CN115962081A - Engine ignition control method and device and vehicle - Google Patents
Engine ignition control method and device and vehicle Download PDFInfo
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- CN115962081A CN115962081A CN202310063649.7A CN202310063649A CN115962081A CN 115962081 A CN115962081 A CN 115962081A CN 202310063649 A CN202310063649 A CN 202310063649A CN 115962081 A CN115962081 A CN 115962081A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention provides an engine ignition control method, an engine ignition control device and a vehicle. According to the engine ignition control method, the actual ignition angle is calculated according to the first ignition angle, the second ignition angle and the Factor, a better ignition angle can be obtained, NVH noise of a vehicle can be reduced, fuel consumption of the vehicle can be reduced, and dynamic property of the vehicle can be better guaranteed.
Description
Technical Field
The invention relates to the technical field of engines, in particular to an engine ignition control method. Meanwhile, the invention also relates to an engine ignition control device capable of realizing the engine ignition control method and a vehicle provided with the engine ignition control device.
Background
An Engine Management System (EMS) has been rapidly developed and increasingly popularized due to its advantages of low emission, low fuel consumption, high power, etc. At present, an engine management system generally adopts new technologies such as miller and atkinson to give consideration to oil consumption and efficiency of an engine, or make mixed gas in a combustion chamber of the engine more uniform so as to be beneficial to combustion of the mixed gas.
Under the implementation of the above new technology, due to the high compression ratio and the high flame propagation rate in some operating conditions, knocking sound of "knocking" is easily generated, and the NVH (Noise, vibration, harshness, noise, vibration and Harshness) performance of the vehicle is affected.
In addition, the determination of the ignition angle also affects the performances of the vehicle, such as oil consumption, power, NVH and the like, in the prior art, the ignition angle is generally obtained through a calibration mode, the ignition angle obtained through the calibration mode is summarized and stored in a storage module of the EMS in the form of an ignition angle three-dimensional map, and after the engine is started, the control unit calls the ignition angle in the ignition angle three-dimensional map so that the ignition unit ignites according to the obtained ignition angle value.
In the calibration process, although the combustion rate of the engine can be reduced by delaying the basic ignition angle, the influence on the dynamic performance is large, the actual measurement increase of wltc fuel consumption is obvious, the exhaust sound is large, and the NVH performance of the vehicle can be influenced. Wherein, the wltc oil consumption is the oil consumption measured according to the WLTP standard (World Light Vehicle Test Procedure, global Light Vehicle Test Procedure).
Disclosure of Invention
In view of this, the present invention provides an engine ignition control method to reduce the fuel consumption of a vehicle while ensuring the dynamic performance of the vehicle.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an engine ignition control method, the method comprising:
acquiring the engine speed and the engine load;
acquiring a first ignition angle and a second ignition angle according to the engine speed and the engine load;
and calculating to obtain an actual ignition angle according to the first ignition angle, the second ignition angle and the Factor, and controlling an engine ignition unit to ignite according to the actual ignition angle.
Further, the actual ignition angle is calculated according to the following formula:
actual firing angle = basic firing angle + modified firing angle, where: basic firing angle = first firing angle × Factor + second firing angle × (1-Factor).
Further, acquiring a current gear;
when the current gear is larger than or equal to the preset gear threshold value, delaying a first preset time, and substituting Factor into the formula from 0 to 1 at a first preset speed so as to obtain the actual ignition angle.
Further, the first preset rate is greater than or equal to 0.005/mS.
Further, acquiring a current gear;
and when the current gear is smaller than the preset gear threshold value, delaying a second preset time, and substituting the Factor into the formula from 1 to 0 at a second preset speed so as to obtain the actual ignition angle.
Further, the second preset rate is greater than or equal to 0.005/mS.
Further, the corrected ignition angle is determined in accordance with at least one of a water temperature of the engine, an intake air temperature, an air-fuel ratio, a variable intake and exhaust system, a default knock withdrawal angle, scavenging, and an amount of oil dilution.
