CN116146399A - Ignition angle correction method, system, terminal and vehicle for full life cycle of engine - Google Patents

Abstract

The invention discloses an ignition angle correction method, an ignition angle correction system, an ignition angle correction terminal and a ignition angle correction vehicle for the whole life cycle of an engine, wherein the ignition angle correction method comprises the following steps: acquiring a difference value between a basic ignition angle and a minimum ignition angle; if the difference value is in a preset range 0-C1, performing ignition angle self-adaptive learning based on the EGR rate to obtain an ignition angle correction value; and if the difference value is in a preset range C1-C2, performing active learning of the ignition angle based on the EGR rate, and obtaining an ignition angle correction value. Based on the difference between the basic ignition angle and the minimum ignition angle, the self-adaption and active learning regulation and control ignition angle are combined, the influence of the regulation and control ignition angle on the combustion stability and the combustion stability of the engine is ensured to be minimum, and the ignition angle under the EGR rate is corrected and controlled under the condition that different engines and different life cycle differences exist, so that the ignition efficiency and the fuel economy are improved.

Description

Ignition angle correction method, system, terminal and vehicle for full life cycle of engine

Technical Field

The invention belongs to the technical field of engine ignition angles, and particularly relates to an ignition angle correction method, an ignition angle correction system, an ignition angle correction terminal and a vehicle for a full life cycle of an engine.

Background

Research shows that the EGR system has certain advantages in improving emission, reducing oil consumption and improving anti-knock capability. The EGR exhaust gas reduces the combustion temperature, avoids knocking, and suppresses the ignition advance retardation. However, when the EGR rate is not properly introduced, including unstable control of large fluctuation of EGR exhaust gas or excessive EGR rate, combustion stability is adversely affected, and at this time, it is necessary to appropriately retard the ignition angle to suppress occurrence of knocking or abnormal engine shake. And as the life cycle of the engine goes on, the control parameters may deviate, so as to ensure that the EGR system can exert the advantages in different life cycles. And as the engine life cycle progresses, the control parameters may shift.

Under different operating conditions of the engine, the adjusting force and the adjusting mode are different in order to restrain knocking or abnormal shaking of the engine and ensure normal operation of the engine by retarding the ignition angle.

Disclosure of Invention

Aiming at the defects or improvement demands of the prior art, the invention provides an ignition angle correction method, an ignition angle correction system, an ignition angle correction terminal and an ignition angle correction vehicle for an engine full life cycle, which combine self-adaption and active learning regulation and control of the ignition angle based on the difference between a basic ignition angle and a minimum ignition angle, ensure that the regulation and control of the ignition angle has minimum influence on combustion stability and knocking of the combustion stability of the engine, and simultaneously realize correction control of the ignition angle under the EGR rate and improve the ignition efficiency and the fuel economy under the condition that different engines and different life cycle differences exist.

To achieve the above object, according to a first aspect of the present invention, there is provided an ignition angle correction method for a full life cycle of an engine, comprising the steps of:

acquiring a difference value between a basic ignition angle and a minimum ignition angle;

if the difference value is in a preset range 0-C1, performing ignition angle self-adaptive learning based on the EGR rate to obtain an ignition angle correction value;

and if the difference value is in a preset range C1-C2, performing active learning of the ignition angle based on the EGR rate, and obtaining an ignition angle correction value.

Further, the preset ranges C1, C2 are each determined by the engine speed and the intake cylinder fresh air density.

Further, if the difference exceeds the preset ranges 0 to C1 and C1 to C2, the ignition angle is not processed.

Further, the ignition angle adaptive learning based on the EGR rate, to obtain an ignition angle correction value, includes:

if the initial condition of the ignition angle self-adaption based on the EGR rate is met, entering an ignition angle self-adaption stabilization stage based on the EGR rate;

if the ignition angle self-adaptive activation condition based on the EGR rate is met, entering an ignition angle self-adaptive activation stage based on the EGR rate;

if the ignition angle self-adaptive activation stage based on the EGR rate is accumulated for a certain time T2 to a limit value, the ignition angle self-adaptive updating stage based on the EGR rate is started, and the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value under corresponding working conditions are updated and stored.

