CN119801805A

CN119801805A - Ignition angle correction method, device, engine and vehicle

Info

Publication number: CN119801805A
Application number: CN202510087226.8A
Authority: CN
Inventors: 张蕾; 王建伟; 李佳; 赵志聪; 刘云辉; 王森
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2025-01-20
Filing date: 2025-01-20
Publication date: 2025-04-11

Abstract

The embodiment of the present application is applicable to the field of automobile technology, and provides an ignition angle correction method, device, engine and vehicle, the method comprising: if the knock retreat angle is greater than the first retreat angle threshold, then the basic ignition angle corresponding to the basic fuel is obtained according to the current engine state information; the brand corresponding to the basic fuel is less than the brand corresponding to the target fuel of the engine; based on the basic ignition angle, the engine is controlled to perform an ignition operation; if the first number of times that the knock retreat angle of the engine is greater than the second retreat angle threshold within a preset time length satisfies a first preset condition, then based on a preset correction cycle, the basic ignition angle is periodically corrected according to the target step until the difference between the corrected basic ignition angle and the target ignition angle meets a second preset condition. The method provided in this embodiment can reduce the probability of engine knock, abnormal combustion and other phenomena, thereby reducing the probability of engine failure.

Description

Ignition angle correction method and device, engine and vehicle

Technical Field

The embodiment of the application belongs to the technical field of automobiles, and particularly relates to an ignition angle correction method and device, an engine and a vehicle.

Background

The main fuel in the domestic market mainly comprises 92# fuel, 95# fuel, 98# fuel and other brands of fuel. Wherein, the mark can reflect the characteristics of the fuel oil such as antiknock property or condensation point. The higher the brand, the better the antiknock performance of the fuel represented by the brand, the larger the ignition angle of the engine can be used for performing the ignition operation on the fuel, so that the combustion process of the fuel is more similar to the ideal isovolumetric combustion process. Therefore, in the process of calibrating the ignition angle data of the engine, vehicle-enterprise research personnel are required to set target fuel oil of the engine first, and then the ignition angle data of the engine is calibrated according to the target fuel oil corresponding to the engine. Further, in order to improve the thermal efficiency of the engine as much as possible, the developer is able to calibrate the firing angle data, and therefore, the higher the performance, the higher the grade of the target fuel set by the developer.

In the prior art, ignition angle data of an engine are fixed and cannot be flexibly adjusted, so when the brand of actual fuel added by a user is smaller than the brand of target fuel corresponding to the engine, the explosion resistance of the actual fuel in the current engine is weaker than that of the target fuel corresponding to the ignition angle data used by the engine, and therefore the engine may knock, abnormal combustion and other phenomena during ignition operation, and the engine has the fault problems of spark plug ablation, piston ring flick, piston fragmentation and the like.

Disclosure of Invention

In view of the above, the embodiments of the present application provide a method, an apparatus, an engine, and a vehicle for correcting an ignition angle, so as to reduce the probability of occurrence of phenomena such as knocking and abnormal combustion of the engine, and further reduce the failure probability of the engine.

A first aspect of an embodiment of the present application provides an ignition angle correction method, including:

If the knock angle-off is larger than a first angle-off threshold, acquiring a basic ignition angle corresponding to basic fuel according to current engine state information, wherein the grade corresponding to the basic fuel is smaller than the grade corresponding to target fuel of an engine;

controlling the engine to perform an ignition operation based on the base ignition angle;

and if the first time that the knocking angle of the engine is larger than the second angle of escape threshold value within the preset time length meets a first preset condition, periodically correcting the basic ignition angle according to the target stride based on a preset correction period until the difference value between the corrected basic ignition angle and the target ignition angle meets a second preset condition.

In one possible implementation manner of the first aspect, if the first number of knock relief angles of the engine within a preset duration is greater than a second relief angle threshold value and meets a first preset condition, periodically correcting the base ignition angle according to a target step length based on a preset correction period until a difference between the corrected base ignition angle and the target ignition angle meets a second preset condition, including:

if the first time number that the knocking angle of the engine is larger than the second angle-withdrawal threshold value within the preset time length meets a first preset condition, updating the ignition angle correction time length of the engine;

in the correction period, correcting the basic ignition angle according to a target stride corresponding to the current ignition angle correction duration, and determining a corrected basic ignition angle;

Determining a target ignition angle corresponding to the target fuel according to the current engine state information;

If the difference value between the corrected basic ignition angle and the target ignition angle does not meet a second preset condition, controlling the engine to execute the ignition operation based on the corrected basic ignition angle;

Monitoring whether a second number of knocking angle withdrawal of the engine in the correction period is larger than a second angle withdrawal threshold value meets a third preset condition or not;

And if the second times meet the third preset condition, repeating to correct the basic ignition angle according to the target stride corresponding to the current ignition angle correction duration in the correction period, and determining the corrected basic ignition angle until the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition.

In a possible implementation manner, the correcting the base firing angle according to the target step corresponding to the current firing angle correction duration in the correction period, and determining the corrected base firing angle includes:

In the correction period, determining a basic ignition angle corresponding to the basic fuel oil and a target ignition angle corresponding to the target fuel oil according to the engine state information corresponding to the correction period;

determining a target stride according to the ignition angle correction duration corresponding to the correction period and the angle difference between the basic ignition angle and the target ignition angle;

and correcting the basic ignition angle according to the target stride, and determining the corrected basic ignition angle.

In one possible implementation manner, after the monitoring whether the second number of times that the knock angle of back of the engine in the correction period is greater than a second angle of back threshold satisfies a third preset condition, the method includes:

And if the second times do not meet the third preset condition, repeatedly acquiring a basic ignition angle corresponding to the basic fuel according to the current engine state information.

In one possible implementation manner, if the knock relief angle is greater than the first relief angle threshold, obtaining, according to current engine state information, a base ignition angle corresponding to the base fuel oil includes:

If the knock angle is larger than the first angle withdrawal threshold value, determining a target pressure value corresponding to the base fuel according to the rotating speed value of the engine;

adjusting a boost pressure of the engine to the target pressure value;

Monitoring whether the rotating speed value of the engine meets a preset idle speed condition;

and if the rotating speed value meets the idle speed condition, acquiring a basic ignition angle corresponding to the basic fuel according to the current engine state information.

In one possible implementation, after the controlling the engine to perform an ignition operation based on the base ignition angle, the method includes:

And if the first times that the knocking angle of the engine in the preset duration is larger than a second angle-withdrawal threshold value do not meet the first preset condition, repeatedly acquiring a basic ignition angle corresponding to the basic fuel according to the current engine state information.

In one possible implementation, the engine state information includes at least one of a rotational speed value, an average effective pressure value, an intake air temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake air amount.