Further, the first ignition angle is obtained from a first ignition angle three-dimensional map, and the second ignition angle is obtained from a second ignition angle three-dimensional map;
the first firing angle is an aggressive firing angle and the second firing angle is a conservative firing angle.
Compared with the prior art, the invention has the following advantages:
according to the engine ignition control method, the actual ignition angle is calculated according to the first ignition angle, the second ignition angle and the Factor (correction Factor), so that a better ignition angle can be obtained, NVH noise of a vehicle can be reduced, fuel consumption of the vehicle can be reduced, and dynamic property of the vehicle can be better ensured.
Furthermore, the accuracy of the actual firing angle may be improved based on the actual firing angle determined by the formula. When the current gear is larger than or equal to the preset gear threshold value, the Factor is substituted into the formula from 0 to 1 at a first preset speed rate, so that the actual ignition angle is gradually switched to the first ignition angle from the second ignition angle, and when the current gear is smaller than the preset gear threshold value, the Factor is substituted into the formula from 1 to 0 at a second preset speed rate, so that the actual ignition angle is gradually switched to the second ignition angle from the first ignition angle, so that proper ignition angles can be obtained in both the low gear and the high gear, the NVH noise of the vehicle is favorably reduced, and the fuel economy and the dynamic property of the vehicle are improved.
In addition, the descending and ascending rates of the Factor are limited, so that the ignition angle can be switched smoothly, the ignition angle can be prevented from being stepped too fast, and the problems of vehicle knocking, misfire and the like can be prevented. The corrected ignition angle is determined according to at least one of the water temperature, the air-fuel ratio, the variable air inlet and exhaust system, the default knocking and retreating angle, the scavenging and the engine oil dilution amount of the engine, the corrected ignition angle can be determined in multiple dimensions, and the accuracy of the corrected ignition angle is improved.
Another object of the present invention is to provide an engine ignition control apparatus, comprising:
a first acquisition unit for acquiring an engine speed and an engine load;
the second acquisition unit is connected with the first acquisition unit and is used for acquiring a first ignition angle and a second ignition angle according to the engine rotating speed and the engine load;
the calculating unit is connected with the second acquiring unit and used for calculating and obtaining an actual ignition angle according to the first ignition angle, the second ignition angle and the Factor,
and the control unit is connected with the calculation unit and is used for controlling the ignition unit of the engine to ignite according to the actual ignition angle.
The engine ignition control device can realize the ignition angle control method, is beneficial to improving the NVH performance of the vehicle, can well reduce the oil consumption of the vehicle and can improve the dynamic property of the vehicle.
Meanwhile, the invention also aims to provide a vehicle, and the vehicle is provided with the engine ignition control device.
According to the vehicle provided by the invention, the engine ignition control device is arranged, so that the vehicle is low in oil consumption, high in dynamic property and high in NVH (noise, vibration and harshness) performance, and the quality and value of the vehicle are favorably improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation of the invention. In the drawings:
FIG. 1 is an exemplary flowchart of an engine ignition control method according to an embodiment of the present invention;
FIG. 2 is yet another exemplary flowchart of an engine ignition control method according to an embodiment of the present invention;
FIG. 3 is a functional block diagram of an engine ignition control apparatus according to an embodiment of the present invention;
fig. 4 is a difference diagram of the first firing angle and the second firing angle in the first firing angle three-dimensional map and the second firing angle three-dimensional map according to the embodiment of the present invention.
Description of the reference numerals:
1. a first acquisition unit; 2. a second acquisition unit; 3. a third acquisition unit; 4. a control unit; 5. and a computing unit.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those of ordinary skill in the art in conjunction with specific situations.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
The embodiment relates to an engine ignition control method, and the actual ignition angle obtained by the calculation method is applied to the working process of an engine, so that the NVH noise of a vehicle can be effectively reduced, the dynamic property is ensured to the maximum extent, and the fuel consumption of the vehicle is favorably reduced.