Further, the determining whether an initial condition for the EGR rate-based ignition angle adaptation is satisfied, if so, proceeds to the next step, including:

engine speed is within a certain range and engine speed fluctuation of ignition angle self-adaption entering EGR rate is within a certain limit;

the load is in a certain range, and the load fluctuation of the ignition angle self-adaption of the entering EGR rate is in a certain limit;

the actual EGR rate is within a certain range, and the fluctuation of the ignition angle self-adapting actual EGR rate entering the EGR rate is within a certain limit;

the EGR rate control is in a closed-loop control activation state;

the ratio of the EGR valve outlet exhaust pressure to the inlet exhaust pressure is less than a preset value;

the water temperature of the engine is in a certain range, and the fluctuation of the actual EGR rate of the ignition angle self-adaption entering the EGR rate is in a certain limit;

the air inlet temperature is in a certain range, and the fluctuation of the actual EGR rate of the ignition angle self-adaption of the entering EGR rate is in a certain limit;

the deviation of the target intake VVT angle and the actual exhaust VVT angle is within a preset range;

the deviation of the target exhaust VVT angle and the actual exhaust VVT angle is within a preset range;

the actual air-fuel ratio fluctuation is within a preset range;

the ignition angle self-adaptive basic ignition angle fluctuation of the entering EGR rate is within a certain limit;

The ignition angle self-adaptive minimum ignition angle fluctuation of the entering EGR rate is within a certain limit;

the difference between the basic ignition angle and the operation ignition angle is within a preset range;

failure of related parts of the ignition system does not occur;

knocking, pre-combustion and excessive exhaust temperature are not generated;

if any one of the conditions is not met, stopping self-adaption, and entering a self-adaption non-activated stage;

and if the conditions are met, entering an ignition angle self-adaptive stabilization stage.

Further, the active learning of the ignition angle based on the EGR rate, to obtain the ignition angle correction value, includes:

if the initial condition of the ignition angle active learning based on the EGR rate is met, entering an ignition angle active learning stabilization stage based on the EGR rate;

if the activation condition of the ignition angle active learning based on the EGR rate is met, entering an ignition angle active learning activation stage based on the EGR rate;

if the certain time T2 is accumulated to the limit value, an ignition angle active learning updating stage based on the EGR rate is started, and the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value after the active learning updating are updated based on the number of times of meeting the active learning stabilization stage, the ignition angle correction value preset limit and the EGR rate.

Further, the determining whether the activation condition of the active learning of the ignition angle based on the EGR rate is satisfied, for example, the next step is performed, includes:

the time for entering the active learning stabilization stage exceeds the preset time T0;

the duration of the ignition angle active learning times based on the EGR rate not updated does not exceed the preset time T1;

if the above conditions are not satisfied, but the initial conditions are satisfied, maintaining in an active learning stabilization stage;

if the above conditions are not satisfied and the initial conditions are not satisfied, returning to the active learning inactive stage;

if the above conditions are met and the initial conditions are met, entering an active learning activation stage.

According to a second aspect of the present invention, there is provided an EGR rate based ignition angle processing system for performing the method, comprising:

the difference value determining module is used for determining a difference value between the basic ignition angle and the minimum ignition angle;

the self-adaptive module is used for carrying out self-adaptive learning of the ignition angle based on the EGR rate when the difference between the basic ignition angle and the minimum ignition angle is in a preset range of 0-C1, and acquiring an ignition angle correction value;

and the active learning module is used for performing active learning of the ignition angle based on the EGR rate and acquiring an ignition angle correction value when the difference between the basic ignition angle and the minimum ignition angle is within a preset range C1-C2.

According to a third aspect of the present invention, there is provided an electronic device comprising:

at least one processor, at least one memory, and a communication interface; wherein,,

the processor, the memory and the communication interface are communicated with each other;

the memory stores program instructions executable by the processor that the processor invokes to perform the method.

According to a fourth aspect of the invention there is provided a vehicle comprising a control system for use in the method.

In general, the above technical solutions conceived by the present invention, compared with the prior art, enable the following beneficial effects to be obtained:

1. according to the ignition angle correction method, based on the difference between the basic ignition angle and the minimum ignition angle, the self-adaption and active learning regulation and control ignition angle are combined, the minimum influence of the regulation and control ignition angle on the combustion stability and the combustion stability of the engine is ensured, and meanwhile, under the condition that different engines and different life cycle differences exist, the ignition angle correction control under the EGR rate is realized, so that the ignition efficiency and the fuel economy are improved.

Drawings

FIG. 1 is a flow chart of a method for correcting the ignition angle of an engine in full life cycle.

Detailed Description

The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention. In addition, the technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.

The ignition angles comprise an MBT ignition angle, a basic ignition angle and a minimum ignition angle, and different ignition angles correspond to different ignition efficiencies, wherein the ignition efficiency corresponding to the MBT ignition angle is 1; the basic ignition angle is a basic ignition angle determined under the condition of avoiding knocking under the MBT ignition angle and considering the combustion efficiency of the engine, the ignition efficiency corresponding to the basic ignition angle is smaller than 1, and the basic ignition angle minus the ignition angle of knocking delay can be determined as the final allowable ignition angle; the minimum firing angle refers to: the minimum ignition angle that the engine is allowed to reach is set to be the minimum ignition angle within the range of the engine exhaust temperature protection requirement and the range of the engine combustion stability allowance. The minimum firing angle corresponds to a firing efficiency that is not greater than the firing efficiency corresponding to the base firing angle.