A second aspect of an embodiment of the present application provides an ignition angle correction apparatus, including:

The ignition angle acquisition module is used for acquiring a basic ignition angle corresponding to basic fuel according to current engine state information if the knocking angle is larger than a first angle withdrawal threshold value, wherein the grade corresponding to the basic fuel is smaller than the grade corresponding to target fuel of the engine;

a control module for controlling the engine to perform an ignition operation based on the base ignition angle;

And the correction module is used for periodically correcting the basic ignition angle according to the target stride based on a preset correction period if the first time number of the knocking angle of the engine in the preset time length is larger than the second angle of escape threshold value meets a first preset condition, and until the difference value between the corrected basic ignition angle and the target ignition angle meets a second preset condition.

A third aspect of an embodiment of the present application provides a vehicle-mounted terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the ignition angle correction method according to the first aspect described above when executing the computer program.

A fourth aspect of the embodiments of the present application provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the firing angle correction method as described in the first aspect above.

A fifth aspect of an embodiment of the present application provides a computer program product, which when run on a computer causes the computer to perform the ignition angle correction method of the first aspect described above.

A sixth aspect of an embodiment of the present application provides an engine including a vehicle-mounted terminal for executing the ignition angle correction method described in the first aspect to correct an ignition angle of the engine;

Or the engine is connected with an external vehicle-mounted terminal, and when the external vehicle-mounted terminal executes the ignition angle correction method according to the first aspect, the engine executes an ignition operation under the control of the external vehicle-mounted terminal.

A seventh aspect of the embodiment of the present application provides a vehicle including an engine and a vehicle-mounted terminal;

The in-vehicle terminal is configured to execute the ignition angle correction method according to the first aspect described above to correct the ignition angle of the engine and control the engine to execute an ignition operation.

Compared with the prior art, the embodiment of the application has the following advantages:

In the embodiment of the application, if the vehicle-mounted terminal determines that the knocking angle of the engine is larger than a first angle-withdrawal threshold, the vehicle-mounted terminal can acquire a basic ignition angle corresponding to basic fuel according to current engine state information of the engine, wherein the grade corresponding to the basic fuel is smaller than the grade of target fuel corresponding to the engine, then the vehicle-mounted terminal can control the engine to execute ignition operation according to the basic ignition angle, if the vehicle-mounted terminal determines that the first time number of the knocking angle larger than a second angle-withdrawal threshold in a preset time length meets a first preset condition, the vehicle-mounted terminal can periodically correct the basic ignition angle according to a target step length according to a preset correction period until the difference value between the corrected basic ignition angle and the target ignition angle meets a second preset condition. According to the method provided by the embodiment, under the condition that the knocking angle is larger than the first angle-withdrawal threshold, the vehicle-mounted terminal can execute ignition operation by changing the base ignition angle corresponding to the base fuel, so that the probability of the engine continuing to generate the knocking phenomenon can be reduced. Further, since the vehicle-mounted terminal can periodically correct the basic ignition angle under the condition that the first time number meets the first preset condition, the method provided by the embodiment can reduce the probability of knocking phenomenon of the engine and enable the ignition angle to be closer to the antiknock performance of the actual fuel in the fuel tank at the same time so as to improve the thermal efficiency of the engine as much as possible.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings that are required to be used in the embodiments or the description of the prior art. It is evident that the drawings in the following description are only some embodiments of the present application and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.

FIG. 1 is a schematic illustration of a vehicle according to an embodiment of the present application;

FIG. 2 is a schematic diagram of an ignition angle correction method according to an embodiment of the present application;

FIG. 3 is a schematic diagram of another method for correcting an ignition angle according to an embodiment of the present application;

FIG. 4 is a schematic diagram of another method for correcting an ignition angle according to an embodiment of the present application;

FIG. 5 is a schematic diagram of a flow chart for correcting an ignition angle according to an embodiment of the present application;

FIG. 6 is a schematic diagram of an ignition angle correction apparatus according to an embodiment of the present application;

fig. 7 is a schematic diagram of a vehicle-mounted terminal according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

In the field of engine control of automobiles, performance and reliability of an engine are closely related to accuracy of an ignition angle of the engine when performing an ignition operation. The firing angle data of the engine is usually preset by a developer according to the target fuel adapted to the engine. In the prior art, ignition angle data of an engine are fixedly arranged and cannot be flexibly adjusted. For example, the ignition angle data preset by the developer may be an ignition angle conversion table calibrated in advance by the developer according to the fuel corresponding to the target license plate corresponding to the engine. In the starting state of the vehicle, the vehicle-mounted terminal can periodically query an ignition angle conversion table according to the current rotation speed value, the air inlet temperature value, the air inlet amount and other engine information of the engine according to an ignition angle updating period preset by a research and development personnel so as to determine the ignition angle of the engine in the current state. After the ignition angle is determined, the vehicle-mounted terminal can judge whether the rotation angle of the crankshaft in the engine is consistent with the ignition angle according to rotation angle data transmitted by a crankshaft position sensor in the engine. When the vehicle-mounted terminal determines that the rotation angle of the crankshaft is consistent with the ignition angle, the vehicle-mounted terminal can send an ignition command to the engine to control the engine to perform an ignition operation. When the ignition angle is too small, that is, when the engine performs the ignition operation too early, there is a possibility that the portion of the mixed gas in the engine that burns during compression increases, and thus the pressure and temperature in the combustion chamber of the engine increase sharply, and at this time, if the fuel is insufficient in antiknock, knocking phenomenon is easily caused. Therefore, in order to reduce the problem of engine failure during ignition, a vehicle enterprise typically requires a user to add fuel to the fueling that is greater than or equal to the target grade of the engine.

However, during actual use, due to the fact that no high-grade fuel exists in the region or the cost of fuel needs to be reduced, the grade of the actual fuel added to the vehicle by some users may be smaller than the grade of the target fuel corresponding to the engine. When the antiknock performance of the actual fuel in the engine is weaker than the antiknock performance of the target fuel corresponding to the ignition angle data used by the engine, at this time, the engine continues to execute the ignition operation according to the ignition angle data corresponding to the target license plate, which may cause abnormal phenomena such as knocking and pre-ignition of the engine.

Referring to table 1, an operation information table of a vehicle is shown.

