gradually correcting the ignition angle according to the target step size reduces the amplitude of ignition angle changes, thus increasing the stability of engine operation. In addition, during the gradual correction of the ignition angle, the vehicle-mounted terminal continuously monitors whether the knock retraction angle meets preset conditions; therefore, the method provided in this embodiment further improves the safety of the ignition angle correction process.

[0098] Referring to Figure 5, a schematic diagram of an ignition angle correction process provided by an embodiment of this disclosure is shown. As shown in Figure 5, when the vehicle is running, the on-board terminal can continuously monitor whether the engine knock angle is greater than a preset first threshold. If the on-board terminal determines that the engine knock angle is less than or equal to the first threshold, the on-board terminal can control the engine to perform ignition operation according to the target ignition angle corresponding to the target fuel. If the on-board terminal determines that the engine knock angle is greater than the first threshold, the on-board terminal can query the pressure value conversion relationship calibrated by the R&D personnel based on the base fuel and preset temperature according to the engine speed value to determine the target pressure value with the base fuel and the engine intake air temperature at the preset temperature. The on-board terminal can adjust the engine boost pressure to the target pressure value to limit the engine boost pressure, thereby limiting the engine intake air volume and output torque.

[0099] Then, the on-board terminal can determine whether the engine speed meets the preset idling conditions. If the engine speed does not meet the idling conditions, the on-board terminal can continue to control the engine to perform ignition operations based on the target ignition angle corresponding to the target fuel. If the engine speed meets the idling conditions, the on-board terminal can use the base ignition angle corresponding to the base fuel to control the engine to perform ignition operations. During the process of controlling the engine to perform ignition operations based on the base ignition angle, the on-board terminal can continuously determine whether the first number of times the engine's knock retraction angle is greater than the second retraction angle threshold within a preset time period meets the first preset condition. If the on-board terminal determines that the first number meets the first preset condition, the on-board terminal can continue to use the base ignition angle corresponding to the base fuel to control the engine to perform ignition operations. If the on-board terminal determines that the first number meets the first preset condition, the on-board terminal can periodically adjust the base ignition angle according to the target step size based on the correction period until the difference between the adjusted base ignition angle and the target ignition angle meets the second preset condition.

[0100] It should be noted that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure.

[0101] Referring to Figure 6, a schematic diagram of an ignition angle correction device provided in an embodiment of this disclosure is shown, which specifically includes an ignition angle acquisition module 601, a control module 602, and a correction module 603. The ignition angle acquisition module 601 is used to acquire the base ignition angle corresponding to the base fuel based on the current engine state information if the knock angle is greater than a first knock angle threshold; the grade of the base fuel is less than the grade of the engine's target fuel. The control module 602 is used to control the engine to perform ignition operations based on the base ignition angle. The correction module 603 is used to periodically correct the base ignition angle according to a target step size based on a preset correction period if the first number of times the knock angle of the engine is greater than a second knock angle threshold within a preset time period meets a first preset condition, until the difference between the corrected base ignition angle and the target ignition angle meets a second preset condition.

[0102] The correction module 603 can also be used to update the ignition angle correction duration of the engine if the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within a preset duration meets the first preset condition; within the correction period, the base ignition angle is corrected according to the target step corresponding to the current ignition angle correction duration to determine the corrected base ignition angle; the target ignition angle corresponding to the target fuel is determined according to the current engine status information; if the difference between the corrected base ignition angle and the target ignition angle does not meet the second preset condition, the engine is controlled to perform the ignition operation based on the corrected base ignition angle; the second number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within the correction period meets the third preset condition; if the second number of times meets the third preset condition, the base ignition angle is corrected again within the correction period according to the target step corresponding to the current ignition angle correction duration to determine the corrected base ignition angle, until the difference between the corrected base ignition angle and the target ignition angle meets the second preset condition.

[0103] The correction module 603 can also be used to determine, within the correction cycle, the base ignition angle corresponding to the base fuel and the target ignition angle corresponding to the target fuel based on the engine state information corresponding to the correction cycle; determine the target step based on the ignition angle correction duration corresponding to the correction cycle and the angle difference between the base ignition angle and the target ignition angle; correct the base ignition angle based on the target step, and determine the corrected base ignition angle.

[0104] The correction module 603 can also be used to repeatedly obtain the basic ignition angle corresponding to the basic fuel based on the current engine status information if the second number of times does not meet the third preset condition.

[0105] The ignition angle acquisition module 601 can also be used to determine the target pressure value corresponding to the base fuel based on the engine speed value if the knock retraction angle is greater than the first retraction angle threshold; adjust the boost pressure of the engine to the target pressure value; monitor whether the engine speed value meets the preset idle speed condition; if the engine speed value meets the idle speed condition, acquire the base ignition angle corresponding to the base fuel based on the current engine status information.

[0106] The correction module 603 can also be used to repeatedly obtain the basic ignition angle corresponding to the basic fuel based on the current engine status information if the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within the preset time period does not meet the first preset condition.

[0107] The engine status information in the ignition angle acquisition module 601 includes at least one of the following: engine speed, mean effective pressure, intake air temperature, boost pressure, coolant temperature, load, and intake air volume.