First, the maximum EGR rate and the ignition angle advance angle increment under the maximum EGR rate are determined under different working conditions, and the corresponding ignition angle advance angle increment under the actual EGR rate is the actual EGR rate multiplied by the ignition angle advance angle increment corresponding to the maximum EGR rate divided by the maximum EGR rate.

The ignition angle processing method mainly comprises the ignition angle self-adaptation (namely passive self-learning) of the EGR rate, does not change any parameter, and does not perform passive learning under the condition of any interference on control; the method also comprises active learning, and under the condition that the self-adaptive working condition is difficult to meet, if the active learning has small interference on the normal working condition, the active regulation and control parameters are subjected to self-learning. When the difference between the basic ignition angle and the minimum ignition angle is large, active self-learning is adopted, the influence of the self-learning on the combustion stability and knocking of the engine is small, the learning efficiency is high, and otherwise, self-adaption is adopted, so that the influence on the normal operation of the engine is avoided, and the self-adaption is safer and more effective.

As shown in fig. 1, the invention provides a method for correcting an ignition angle of an engine full life cycle, which comprises the following steps:

acquiring a difference value between a basic ignition angle and a minimum ignition angle;

If the difference value is in a preset range 0-C1, performing ignition angle self-adaptive learning based on the EGR rate to obtain an ignition angle correction value;

and if the difference value is in a preset range C1-C2, performing active learning of the ignition angle based on the EGR rate, and obtaining an ignition angle correction value.

The parameters are not actively regulated and controlled in the self-adaptive learning process, the ignition angle is well controlled, and the learning can be performed under the condition that the ignition angle is small. The advantage of fast active learning rate is kept as much as possible, and meanwhile, the influence on the exhaust temperature in the process is avoided. In order to obtain a preset range C1 of the difference between the basic ignition angle and the minimum ignition angle, an experimental calibration method is provided: the preset range C1 of the difference between the basic ignition angle and the minimum ignition angle is calibrated by adjusting different engine speeds and fresh air density entering the cylinder, and experimental calibration data are shown in table 1 in detail.

TABLE 1

C1 is less than C2 at the same engine speed and same intake air density into the cylinder. And (3) actively regulating and controlling parameters in the active learning process, wherein if the ignition angle is close to the minimum ignition angle, the condition that the ignition angle reaches the minimum ignition angle possibly occurs in the active learning process, and the temperature of the engine is overhigh at the moment, so that the temperature of the engine is prevented from exceeding the limit in the active learning process by determining C2. In order to obtain a preset range C2 of the difference between the basic ignition angle and the minimum ignition angle, an experimental calibration method is provided: the preset range C2 of the difference between the basic firing angle and the minimum firing angle is calibrated by adjusting different engine speeds and fresh air density entering the cylinder, and experimental calibration data are shown in Table 2 in detail.

TABLE 2

Based on the above embodiments, as an alternative embodiment, if the difference value exceeds the preset ranges 0 to C1 and C1 to C2, the ignition angle processing is not performed.

Based on the above embodiment, as an optional embodiment, the ignition angle adaptive learning based on the EGR rate, obtaining the ignition angle correction value includes:

determining whether an initial condition for ignition angle adaptation based on the EGR rate is satisfied, if so, proceeding to the next step;

entering an ignition angle self-adaption stabilization stage based on the EGR rate, and determining whether an activation condition of the ignition angle self-adaption based on the EGR rate is met, if so, entering the next step;

entering an ignition angle self-adaptive activation stage based on the EGR rate, accumulating T2 to a limit value in a certain time, and entering the next step;

and entering an ignition angle self-adaptive updating and storing stage based on the EGR rate, updating and storing the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value based on the EGR rate.

The ignition angle self-adaption of the EGR rate needs to be performed when the working condition of the engine is stable, so that the accuracy of the self-adaption is ensured.