TABLE 1

As shown in table 1, the in-vehicle terminal may periodically collect various operation information of the vehicle, such as a vehicle speed, a rotational speed value of the engine, an intake air temperature of the engine, a boost pressure of the engine, a demand pressure of the engine, whether the engine has a pre-ignition phenomenon, an opening value of the accelerator pedal, a knock relief angle of a first cylinder of the engine, a knock relief angle of a third cylinder of the engine, and a knock relief angle of a fifth cylinder of the engine. As can be seen from table 1, in the operation information acquired at 2024/7/16:9:01, the knock relief angle corresponding to the first cylinder of the engine is 0.625, the knock relief angle corresponding to the third cylinder of the engine is 0.804688, and the knock relief angle corresponding to the fifth cylinder of the engine is 0, i.e., at this time, the engine of the vehicle does not have a strong knock phenomenon. After the user executes the refueling operation, because the brand of the actual fuel added by the user is smaller than the brand of the target fuel corresponding to the engine, in the operation information with the acquisition time of 2024/7/16:10:37, the knock return angle corresponding to the first cylinder of the engine is increased to 2.6875, the knock return angle corresponding to the third cylinder of the engine is increased to 1.8125, and the knock return angle corresponding to the fifth cylinder of the engine is 1.875. Further, in the operation information with the acquisition time of 2024/7/16 10:46, the knock relief angle corresponding to the first cylinder of the engine is continuously increased to 4.101563, the knock relief angle corresponding to the third cylinder of the engine is continuously increased to 4.226563, and the knock relief angle corresponding to the fifth cylinder of the engine is continuously increased to 4.289063. In addition, in the operation information with the acquisition time of 2024/7/16:10:46, the engine also has the phenomenon of pre-ignition. Therefore, after the fuel with the brand smaller than the target fuel is added by the user, if the vehicle-mounted terminal still controls the engine to execute the ignition operation according to the target ignition angle corresponding to the target fuel, the knocking phenomenon of the engine is gradually aggravated, and the pre-ignition phenomenon of the engine is further caused.

Knocking phenomenon is a severe, non-uniform combustion phenomenon inside the engine, and a strong pressure wave is generated to strike the internal structure of the engine, thereby causing the output power of the engine to drop and the temperature inside the engine to rapidly rise. The pre-ignition phenomenon is a phenomenon in which the combustion process of the fuel becomes unstable and insufficient due to the fact that the combustion characteristics of the fuel cannot be matched with the ignition angle. The phenomenon of pre-combustion can not effectively convert heat generated by fuel combustion into mechanical energy, so that the energy transmission efficiency of the engine is reduced, and meanwhile, the phenomenon of abnormal combustion can also increase the emission of combustion products, so that the atmospheric pollution is increased. In addition, abnormal phenomena such as knocking phenomenon, preignition phenomenon and the like can further cause faults such as spark plug ablation, piston ring flick, piston fragmentation and the like of the engine.

Further, although the engine knocks, the vehicle-mounted terminal can correct the ignition angle data of the engine through knocking relief angle, so that the knocking probability of the engine in the next ignition operation is reduced. The knock relief angle is an angle value obtained by increasing the ignition angle after the vehicle-mounted terminal detects that the engine knocks. However, after the fuel with a lower grade is added, there is an essential difference in antiknock performance between the actual fuel in the engine and the target fuel of the engine, and the knock relief angle is a passive correction operation performed by the vehicle-mounted terminal based on the ignition angle data corresponding to the target fuel of the engine, so that by correcting the ignition angle only through the knock relief angle, it is impossible to ensure that the corrected ignition angle meets the ignition angle required by the actual fuel in the engine, and therefore, abnormal phenomena such as knocking or pre-ignition may still occur in the engine.

In view of this, in order to reduce the abnormal engine problem caused by the user adding fuel with lower grade by himself, the embodiment of the application provides an ignition angle correction method, which is used for automatically correcting the ignition angle data of the engine after the user adds the fuel with lower grade, so as to reduce the abnormal phenomena of engine knocking, abnormal engine combustion and the like caused by the user adding the fuel with lower grade by himself, further reduce the fault probability of the engine and improve the usability of the engine.

The technical scheme of the application is described below through specific examples.

Referring to fig. 1, a schematic diagram of a vehicle according to an embodiment of the present application is shown. As shown in fig. 1, a vehicle 1 may include an in-vehicle terminal 11 and an engine 12. The in-vehicle terminal 11 may be a device mounted inside the engine, or the in-vehicle terminal 11 may be a device mounted outside the engine and connected to the engine. The vehicle 1 may be any vehicle including the engine 12, that is, the vehicle 1 may be a hybrid vehicle including the engine 12 and other power devices, such as a hybrid vehicle including the engine 12 and an electric motor, or the vehicle 1 may be a single-power vehicle including only the engine 12. The specific method for correcting the ignition angle by the vehicle-mounted terminal 11 is referred to in the embodiment of the method of the present application, and will not be described herein.

Referring to fig. 2, a schematic diagram of an ignition angle correction method according to an embodiment of the present application is shown. The method can be applied to the vehicle-mounted terminal. The vehicle-mounted terminal may be an electronic control unit (Electronic Control Unit, ECU), a micro control unit (Micro Controller Unit, MCU), a central processing unit (Central Processing Unit, CPU), an automobile engine control module (Automobile Engine Control Module, ECM), or the like. The ignition angle correction method specifically comprises the following steps:

and S201, if the knocking angle is larger than a first angle withdrawal threshold value, acquiring a basic ignition angle corresponding to basic fuel according to current engine state information.

In this embodiment, in the starting state of the vehicle, the vehicle-mounted terminal may continuously determine whether the brand of the actual fuel in the vehicle fuel tank is smaller than the brand of the target fuel corresponding to the engine. The target fuel is the fuel which is needed to be used by the engine of the vehicle. The actual fuel is the fuel actually loaded in the fuel tank of the vehicle. Under the condition that the vehicle-mounted terminal judges that the brand of the actual fuel in the vehicle fuel tank is smaller than the brand of the preset target fuel, the vehicle-mounted terminal can acquire the current engine state information of the engine and determine the basic ignition angle corresponding to the basic fuel according to the engine state information. The corresponding license plate of the basic fuel oil is smaller than the corresponding license plate of the target fuel oil of the engine. The basic fuel is the minimum brand fuel which can be used by the vehicle and preset by the research personnel. Under the condition that the vehicle-mounted terminal judges that the brand of the actual fuel in the vehicle fuel tank is greater than or equal to the brand of the preset target fuel, the vehicle-mounted terminal can acquire the target ignition angle corresponding to the target fuel according to the current engine state information of the engine, and control the engine to execute ignition operation according to the target ignition angle.

The engine state information may be any one or more kinds of information capable of representing an engine operation state. The engine state information may include at least one of a rotation speed value, an average effective pressure value, an intake air temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake air amount. For example, when the engine state information is a rotation speed value and an average effective pressure value, the vehicle-mounted terminal may determine a base firing angle corresponding to the base fuel according to the rotation speed value and the average effective pressure value.

In one possible implementation manner, the vehicle-mounted terminal may continuously acquire the knock return angle of the engine, and determine whether the grade of the actual fuel in the vehicle fuel tank is smaller than the grade of the target fuel corresponding to the engine by judging whether the acquired knock return angle is greater than the first return angle threshold. Illustratively, the first angle-back threshold may be 8 degrees. Specifically, when the vehicle-mounted terminal determines that the knock withdrawal angle is greater than the first withdrawal angle threshold, that is, the grade of the actual fuel in the vehicle fuel tank is smaller than the grade of the target fuel corresponding to the engine, the vehicle-mounted terminal may acquire current engine state information of the engine, and query a basic ignition angle conversion relationship corresponding to the basic fuel according to the engine state information, so as to determine a basic ignition angle corresponding to the engine state information. The basic ignition angle conversion relation can be calibrated by a research and development personnel according to basic fuel corresponding to the engine.

