CN116877310A - Method and device for determining ignition advance angle of engine and electronic device - Google Patents

Abstract

The present application provides a method, a determination device and an electronic device for determining the ignition advance angle of an engine. The method includes: determining the first EGR rate, the second EGR rate and the third EGR rate respectively when the engine is in a transient operating condition. The size relationship of the EGR rate; when the first EGR rate is greater than the third EGR rate, the first target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the first ignition advance angle; in the first EGR When the rate is less than the second EGR rate, the second target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the second ignition advance angle; when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate In the case of three EGR rates, calculate the sum of the first value and the second ignition advance angle. This method solves the problem of being unable to accurately determine the ignition advance angle when the engine is in transient operating conditions.

Description

Method, determination device and electronic device for determining ignition advance angle of engine

Technical field

The present application relates to the field of engines, and specifically, to a method for determining the ignition advance angle of an engine, a device for determining the ignition advance angle of an engine, a computer-readable storage medium, and an electronic device.

Background technique

Exhaust Gas Recirculation (EGR) refers to returning part of the exhaust gas emitted by the engine back to the manifold. Since the exhaust gas contains a large amount of carbon dioxide and water vapor, it has a high specific heat capacity and absorbs a large amount of heat, lowering the maximum combustion temperature in the cylinder, which can Reduce the formation of nitrogen oxides. However, the existing technology cannot accurately determine the ignition advance angle when the engine is in transient operating conditions. Under transient operating conditions, more exhaust gas will be introduced, affecting the gas consumption of the engine in transient conditions.

Therefore, there is an urgent need for a method to solve the technical problem in the prior art of being unable to accurately determine the ignition advance angle when the engine is in transient operating conditions.

Contents of the invention

The main purpose of this application is to provide a method for determining the ignition advance angle of an engine, a device for determining the ignition advance angle of an engine, a computer-readable storage medium and an electronic device, so as to at least solve the problem in the prior art of being unable to accurately determine the instantaneous state of the engine. The problem of ignition advance angle under normal operating conditions.

According to one aspect of the present application, a method for determining the ignition advance angle of an engine is provided, including: determining whether the engine is in a transient operating condition, and obtaining the first EGR when the engine is in the transient operating condition. rate, the second EGR rate and the third EGR rate, and determine the relationship between the first EGR rate, the second EGR rate and the third EGR rate respectively. The first EGR rate is an exhaust gas recirculation system. The actual EGR rate, the second EGR rate is the minimum EGR rate allowed by the exhaust gas recirculation system, the third EGR rate is the preset target EGR rate of the exhaust gas recirculation system, the exhaust gas recirculation system Connected to the engine and used to recirculate exhaust gas discharged from the engine, the third EGR rate is greater than the second EGR rate; in the case where the first EGR rate is greater than the third EGR rate Next, obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle, and use the first target correction coefficient, the third EGR rate and the fourth EGR rate to calculate the first point The ignition advance angle is corrected to obtain the first target ignition advance angle, where the first ignition advance angle is the initial ignition advance angle of the engine, and the fourth EGR rate is used to calculate the first target ignition advance angle. the corrected EGR rate obtained by correcting the second EGR rate; when the first EGR rate is less than the second EGR rate, obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle, And use the second target correction coefficient, the third EGR rate and the fourth EGR rate to correct the second ignition advance angle to obtain a second target ignition advance angle, wherein the second ignition advance angle Angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than the first ignition advance angle; when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third In the case of EGR rate, obtain the first ignition advance angle, the second ignition advance angle and the difference coefficient, and calculate the difference between the first ignition advance angle and the second ignition advance angle and The product of the difference coefficients is used to obtain a first numerical value, and the sum of the first numerical value and the second ignition advance angle is calculated to obtain a third target ignition advance angle.

Optionally, determining whether the engine is in a transient operating condition includes: obtaining the rotational speed and load of the engine; and in the case where the rotational speed and the load change instantaneously within the same time period, determining whether the engine is in the transient operating condition. Describe transient conditions.

Optionally, obtaining the corresponding EGR rate, wherein the corresponding EGR rate is the second EGR rate or the third EGR rate, includes: obtaining a first relationship mapping table, the current rotation speed of the engine, and the engine speed. The current load of The relationship between the engine speed, the engine load and the EGR rate; determining the EGR rate corresponding to the current speed and the current load in the first relationship mapping table and the corresponding EGR rate.

Optionally, obtaining the corresponding ignition advance angle, where the corresponding ignition advance angle is the first ignition advance angle or the second ignition advance angle, includes: obtaining a second relationship mapping table, the current ignition advance angle of the engine The rotation speed and the current load of the engine, where the horizontal axis of the second relationship mapping table is the rotation speed of the engine, the vertical axis of the second relationship mapping table is the load of the engine, and the second relationship The mapping table is used to represent the relationship between the engine speed, the engine load and the ignition advance angle; it is determined that the ignition advance angle corresponding to the current speed and the current load in the second relationship mapping table is The corresponding ignition advance angle.

Optionally, obtaining the corresponding target correction coefficient, where the corresponding target correction coefficient is the first target correction coefficient or the second target correction coefficient, includes: calculating the difference between the second EGR rate and the third EGR rate. The absolute value of The corresponding target correction coefficient is obtained by averaging the first correction coefficient and the second correction coefficient. The first correction coefficient is the preset minimum correction coefficient, and the second correction coefficient is the preset maximum Correction coefficient; when the first absolute value is greater than or equal to the threshold, calculate the ratio of the second absolute value to the first absolute value as the corresponding target correction coefficient, where the second absolute value is The absolute value of the difference between the first ignition advance angle and the second ignition advance angle.

Optionally, obtaining the fourth EGR rate includes: calculating the product of the difference between the first EGR rate and the second EGR rate and the difference coefficient to obtain a second value, calculating the second value and The sum of the second EGR rates yields the fourth EGR rate.

Optionally, using the first target correction coefficient, the third EGR rate and the fourth EGR rate to correct the first ignition advance angle to obtain the first target ignition advance angle includes: calculating the Calculate the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain a third absolute value; calculate the product of the third absolute value and the first target correction coefficient and the first ignition advance The sum of angles is used to obtain the first target ignition advance angle; the second target ignition advance angle is corrected using the second target correction coefficient, the third EGR rate and the fourth EGR rate to obtain the second The target ignition advance angle includes: calculating the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value; calculating the third absolute value and the second target correction coefficient The sum of the product of and the second ignition advance angle obtains the second target ignition advance angle.

According to another aspect of the present application, a device for determining an ignition advance angle of an engine is provided, including: an acquisition unit for determining whether the engine is in a transient operating condition. When the engine is in the transient operating condition, Next, obtain the first EGR rate, the second EGR rate and the third EGR rate, and determine the magnitude relationship between the first EGR rate, the second EGR rate and the third EGR rate respectively. The first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the second EGR rate is the minimum EGR rate allowed by the exhaust gas recirculation system, and the third EGR rate is the preset target EGR rate of the exhaust gas recirculation system, The exhaust gas recirculation system is connected to the engine and is used to recirculate exhaust gas discharged from the engine, and the third EGR rate is greater than the second EGR rate; a first correction unit is used to recirculate the exhaust gas discharged from the engine. When the first EGR rate is greater than the third EGR rate, obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle, and use the first target correction coefficient, the third EGR rate and the fourth EGR rate corrects the first ignition advance angle to obtain a first target ignition advance angle, wherein the first ignition advance angle is the initial ignition advance angle of the engine, and the third The fourth EGR rate is a corrected EGR rate obtained by correcting the second EGR rate by using the first EGR rate; a second correction unit is configured to, when the first EGR rate is less than the second EGR rate, Obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle, and use the second target correction coefficient, the third EGR rate and the fourth EGR rate to adjust the second ignition advance angle. The second target ignition advance angle is corrected to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is smaller than the first ignition advance angle; third A correction unit configured to obtain the first ignition advance angle and the second ignition advance angle when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate. and a difference coefficient, and calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and calculate the first value and the The sum of the second ignition advance angles obtains the third target ignition advance angle.

According to yet another aspect of the present application, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute any arbitrary A method as described.

According to another aspect of the present application, an electronic device is provided, including a memory and a processor. A computer program is stored in the memory, and the processor is configured to execute any of the methods through the computer program. .