Based on the above embodiment, as an optional embodiment, the determining whether the initial condition of the ignition angle adaptation based on the EGR rate is satisfied specifically includes:

1. The engine is in an operating state;

2. engine speed is within a certain range (600 rpm to 5900rpm is taken in the example), and engine speed fluctuation of ignition angle self-adaption of the entering EGR rate is small (15 rpm is taken in the example);

3. the load (fresh air intake density into the cylinder) is within a certain range (200 mgpl to 3000mgpl is taken in this example), and the load fluctuation of the ignition angle self-adaption of the entering EGR rate is within a certain range (20 mgpl is taken in this example);

4. the actual EGR rate is within a certain range, and the fluctuation of the ignition angle self-adapting actual EGR rate entering the EGR rate is within a certain range (taking + -1% in the example);

EGR rate control is in closed loop control active state;

the ratio of the egr valve outlet exhaust pressure to the inlet exhaust pressure is less than a preset value (0.98 in this example);

7. engine water temperature is within a certain range (0 ℃ to 100 ℃ in the example), and the actual EGR rate fluctuation of the ignition angle self-adaption of the entering EGR rate is within a certain range (+/-2 ℃ in the example);

8. the intake air temperature is within a certain range (30 ℃ to 80 ℃ in this example), and the actual EGR rate fluctuation of the ignition angle adaptation of the intake EGR rate is within a certain range (+ -1.5 ℃ in this example);

9. the deviation of the target intake VVT angle from the actual exhaust VVT angle is within a preset range (in this example, ±0.5°);

10. The deviation of the target exhaust VVT angle from the actual exhaust VVT angle is within a preset range (in this example, ±0.5°);

11. the actual air-fuel ratio fluctuation is within a preset range (1% in this example);

12. the basic firing angle fluctuation of the firing angle adaptation into the EGR rate is within a certain range (1.2 ° in this example);

13. the minimum firing angle fluctuation of the firing angle adaptation into the EGR rate is within a certain range (0.8 ° in this example);

14. the difference between the basic ignition angle and the running ignition angle (running ignition angle means the ignition angle that the engine finally performs) is within a preset range (taking ±0.5° in this example);

15. failure of related parts of the ignition system does not occur;

16. knocking, preignition and excessive exhaust temperature are not generated.

If any one of the initial conditions is not met at any stage in the self-adaptation process, stopping self-adaptation and entering a self-adaptation non-activated stage; when the above initial conditions are satisfied, an ignition angle adaptive stabilization phase based on the EGR rate is entered.

Based on the above embodiment, as an optional embodiment, the determining whether the activation condition of the ignition angle adaptation based on the EGR rate is satisfied, for example, the proceeding to the next step is specifically included:

1. entering an adaptive stabilization stage for more than a preset time T0, wherein the preset time T0 is 0.5-1.6, and preferably T0=1s;

2. The ignition angle self-adaption times based on the EGR rate are not updated and do not exceed the preset time T1, the preset time T1 is 50-70 min, preferably, T1=60 min, and the ignition angle self-adaption based on the EGR rate is updated once. (if the learning interval is too long, the difference of each learning value may be caused by the aging of engine parts, and not the accurate information is learned);

if the above conditions are not satisfied, but the initial conditions are satisfied, maintaining in an adaptive stabilization stage;

if the above conditions are not satisfied and the initial conditions are not satisfied, returning to the adaptive inactive phase;

if the above conditions are met and the initial conditions are met, the next stage, namely the ignition angle self-adaptive activation stage based on the EGR rate, is entered.

Based on the above-described embodiments, as an alternative embodiment, when the EGR rate-based ignition angle adaptive activation phase is entered, the engine speed total, the load total, the intake air temperature total, the water temperature total, the intake VVT angle total, the exhaust VVT angle total, the basic ignition angle (basic ignition angle based on the actual EGR rate) total, the basic ignition angle total under the current operating condition assuming no EGR rate, the minimum ignition angle (minimum ignition angle based on the actual EGR rate) total, the minimum ignition angle total under the current operating condition assuming no EGR rate, the MBT ignition angle total under the current operating condition assuming no EGR rate, the actual EGR rate are accumulated for a certain period of time, and after the time T2 is satisfied, the next phase, i.e., the EGR rate-based ignition angle adaptive update phase, is entered, T2 takes 1 to 5s, preferably, t2=3 s.

And the ignition angle self-adaptive updating stage based on the EGR rate is to update the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value based on the EGR rate. Default EGR rate-based MBT ignition angle correction value=0°, base ignition angle correction value=0° and minimum ignition angle correction value=0° stored in the nonvolatile memory EEPROM; determining MBT ignition angle correction value, basic ignition angle correction value and minimum ignition angle correction value based on EGR rate under different engine speeds, loads, air inlet temperatures, water temperatures, air inlet VVT angles and air outlet VVT angles; the stored values in the EEPROM are updated based on the determined MBT firing angle correction, base firing angle correction, and minimum firing angle correction.