When the vehicle-mounted terminal judges that the knocking angle is smaller than or equal to the first angle withdrawal threshold, namely the brand of the actual fuel in the vehicle fuel tank is larger than or equal to the brand of the preset target fuel, at the moment, the vehicle-mounted terminal can acquire the current engine state information of the engine and inquire the target ignition angle conversion relation corresponding to the target fuel according to the engine state information so as to determine the target ignition angle corresponding to the engine state information. The target ignition angle conversion relation can be calibrated by a research and development personnel according to target fuel corresponding to the engine. It should be noted that, the embodiment of the present application is not limited to specific starting conditions for performing the ignition angle correction on the vehicle-mounted terminal, that is, the vehicle-mounted terminal may execute the ignition angle correction method in embodiments S201 to S203 of the present application as long as it determines that the grade of the actual fuel in the vehicle fuel tank is smaller than the grade of the target fuel corresponding to the engine, and the starting conditions for using the knock return angle as the ignition angle correction method are only an example provided by the embodiment of the present application.

And S202, controlling the engine to execute ignition operation based on the basic ignition angle.

In this embodiment, the electronic device may control the engine to perform the ignition operation according to the base ignition angle after determining the base ignition angle.

S203, whether the first number of knocking angles larger than a second angle withdrawal threshold value meets a first preset condition or not within a preset duration.

In this embodiment, the vehicle-mounted terminal may continuously monitor, during a preset period, a first number of times that the knock relief angle is greater than the second relief angle threshold in a process of performing an ignition operation based on the base ignition angle, and determine whether the first number of times satisfies a first preset condition. For example, when the preset duration is 6000 seconds and the second knock back-off threshold is 6 degrees, the vehicle-mounted terminal may continuously monitor the first number of times the knock back-off angle is greater than 6 degrees during the ignition operation of the engine according to the base ignition angle within 6000 seconds.

In one possible implementation manner, the vehicle-mounted terminal may determine whether the first number meets the first preset condition by determining whether the first number is greater than or equal to a first number threshold. Specifically, when the first number of times monitored by the vehicle-mounted terminal in the preset duration is smaller than the first number threshold, the vehicle-mounted terminal can determine that the first number of times meets a first preset condition. When the first time monitored by the vehicle-mounted terminal in the preset time is greater than or equal to the first time threshold, the vehicle-mounted terminal can determine that the first time does not meet the first preset condition.

For example, when the preset duration is 6000 seconds, the second knock back-off threshold is 6 degrees, and the first time threshold is 1, the vehicle-mounted terminal may continuously monitor the first number of times that the knock back-off angle is greater than 6 degrees within 6000 seconds after controlling the engine to perform the ignition operation according to the base ignition angle. If the vehicle-mounted terminal detects that the first times of knocking angle withdrawal larger than 6 degrees is smaller than 1 in 6000 seconds, the vehicle-mounted terminal can determine that the first times meet a first preset condition. If the vehicle-mounted terminal detects that the first number of times of knocking off angle which is larger than 6 degrees is larger than or equal to 1 in 6000 seconds, the vehicle-mounted terminal can determine that the first number of times does not meet the first preset condition.

In one possible implementation manner, if the vehicle-mounted terminal determines that the first number of times that the knock angle of the engine is larger than the second angle of escape threshold value in the preset time period does not meet the first preset condition, the vehicle-mounted terminal may return to execute the operation of acquiring the basic ignition angle corresponding to the basic fuel according to the current engine state information of the engine, that is, the vehicle-mounted terminal may return to execute S201 to S203. For example, when the preset duration is 6000 seconds, the second knock back-off threshold is 6 degrees, and the first time threshold is 1, the vehicle-mounted terminal may continuously monitor the first number of times that the knock back-off angle is greater than 6 degrees within 6000 seconds after controlling the engine to perform the ignition operation according to the base ignition angle. If the vehicle-mounted terminal detects the first times of knocking angle withdrawal greater than 6 degrees once within 6000 seconds, the vehicle-mounted terminal can immediately return to execute the operation of acquiring the basic ignition angle corresponding to the basic fuel according to the current engine state information of the engine, namely, the vehicle-mounted terminal can immediately return to execute S201-S203.

S204, if the first time number of knocking angle withdrawal of the engine in the preset duration is larger than the second angle withdrawal threshold value and meets the first preset condition, periodically correcting the basic ignition angle according to the target stride based on the preset correction period until the difference value between the corrected basic ignition angle and the target ignition angle meets the second preset condition.

In this embodiment, if the number of first times that the knock angle of the engine is greater than the second angle of return threshold value is greater than the first preset condition within the preset duration, the vehicle-mounted terminal may periodically correct the base ignition angle according to a preset correction period until the corrected base ignition angle is equal to the target ignition angle corresponding to the target fuel. Specifically, in each correction period, the vehicle-mounted terminal may correct the base firing angle according to the target step corresponding to the correction period. For example, when the correction period is 1200 seconds, the in-vehicle terminal may perform the correction operation on the base firing angle according to the target step every 1200 seconds.

The vehicle-mounted terminal can judge whether the difference between the corrected basic ignition angle and the target ignition angle of the target fuel under the current engine state information meets a second preset condition after the correction operation is executed each time. If the vehicle-mounted terminal judges that the difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition, the vehicle-mounted terminal can stop periodic correction operation and control the engine to execute ignition operation by using the target ignition angle corresponding to the target fuel of the engine. If the vehicle-mounted terminal judges that the difference value between the corrected basic ignition angle and the target ignition angle does not meet the second preset condition, the vehicle-mounted terminal can continue to execute correction operation on the basic ignition angle in the next correction period.

In this embodiment, since the vehicle-mounted terminal may switch the ignition angle of the engine to the base ignition angle corresponding to the base fuel in the case where the knock withdrawal angle is greater than the first withdrawal angle threshold. Therefore, by the method provided by the embodiment, when the user adds the fuel with lower license plate, the vehicle-mounted terminal can switch the ignition angle of the engine in time so as to reduce the probability of knocking phenomenon of the engine as much as possible and further reduce the fault probability of the engine. In addition, in this embodiment, when it is determined that the first number of knock return angles meets the first preset condition, that is, when the engine does not have a knock phenomenon, the vehicle-mounted terminal may start to periodically correct the base ignition angle according to the target step in order to increase the thermal efficiency of the engine as much as possible until the ignition angle of the engine is reset to the target ignition angle corresponding to the target fuel. Therefore, by the method provided by the embodiment, the vehicle-mounted terminal can flexibly adjust the ignition angle of the engine, and the thermal efficiency of the engine is gradually improved on the premise of reducing the knocking phenomenon of the engine as much as possible.

Fig. 3 shows a flowchart of a specific implementation of an ignition angle correction method S201 according to a second embodiment of the present application. Referring to fig. 3, compared to the embodiment shown in fig. 2, in the ignition angle correction method provided in this embodiment, S201 includes S2011-S2014, which are specifically described as follows:

And S2011, determining a target pressure value corresponding to the base fuel according to the rotation speed value of the engine under the condition that the knocking angle is larger than a first angle threshold.