Applying the technical solution of this application, first, determine whether the engine is in a transient operating condition, and when the engine is in a transient operating condition, determine the relationship between the first EGR rate, the second EGR rate, and the third EGR rate respectively; When the first EGR rate is greater than the third EGR rate, the first target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the first ignition advance angle to obtain the first target ignition advance angle; in the first When the EGR rate is less than the second EGR rate, the second target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the second ignition advance angle to obtain the second target ignition advance angle; when the first EGR rate is greater than When it is equal to the second EGR rate and less than or equal to the third EGR rate, calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain the first value, and calculate the first value and The sum of the second ignition advance angles obtains the third target ignition advance angle. According to the relationship between the first EGR rate (i.e., the actual EGR rate), the second EGR rate (i.e., the minimum EGR rate), and the third EGR rate (i.e., the target EGR rate) of the engine under transient operating conditions, the selection is made in different intervals. Different target correction coefficients perform zone corrections on different ignition advance angles to obtain corresponding target ignition advance angles, so that the engine can accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in the prior art that the ignition advance angle cannot be accurately determined when the engine is in transient operating conditions.

Description of the drawings

The description and drawings that constitute a part of this application are used to provide a further understanding of this application. The illustrative embodiments and their descriptions of this application are used to explain this application and do not constitute an improper limitation of this application. In the attached picture:

Figure 1 shows a hardware structure block diagram of a mobile terminal that performs a method for determining the ignition advance angle of an engine according to an embodiment of the present application;

Figure 2 shows a schematic flowchart of a method for determining the ignition advance angle of an engine provided according to an embodiment of the present application;

Figure 3 shows a schematic flowchart of obtaining a first target correction coefficient or a second correction coefficient according to an embodiment of the present application;

Figure 4 shows a schematic flowchart of a specific method for determining the ignition advance angle of an engine provided according to an embodiment of the present application;

Figure 5 shows a structural block diagram of a device for determining the ignition advance angle of an engine provided according to an embodiment of the present application;

FIG. 6 shows a structural block diagram of another device for determining the ignition advance angle of an engine provided according to an embodiment of the present application.

Among them, the above-mentioned drawings include the following reference signs:

102. Processor; 104. Memory; 106. Transmission device; 108. Input and output device.

Detailed ways

It should be noted that, as long as there is no conflict, the embodiments and features in the embodiments of this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and embodiments.

In order to enable those in the technical field to better understand the solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only These are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts should fall within the scope of protection of this application.

It should be noted that the terms "first", "second", etc. in the description and claims of this application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that data so used may be interchanged where appropriate for the embodiments of the application described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, e.g., a process, method, system, product, or apparatus that encompasses a series of steps or units and need not be limited to those explicitly listed. Those steps or elements may instead include other steps or elements not expressly listed or inherent to the process, method, product or apparatus.

As introduced in the background art, it is impossible to accurately determine the ignition advance angle when the engine is in transient operating conditions in the prior art. To solve the above problem, embodiments of the present application provide a method for determining the ignition advance angle of the engine. , a device for determining the ignition advance angle of an engine, a computer-readable storage medium and an electronic device.

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

The method embodiments provided in the embodiments of this application can be executed in a mobile terminal, a computer terminal, or a similar computing device. Taking running on a mobile terminal as an example, FIG. 1 is a hardware structure block diagram of a mobile terminal of a method for determining the ignition advance angle of an engine according to an embodiment of the present invention. As shown in Figure 1, the mobile terminal may include one or more (only one is shown in Figure 1) processors 102 (the processor 102 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data, wherein the above-mentioned mobile terminal may also include a transmission device 106 and an input and output device 108 for communication functions. Persons of ordinary skill in the art can understand that the structure shown in Figure 1 is only illustrative, and it does not limit the structure of the above-mentioned mobile terminal. For example, the mobile terminal may also include more or fewer components than shown in FIG. 1 , or have a different configuration than shown in FIG. 1 .

The memory 104 can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the method for determining the ignition advance angle of the engine in the embodiment of the present invention. The processor 102 runs the computer stored in the memory 104 program to perform various functional applications and data processing, that is, to implement the above method. Memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory located remotely relative to the processor 102, and these remote memories may be connected to the mobile terminal through a network. Examples of the above-mentioned networks include but are not limited to the Internet, intranets, local area networks, mobile communication networks and combinations thereof. Transmission device 106 is used to receive or send data via a network. Specific examples of the above-mentioned network may include a wireless network provided by a communication provider of the mobile terminal. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, NIC for short), which can be connected to other network devices through a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (Radio Frequency, RF for short) module, which is used to communicate with the Internet wirelessly.

In this embodiment, a method for determining the ignition advance angle of an engine running on a mobile terminal, a computer terminal or a similar computing device is provided. It should be noted that the steps shown in the flow chart of the accompanying drawings can be performed in, for example, a A set of computer-executable instructions are executed in a computer system, and although a logical order is shown in the flowchart diagrams, in some cases the steps shown or described may be performed in a sequence different from that herein.

FIG. 2 is a flowchart of a method for determining the ignition advance angle of an engine according to an embodiment of the present application. As shown in Figure 2, the method includes the following steps:

Step S201, determine whether the engine is in the transient operating condition. When the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate and the third EGR rate, and determine the first EGR rate and the third EGR rate respectively. The relationship between the above-mentioned second EGR rate and the above-mentioned third EGR rate, the above-mentioned first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the above-mentioned second EGR rate is the minimum EGR rate allowed by the above-mentioned exhaust gas recirculation system, the above-mentioned third EGR rate The EGR rate is a preset target EGR rate of the above-mentioned exhaust gas recirculation system, the above-mentioned exhaust gas recirculation system is connected to the above-mentioned engine and is used to recirculate the exhaust gas discharged by the above-mentioned engine, and the above-mentioned third EGR rate is greater than the above-mentioned second EGR rate;

Specifically, EGR refers to exhaust gas recirculation, which returns part of the exhaust gas emitted by the engine back to the manifold. Since the exhaust gas contains a large amount of carbon dioxide and water vapor, it has a high specific heat capacity and absorbs a large amount of heat, lowering the maximum combustion temperature in the cylinder, which can reduce nitrogen oxides. of generation. The EGR rate is the combustion chamber recirculation rate, which is a measure of the mixing ratio of the combustion chamber recirculated gas and fresh intake air. The EGR rate is the ratio of the volume of recirculated gas in the combustion chamber to the volume of recirculated gas in the combustion chamber. The higher the EGR rate, the greater the proportion of recirculated gas in the combustion chamber. When the engine is in a transient operating condition, the combustion chamber requires more fresh air. The EGR strategy in the existing technology will introduce more exhaust gas under transient operating conditions, affecting the air consumption when the engine is in a transient state. sex. The above-mentioned first EGR rate is the actual EGR rate. The above-mentioned first EGR rate can be obtained in the following way. Subtract the exhaust volume from the intake air volume to obtain the EGR amount. Divide the EGR amount by the intake air volume to calculate the EGR rate; use the built-in EGR-MAP sensor in the EGR system, which can directly provide EGR rate signal; use a simple urea respirometer to calculate the actual EGR rate based on the dilution of the urea solution; use a gas analyzer (such as atmospheric mass spectrometry) to analyze the intake air and exhaust gas composition. The EGR rate is calculated based on the difference in carbon dioxide and nitrogen oxide concentrations. The above-mentioned second EGR rate is the minimum EGR rate, which is the minimum EGR rate allowed under the current working conditions. If the EGR rate is too small, it will cause the EGR valve to fluctuate, and the exhaust gas fluctuation will seriously control instability. Based on this design, the minimum EGR rate; the above-mentioned third EGR rate That is, the target EGR rate is the ideal EGR rate requested under current working conditions.