Based on the above embodiment, as an optional embodiment, the adaptive basic firing angle correction value updating method is as follows:

1) When the number of times of meeting the adaptive stabilization stage (1 is added after each time of meeting) under the corresponding working condition does not exceed the preset number of times (30 times are taken in the example), Δphi _{BaseSparkA daptionAct EGR} Maintaining the last learning value;

2) The number of times that the adaptive stabilization stage satisfies under corresponding operating conditions exceeds the preset number of times, and when the example takes 30 times, the method actively sets:

Δphi _{BaseSparkAdaptionActEGR} ＝(phi _{BaseSparkActEGRAvg} -phi _{BaseSparkNoEGRAvg} )×k(n _Avg ,rho _Avg )

Wherein k (n _Avg ,rho _Avg ) From engine speed n _Avg And fresh air density rho into cylinder _Avg Calibrating to obtain;

limit Δphi _{BaseSparkAdaptionActEGR} Maximum (0.5 ° in this example);

to obtain k (n _Avg ,rho _Avg ) An experimental calibration method is provided: by adjusting different engine speeds and fresh air density into the cylinders, k (n _Avg ,rho _Avg ) The experimental calibration data are detailed in table 3.

TABLE 3 Table 3

At the moment, resetting the meeting times of the adaptive stabilization stage under the corresponding working condition; and if the learning condition is not met in the learning process, resetting the meeting times of the adaptive stabilization stage under the corresponding working condition.

The updated value of the basic ignition angle corresponding to the operating condition (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate) is

Wherein,,

for the basic firing angle of the same condition after last learning and updating, in particular, first phi _{BaseSparkActEGR} (0) Is calibrated by an engine bench.

3) If knocking or pre-combustion or exhaust temperature exceeds limit once in the learning process, the basic ignition angle phi under the corresponding working condition _{BaseSparkActEGR} Taking phi _{BaseSparkActEGR} (0) And basic ignition angle update under corresponding working conditions is not allowed when the accumulated mileage does not reach the preset mileage (5 kilometers are taken in the example) at the current moment;

If the actual EGR rate r of the current condition _ActEGRAvg Maximum EGR rate r equal to its corresponding operating condition _MaxEGR When the engine is in the working condition, the engine speed, the load, the air inlet temperature, the water temperature, the air inlet VVT angle and the air outlet VVT angle are all different EGR rates r _{ActEGRRadi um} All update the basic firing angle

Wherein,,

for the basic firing angle of the same condition after last learning update, especially first phi _{BaseSparkActEGRRadium} (0) Is calibrated by an engine bench.

The basic firing angle correction value is:

based on the above embodiment, as an alternative embodiment, the adaptive MBT firing angle correction value updating method is as follows:

the number of times of satisfaction (1 is added after each time of satisfaction) of the adaptive stabilization stage under the corresponding working condition does not exceed the preset number of times, and when 30 times are taken in the example, the MBT ignition angle correction value delta phi _{MBTSparkAd aptionActE GR} Maintaining the last learning value;

the number of times that the adaptive stabilization stage satisfies under corresponding operating conditions exceeds the preset number of times, and when the example takes 30 times, the method actively sets:

Δphi _{MBTSparkAdaptionActEGR} ＝(phi _{MBTSparkActEGRAvg} -phi _{MBTSparkNoEGRAvg} )×k ₁ (n _Avg ,rho _Avg )

wherein k is ₁ (n _Avg ,rho _Avg ) Not less than k (n) _Avg ,rho _Avg )；

And limit Δphi _{MBTSparkAd aptionActE GR} Maximum (0.5 ° in this example);

to obtain k ₁ (n _Avg ,rho _Avg ) An experimental calibration method is provided: calibrating k by adjusting different engine speeds and fresh air density entering cylinders ₁ (n _Avg ,rho _Avg ) The experimental calibration data are detailed in table 4.

TABLE 4 Table 4

At the moment, the meeting times of the adaptive stabilization stage under the corresponding working condition are cleared. And if the learning condition is not met in the learning process, resetting the meeting times of the adaptive stabilization stage under the corresponding working condition.

The value of the MBT ignition angle updated according to the working conditions (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate) is

Wherein,,

for MBT firing angle of the same condition after last learning update, in particular first time phi _{MBTSparkActEGR} (0) Is calibrated by an engine bench.