[0108] As the apparatus embodiments are basically similar to the method embodiments, they are described in a relatively simple manner. For relevant details, please refer to the description in the method embodiment section.

[0109] Referring to FIG7, a schematic diagram of an in-vehicle terminal provided in an embodiment of the present disclosure is shown. As shown in FIG7, the in-vehicle terminal 700 in this embodiment of the present disclosure includes: a processor 710, a memory 720, and a computer program 721 stored in the memory 720 and executable on the processor 710. When the processor 710 executes the computer program 721, it implements the steps in the various embodiments of the above-described ignition angle correction method, such as steps S201 to S204 shown in FIG2. Alternatively, when the processor 710 executes the computer program 721, it implements the functions of each module / unit in the above-described device embodiments, such as the functions of modules 601 to 603 shown in FIG6.

[0110] For example, the computer program 721 may be divided into one or more modules / units, which are stored in the memory 720 and executed by the processor 710 to complete the present disclosure. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which may be used to describe the execution process of the computer program 721 in the vehicle terminal 700. For example, the computer program 721 can be divided into an ignition angle acquisition module, a control module, and a correction module. The specific functions of each module are as follows: the ignition angle acquisition module is used to acquire the basic ignition angle corresponding to the basic fuel based on the current engine status information if the knock angle is greater than the first knock angle threshold; the grade of the basic fuel is less than the grade of the engine's target fuel; the control module is used to control the engine to perform ignition operations based on the basic ignition angle; the correction module is used to periodically correct the basic ignition angle according to the target step size based on a preset correction period if the first number of times the knock angle of the engine is greater than the second knock angle threshold within a preset time period meets the first preset condition, until the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition.

[0111] The vehicle terminal 700 may include a processor 710 and a memory 720, but is not limited thereto. Those skilled in the art will understand that Figure 7 is merely an example of the vehicle terminal 700 and does not constitute a limitation on the vehicle terminal 700. It may include more or fewer components than shown in the figure, or combine certain components, or use different components. For example, the vehicle terminal 700 may also include input / output devices, network access devices, buses, etc.

[0112] The processor 710 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0113] The memory 720 can be an internal storage unit of the vehicle terminal 700, such as a hard drive or memory of the vehicle terminal 700. The memory 720 can also be an external storage device of the vehicle terminal 700, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the vehicle terminal 700. Furthermore, the memory 720 can include both internal storage units and external storage devices of the vehicle terminal 700. The memory 720 is used to store the computer program 721 and other programs and data required by the vehicle terminal 700. The memory 720 can also be used to temporarily store data that has been output or will be output.

[0114] This disclosure also discloses an engine, including an on-board terminal, which is used to execute the ignition angle correction method as described in the foregoing embodiments to correct the ignition angle of the engine; or the engine is connected to an external on-board terminal, and when the external on-board terminal executes the ignition angle correction method as described in the foregoing embodiments, the engine performs an ignition operation under the control of the external on-board terminal.

[0115] This disclosure also discloses an in-vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the ignition angle correction method as described in the foregoing embodiments.

[0116] This disclosure also discloses a computer-readable storage medium storing a computer program that, when executed by a processor, implements the ignition angle correction method as described in the foregoing embodiments.

[0117] This disclosure also discloses a computer program product that, when run on a computer, causes the computer to execute the ignition angle correction method described in the foregoing embodiments.

[0118] This disclosure also discloses a vehicle, including an engine and an on-board terminal; the on-board terminal is used to execute the ignition angle correction method described in the foregoing embodiments to correct the ignition angle of the engine and control the engine to perform ignition operations.

[0119] The embodiments described above are only used to illustrate the technical solutions of this disclosure, and are not intended to limit it. Although this disclosure 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; and 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 disclosure, and should all be included within the protection scope of this disclosure.

Claims

1. A method for correcting ignition angle, wherein, include: If the knock angle is greater than the first knock angle threshold, the base ignition angle corresponding to the base fuel is obtained based on the current engine status information. The grade of the base fuel is lower than the grade of the target fuel for the engine. The engine is controlled to perform ignition operations based on the aforementioned basic ignition angle; If the number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within a preset time period satisfies the first preset condition, then based on the preset correction period, the base ignition angle is periodically corrected according to the target step size until the difference between the corrected base ignition angle and the target ignition angle satisfies the second preset condition.

2. The method according to claim 1, wherein, If the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within a preset time period satisfies the first preset condition, then based on a preset correction period, the base ignition angle is periodically corrected according to the target step size until the difference between the corrected base ignition angle and the target ignition angle satisfies the second preset condition, including: If the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within a preset time satisfies the first preset condition, then the ignition angle correction time of the engine is updated. Within the correction period, the base ignition angle is corrected according to the target step size corresponding to the current ignition angle correction duration, and the corrected base ignition angle is determined. Determine the target ignition angle corresponding to the target fuel based on the current engine status information; If the difference between the corrected base ignition angle and the target ignition angle does not meet the second preset condition, then the engine is controlled to perform the ignition operation based on the corrected base ignition angle. The monitoring determines whether the second number of times the engine's knock retraction angle is greater than the second retraction angle threshold within the correction cycle satisfies the third preset condition. If the second number of times satisfies the third preset condition, then within the correction cycle, the base ignition angle is corrected according to the target step corresponding to the current ignition angle correction duration, and the corrected base ignition angle is determined until the difference between the corrected base ignition angle and the target ignition angle satisfies the second preset condition.