Step S202, when the first EGR rate is greater than the third EGR rate, obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle, and use the first target correction coefficient, the third The EGR rate and the above-mentioned fourth EGR rate correct the above-mentioned first ignition advance angle to obtain the first target ignition advance angle, wherein the above-mentioned first ignition advance angle is the initial ignition advance angle of the above-mentioned engine, and the above-mentioned fourth EGR rate is the corrected EGR rate obtained by correcting the above-mentioned second EGR rate by using the above-mentioned first EGR rate;

Specifically, when the engine is working, the ignition time has a great impact on the engine's performance. Pre-ignition means that the spark plug sparks before the piston reaches the compression top dead center, igniting the combustible mixture in the combustion chamber. From the ignition time until the piston reaches the compression Top dead center, the angle the crankshaft rotates during this period is called the ignition advance angle. Increasing the ignition advance angle can increase torque output, thereby increasing engine power; moderately reducing the ignition advance angle can reduce the fuel injection time in the combustion chamber, thereby reducing fuel consumption; reducing the ignition advance angle can reduce exhaust gas temperature, thereby reducing emissions. Therefore, engine tuning often requires multiple considerations of ignition advance angle and balancing power, fuel consumption and emission targets. The ignition advance angle is mainly adjusted in real time by the ignition controller according to parameters such as the speed and load of the pipe vehicle. It can also be manually fine-tuned through the handwheel. If the ignition advance angle is too large or too small, it will cause problems such as difficulty in starting the engine, uneven fuel injection, increased vibration, etc., affecting engine performance and operating safety. When the first EGR rate is greater than the third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the first ignition advance angle, that is, the initial ignition advance angle needs to be corrected.

Step S203, when the first EGR rate is less than the second EGR rate, obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle, and use the second target correction coefficient, the third The EGR rate and the fourth EGR rate correct the second ignition advance angle to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than The above-mentioned first ignition advance angle;

Specifically, when the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the second ignition advance angle, that is, the minimum ignition advance angle, needs to be corrected.

Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, obtain the first ignition advance angle, the second ignition advance angle and the difference coefficient, and calculate The product of the difference between the above-mentioned first ignition advance angle and the above-mentioned second ignition advance angle and the above-mentioned difference coefficient is to obtain the first value, and the sum of the above-mentioned first value and the above-mentioned second ignition advance angle is calculated to obtain the third target Ignition advance angle.

Specifically, when the above-mentioned first EGR rate is greater than or equal to the above-mentioned second EGR rate and less than or equal to the above-mentioned third EGR rate, it means that the actual EGR rate is between the minimum EGR rate and the target EGR rate. Therefore, it is necessary to analyze the first point The ignition advance angle, which is the initial ignition advance angle, and the second ignition advance angle, which is the minimum ignition advance angle, are interpolated to obtain the third target ignition advance angle. There is a corresponding relationship between the ignition advance angle and the EGR rate. Increasing the ignition advance angle can increase the EGR rate. The larger the ignition advance angle, the stronger the exhaust pulse energy, which is beneficial to pushing the exhaust gas in the cylinder into the EGR circuit. Properly increasing the EGR rate can appropriately increase the ignition advance angle. EGR can reduce the average temperature and pressure in the cylinder, so the ignition advance angle can be slightly increased. Generally speaking, there is an optimal matching point between the EGR rate and the ignition advance angle, when the vehicle emissions and fuel consumption are best.

Through this embodiment, first, it is determined whether the engine is in a transient operating condition. When the engine is in a transient operating condition, the relationship between the first EGR rate, the second EGR rate and the third EGR rate is determined respectively; in the first When the EGR rate is greater than the third EGR rate, the first target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the first ignition advance angle to obtain the first target ignition advance angle; at the first EGR rate If it is less than the second EGR rate, the second target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the second ignition advance angle to obtain the second target ignition advance angle; when the first EGR rate is greater than or equal to the When the second EGR rate is less than or equal to the third EGR rate, calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain the first value, and calculate the first value and the second The sum of the ignition advance angles obtains the third target ignition advance angle. According to the relationship between the first EGR rate (i.e., the actual EGR rate), the second EGR rate (i.e., the minimum EGR rate), and the third EGR rate (i.e., the target EGR rate) of the engine under transient operating conditions, the selection is made in different intervals. Different target correction coefficients perform zone corrections on different ignition advance angles to obtain corresponding target ignition advance angles, so that the engine can accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in the prior art that the ignition advance angle cannot be accurately determined when the engine is in transient operating conditions.

During the specific implementation process, the above-mentioned step S201 can be implemented through the following steps: step S2011, obtain the rotation speed and load of the above-mentioned engine; step S2012, when the above-mentioned rotation speed and the above-mentioned load change instantaneously within the same time period, determine that the above-mentioned engine is in the above transient conditions. This method only uses engine speed and load to quickly determine whether the above-mentioned engine is in the above-mentioned transient operating condition.

Specifically, the transient operating condition of the engine refers to the specific working state of the engine at a specified moment. It describes the operating status of the engine at a certain moment through a series of parameters, including speed, load, temperature, pressure, throttle position, etc. Among them, the engine speed reflects its mechanical energy output, and the engine load includes parameters such as torque and power. The temperatures of different components include oil temperature, cylinder temperature, etc., and the pressure inside the engine, such as combustion chamber pressure. Throttle position, for example: control the position of the throttle. By monitoring and understanding the engine's transient operating conditions, its operating status can be more sensitively judged, adjustments and repairs can be made in a timely manner, and the engine can be kept in optimal condition.

The above step S201 can also be implemented in other ways, for example: step S2013, obtaining the first relationship mapping table, the current rotation speed of the above-mentioned engine, and the current load of the above-mentioned engine, wherein the horizontal axis of the above-mentioned first relationship mapping table is the rotation speed of the above-mentioned engine. , the vertical axis of the above-mentioned first relational mapping table is the load of the above-mentioned engine, and the above-mentioned first relational mapping table is used to characterize the relationship between the above-mentioned engine speed, the above-mentioned engine load and the EGR rate; Step S2014, determine the above-mentioned current speed and the above-mentioned current speed The EGR rate corresponding to the load in the first relationship mapping table is the corresponding EGR rate. This method can quickly obtain the second EGR rate and the third EGR rate through the engine speed and engine load.

Specifically, the EGR rate is positively related to the engine load, and the EGR rate is inversely related to the engine speed. As the engine load increases, more air intake is required to maintain combustion, resulting in more exhaust gas being recycled back. As the engine load increases, the EGR rate also increases. Because high speed will generate more intake back pressure, limiting the amount of EGR. As engine speed increases, the EGR rate decreases. In addition, the EGR rate is also related to the fuel injection amount. More fuel injection causes more exhaust gas circulation. The EGR system usually sets a maximum limit EGR rate to avoid excessively high EGR rates affecting engine stability and emission performance. In order to achieve optimal emissions and performance, the corresponding relationship between EGR rate and engine speed load requires multiple tests and parameter debugging to obtain the optimal curve.

In order to further achieve rapid acquisition of the first ignition advance angle and the second ignition advance angle, the above-mentioned step S202 of the present application can be implemented through the following steps: Step S2021, obtain the second relationship mapping table, the current speed of the above-mentioned engine, and the current speed of the above-mentioned engine. Load, wherein the horizontal axis of the above-mentioned second relationship map is the rotation speed of the above-mentioned engine, and the vertical axis of the above-mentioned second relationship map is the load of the above-mentioned engine. The above-mentioned second relationship map is used to represent the rotation speed of the above-mentioned engine, the above-mentioned engine The relationship between the load and the ignition advance angle; step S2022, determine the ignition advance angle corresponding to the current rotation speed and the current load in the second relationship mapping table as the corresponding ignition advance angle.

Specifically, the ignition advance angle is directly proportional to the rotation speed, and the ignition advance angle is inversely proportional to the load. As the engine speed increases, the combustion speed is faster, and ignition needs to be advanced to ensure optimal combustion. The ignition advance angle is larger at high speeds. The combustion speed is fast at high load, and the ignition advance angle needs to be reduced to avoid premature ignition. The ignition advance angle is larger at low load. When the speed load changes, the ignition advance angle needs to be adjusted in real time to adapt to changes in combustion speed. The adjustment of the ignition advance angle is mainly realized through the engine electronic control unit, which controls the contacts after calculation based on the speed load information. The optimal adjustment curve for the ignition advance angle needs to be obtained through experiments to optimize combustion performance and stability under different operating conditions. The higher the speed or the lower the load, the greater the ignition advance angle.