3) If the actual EGR rate r of the current condition _ActEGRAvg Maximum EGR rate r equal to its corresponding operating condition _MaxEGR When the engine is in the working condition, the engine speed, the load, the air inlet temperature, the water temperature, the air inlet VVT angle and the air outlet VVT angle are all different EGR rates r _{ActEGRRadi um} All update MBT firing angle

/>

Wherein,,

for MBT ignition angle of same working condition after last learning and updating, in particular, first phi _{MBTSparkActEGRRadium} (0) Is calibrated by an engine bench。

The MBT firing angle correction value is:

based on the above embodiment, as an alternative embodiment, the adaptive minimum firing angle correction value updating method is as follows:

1) The number of times of satisfaction (1 is added after each time of satisfaction) of the adaptive stabilization stage under the corresponding working condition does not exceed the preset number of times, and when 30 times are taken in the example, delta phi _{MinSparkAd aptionActE GR} Maintaining the last learning value;

2) The number of times that the adaptive stabilization stage satisfies under corresponding operating conditions exceeds the preset number of times, and when the example takes 30 times, the method actively sets:

Δphi _{MinSparkAd aptionActE GR} ＝(phi _{MinSparkAc tEGRAvg} -phi _{MinSparkNo EGRAvg} )×k ₂ (n _Avg ,rho _Avg )

wherein k is ₂ (n _Avg ,rho _Avg ) Less than k ₁ (n _Avg ,rho _Avg )

And limit Δphi _{MinSparkAdaptionActEGR} Maximum, this example takes 0.5 °.

To obtain k ₂ (n _Avg ,rho _Avg ) An experimental calibration method is provided: calibrating k by adjusting different engine speeds and fresh air density entering cylinders ₂ (n _Avg ,rho _Avg ) The experimental calibration data are detailed in table 5.

TABLE 5

At the moment, the meeting times of the adaptive stabilization stage under the corresponding working condition are cleared. And if the learning condition is not met in the learning process, resetting the meeting times of the adaptive stabilization stage under the corresponding working condition.

The value of the minimum ignition angle updated for the corresponding operating conditions (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate) is

Wherein,,

for the minimum firing angle of the same condition after last learning and updating, in particular, first phi _{MinSparkAc tEGR} (0) Is calibrated by an engine bench.

3) If knocking or pre-combustion or exhaust temperature exceeds limit once in the learning process, the minimum ignition angle phi under the corresponding working condition _{MinSparkActEGR} Taking phi _{MinSparkActEGR} (0) And the minimum ignition angle under the corresponding working condition is not allowed to be updated when the accumulated mileage does not reach the preset mileage (5 kilometers are taken in the example) at the current moment;

If the actual EGR rate r of the current condition _ActEGRAvg Maximum EGR rate r equal to its corresponding operating condition _MaxEGR When the engine is in the working condition, the engine speed, the load, the air inlet temperature, the water temperature, the air inlet VVT angle and the air outlet VVT angle are all different EGR rates r _ActEGRRadium All update the minimum firing angle

Wherein,,

for the last learning of the updated minimum firing angle for the same operating conditions, in particular the first moment phi _{MinSparkActEGRRadium} (0) Is calibrated by an engine bench.

Wherein the minimum firing angle correction value is:

based on the above embodiments, as an alternative embodiment, the ignition angle adaptive storage phase includes the following steps:

1. calculating an average value n of engine speeds T over a period of time when an EGR rate-based ignition angle adaptation phase is entered _Avg Average rho of load _Avg Average value T of intake air temperature _ManAvg Average value T of water temperature _CoolantAvg Average value phi of intake VVT angle _IntakeVVTAvg Average value phi of exhaust VVT angle _{ExhaustVVTAvg} Average value phi of basic ignition angle (basic ignition angle based on actual EGR rate) _{BaseSparkActEGRAvg} Basic ignition angle average value phi without EGR rate _{BaseSparkNoEGRAvg} Average value phi of minimum ignition angle (minimum ignition angle based on actual EGR rate) _{MinSparkAc tEGRAvg} Minimum firing angle average phi without EGR rate _{MinSparkNo EGRAvg} Average value phi of MBT ignition angle (MBT ignition angle based on actual EGR rate) _{MBTSparkAc tEGRAvg} MBT ignition angle average value phi without EGR rate _{MBTSparkNo EGRAvg} Average value r of actual EGR rate _ActEGRAvg 。

2. The current average engine speed, average load, average intake air temperature, average water temperature, average intake VVT angle, average exhaust VVT angle, MBT firing angle correction at average actual EGR rate, base firing angle correction and minimum firing angle correction are updated to the EEPROM under the corresponding conditions (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate).

And finally, storing the basic ignition angle correction value, the MBT ignition angle correction value and the minimum ignition angle correction value under the corresponding working conditions into an EEPROM.