In this embodiment, when it is determined that the knock relief angle is greater than the first relief angle threshold, the vehicle terminal may acquire a current rotation speed value of the engine, and query a preset pressure value conversion relationship according to the acquired rotation speed value, so as to determine a target pressure value corresponding to the rotation speed value. The pressure value conversion relation can be calibrated by a research and development personnel according to the basic fuel oil and the preset temperature. The pressure value conversion relationship may include a plurality of different rotation speed values, and target pressure values corresponding to the rotation speed values respectively. For example, the base fuel may be 87# fuel, and the preset temperature may be 80 degrees celsius, see table 2 below, which provides a pressure value conversion relationship calibrated by bench test of an engine using 87# fuel under the condition that the intake air temperature is 80 degrees celsius.

TABLE 2

S2012, the boost pressure of the engine is adjusted to the target pressure value.

In this embodiment, after determining the target pressure value, the vehicle-mounted terminal may adjust the boost pressure of the engine by the target pressure value to reduce the intake air amount of the engine, thereby achieving the effect of limiting the torque of the engine.

And S2013, continuously monitoring whether the rotating speed value of the engine meets the idle speed condition.

In this embodiment, after adjusting the boost pressure of the engine, the vehicle terminal may continuously monitor whether the rotation speed value of the engine satisfies the preset idle condition. Specifically, the vehicle-mounted terminal can continuously collect the rotating speed value of the engine through the sensor, and determine whether the rotating speed value meets the idle speed condition according to the collected rotating speed value in a mode that whether the rotating speed value of the engine is in a preset idle speed range or not. If the vehicle-mounted terminal determines that the current rotating speed value of the engine is in the idling range, the vehicle-mounted terminal determines that the current rotating speed value of the engine meets the idling condition. If the vehicle-mounted terminal determines that the current rotating speed value of the engine is out of the idling range, the vehicle-mounted terminal determines that the current rotating speed value of the engine does not meet the idling condition.

S2014, if the rotating speed value meets the idle speed condition, acquiring a basic ignition angle corresponding to the basic fuel according to the current engine state information.

In this embodiment, if the vehicle-mounted terminal determines that the rotation speed value satisfies the idle speed condition, that is, the engine is currently in a no-load running state, and the running condition of the engine is relatively stable, the vehicle-mounted terminal may remove the torque limiting condition of the engine, query the basic ignition angle conversion relationship according to the current engine state information, so as to obtain the basic ignition angle corresponding to the basic fuel, and control the engine to perform the ignition operation according to the obtained basic ignition angle, so as to execute the ignition angle correction method of S201 to S204 in the first embodiment of the present application.

S2015, if the rotation speed value does not meet the idle speed condition, acquiring a target ignition angle corresponding to the target fuel according to the current engine state information.

In this embodiment, if the vehicle-mounted terminal determines that the rotation speed value does not meet the idle condition, that is, the engine is currently in the load running state, the stability of the running condition of the engine is poor, so in order to improve the stability of the engine, the vehicle-mounted terminal may not switch the ignition angle. Therefore, the vehicle-mounted terminal can acquire and inquire the target ignition angle conversion relation according to the current engine state information so as to determine the target ignition angle corresponding to the target fuel oil, and the engine is controlled to execute ignition operation through the target ignition angle.

In this embodiment, when the knock relief angle is greater than the first relief angle threshold, that is, the engine has already suffered from a serious knock phenomenon, at this time, the vehicle-mounted terminal may adjust the boost pressure of the engine by the target pressure value, reduce the intake air amount of the engine, and further limit the torque of the engine. By doing so, the power output of the engine can be reduced, the mechanical load born by key components such as a piston, a connecting rod and the like is lightened, and meanwhile, the heat generated by combustion is correspondingly reduced, so that the heat load is reduced, and the engine is protected from being damaged. In addition, the reduction of the air inflow can reduce the total amount of the mixed gas, thereby achieving the effect of reducing the combustion speed and the pressure rise amplitude of the engine, and further reducing the frequency and the intensity of occurrence of knocking.

In addition, when the rotational speed value of the engine satisfies the idle condition, the running state of the engine is stable, and the load of the engine is small. Therefore, in this embodiment, the vehicle-mounted terminal adjusts the ignition angle to the base ignition angle corresponding to the base fuel only when the engine satisfies the idle condition, so that the stability during switching of the ignition angle can be improved, and the good operation of the engine can be maintained.

Fig. 4 shows a flowchart of an implementation of an ignition angle correction method S204 according to a second embodiment of the present application. Referring to fig. 4, compared to the embodiment shown in fig. 2, the ignition angle correction method provided in this embodiment includes S2041 to S2045, which are specifically described as follows:

S2041, if the first number of knocking angle withdrawal of the engine in the preset time period is larger than the second angle withdrawal threshold value meets the first preset condition, updating the ignition angle correction time period of the engine.

In this embodiment, after the vehicle-mounted terminal controls the engine to perform the ignition operation according to the base ignition angle, it may be determined whether the first number of times that the knock angle of escape of the engine is greater than the second angle of escape threshold value within the preset time period satisfies the first preset condition. If the vehicle-mounted terminal determines that the first time number of knocking angle withdrawal of the engine in the preset time period is larger than the second angle withdrawal threshold value meets the first preset condition, the vehicle-mounted terminal can start to continuously update the ignition angle correction time period of the engine so as to execute the ignition angle correction operation. If the vehicle-mounted terminal determines that the first number does not meet the first preset condition, the vehicle-mounted terminal may not perform the correction operation on the base ignition angle, and continue to use the base ignition angle to control the engine to perform the ignition operation, that is, the vehicle-mounted terminal may return to perform the operation of S201 in the first embodiment of the present application.

S2042, in the correction period, correcting the basic ignition angle according to the target step corresponding to the current ignition angle correction duration, and determining the corrected basic ignition angle.

In this embodiment, when any correction period starts, the vehicle-mounted terminal may determine a target stride corresponding to the current correction period according to the currently recorded correction duration of the ignition angle. After determining the target stride corresponding to the current correction period, the vehicle-mounted terminal can execute correction operation on the basic ignition angle corresponding to the basic fuel according to the target stride, and obtain the corrected basic ignition angle.

In one possible implementation manner, at the beginning of any correction period, the vehicle-mounted terminal may acquire current engine state information of the engine, and respectively query the target ignition angle conversion relationship and the base ignition angle conversion relationship according to the acquired engine state information, so as to respectively determine a target ignition angle corresponding to the target fuel and a base ignition angle corresponding to the base fuel. The target ignition angle conversion relation can be calibrated in advance by a research and development personnel according to target fuel corresponding to the engine. The basic ignition angle conversion relation can be calibrated in advance by a research and development personnel according to basic fuel corresponding to the engine. The grade corresponding to the base fuel may be smaller than the grade corresponding to the target fuel, i.e., the target fuel has a greater antiknock than the base fuel, so that the target firing angle corresponding to the target fuel may be different from the base firing angle corresponding to the base fuel under the same engine state information.