The above-mentioned step S202 can also be implemented in other ways, as shown in Figure 3, for example: step S2023, calculate the absolute value of the difference between the above-mentioned second EGR rate and the above-mentioned third EGR rate, obtain the first absolute value, and determine the above-mentioned third EGR rate. Whether an absolute value is less than the threshold; step S2024, if the first absolute value is less than the threshold, obtain the first correction coefficient and the second correction coefficient, and calculate the average of the first correction coefficient and the second correction coefficient. , obtain the above-mentioned corresponding target correction coefficient, the above-mentioned first correction coefficient is the preset minimum correction coefficient, and the above-mentioned second correction coefficient is the preset maximum correction coefficient; Step S2025, when the above-mentioned first absolute value is greater than or equal to the above-mentioned threshold value , calculate the ratio of the second absolute value to the first absolute value as the corresponding target correction coefficient, wherein the second absolute value is the absolute value of the difference between the first ignition advance angle and the second ignition advance angle. This method can obtain different target correction coefficients based on the difference between the third EGR rate (i.e., target EGR rate) and the second EGR rate (minimum EGR rate), so that the ignition advance angle can be corrected by zone within each EGR rate interval. .

Specifically, when the difference between the third EGR rate (i.e., target EGR rate) and the second EGR rate (minimum EGR rate) is less than a certain value, the target correction coefficient is the average of the preset maximum correction coefficient and the preset minimum correction coefficient. value; when the difference between the third EGR rate (i.e., target EGR rate) and the second EGR rate (minimum EGR rate) gradually increases, the target correction coefficient increases from the average value to the second absolute value and the above-mentioned first absolute value. value ratio.

The above step S202 can also be implemented in other ways, for example: calculating the product of the difference between the above-mentioned first EGR rate and the above-mentioned second EGR rate and the above-mentioned difference coefficient to obtain a second value, calculating the above-mentioned second value and the above-mentioned second EGR. The sum of the rates yields the above-mentioned fourth EGR rate. This method can further correct the EGR rate to obtain the above-mentioned fourth EGR rate.

Specifically, when the fourth EGR rate, that is, the corrected EGR rate, has low EGR rate accuracy, the EGR rate control accuracy can be improved by introducing the corrected EGR rate. This difference coefficient is equal to the product of the above-mentioned calculated difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain the difference coefficient of the first value.

The above-mentioned step S202 can also be implemented in other ways, for example: step S2026, calculate the absolute value of the difference between the above-mentioned fourth EGR rate and the above-mentioned first EGR rate, and obtain a third absolute value; step S2027, calculate the above-mentioned third absolute value and The sum of the product of the above-mentioned first target correction coefficient and the above-mentioned first ignition advance angle obtains the above-mentioned first target ignition advance angle. This method can further accurately determine the above-mentioned first target ignition advance angle.

Specifically, when the above-mentioned first EGR rate is greater than the above-mentioned third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the product of the third absolute value and the above-mentioned first target correction coefficient is used to calculate the above-mentioned first point. The ignition advance angle is the initial ignition advance angle to be corrected.

In some embodiments, the above-mentioned step S203 can be implemented through the following steps: step S2031, calculate the absolute value of the difference between the above-mentioned fourth EGR rate and the above-mentioned first EGR rate, and obtain the above-mentioned third absolute value; step S2032, calculate the above-mentioned The sum of the product of the third absolute value and the above-mentioned second target correction coefficient and the above-mentioned second ignition advance angle obtains the above-mentioned second target ignition advance angle. This method can further accurately determine the above-mentioned second target ignition advance angle.

Specifically, when the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the product of the third absolute value and the second target correction coefficient is used to calculate the second target correction coefficient. The ignition advance angle is the minimum ignition advance angle to be corrected.

In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the implementation process of the method for determining the ignition advance angle of the engine of the present application will be described in detail below with reference to specific embodiments.

This embodiment relates to a specific method for determining the ignition advance angle of an engine, as shown in Figure 4, which includes the following steps:

Step S1: Determine whether the engine is in transient operating condition;

Step S2: When the engine is in transient operating conditions, determine whether the value of |R _nom -R _min | is less than the threshold, R _nom is the target EGR rate, and R _min is the minimum EGR rate;

Step S3: When the value of |R _nom -R _min | is less than the threshold, the correction coefficient is |a ₀ -a ₁ |/|R _nom -R _min |, and the value of |R _nom -R _min | is greater than or equal to the threshold. In this case, the correction coefficient is the average value of the preset maximum correction coefficient and the preset minimum correction coefficient, a ₀ is the basic ignition advance angle, and a ₁ is the lower limit value of the basic ignition advance angle obtained based on the speed and load table lookup. ;

Step S4: Determine the relationship between the actual EGR rate R _act , the target EGR rate R _nom and the minimum EGR rate R _min respectively;

Step S5: When R _act > R _nom , the ignition advance angle = | R _set - R _nom | × P + a ₀ . When R _act < R _min , the ignition advance angle = | R _set - R _nom | × P+a ₁ , when R _min <R _act <R _nom , interpolation is performed between a ₀ and a ₁ , where the interpolation factor is the same as when calculating R _set . R _set is obtained by interpolating R _nom and R _min . P is the target correction coefficient.

The embodiment of the present application also provides a device for determining the ignition advance angle of the engine. It should be noted that the device for determining the ignition advance angle of the engine in the embodiment of the present application can be used to perform the method for the engine provided by the embodiment of the present application. How to determine the ignition advance angle. This device is used to implement the above embodiments and preferred implementations, and what has been described will not be described again. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

The following is an introduction to the device for determining the ignition advance angle of the engine provided by the embodiment of the present application.

FIG. 5 is a schematic diagram of a device for determining the ignition advance angle of an engine according to an embodiment of the present application. As shown in Figure 5, the device includes:

The acquisition unit 10 is used to determine whether the engine is in a transient operating condition. When the engine is in the transient operating condition, acquire the first EGR rate, the second EGR rate and the third EGR rate, and determine the first EGR rate respectively. The relationship between the EGR rate and the above-mentioned second EGR rate and the above-mentioned third EGR rate, the above-mentioned first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the above-mentioned second EGR rate is the minimum EGR rate allowed by the above-mentioned exhaust gas recirculation system, The above-mentioned third EGR rate is a preset target EGR rate of the above-mentioned exhaust gas recirculation system. The above-mentioned exhaust gas recirculation system is connected to the above-mentioned engine and is used to recirculate the exhaust gas discharged by the above-mentioned engine. The above-mentioned third EGR rate is greater than the above-mentioned second EGR rate. EGR rate;

Specifically, EGR refers to exhaust gas recirculation, which returns part of the exhaust gas emitted by the engine back to the manifold. Since the exhaust gas contains a large amount of carbon dioxide and water vapor, it has a high specific heat capacity and absorbs a large amount of heat, lowering the maximum combustion temperature in the cylinder, which can reduce nitrogen oxides. of generation. The EGR rate is the combustion chamber recirculation rate, which is a measure of the mixing ratio of the combustion chamber recirculated gas and fresh intake air. The EGR rate is the ratio of the volume of recirculated gas in the combustion chamber to the volume of recirculated gas in the combustion chamber. The higher the EGR rate, the greater the proportion of recirculated gas in the combustion chamber. When the engine is in a transient operating condition, the combustion chamber requires more fresh air. The EGR strategy in the existing technology will introduce more exhaust gas under transient operating conditions, affecting the air consumption when the engine is in a transient state. sex. The above-mentioned first EGR rate is the actual EGR rate. The above-mentioned first EGR rate can be obtained in the following way. Subtract the exhaust volume from the intake air volume to obtain the EGR amount. Divide the EGR amount by the intake air volume to calculate the EGR rate; use the built-in EGR-MAP sensor in the EGR system, which can directly provide EGR rate signal; use a simple urea respirometer to calculate the actual EGR rate based on the dilution of the urea solution; use a gas analyzer (such as atmospheric mass spectrometry) to analyze the intake air and exhaust gas composition. The EGR rate is calculated based on the difference in carbon dioxide and nitrogen oxide concentrations. The above-mentioned second EGR rate is the minimum EGR rate, which is the minimum EGR rate allowed under the current working conditions. If the EGR rate is too small, it will cause the EGR valve to fluctuate, and the exhaust gas fluctuation will seriously control instability. Based on this design, the minimum EGR rate; the above-mentioned third EGR rate That is, the target EGR rate is the ideal EGR rate requested under current working conditions.