Based on the above embodiment, as an optional embodiment, the active learning of the ignition angle based on the EGR rate, obtaining the ignition angle correction value, includes the following steps:

determining whether an initial condition of ignition angle self-learning based on the EGR rate is satisfied, if so, proceeding to the next step;

determining whether an initial condition of the ignition angle active learning based on the EGR rate is met, if so, entering the next step;

entering an ignition angle active learning stabilization stage based on the EGR rate, determining whether an activation condition of the ignition angle active learning based on the EGR rate is met, if so, entering the next step;

Entering an ignition angle active learning activation stage based on the EGR rate, accumulating a certain time T2 to a limit value, and entering the next step;

entering an ignition angle active learning updating stage based on the EGR rate, and actively learning and updating the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value under corresponding working conditions based on the number of times of satisfaction of an active learning stabilization stage, the preset limit of the ignition angle correction value and the EGR rate;

and entering an active learning and storing stage of the ignition angle based on the EGR rate, and storing the updated MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value under the corresponding working conditions.

The ignition angle of the EGR rate is actively learned, and the ignition angle is required to be actively learned when the working condition of the engine is stable, so that the accuracy of the active learning is ensured.

Based on the above embodiment, as an optional embodiment, the determining whether the initial condition for the active learning of the ignition angle based on the EGR rate is satisfied specifically includes:

1. the engine is in an operating state;

2. engine speed is within a certain range (600 rpm to 5900rpm is taken in the example), and engine speed fluctuation of the ignition angle active learning of the entering EGR rate is small (15 rpm is taken in the example);

3. the load (fresh air intake density of the intake cylinder) is within a certain range (200 mgpl to 3000mgpl is taken in the example), and the load fluctuation of the active learning of the ignition angle of the intake EGR rate is within a certain range (20 mgpl is taken in the example);

4. The actual EGR rate is within a certain range, and the fluctuation of the actual EGR rate entering the ignition angle active learning of the EGR rate is within a certain range (1% in the example);

EGR rate control is in closed loop control active state;

the ratio of the egr valve outlet exhaust pressure to the inlet exhaust pressure is less than a preset value (0.98 in this example);

7. engine water temperature is within a certain range (0 ℃ to 100 ℃ in the example), and actual EGR rate fluctuation entering the ignition angle active learning of the EGR rate is within a certain range (2 ℃ in the example);

8. the intake air temperature is within a certain range (30 ℃ to 80 ℃ in this example), and the actual EGR rate fluctuation of the ignition angle active learning of the intake EGR rate is within a certain range (+ -1.5 ℃ in this example);

9. the deviation of the target intake VVT angle from the actual exhaust VVT angle is within a preset range (in this example, ±0.5°);

10. the deviation of the target exhaust VVT angle from the actual exhaust VVT angle is within a preset range (in this example, ±0.5°);

11. the actual air-fuel ratio fluctuation is within a preset range (1% in this example);

12. the basic firing angle fluctuation of the firing angle active learning of the entering EGR rate is within a certain range (1.2 ° in this example);

13. the minimum firing angle fluctuation of the firing angle active learning of the entering EGR rate is within a certain range (taking ±0.8° in this example);

14. The difference between the basic ignition angle and the running ignition angle (running ignition angle means the ignition angle that the engine finally performs) is within a preset range (taking ±0.5° in this example);

15. failure of related parts of the ignition system does not occur;

16. knocking, preignition and excessive exhaust temperature are not generated.

If any one of the initial conditions is not met at any stage in the active learning process, the active learning is terminated, and an active learning non-activated stage is entered; when the above initial conditions are satisfied, an active learning stabilization phase of the ignition angle based on the EGR rate is entered.

Based on the above embodiment, as an optional embodiment, the determining whether the activation condition of the active learning of the ignition angle based on the EGR rate is satisfied, for example, the following step is satisfied, specifically including:

1. entering an active learning stabilization stage for more than a preset time T0, wherein the preset time T0 is 0.5-1.6, and preferably T0=1s;

2. the ignition angle active learning times based on the EGR rate are not updated and do not exceed the preset time T1, the preset time T1 is 50-70 min, preferably, T1=60 min, and the ignition angle active learning based on the EGR rate is updated once after completion. (if the learning interval is too long, the difference of each learning value may be caused by the aging of engine parts, and not the accurate information is learned);

If the above conditions are not satisfied, but the initial conditions are satisfied, maintaining in an active learning stabilization stage;

if the above conditions are not satisfied and the initial conditions are not satisfied, returning to the active learning inactive stage;

if the above conditions are met and the initial conditions are met, entering the next stage, namely, the active learning activation stage of the ignition angle based on the EGR rate.