After determining the basic ignition angle and the target ignition angle respectively corresponding to the current engine state information, the vehicle-mounted terminal can calculate an angle difference value between the basic ignition angle and the target ignition angle, and determine a target stride corresponding to the current correction period according to the currently recorded ignition angle correction duration and the angle difference value. After determining the target stride, the vehicle-mounted terminal can correct the basic ignition angle corresponding to the engine state information according to the target stride, and the corrected basic ignition angle is obtained.

In one possible implementation manner, after determining the ignition angle correction duration, the base ignition angle and the target ignition angle corresponding to the current correction period, the vehicle-mounted terminal may input the ignition angle correction duration, the base ignition angle and the target ignition angle into a preset correction formula, so as to correct the base ignition angle through the correction formula, and obtain the corrected base ignition angle. The correction formula may be specifically shown as follows.

Wherein θ _b′_ase may be the corrected base firing angle. And theta _base can be a basic ignition angle determined by the vehicle-mounted terminal according to the conversion relation of the basic ignition angle queried by the engine state information. And theta _des can be a target ignition angle determined by the vehicle-mounted terminal according to the engine state information inquiring target ignition angle conversion relation. And T can be the ignition angle correction duration corresponding to the current correction period. t may be a correction period, and for example, t may be 1200 seconds when the in-vehicle terminal corrects the base firing angle every 1200 seconds.

In one possible implementation, referring to table 3 below, a target firing angle conversion table is provided for an embodiment of the present application. As shown in table 3, the vehicle-mounted terminal may query the target firing angle conversion table according to the rotation speed value and the average effective pressure value in the engine state information to determine the target firing angle corresponding to the target fuel.

TABLE 3 Table 3

Referring to table 4 below, a base firing angle conversion table is provided for an embodiment of the present application. As shown in table 4, the vehicle-mounted terminal may query the base firing angle conversion table according to the rotation speed value and the average effective pressure value in the engine state information to determine the base firing angle corresponding to the base fuel.

TABLE 4 Table 4

For example, when the correction period is 1200 seconds, the correction duration of the ignition angle recorded by the vehicle-mounted terminal is 6000 seconds, the average effective pressure value in the engine state information is 18 mpa, the rotation speed value is 1 kilo-revolution/minute, and the vehicle-mounted terminal can look up table 3 to determine that the target ignition angle corresponding to the current engine state information is-0.5 degrees. The vehicle-mounted terminal may also look up table 4 to determine that the base firing angle corresponding to the current engine state information is 3 degrees. Then, the vehicle-mounted terminal can input the correction period, the ignition angle correction duration, the target ignition angle and the basic ignition angle into a correction formula to determine the corrected basic ignition angle. Therefore, under the working condition that the average effective pressure value is 18 megapascals and the rotating speed value is 1 kilo-revolution/minute, the corrected basic ignition angle can be 3 degrees- (3 degrees+0.5 degrees) 6000 seconds/1200 seconds 10%, namely, the corrected basic ignition angle can be 1.25 degrees.

S2043, judging whether the difference between the corrected basic ignition angle and the target ignition angle is larger than or equal to a difference threshold.

In this embodiment, after determining the corrected basic ignition angle and the target ignition angle corresponding to the current engine state information, the vehicle-mounted terminal may determine whether the difference between the corrected basic ignition angle and the target ignition angle satisfies the second preset condition. Specifically, the vehicle-mounted terminal can determine that the difference between the corrected basic ignition angle and the target ignition angle meets a second preset condition by judging whether the difference between the corrected basic ignition angle and the target ignition angle is greater than or equal to a preset difference threshold. If the vehicle-mounted terminal judges that the difference between the corrected basic ignition angle and the target ignition angle is larger than or equal to the difference threshold, the vehicle-mounted terminal can determine that the difference meets a second preset condition. If the vehicle-mounted terminal judges that the difference value between the corrected basic ignition angle and the target ignition angle is smaller than the difference value threshold, the vehicle-mounted terminal can determine that the difference value does not meet the second preset condition. Illustratively, the difference threshold may be 0 degrees.

In one possible implementation manner, if the vehicle-mounted terminal determines that the difference between the corrected basic ignition angle and the target ignition angle is smaller than the difference threshold, that is, the difference between the basic ignition angle and the target ignition angle does not meet the second preset condition, the vehicle-mounted terminal may stop performing the ignition angle correction operation, and control the engine to perform the ignition operation according to the target ignition angle corresponding to the target fuel.

And S2044, if the difference between the corrected basic ignition angle and the target ignition angle is greater than or equal to a difference threshold, controlling the engine to execute ignition operation based on the corrected basic ignition angle.

In this embodiment, if the vehicle-mounted terminal determines that the difference between the corrected basic ignition angle and the target ignition angle is greater than the difference threshold, the vehicle-mounted terminal may control the engine to perform the ignition operation according to the corrected basic ignition angle in the correction period, and continue to perform the correction operation on the ignition angle in the next correction period.

S2045, monitoring whether a second number of knocking angle withdrawal of the engine in the correction period is larger than a second angle withdrawal threshold value meets a third preset condition.

In this embodiment, the vehicle-mounted terminal may continuously acquire, in each correction period, a second number of times that the knock angle of escape of the engine is greater than a second angle of escape threshold, and monitor whether the second number of times satisfies a third preset condition.

In one possible implementation manner, the vehicle-mounted terminal may determine whether the second number of times meets the third preset condition by determining whether the second number of times is greater than or equal to a second number of times threshold. Specifically, in any correction period, when the vehicle-mounted terminal monitors that the second number of times of knocking off angles in the correction period is greater than or equal to the second number of times threshold, the vehicle-mounted terminal can determine that the second number of times does not meet the third preset condition. Specifically, in any correction period, when the vehicle-mounted terminal monitors that the second times of knocking off angles in the correction period are smaller than the second time threshold value, the vehicle-mounted terminal can determine that the second times meet a third preset condition.

For example, when the second knock relief angle threshold is 6 degrees and the second number of times threshold is 1, the vehicle-mounted terminal may continuously monitor whether the knock relief angle is greater than 6 degrees in each correction period.

In this embodiment, in any correction period, when the vehicle-mounted terminal monitors that the second number of knock relief angles in the current correction period satisfies the third preset condition, further, since the knock relief angle is an angle value by which the vehicle-mounted terminal reduces the ignition angle when detecting that the engine knocks, the vehicle-mounted terminal may determine that the number of times the engine knocks is small when controlling the engine to perform the ignition operation according to the corrected base ignition angle in the current correction period. That is, the actual fuel in the vehicle tank may be of a greater grade than the base fuel. In view of this, the vehicle-mounted terminal may continue to perform the periodic correction operation on the base firing angle in the next correction period, that is, the vehicle-mounted terminal may return to perform S2042 to S2045 until the difference between the corrected base firing angle and the target firing angle is less than the difference threshold.