The first correction unit 20 is configured to obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle when the above-mentioned first EGR rate is greater than the above-mentioned third EGR rate, and use the above-mentioned first target correction The coefficient, the above-mentioned third EGR rate and the above-mentioned fourth EGR rate correct the above-mentioned first ignition advance angle to obtain the first target ignition advance angle, wherein the above-mentioned first ignition advance angle is the initial ignition advance angle of the above-mentioned engine, The above-mentioned fourth EGR rate is a corrected EGR rate obtained by modifying the above-mentioned second EGR rate by using the above-mentioned first EGR rate;

Specifically, when the engine is working, the ignition time has a great impact on the engine's performance. Pre-ignition means that the spark plug sparks before the piston reaches the compression top dead center, igniting the combustible mixture in the combustion chamber. From the ignition time until the piston reaches the compression Top dead center, the angle the crankshaft rotates during this period is called the ignition advance angle. Increasing the ignition advance angle can increase torque output, thereby increasing engine power; moderately reducing the ignition advance angle can reduce the fuel injection time in the combustion chamber, thereby reducing fuel consumption; reducing the ignition advance angle can reduce exhaust gas temperature, thereby reducing emissions. Therefore, engine tuning often requires multiple considerations of ignition advance angle and balancing power, fuel consumption and emission targets. The ignition advance angle is mainly adjusted in real time by the ignition controller according to parameters such as the speed and load of the pipe vehicle. It can also be manually fine-tuned through the handwheel. If the ignition advance angle is too large or too small, it will cause problems such as difficulty in starting the engine, uneven fuel injection, increased vibration, etc., affecting engine performance and operating safety. When the first EGR rate is greater than the third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the first ignition advance angle, that is, the initial ignition advance angle needs to be corrected.

The second correction unit 30 is configured to obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle when the above-mentioned first EGR rate is less than the above-mentioned second EGR rate, and use the above-mentioned second target correction The coefficient, the above-mentioned third EGR rate and the above-mentioned fourth EGR rate correct the above-mentioned second ignition advance angle to obtain a second target ignition advance angle, wherein the above-mentioned second ignition advance angle is the minimum ignition advance angle of the above-mentioned engine, and the above-mentioned third ignition advance angle is obtained. The second ignition advance angle is smaller than the above-mentioned first ignition advance angle;

Specifically, when the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the second ignition advance angle, that is, the minimum ignition advance angle, needs to be corrected.

The third correction unit 40 is configured to obtain the first ignition advance angle, the second ignition advance angle and the difference when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate. value coefficient, and calculate the product of the difference between the above-mentioned first ignition advance angle and the above-mentioned second ignition advance angle and the above-mentioned difference coefficient to obtain the first value, and calculate the sum of the above-mentioned first value and the above-mentioned second ignition advance angle , obtain the third target ignition advance angle.

Specifically, when the above-mentioned first EGR rate is greater than or equal to the above-mentioned second EGR rate and less than or equal to the above-mentioned third EGR rate, it means that the actual EGR rate is between the minimum EGR rate and the target EGR rate. Therefore, it is necessary to analyze the first point The ignition advance angle, which is the initial ignition advance angle, and the second ignition advance angle, which is the minimum ignition advance angle, are interpolated to obtain the third target ignition advance angle. There is a corresponding relationship between the ignition advance angle and the EGR rate. Increasing the ignition advance angle can increase the EGR rate. The larger the ignition advance angle, the stronger the exhaust pulse energy, which is beneficial to pushing the exhaust gas in the cylinder into the EGR circuit. Properly increasing the EGR rate can appropriately increase the ignition advance angle. EGR can reduce the average temperature and pressure in the cylinder, so the ignition advance angle can be slightly increased. Generally speaking, there is an optimal matching point between the EGR rate and the ignition advance angle, when the vehicle emissions and fuel consumption are best.

Through this embodiment, the acquisition unit determines whether the engine is in a transient operating condition, and when the engine is in a transient operating condition, determines the relationship between the first EGR rate, the second EGR rate, and the third EGR rate respectively; first correction When the first EGR rate is greater than the third EGR rate, the unit uses the first target correction coefficient, the third EGR rate and the fourth EGR rate to correct the first ignition advance angle to obtain the first target ignition advance angle; When the first EGR rate is less than the second EGR rate, the second correction unit uses the second target correction coefficient, the third EGR rate and the fourth EGR rate to correct the second ignition advance angle to obtain the second target ignition advance angle; When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, the third correction unit calculates the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient, and obtains The first value is calculated, and the sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle. According to the relationship between the first EGR rate (i.e., the actual EGR rate), the second EGR rate (i.e., the minimum EGR rate), and the third EGR rate (i.e., the target EGR rate) of the engine under transient operating conditions, the selection is made in different intervals. Different target correction coefficients perform zone corrections on different ignition advance angles to obtain corresponding target ignition advance angles, so that the engine can accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in the prior art that the ignition advance angle cannot be accurately determined when the engine is in transient operating conditions.

As an optional solution, the above-mentioned acquisition unit includes a first acquisition module and a first determination module, wherein the first acquisition module is used to acquire the rotation speed and load of the above-mentioned engine; the first determination module is used to obtain the above-mentioned rotation speed and the above-mentioned load. In the case of instantaneous changes occurring within the same time period, it is determined that the above-mentioned engine is in the above-mentioned transient operating condition. This device quickly determines whether the above-mentioned engine is in the above-mentioned transient operating condition only through engine speed and load.

Specifically, the transient operating condition of the engine refers to the specific working state of the engine at a specified moment. It describes the operating status of the engine at a certain moment through a series of parameters, including speed, load, temperature, pressure, throttle position, etc. Among them, the engine speed reflects its mechanical energy output, and the engine load includes parameters such as torque and power. The temperatures of different components include oil temperature, cylinder temperature, etc., and the pressure inside the engine, such as combustion chamber pressure. Throttle position, for example: control the position of the throttle. By monitoring and understanding the engine's transient operating conditions, its operating status can be more sensitively judged, adjustments and repairs can be made in a timely manner, and the engine can be kept in optimal condition.

In an optional solution, the above-mentioned acquisition unit also includes a second acquisition module and a second determination module, wherein the second acquisition module is used to acquire the first relationship mapping table, the current rotation speed of the above-mentioned engine, and the current load of the above-mentioned engine, where , the horizontal axis of the above-mentioned first relational mapping table is the rotation speed of the above-mentioned engine, and the vertical axis of the above-mentioned first relational mapping table is the load of the above-mentioned engine. The above-mentioned first relational mapping table is used to represent the rotation speed of the above-mentioned engine, the load of the above-mentioned engine and The relationship between the EGR rate; the second determination module is used to determine the EGR rate corresponding to the current rotation speed and the current load in the first relationship mapping table. The device can quickly obtain the second EGR rate and the third EGR rate through engine speed and engine load.

Specifically, the EGR rate is positively related to the engine load, and the EGR rate is inversely related to the engine speed. As the engine load increases, more air intake is required to maintain combustion, resulting in more exhaust gas being recycled back. As the engine load increases, the EGR rate also increases. Because high speed will generate more intake back pressure, limiting the amount of EGR. As engine speed increases, the EGR rate decreases. In addition, the EGR rate is also related to the fuel injection amount. More fuel injection causes more exhaust gas circulation. The EGR system usually sets a maximum limit EGR rate to avoid excessively high EGR rates affecting engine stability and emission performance. In order to achieve optimal emissions and performance, the corresponding relationship between EGR rate and engine speed load requires multiple tests and parameter debugging to obtain the optimal curve.

In this embodiment, in order to further achieve rapid acquisition of the first ignition advance angle and the second ignition advance angle, the first correction unit includes a third acquisition module and a third determination module, wherein the above-mentioned step S202 of the present application can be performed through the following steps Implementation: Step S2021, obtain the second relationship mapping table, the current rotation speed of the above-mentioned engine, and the current load of the above-mentioned engine, wherein the horizontal axis of the above-mentioned second relationship mapping table is the rotation speed of the above-mentioned engine, and the vertical axis of the above-mentioned second relationship mapping table is the rotation speed of the above-mentioned engine. is the load of the above-mentioned engine, and the above-mentioned second relationship mapping table is used to represent the relationship between the above-mentioned engine speed, the above-mentioned engine load and the ignition advance angle; step S2022, determine whether the above-mentioned current speed and the above-mentioned current load are in the above-mentioned second relationship mapping table The corresponding ignition advance angle is the corresponding ignition advance angle.