Based on the above design idea, an exemplary structure of the engine ignition control method of the present embodiment is shown in fig. 1, and the method mainly includes the steps of:
and S101, acquiring the engine speed and the engine load.
It should be noted that in this step, the engine speed may be detected by an existing speed sensor, the engine load may be detected by an existing load detection mechanism, and the following first acquiring unit 1 is connected to the speed sensor and the load detection mechanism, respectively, to acquire the engine speed and the engine load.
Here, since the engine control system can acquire the engine speed and the engine load, the first acquisition unit 1 may also acquire the engine speed and the engine load from an existing control unit of the engine control system.
And S102, acquiring a first ignition angle and a second ignition angle according to the engine speed and the engine load.
In a preferred embodiment, a first firing angle is obtained from the three-dimensional map of first firing angles, and a second firing angle is obtained from the three-dimensional map of second firing angles, the first firing angle being an aggressive firing angle and the second firing angle being a conservative firing angle.
It should be noted here that the first and second three-dimensional ignition angle maps are pre-stored in a memory module of the engine control system. In this embodiment, the first ignition angle three-dimensional map is applicable to a high gear, and the second ignition angle three-dimensional map is applicable to a low gear, and the high and low gears are divided specifically as described below.
The second ignition angle three-dimensional map may be an existing three-dimensional map, and the first ignition angle three-dimensional map may be a three-dimensional map obtained by recalibrating the vehicle. During specific calibration, under the condition that the engine speed and the engine load are the same, a first ignition angle in the first ignition angle three-dimensional map is selected as an aggressive ignition angle, and a second ignition angle in the second ignition angle three-dimensional map is selected as a conservative ignition angle.
Here, the conservative ignition angle is a conservative ignition angle in the low gear, the conservative ignition angle is a large value, and the aggressive ignition angle is a aggressive ignition angle in the high gear, and the aggressive ignition angle is a small value.
As shown in FIG. 4, for a calibration of an engine, the upper first row represents engine speed in r/min, the left first column is IMEP (indicated pressure in average cylinder) in MPa, which is proportional to engine load, and the values corresponding to engine speed and IMEP are the difference between the second firing angle minus the first firing angle.
In this step, the engine speed and the engine load acquired by the first acquisition unit 1 may be transmitted to the second acquisition unit 2 described below, and then the first ignition angle and the second ignition angle are acquired from the two maps by the second acquisition unit 2, respectively, and transmitted to the calculation unit 5 described below.
And S103, calculating to obtain an actual ignition angle according to the first ignition angle, the second ignition angle and the Factor.
As a preferred embodiment, the actual ignition angle is calculated according to the following formula:
actual firing angle = basic firing angle + modified firing angle, where: basic firing angle = first firing angle × Factor + second firing angle × (1-Factor).
It should be noted that in this step, the actual ignition angle is calculated by the following calculation unit 5 according to the above formula, and is transmitted to the control unit 4.
And S104, controlling the engine ignition unit to ignite according to the actual ignition angle by the control unit 4.
It should be noted here that the corrected ignition angle is the same in value in correspondence with the first ignition angle three-dimensional map and the second ignition angle three-dimensional map. The specific determination method of the corrected ignition angle may refer to the prior art, and it is related to parameters that affect the value of the corrected ignition angle, such as the water temperature of the engine, the intake air temperature, the air-fuel ratio, VVT (variable intake and exhaust system), the default knock/exhaust angle, scavenging, the amount of oil dilution, etc., and may of course depend on other parameters, such as warm-up, idle speed, etc.
As a preferred embodiment, as shown in fig. 2, after the engine is started, the current gear is obtained by a third obtaining unit 3 described below, and when the current gear is greater than or equal to the preset gear threshold, the calculating unit 5 delays for a first preset time, and sequentially substitutes factors into a formula to obtain an actual ignition angle by increasing from 0 to 1 at a first preset rate. Therefore, the actual ignition angle is gradually switched from the second ignition angle to the first ignition angle, so that a proper ignition angle can be obtained in a high gear, NVH noise of the vehicle is reduced, and fuel economy and dynamic performance of the vehicle are improved.