For example, when the second knock back angle threshold is 6 degrees and the second number of times threshold is 1, in a case where the vehicle-mounted terminal does not monitor that the knock back angle is greater than 6 degrees in any of the correction periods, that is, in a process of controlling the engine to perform the ignition operation based on the corrected base ignition angle, the vehicle does not have a knock phenomenon. In view of this, the vehicle-mounted terminal may determine that the antiknock property of the actual fuel in the current fuel tank is greater than or equal to the antiknock property of the fuel corresponding to the corrected base firing angle, and at this time, in order to improve the thermal efficiency of the engine, the vehicle-mounted terminal may continue to attempt to correct the firing angle until the firing angle is reset to the firing angle corresponding to the target fuel of the engine. At this time, the vehicle-mounted terminal may determine that the second number of times corresponding to the current knock withdrawal angle satisfies the third preset condition, and the vehicle-mounted terminal may continue to perform the periodic correction operation on the base ignition angle in the next correction period.

In this embodiment, in any correction period, if the second number of times the vehicle-mounted terminal detects the knock relief angle does not meet the third preset condition, further, since the knock relief angle is an angle value that the vehicle-mounted terminal reduces the ignition angle when detecting that the engine knocks, the vehicle-mounted terminal may determine that the number of times the engine knocks does not meet the third preset condition when controlling the engine to perform the ignition operation according to the corrected base ignition angle in the current correction period. That is, the actual fuel in the vehicle tank may be of a greater grade than the base fuel. In view of this, the in-vehicle terminal may return to perform the operation of acquiring the base firing angle corresponding to the base fuel according to the current engine state information, that is, the in-vehicle terminal may return to perform S201 to S203 in the first embodiment of the present application to re-correct the firing angle.

For example, when the second knock back-off threshold is 6 degrees and the second number of times threshold is 1, when the in-vehicle terminal detects that 1 knock back-off angle is greater than 6 degrees in any one of the correction periods, that is, the vehicle has already developed a knock phenomenon in the process of controlling the engine to perform an ignition operation based on the corrected base ignition angle. In view of this, the in-vehicle terminal may determine that the antiknock property of the actual fuel in the current fuel tank is smaller than the antiknock property of the fuel corresponding to the corrected base firing angle. At this time, in order to reduce the probability of knocking of the engine and improve the safety of the engine operation, the vehicle-mounted terminal should return to control the engine to perform the ignition operation using the base ignition angle corresponding to the base fuel. Therefore, the vehicle-mounted terminal can determine that the second number of times corresponding to the current knock withdrawal angle does not meet the third preset condition, and the vehicle-mounted terminal can return to execute S201-S203 so as to correct the ignition angle again.

According to the method provided by the embodiment, the vehicle-mounted terminal can periodically and gradually correct the ignition angle, so that knocking caused by suddenly switching the ignition angle back to the ignition angle corresponding to the target fuel can be reduced, and the fault probability of the engine is reduced. Further, the ignition angle is gradually corrected according to the target step, and the variation amplitude of the ignition angle can be reduced, so that the stability of the engine operation process is improved. In addition, in the process of gradually correcting the ignition angle, the vehicle-mounted terminal also continuously monitors whether the knocking angle meets the preset condition, so that the safety in the process of correcting the ignition angle can be further improved by the method provided by the embodiment.

Referring to fig. 5, a schematic diagram of a correction flow of an ignition angle according to an embodiment of the present application is shown. As shown in fig. 5, in the start-up state of the vehicle, the in-vehicle terminal may continuously monitor whether the knock back angle of the engine is greater than a preset first threshold. And under the condition that the vehicle-mounted terminal determines that the knocking angle of the detected engine is smaller than or equal to the first threshold value, the vehicle-mounted terminal can control the engine to execute ignition operation according to the target ignition angle corresponding to the target fuel. Under the condition that the vehicle-mounted terminal determines that the knocking withdrawal angle of the engine is larger than a first threshold value, the vehicle-mounted terminal can inquire a pressure value conversion relation formed by a research and development personnel according to the basic fuel and the preset temperature according to the rotating speed value of the engine so as to determine that the engine uses the fuel as the basic fuel and the air inlet temperature of the engine is a target pressure value at the preset temperature. The in-vehicle terminal may adjust the boost pressure of the engine to a target pressure value to limit the boost pressure of the engine, thereby limiting the intake air amount and the output torque of the engine.

Then, the vehicle-mounted terminal can judge whether the rotating speed value of the engine meets a preset idle speed condition. And under the condition that the rotating speed value does not meet the idle speed condition, the vehicle-mounted terminal can continuously control the engine to execute ignition operation according to the target ignition angle corresponding to the target fuel. In the case where the rotation speed value satisfies the idle condition, the in-vehicle terminal may control the engine to perform the ignition operation using the base ignition angle corresponding to the base fuel. In the process of controlling the engine to execute the ignition operation according to the basic ignition angle, the vehicle-mounted terminal can continuously judge whether the first time number of the knock angle withdrawal of the engine larger than the second angle withdrawal threshold value meets the first preset condition within the preset time length. And under the condition that the vehicle-mounted terminal judges that the first time number meets the first preset condition, the vehicle-mounted terminal can continuously control the engine to execute ignition operation by using the basic ignition angle corresponding to the basic fuel. When the vehicle-mounted terminal determines that the first number meets the first preset condition, the vehicle-mounted terminal may periodically correct the basic ignition angle according to the target stride based on the correction period until a difference between the corrected basic ignition angle and the target ignition angle meets the second preset condition.

It should be noted that, the sequence number of each step in the above embodiment does not mean the sequence of execution sequence, and the execution sequence of each process should be determined by its function and internal logic, and should not limit the implementation process of the embodiment of the present application in any way.

Referring to fig. 6, a schematic diagram of an ignition angle correction apparatus provided by an embodiment of the present application may specifically include an ignition angle obtaining module 601, a control module 602, and a correction module 603, where:

the ignition angle acquisition module 601 is configured to acquire a base ignition angle corresponding to a base fuel according to current engine state information if the knock angle is larger than a first angle withdrawal threshold;

a control module 602 for controlling the engine to perform an ignition operation based on the base ignition angle;

And a correction module 603, configured to, if the first number of knock return angles of the engine within a preset duration is greater than the second return angle threshold value and meets a first preset condition, periodically correct the base ignition angle according to a target stride based on a preset correction period, until a difference between the corrected base ignition angle and the target ignition angle meets a second preset condition.

The correction module 603 may be further configured to update an ignition angle correction duration of the engine if a first number of knock-out angles of the engine within a preset duration is greater than a second knock-out angle threshold value satisfies a first preset condition, correct the base ignition angle according to a target step length corresponding to a current ignition angle correction duration in the correction period, determine a corrected base ignition angle, determine a target ignition angle corresponding to the target fuel according to current engine state information, control the engine to execute the ignition operation based on the corrected base ignition angle if a difference between the corrected base ignition angle and the target ignition angle does not satisfy a second preset condition, monitor whether a second number of knock-out angles of the engine within the correction period is greater than a second knock-out angle threshold value satisfies a third preset condition, and repeat the correction within the correction period according to the target correction duration corresponding to the current base ignition angle if the second number of knock-out angles satisfies the third preset condition until the corrected base ignition angle satisfies the second preset step length.