Specifically, the ignition advance angle is directly proportional to the rotation speed, and the ignition advance angle is inversely proportional to the load. As the engine speed increases, the combustion speed is faster, and ignition needs to be advanced to ensure optimal combustion. The ignition advance angle is larger at high speeds. The combustion speed is fast at high load, and the ignition advance angle needs to be reduced to avoid premature ignition. The ignition advance angle is larger at low load. When the speed load changes, the ignition advance angle needs to be adjusted in real time to adapt to changes in combustion speed. The adjustment of the ignition advance angle is mainly realized through the engine electronic control unit, which controls the contacts after calculation based on the speed load information. The optimal adjustment curve for the ignition advance angle needs to be obtained through experiments to optimize combustion performance and stability under different operating conditions. The higher the speed or the lower the load, the greater the ignition advance angle.

The above-mentioned second correction unit also includes a first calculation module 201, a second calculation module 202 and a third calculation module 203. As shown in Figure 6, the first calculation module 201 is used to calculate the absolute value of the difference between the above-mentioned second EGR rate and the above-mentioned third EGR rate, obtain the first absolute value, and determine whether the above-mentioned first absolute value is less than a threshold; The second calculation module 202 is configured to obtain the first correction coefficient and the second correction coefficient when the first absolute value is less than the above threshold, and calculate the average of the first correction coefficient and the second correction coefficient to obtain the above correspondence. Target correction coefficient, the above-mentioned first correction coefficient is a preset minimum correction coefficient, and the above-mentioned second correction coefficient is a preset maximum correction coefficient; the third calculation module 203 is used when the above-mentioned first absolute value is greater than or equal to the above-mentioned threshold. , calculate the ratio of the second absolute value to the first absolute value as the corresponding target correction coefficient, wherein the second absolute value is the absolute value of the difference between the first ignition advance angle and the second ignition advance angle. The device can obtain different target correction coefficients based on the difference between the third EGR rate (i.e., target EGR rate) and the second EGR rate (minimum EGR rate), so that the ignition advance angle can be corrected in zones within each EGR rate interval. .

Specifically, when the difference between the third EGR rate (i.e., target EGR rate) and the second EGR rate (minimum EGR rate) is less than a certain value, the target correction coefficient is the average of the preset maximum correction coefficient and the preset minimum correction coefficient. value; when the difference between the third EGR rate (i.e., target EGR rate) and the second EGR rate (minimum EGR rate) gradually increases, the target correction coefficient increases from the average value to the second absolute value and the above-mentioned first absolute value. value ratio.

The above-mentioned first correction unit is also used to calculate the product of the difference between the above-mentioned first EGR rate and the above-mentioned second EGR rate and the above-mentioned difference coefficient to obtain a second numerical value, and calculate the sum of the above-mentioned second numerical value and the above-mentioned second EGR rate, The above fourth EGR rate is obtained. The device can further correct the EGR rate to obtain the above-mentioned fourth EGR rate.

Specifically, when the fourth EGR rate, that is, the corrected EGR rate, has low EGR rate accuracy, the EGR rate control accuracy can be improved by introducing the corrected EGR rate. This difference coefficient is equal to the product of the above-mentioned calculated difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain the difference coefficient of the first value.

The above-mentioned first correction unit also includes a fourth calculation module and a fifth calculation module, wherein the fourth calculation module is used to calculate the absolute value of the difference between the above-mentioned fourth EGR rate and the above-mentioned first EGR rate to obtain a third absolute value; The fifth calculation module is used to calculate the sum of the product of the above-mentioned third absolute value and the above-mentioned first target correction coefficient and the above-mentioned first ignition advance angle to obtain the above-mentioned first target ignition advance angle. This device can further accurately determine the above-mentioned first target ignition advance angle.

Specifically, when the above-mentioned first EGR rate is greater than the above-mentioned third EGR rate, it means that the actual EGR rate has exceeded the target EGR rate. Therefore, the product of the third absolute value and the above-mentioned first target correction coefficient is used to calculate the above-mentioned first point. The ignition advance angle is the initial ignition advance angle to be corrected.

In some embodiments, the above-mentioned second correction unit includes a sixth calculation module and a seventh calculation module, wherein the sixth calculation module is used to calculate the absolute value of the difference between the above-mentioned fourth EGR rate and the above-mentioned first EGR rate, obtaining The third absolute value; the seventh calculation module is used to calculate the sum of the product of the third absolute value and the second target correction coefficient and the second ignition advance angle to obtain the second target ignition advance angle. This device can further accurately determine the above-mentioned second target ignition advance angle.

Specifically, when the first EGR rate is less than the second EGR rate, it means that the actual EGR rate has not yet reached the minimum EGR rate. Therefore, the product of the third absolute value and the second target correction coefficient is used to calculate the second target correction coefficient. The ignition advance angle is the minimum ignition advance angle to be corrected.

The device for determining the ignition advance angle of the engine includes a processor and a memory. The acquisition unit, the first correction unit, the second correction unit, the third correction unit, etc. are all stored in the memory as program units and are executed by the processor and stored in the memory. The above program units in the program are used to implement the corresponding functions. The above-mentioned modules are all located in the same processor; or, the above-mentioned modules are located in different processors in any combination.

The processor contains a core, which retrieves the corresponding program unit from the memory. One or more kernels can be set to determine the ignition advance angle of the engine by adjusting the kernel parameters.

Memory may include non-permanent memory in computer-readable media, random access memory (RAM) and/or non-volatile memory, such as read-only memory (ROM) or flash memory (flash RAM). The memory includes at least one memory chips.

An embodiment of the present invention provides a computer-readable storage medium. The computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to perform the determination of the ignition advance angle of the engine. method.

Specifically, the method for determining the ignition advance angle of the engine includes:

Step S201, determine whether the engine is in the transient operating condition. When the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate and the third EGR rate, and determine the first EGR rate and the third EGR rate respectively. The relationship between the above-mentioned second EGR rate and the above-mentioned third EGR rate, the above-mentioned first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the above-mentioned second EGR rate is the minimum EGR rate allowed by the above-mentioned exhaust gas recirculation system, the above-mentioned third EGR rate The EGR rate is a preset target EGR rate of the above-mentioned exhaust gas recirculation system, the above-mentioned exhaust gas recirculation system is connected to the above-mentioned engine and is used to recirculate the exhaust gas discharged by the above-mentioned engine, and the above-mentioned third EGR rate is greater than the above-mentioned second EGR rate;

Step S202, when the first EGR rate is greater than the third EGR rate, obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle, and use the first target correction coefficient, the third The EGR rate and the above-mentioned fourth EGR rate correct the above-mentioned first ignition advance angle to obtain the first target ignition advance angle, wherein the above-mentioned first ignition advance angle is the initial ignition advance angle of the above-mentioned engine, and the above-mentioned fourth EGR rate is the corrected EGR rate obtained by correcting the above-mentioned second EGR rate by using the above-mentioned first EGR rate;

Step S203, when the first EGR rate is less than the second EGR rate, obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle, and use the second target correction coefficient, the third The EGR rate and the fourth EGR rate correct the second ignition advance angle to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than The above-mentioned first ignition advance angle;

Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, obtain the first ignition advance angle, the second ignition advance angle and the difference coefficient, and calculate The product of the difference between the above-mentioned first ignition advance angle and the above-mentioned second ignition advance angle and the above-mentioned difference coefficient is to obtain the first value, and the sum of the above-mentioned first value and the above-mentioned second ignition advance angle is calculated to obtain the third target Ignition advance angle.

An embodiment of the present invention provides a processor. The processor is configured to run a program. When the program is running, the method for determining the ignition advance angle of the engine is executed.