It should be noted that the manner of obtaining the gear may refer to the prior art, and may for example use gear information in a control module of an engine management system, and the specific value of the first preset time may be obtained by calibration.
Furthermore, the predetermined gear threshold value can also be determined by calibration, for example, in a vehicle with nine gears, seven gears can be selected as the predetermined gear threshold value, and in a vehicle with seven gears, for example, five gears can be selected as the predetermined gear threshold value. However, it should be noted that the specific determination of the preset gear threshold should be obtained by calibration, and may be finally determined according to the performance of the real vehicle, and the vehicle speed corresponding to the general preset gear is not lower than 60km/h.
Preferably, the first preset rate is greater than or equal to 0.005/mS, so that the ignition angle can be switched smoothly, the step of the ignition angle can be prevented from being too fast, and the problems of vehicle knocking, misfire and the like can be prevented.
As a preferred embodiment, still referring to fig. 2, after the engine is started, the current gear is obtained by a third obtaining unit 3 described below, and when the current gear is smaller than the preset gear threshold, the calculating unit 5 delays for a second preset time, and sequentially substitutes the Factor into the formula at a second preset rate from 1 to 0 to obtain the actual ignition angle. Therefore, the actual ignition angle is gradually switched from the first ignition angle to the second ignition angle, so that a proper ignition angle can be obtained in the low gear, NVH noise of the vehicle is reduced, and fuel economy and dynamic performance of the vehicle are improved.
Preferably, the second preset rate is greater than or equal to 0.005/mS, so that the ignition angle can be switched smoothly, the step of the ignition angle can be prevented from being too fast, and the problems of vehicle knocking, misfire and the like can be prevented.
According to the engine ignition control method, the first ignition angle and the second ignition angle are respectively obtained from the two three-dimensional maps of the ignition angles, and the actual ignition angle is calculated through a formula, so that a better ignition angle can be obtained, NVH noise of a vehicle can be reduced, fuel consumption of the vehicle can be reduced, and dynamic property of the vehicle can be better ensured.
Another object of the present invention is to propose an engine ignition control device, as shown in fig. 3, which mainly includes a first acquisition unit 1, a second acquisition unit 2, a calculation unit 5 and a control unit 4. The first acquiring unit 1 is configured to acquire an engine speed and an engine load, and the second acquiring unit 2 is configured to acquire a first ignition angle from the first ignition angle three-dimensional map and acquire a second ignition angle from the second ignition angle three-dimensional map according to the engine speed and the engine load.
The aforementioned calculating unit 5, connected to the second obtaining unit 2, is configured to determine the actual ignition angle according to the following formula:
actual firing angle = basic firing angle + modified firing angle, where: basic firing angle = first firing angle × Factor + second firing angle × (1-Factor).
As a preferred embodiment, the engine ignition control device further includes a third obtaining unit 3, the third obtaining unit 3 is configured to obtain a current gear, the third obtaining unit 3 is connected to the calculating unit 5, and the calculating unit 5 is configured to delay a first preset time when the current gear is greater than or equal to a preset gear threshold, and sequentially substitute Factor into the formula at a first preset rate from 0 to 1 to obtain an actual ignition angle, where the first preset rate is greater than or equal to 0.005/mS.
As a preferred embodiment, the calculating unit 5 is further configured to delay a second preset time when the current gear is smaller than the preset gear threshold, and sequentially substitute the Factor into the formula at a second preset rate from 1 to 0 to obtain the actual ignition angle, where the second preset rate is greater than or equal to 0.005/mS.
The calculation unit 5 is connected with the control unit 4, the calculation unit 5 sends the calculated actual ignition angle to the control unit 4, and the control unit 4 controls the engine ignition unit to ignite according to the actual ignition angle.