The correction module 603 may be further configured to determine, in the correction period, a base firing angle corresponding to the base fuel and a target firing angle corresponding to the target fuel according to engine state information corresponding to the correction period, determine a target stride according to a firing angle correction duration corresponding to the correction period and an angle difference between the base firing angle and the target firing angle, correct the base firing angle according to the target stride, and determine the corrected base firing angle.

The correction module 603 may be further configured to repeatedly obtain a base firing angle corresponding to the base fuel according to the current engine state information if the second number of times does not meet the third preset condition.

The ignition angle obtaining module 601 may be further configured to determine a target pressure value corresponding to the base fuel according to a rotation speed value of the engine if the knock relief angle is greater than a first relief angle threshold, adjust the boost pressure of the engine to the target pressure value, monitor whether the rotation speed value of the engine meets a preset idle condition, and obtain the base ignition angle corresponding to the base fuel according to current engine state information if the rotation speed value meets the idle condition.

The correction module 603 may be further configured to repeatedly obtain a base ignition angle corresponding to the base fuel according to current engine state information if the first number of times that the knock angle of the engine in the preset duration is greater than the second angle of escape threshold does not meet the first preset condition.

The engine state information in the ignition angle acquisition module 601 includes at least one of a rotation speed value, an average effective pressure value, an intake air temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake air amount.

For the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference should be made to the description of the method embodiments.

Referring to fig. 7, a schematic diagram of a vehicle-mounted terminal provided by an embodiment of the present application is shown. As shown in fig. 7, the in-vehicle terminal 700 in the embodiment of the present application includes a processor 710, a memory 720, and a computer program 721 stored in the memory 720 and executable on the processor 710. The processor 710, when executing the computer program 721, implements the steps of the embodiments of the ignition angle correction method described above, such as steps S201 to S204 shown in fig. 2. Or the processor 710, when executing the computer program 721, performs the functions of the modules/units in the above-described device embodiments, e.g. the functions of the modules 601 to 603 shown in fig. 6.

Illustratively, the computer program 721 may be partitioned into one or more modules/units that are stored in the memory 720 and executed by the processor 710 to accomplish the present application. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which may be used to describe the execution of the computer program 721 in the vehicle-mounted terminal 700. For example, the computer program 721 may be divided into an ignition angle acquisition module, a control module, and a correction module, each of which functions as follows:

The vehicle terminal 700 may include, but is not limited to, a processor 710, a memory 720. It will be appreciated by those skilled in the art that fig. 7 is merely an example of an in-vehicle terminal 700, and does not constitute a limitation of the in-vehicle terminal 700, and may include more or less components than those illustrated, or may combine certain components, or different components, e.g., the in-vehicle terminal 700 may further include an input-output device, a network access device, a bus, etc.

The Processor 710 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 720 may be an internal storage unit of the in-vehicle terminal 700, for example, a hard disk or a memory of the in-vehicle terminal 700. The memory 720 may also be an external storage device of the vehicle-mounted terminal 700, such as a plug-in hard disk, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD) or the like, which are provided on the vehicle-mounted terminal 700. Further, the memory 720 may further include both an internal storage unit and an external storage device of the in-vehicle terminal 700. The memory 720 is used to store the computer program 721 and other programs and data required for the in-vehicle terminal 700. The memory 720 may also be used to temporarily store data that has been output or is to be output.

The embodiment of the application also discloses an engine, which comprises a vehicle-mounted terminal, wherein the vehicle-mounted terminal is used for executing the ignition angle correction method according to the previous embodiments so as to correct the ignition angle of the engine;

Or the engine is connected with an external vehicle-mounted terminal, and when the external vehicle-mounted terminal executes the ignition angle correction method according to each embodiment, the engine executes the ignition operation under the control of the external vehicle-mounted terminal.

The embodiment of the application also discloses a vehicle-mounted terminal which comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the ignition angle correction method in each embodiment is realized when the processor executes the computer program.

The embodiment of the application also discloses a computer readable storage medium, which stores a computer program, and the computer program realizes the ignition angle correction method in the previous embodiments when being executed by a processor.

The embodiment of the application also discloses a computer program product which, when being run on a computer, causes the computer to execute the ignition angle correction method in the previous embodiments.

The embodiment of the application also discloses a vehicle, which comprises an engine and a vehicle-mounted terminal;

the vehicle-mounted terminal is used for executing the ignition angle correction method according to each embodiment to correct the ignition angle of the engine and control the engine to execute ignition operation.

The above embodiments are only for illustrating the technical solution of the present application, and are not limited thereto. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications and substitutions can be made to the technical solutions described in the foregoing embodiments or equivalent substitutions can be made to some technical features thereof, and these modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An ignition angle correction method, comprising:

2. The method of claim 1, wherein if the first number of knock relief angles of the engine within a preset time period greater than a second relief angle threshold satisfies a first preset condition, periodically correcting the base firing angle according to a target step based on a preset correction period until a difference between the corrected base firing angle and the target firing angle satisfies a second preset condition, comprising:

3. The method of claim 2, wherein the correcting the base firing angle according to the target step corresponding to the current firing angle correction duration during the correction period, and determining the corrected base firing angle, comprises:

4. The method according to claim 2, characterized by, after said monitoring whether a second number of knock relief angles of the engine in the correction period is greater than a second relief angle threshold satisfies a third preset condition, comprising:

5. The method of claim 1, wherein if the knock relief angle is greater than a first relief angle threshold, obtaining a base firing angle corresponding to the base fuel based on current engine state information, comprises:

adjusting a boost pressure of the engine to the target pressure value;

6. The method of claim 1, comprising, after said controlling said engine to perform an ignition operation based on said base ignition angle:

7. The method of any one of claims 1-6, wherein the engine state information includes at least one of a rotational speed value, an average effective pressure value, an intake air temperature value, a boost pressure value, a coolant temperature value, a load value, and an intake air amount.

8. An ignition angle correction apparatus, comprising:

9. An engine, characterized in that the engine includes a vehicle-mounted terminal for performing the ignition angle correction method according to any one of claims 1 to 7 to correct an ignition angle of the engine;

or the engine is connected with an external vehicle-mounted terminal, and when the external vehicle-mounted terminal executes the ignition angle correction method according to any one of claims 1 to 7, the engine executes an ignition operation under the control of the external vehicle-mounted terminal.

10. A vehicle characterized by comprising an engine and a vehicle-mounted terminal;

the in-vehicle terminal is configured to execute the ignition angle correction method according to any one of claims 1 to 7 to correct an ignition angle of the engine and control the engine to perform an ignition operation.