Specifically, the method for determining the ignition advance angle of the engine includes:

Step S201, determine whether the engine is in the transient operating condition. When the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate and the third EGR rate, and determine the first EGR rate and the third EGR rate respectively. The relationship between the above-mentioned second EGR rate and the above-mentioned third EGR rate, the above-mentioned first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the above-mentioned second EGR rate is the minimum EGR rate allowed by the above-mentioned exhaust gas recirculation system, the above-mentioned third EGR rate The EGR rate is a preset target EGR rate of the above-mentioned exhaust gas recirculation system, the above-mentioned exhaust gas recirculation system is connected to the above-mentioned engine and is used to recirculate the exhaust gas discharged by the above-mentioned engine, and the above-mentioned third EGR rate is greater than the above-mentioned second EGR rate;

Step S202, when the first EGR rate is greater than the third EGR rate, obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle, and use the first target correction coefficient, the third The EGR rate and the above-mentioned fourth EGR rate correct the above-mentioned first ignition advance angle to obtain the first target ignition advance angle, wherein the above-mentioned first ignition advance angle is the initial ignition advance angle of the above-mentioned engine, and the above-mentioned fourth EGR rate is the corrected EGR rate obtained by correcting the above-mentioned second EGR rate by using the above-mentioned first EGR rate;

Step S203, when the first EGR rate is less than the second EGR rate, obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle, and use the second target correction coefficient, the third The EGR rate and the fourth EGR rate correct the second ignition advance angle to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than The above-mentioned first ignition advance angle;

Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, obtain the first ignition advance angle, the second ignition advance angle and the difference coefficient, and calculate The product of the difference between the above-mentioned first ignition advance angle and the above-mentioned second ignition advance angle and the above-mentioned difference coefficient is to obtain the first value, and the sum of the above-mentioned first value and the above-mentioned second ignition advance angle is calculated to obtain the third target Ignition advance angle.

An embodiment of the present invention provides a device. The device includes a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements at least the following steps:

Step S201, determine whether the engine is in the transient operating condition. When the engine is in the transient operating condition, obtain the first EGR rate, the second EGR rate and the third EGR rate, and determine the first EGR rate and the third EGR rate respectively. The relationship between the above-mentioned second EGR rate and the above-mentioned third EGR rate, the above-mentioned first EGR rate is the actual EGR rate of the exhaust gas recirculation system, the above-mentioned second EGR rate is the minimum EGR rate allowed by the above-mentioned exhaust gas recirculation system, the above-mentioned third EGR rate The EGR rate is a preset target EGR rate of the above-mentioned exhaust gas recirculation system, the above-mentioned exhaust gas recirculation system is connected to the above-mentioned engine and is used to recirculate the exhaust gas discharged by the above-mentioned engine, and the above-mentioned third EGR rate is greater than the above-mentioned second EGR rate;

Step S202, when the first EGR rate is greater than the third EGR rate, obtain the first target correction coefficient, the fourth EGR rate and the first ignition advance angle, and use the first target correction coefficient, the third The EGR rate and the above-mentioned fourth EGR rate correct the above-mentioned first ignition advance angle to obtain the first target ignition advance angle, wherein the above-mentioned first ignition advance angle is the initial ignition advance angle of the above-mentioned engine, and the above-mentioned fourth EGR rate is the corrected EGR rate obtained by correcting the above-mentioned second EGR rate by using the above-mentioned first EGR rate;

Step S203, when the first EGR rate is less than the second EGR rate, obtain the second target correction coefficient, the fourth EGR rate and the second ignition advance angle, and use the second target correction coefficient, the third The EGR rate and the fourth EGR rate correct the second ignition advance angle to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is less than The above-mentioned first ignition advance angle;

Step S204: When the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, obtain the first ignition advance angle, the second ignition advance angle and the difference coefficient, and calculate The product of the difference between the above-mentioned first ignition advance angle and the above-mentioned second ignition advance angle and the above-mentioned difference coefficient is to obtain the first value, and the sum of the above-mentioned first value and the above-mentioned second ignition advance angle is calculated to obtain the third target Ignition advance angle.

The devices in this article can be servers, PCs, PADs, mobile phones, etc.

The application also provides a computer program product adapted to execute a program having method steps for initialization when executed on a data processing device.

Obviously, those skilled in the art should understand that the above-mentioned modules or steps of the present invention can be implemented using general-purpose computing devices. They can be concentrated on a single computing device, or distributed across a network composed of multiple computing devices. They may be implemented in program code executable by a computing device, such that they may be stored in a storage device for execution by the computing device, and in some cases may be executed in a sequence different from that shown herein. Or the described steps can be implemented by making them into individual integrated circuit modules respectively, or by making multiple modules or steps among them into a single integrated circuit module. As such, the invention is not limited to any specific combination of hardware and software.

Those skilled in the art will understand that embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment that combines software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each process and/or block in the flowchart illustrations and/or block diagrams, and combinations of processes and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing device to produce a machine, such that the instructions executed by the processor of the computer or other programmable data processing device produce a use A device for realizing the functions specified in one process or multiple processes of the flowchart and/or one block or multiple blocks of the block diagram.

These computer program instructions may also be stored in a computer-readable memory that causes a computer or other programmable data processing apparatus to operate in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction means, the instructions The device implements the functions specified in a process or processes of the flowchart and/or a block or blocks of the block diagram.

These computer program instructions may also be loaded onto a computer or other programmable data processing device, causing a series of operating steps to be performed on the computer or other programmable device to produce computer-implemented processing, thereby executing on the computer or other programmable device. Instructions provide steps for implementing the functions specified in a process or processes of a flowchart diagram and/or a block or blocks of a block diagram.

In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.

Computer-readable media includes both persistent and non-volatile, removable and non-removable media that can be implemented by any method or technology for storage of information. Information may be computer-readable instructions, data structures, modules of programs, 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), and 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 tape cassettes, tape magnetic disk storage or other magnetic storage devices or any other non-transmission medium can be used to store information that can be accessed by a computing device. As defined in this article, computer-readable media does not include transitory media, such as modulated data signals and carrier waves.

It should also be noted that the terms "comprises," "comprises," or any other variation thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements not only includes those elements, but also includes Other elements are not expressly listed or are inherent to the process, method, article or equipment. Without further limitation, an element qualified by the statement "comprises a..." does not exclude the presence of additional identical elements in the process, method, good, or device that includes the element.

From the above description, it can be seen that the above-mentioned embodiments of the present application achieve the following technical effects:

1). The method for determining the ignition advance angle of the engine in this application first determines whether the engine is in a transient operating condition. When the engine is in a transient operating condition, determine the first EGR rate, the second EGR rate and the third EGR rate respectively. The relationship between the three EGR rates; when the first EGR rate is greater than the third EGR rate, the first target correction coefficient, the third EGR rate and the fourth EGR rate are used to correct the first ignition advance angle to obtain the first Target ignition advance angle; when the first EGR rate is less than the second EGR rate, use the second target correction coefficient, the third EGR rate and the fourth EGR rate to correct the second ignition advance angle to obtain the second target ignition advance angle. angle; when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate, calculate the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain the first value, and calculate the sum of the first value and the second ignition advance angle to obtain the third target ignition advance angle. According to the relationship between the first EGR rate (i.e., the actual EGR rate), the second EGR rate (i.e., the minimum EGR rate), and the third EGR rate (i.e., the target EGR rate) of the engine under transient operating conditions, the selection is made in different intervals. Different target correction coefficients perform zone corrections on different ignition advance angles to obtain corresponding target ignition advance angles, so that the engine can accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in the prior art that the ignition advance angle cannot be accurately determined when the engine is in transient operating conditions.

2). In the device for determining the ignition advance angle of the engine of the present application, the acquisition unit determines whether the engine is in a transient operating condition. When the engine is in a transient operating condition, the first EGR rate, the second EGR rate and the third EGR rate are determined respectively. The relationship between the three EGR rates; when the first EGR rate is greater than the third EGR rate, the first correction unit uses the first target correction coefficient, the third EGR rate and the fourth EGR rate to correct the first ignition advance angle. , to obtain the first target ignition advance angle; when the first EGR rate is less than the second EGR rate, the second correction unit uses the second target correction coefficient, the third EGR rate and the fourth EGR rate to calculate the second ignition advance angle. Correction to obtain the second target ignition advance angle; the third correction unit calculates the difference between the first ignition advance angle and the second ignition advance angle when the first EGR rate is greater than or equal to the second EGR rate and less than or equal to the third EGR rate. The product of the difference and the difference coefficient is used to obtain the first value, and the sum of the first value and the second ignition advance angle is calculated to obtain the third target ignition advance angle. According to the relationship between the first EGR rate (i.e., the actual EGR rate), the second EGR rate (i.e., the minimum EGR rate), and the third EGR rate (i.e., the target EGR rate) of the engine under transient operating conditions, the selection is made in different intervals. Different target correction coefficients perform zone corrections on different ignition advance angles to obtain corresponding target ignition advance angles, so that the engine can accurately correct the ignition advance angle under different transient operating conditions. This solves the technical problem in the existing technology that the ignition advance angle cannot be accurately determined when the engine is in transient operating conditions.