Meanwhile, the invention also aims to provide a vehicle, and the vehicle is provided with the engine ignition control device. The vehicle of the present invention and the engine ignition control device have the same advantages as the prior art, and are not described in detail herein.
Furthermore, it is still another object of the present invention to propose a computer storage medium having a program or instructions stored therein, which when run on a computer performs the ignition angle control method as above. When the computer storage medium is applied to the vehicle, the NVH performance of the vehicle can be improved, the oil consumption of the vehicle can be reduced, and the dynamic property of the vehicle can be better improved.
In this embodiment, a memory is a general example of the computer-readable storage medium. Additionally, computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement any method or technology for storage of information.
The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of a computer-readable storage medium include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory, or other memory technologies, compact discs, read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An engine ignition control method, characterized by comprising:
acquiring the engine speed and the engine load;
acquiring a first ignition angle and a second ignition angle according to the engine speed and the engine load;
calculating to obtain an actual ignition angle according to the first ignition angle, the second ignition angle and the Factor;
and controlling the engine ignition unit to ignite according to the actual ignition angle.
2. The engine ignition control method according to claim 1, characterized in that:
the actual ignition angle is calculated according to the following formula:
actual firing angle = basic firing angle + modified firing angle, where: basic firing angle = first firing angle × Factor + second firing angle × (1-Factor).
3. The engine ignition control method according to claim 2, characterized by further comprising:
acquiring a current gear;
when the current gear is larger than or equal to a preset gear threshold value, delaying first preset time, and substituting the formula with the Factor with a first preset speed from 0 to 1 so as to obtain the actual ignition angle.
4. The engine ignition control method according to claim 3, characterized in that:
the first predetermined rate is greater than or equal to 0.005/mS.
5. The engine ignition control method according to claim 2, characterized by further comprising:
acquiring a current gear;
and when the current gear is smaller than the preset gear threshold value, delaying a second preset time, and substituting the Factor into the formula from 1 to 0 at a second preset speed so as to obtain the actual ignition angle.
6. The engine ignition control method according to claim 5, characterized in that:
the second preset rate is greater than or equal to 0.005/mS.
7. The engine ignition control method according to claim 2, characterized in that:
the corrected ignition angle is determined in accordance with at least one of a water temperature of the engine, an intake air temperature, an air-fuel ratio, a variable intake and exhaust system, a default knock withdrawal angle, scavenging, and an oil dilution amount.
8. The engine ignition control method according to any one of claims 1 to 7, characterized in that:
the first ignition angle is obtained from a first ignition angle three-dimensional map, and the second ignition angle is obtained from a second ignition angle three-dimensional map;
the first firing angle is an aggressive firing angle and the second firing angle is a conservative firing angle.
9. An engine ignition control apparatus characterized by comprising:
a first acquisition unit (1) for acquiring an engine speed and an engine load;
the second acquisition unit (2) is connected with the first acquisition unit (1) and is used for acquiring a first ignition angle and a second ignition angle according to the engine speed and the engine load;
a calculating unit (5) connected with the second acquiring unit (2) and used for calculating and obtaining an actual ignition angle according to the first ignition angle, the second ignition angle and the Factor,
and the control unit (4) is connected with the calculation unit (5), and the control unit (4) is used for controlling the ignition unit of the engine to ignite according to the actual ignition angle.
10. A vehicle, characterized in that:
the vehicle is provided with the engine ignition control apparatus according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310063649.7A CN115962081A (en) | 2023-01-13 | 2023-01-13 | Engine ignition control method and device and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310063649.7A CN115962081A (en) | 2023-01-13 | 2023-01-13 | Engine ignition control method and device and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115962081A true CN115962081A (en) | 2023-04-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310063649.7A Pending CN115962081A (en) | 2023-01-13 | 2023-01-13 | Engine ignition control method and device and vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN115962081A (en) |
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- 2023-01-13 CN CN202310063649.7A patent/CN115962081A/en active Pending
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