3. The method according to claim 2, wherein, Within the correction period, the basic ignition angle is corrected according to the target step size corresponding to the current ignition angle correction duration, and the corrected basic ignition angle is determined, including: Within the correction period, the base ignition angle corresponding to the base fuel and the target ignition angle corresponding to the target fuel are determined based on the engine status information corresponding to the correction period. The target step size is determined based on the ignition angle correction time corresponding to the correction cycle and the angle difference between the base ignition angle and the target ignition angle. The base ignition angle is corrected based on the target stride to determine the corrected base ignition angle.

4. The method according to claim 3, wherein, Within the correction period, determining the base ignition angle corresponding to the base fuel and the target ignition angle corresponding to the target fuel based on the engine state information corresponding to the correction period includes: Based on the engine status information, the target ignition angle conversion relationship and the basic ignition angle conversion relationship are queried respectively to determine the target ignition angle corresponding to the target fuel and the basic ignition angle corresponding to the basic fuel. The target ignition angle conversion relationship is preset based on the target fuel corresponding to the engine, and the basic ignition angle conversion relationship is preset based on the basic fuel corresponding to the engine.

5. The method according to claim 4, wherein, The step of querying the target ignition angle conversion relationship and the basic ignition angle conversion relationship based on the engine status information to determine the target ignition angle corresponding to the target fuel and the basic ignition angle corresponding to the basic fuel includes: The target ignition angle corresponding to the target fuel is determined by querying the target ignition angle conversion table based on the engine speed and mean effective pressure values ​​in the engine status information. The base ignition angle corresponding to the base fuel is determined by querying the base ignition angle conversion table based on the engine speed and mean effective pressure values ​​in the engine status information.

6. The method according to claim 2, wherein, After monitoring whether the second number of times the knock angle of the engine is greater than the second knock angle threshold within the correction cycle meets the third preset condition, the process includes: If the second number of times does not meet the third preset condition, then the basic ignition angle corresponding to the basic fuel is obtained again based on the current engine status information.

7. The method according to claim 1, wherein, If the knock retraction angle is greater than the first retraction angle threshold, then the base ignition angle corresponding to the base fuel is obtained based on the current engine state information, including: If the knock angle is greater than the first knock angle threshold, the target pressure value corresponding to the base fuel is determined based on the engine speed. Adjust the boost pressure of the engine to the target pressure value; Monitor whether the engine speed meets the preset idling conditions; If the speed value meets the idling condition, the base ignition angle corresponding to the base fuel is obtained based on the current engine status information.

8. The method according to claim 7, wherein, If the knock angle is greater than the first knock angle threshold, then determining the target pressure value corresponding to the base fuel based on the engine speed includes: If the knock angle is determined to be greater than a first knock angle threshold, the current engine speed is obtained, and a preset pressure value conversion relationship is queried based on the obtained speed value to determine the target pressure value corresponding to the speed value. The pressure value conversion relationship is calibrated based on the base fuel and preset temperature.

9. The method according to claim 7, wherein, The method further includes: If the speed value does not meet the idling condition, the target ignition angle corresponding to the target fuel is obtained based on the current engine status information.

10. The method according to claim 1, wherein, After the engine is controlled to perform an ignition operation based on the basic ignition angle, the following steps are included: If the first number of times the knock retraction angle of the engine is greater than the second retraction angle threshold within the preset time period does not meet the first preset condition, then the basic ignition angle corresponding to the basic fuel is repeatedly obtained based on the current engine status information.

11. The method according to claim 1, wherein, The method further includes: If the knock retraction angle is less than the first retraction angle threshold, then based on the current engine status information, the target ignition angle corresponding to the target fuel is obtained, and the engine is controlled to perform ignition operation based on the target ignition angle.

12. The method according to claim 2, wherein, The method further includes: If the difference between the corrected base ignition angle and the target ignition angle meets the second preset condition, the periodic correction operation is stopped, and the engine is controlled to perform ignition operation using the target ignition angle corresponding to the target fuel.

13. The method according to any one of claims 1-12, wherein, The engine status information includes at least one of the following: engine speed, mean effective pressure, intake air temperature, boost pressure, coolant temperature, load, and intake air volume.

14. An engine, wherein, The engine includes an on-board terminal, which is used to execute the ignition angle correction method as described in any one of claims 1-13 to correct the ignition angle of the engine. Alternatively, the engine can be connected to an external vehicle terminal, and when the external vehicle terminal executes the ignition angle correction method as described in any one of claims 1-13, the engine performs an ignition operation under the control of the external vehicle terminal.

15. A vehicle, wherein, Including the engine and the vehicle terminal; The vehicle-mounted terminal is used to execute the ignition angle correction method as described in any one of claims 1-13, to correct the ignition angle of the engine and control the engine to perform ignition operations.

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