The above descriptions are only preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this application shall be included in the protection scope of this application.

Claims (10)

1. A method of determining an ignition advance angle of an engine, comprising:

determining whether an engine is in a transient state, acquiring a first EGR rate, a second EGR rate and a third EGR rate under the condition that the engine is in the transient state, respectively determining the magnitude relation between the first EGR rate and the second EGR rate and between the first EGR rate and the third EGR rate, wherein the first EGR rate is the actual EGR rate of an exhaust gas recirculation system, the second EGR rate is the minimum EGR rate allowed by the exhaust gas recirculation system, the third EGR rate is a target EGR rate preset by the exhaust gas recirculation system, the exhaust gas recirculation system is connected with the engine and is used for recirculating exhaust gas discharged by the engine, and the third EGR rate is larger than the second EGR rate;

acquiring a first target correction coefficient, a fourth EGR rate and a first ignition advance angle when the first EGR rate is larger than the third EGR rate, and correcting the first ignition advance angle by adopting the first target correction coefficient, the third EGR rate and the fourth EGR rate to obtain a first target ignition advance angle, wherein the first ignition advance angle is an initial ignition advance angle of the engine, and the fourth EGR rate is a corrected EGR rate obtained by correcting the second EGR rate by adopting the first EGR rate;

Acquiring a second target correction coefficient, the fourth EGR rate and a second ignition advance angle under the condition that the first EGR rate is smaller than the second EGR rate, and correcting the second ignition advance angle by adopting the second target correction coefficient, the third EGR rate and the fourth EGR rate to obtain a second target ignition advance angle, wherein the second ignition advance angle is the minimum ignition advance angle of the engine, and the second ignition advance angle is smaller than the first ignition advance angle;

and under the condition that the first EGR rate is larger than or equal to the second EGR rate and smaller than or equal to the third EGR rate, acquiring the first ignition advance angle, the second ignition advance angle and a difference coefficient, calculating the product of the difference value of the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and calculating the sum of the first value and the second ignition advance angle to obtain a third target ignition advance angle.

2. The method of claim 1, wherein determining whether the engine is in a transient operating condition comprises:

acquiring the rotating speed and the load of the engine;

and determining that the engine is in the transient working condition under the condition that the rotating speed and the load are changed instantaneously in the same time period.

3. The method of claim 1, wherein obtaining a corresponding EGR rate, wherein the corresponding EGR rate is the second EGR rate or the third EGR rate, comprises:

acquiring a first relation mapping table, the current rotating speed of the engine and the current load of the engine, wherein the transverse axis of the first relation mapping table is the rotating speed of the engine, the longitudinal axis of the first relation mapping table is the load of the engine, and the first relation mapping table is used for representing the relation among the rotating speed of the engine, the load of the engine and the EGR rate;

and determining the EGR rate corresponding to the current rotating speed and the current load in the first relation mapping table as the corresponding EGR rate.

4. The method of claim 1, wherein obtaining a corresponding spark advance angle, wherein the corresponding spark advance angle is the first spark advance angle or the second spark advance angle, comprises:

acquiring a second relation mapping table, the current rotating speed of the engine and the current load of the engine, wherein the horizontal axis of the second relation mapping table is the rotating speed of the engine, the vertical axis of the second relation mapping table is the load of the engine, and the second relation mapping table is used for representing the relation among the rotating speed of the engine, the load of the engine and the ignition advance angle;

And determining the ignition advance angle corresponding to the current rotating speed and the current load in the second relation mapping table as the corresponding ignition advance angle.

5. The method of claim 1, wherein obtaining a corresponding target correction coefficient, wherein the corresponding target correction coefficient is a first target correction coefficient or a second target correction coefficient, comprises:

calculating the absolute value of the difference between the second EGR rate and the third EGR rate to obtain a first absolute value, and determining whether the first absolute value is smaller than a threshold;

under the condition that the first absolute value is smaller than the threshold value, a first correction coefficient and a second correction coefficient are obtained, the average value of the first correction coefficient and the second correction coefficient is calculated, the corresponding target correction coefficient is obtained, the first correction coefficient is a preset minimum correction coefficient, and the second correction coefficient is a preset maximum correction coefficient;

and under the condition that the first absolute value is larger than or equal to the threshold value, calculating a ratio of a second absolute value to the first absolute value as the corresponding target correction coefficient, wherein the second absolute value is an absolute value of a difference value between the first ignition advance angle and the second ignition advance angle.

6. The method of claim 1, wherein obtaining a fourth EGR rate comprises:

and calculating the product of the difference value of the first EGR rate and the second EGR rate and the difference coefficient to obtain a second numerical value, and calculating the sum of the second numerical value and the second EGR rate to obtain the fourth EGR rate.

7. The method of claim 1, wherein the step of determining the position of the substrate comprises,

correcting the first ignition advance angle by adopting the first target correction coefficient, the third EGR rate and the fourth EGR rate to obtain a first target ignition advance angle, wherein the method comprises the following steps:

calculating the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain a third absolute value;

calculating the sum of the product of the third absolute value and the first target correction coefficient and the first ignition advance angle to obtain the first target ignition advance angle;

correcting the second ignition advance angle by using the second target correction coefficient, the third EGR rate and the fourth EGR rate, where obtaining the second target ignition advance angle includes:

calculating the absolute value of the difference between the fourth EGR rate and the first EGR rate to obtain the third absolute value;

and calculating the sum of the product of the third absolute value and the second target correction coefficient and the second ignition advance angle to obtain the second target ignition advance angle.

8. An engine ignition advance angle determining apparatus, comprising:

an obtaining unit, configured to determine whether an engine is in a transient condition, and obtain a first EGR rate, a second EGR rate, and a third EGR rate when the engine is in the transient condition, and determine a magnitude relation between the first EGR rate and the second and third EGR rates, respectively, where the first EGR rate is an actual EGR rate of an exhaust gas recirculation system, the second EGR rate is a minimum EGR rate allowed by the exhaust gas recirculation system, the third EGR rate is a target EGR rate preset by the exhaust gas recirculation system, and the exhaust gas recirculation system is connected with the engine and is configured to perform recirculation processing on exhaust gas discharged by the engine, and the third EGR rate is greater than the second EGR rate;

a first correction unit, configured to obtain a first target correction coefficient, a fourth EGR rate, and a first ignition advance angle when the first EGR rate is greater than the third EGR rate, and correct the first ignition advance angle with the first target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a first target ignition advance angle, where the first ignition advance angle is an initial ignition advance angle of the engine, and the fourth EGR rate is a corrected EGR rate obtained by correcting the second EGR rate with the first EGR rate;

A second correction unit, configured to obtain a second target correction coefficient, the fourth EGR rate, and a second ignition advance angle when the first EGR rate is smaller than the second EGR rate, and correct the second ignition advance angle with the second target correction coefficient, the third EGR rate, and the fourth EGR rate to obtain a second target ignition advance angle, where the second ignition advance angle is a minimum ignition advance angle of the engine, and the second ignition advance angle is smaller than the first ignition advance angle;

and the third correction unit is used for acquiring the first ignition advance angle, the second ignition advance angle and a difference coefficient under the condition that the first EGR rate is larger than or equal to the second EGR rate and smaller than or equal to the third EGR rate, calculating the product of the difference between the first ignition advance angle and the second ignition advance angle and the difference coefficient to obtain a first value, and calculating the sum of the first value and the second ignition advance angle to obtain a third target ignition advance angle.

9. A computer readable storage medium, characterized in that the computer readable storage medium comprises a stored program, wherein the program, when run, controls a device in which the computer readable storage medium is located to perform the method of any one of claims 1 to 7.

10. An electronic device comprising a memory and a processor, characterized in that the memory has stored therein a computer program, the processor being arranged to execute the method according to any of claims 1 to 7 by means of the computer program.