Based on the above embodiment, as an alternative embodiment, when the active learning activation phase of the ignition angle based on the EGR rate is entered, the engine speed sum, the load sum, the intake air temperature sum, the water temperature sum, the intake VVT angle sum, the exhaust VVT angle sum, the basic ignition angle (basic ignition angle based on the actual EGR rate) sum, the basic ignition angle sum under the current condition assumption no EGR rate, the minimum ignition angle (minimum ignition angle based on the actual EGR rate) sum, the minimum ignition angle sum under the current condition assumption no EGR rate, the MBT ignition angle sum under the current condition assumption no EGR rate, the actual EGR rate are accumulated, and after the time T2 is satisfied, the next phase, i.e., the active learning update phase of the ignition angle based on the EGR rate is entered, T2 takes 1 to 5s, preferably, t2=3 s.

The active learning updating phase of the ignition angle based on the EGR rate is to update the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value based on the EGR rate. Default EGR rate-based MBT ignition angle correction value=0°, base ignition angle correction value=0° and minimum ignition angle correction value=0° stored in the nonvolatile memory EEPROM; determining MBT ignition angle correction value, basic ignition angle correction value and minimum ignition angle correction value based on EGR rate under different engine speeds, loads, air inlet temperatures, water temperatures, air inlet VVT angles and air outlet VVT angles; the stored values in the EEPROM are updated based on the determined MBT firing angle correction, base firing angle correction, and minimum firing angle correction.

The ignition angle active learning and storing stage based on the EGR rate comprises the following steps:

1. calculating an average value n of engine speeds T over a period of time when an EGR rate-based active learning phase is entered _Avg Average rho of load _Avg Average value T of intake air temperature _ManAvg Average value T of water temperature _CoolantAvg Average value phi of intake VVT angle _IntakeVVTAvg Average value phi of exhaust VVT angle _{ExhaustVVTAvg} Average value phi of basic ignition angle (basic ignition angle based on actual EGR rate) _{BaseSparkA ctEGRAvg} Basic ignition angle average value phi without EGR rate _{BaseSparkNoEGRAvg} Average value phi of minimum ignition angle (minimum ignition angle based on actual EGR rate) _{MinSparkAc tEGRAvg} Minimum firing angle average phi without EGR rate _{MinSparkNo EGRAvg} Average value phi of MBT ignition angle (MBT ignition angle based on actual EGR rate) _{MBTSparkAc tEGRAvg} MBT ignition angle average value phi without EGR rate _{MBTSparkNo EGRAvg} Average value r of actual EGR rate _ActEGRAvg 。

2. The current average engine speed, average load, average intake air temperature, average water temperature, average intake VVT angle, average exhaust VVT angle, MBT firing angle correction at average actual EGR rate, base firing angle correction and minimum firing angle correction are updated to the EEPROM under the corresponding conditions (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate).

Based on the above embodiment, as an optional embodiment, the method for updating the actively learned basic firing angle correction value is as follows:

1) The number of times of the active learning stabilization stage under the corresponding working condition (1 is added after each time of the number of times of the active learning stabilization stage) does not exceed the preset number of times (3 is taken in the example0 times), Δphi _{BaseSparkA daptionAct EGR} Maintaining the last learning value;

2) The number of times that the active learning stabilization stage under the corresponding working condition meets exceeds the preset number of times, and when the example takes 30 times, the active setting is carried out:

Δphi _{BaseSparkAdaptionActEGR} ＝(phi _{BaseSparkActEGRAvg} -phi _{BaseSparkNoEGRAvg} )×k(n _Avg ,rho _Avg )

Wherein k (n _Avg ,rho _Avg ) From engine speed n _Avg And fresh air density rho into cylinder _Avg Calibrating to obtain;

and stabilizing for a period of time T3 (taking 3s in this example T3), restricting Δphi _{BaseSparkAdaptionActEGR} Maximum (0.3 ° in this example);

observing whether knocking or preignition occurs, and if not, further adjusting the active setting:

Δphi _{BaseSparkAdaptionActEGR} ＝(phi _{BaseSparkActEGRAvg} -phi _{BaseSparkNoEGRAvg} )×k(n _Avg ,rho _Avg ) X c1 wherein k (n _Avg ,rho _Avg ) From engine speed n _Avg And fresh air density rho into cylinder _Avg Calibrating to obtain; c1 this example takes 1.2;

and is stable for a period of time T4, T4 is not less than T3 (this example T4 takes 5s, and the risk of knocking or pre-ignition is aggravated due to further pre-ignition angle, and longer time is required for observation), and Δphi is limited _{BaseSparkAdaptionActEGR} Maximum (0.5 ° in this example);

further observing whether it knocks or prefires, and if not, further adjusting the active settings:

Δphi _{BaseSparkAdaptionActEGR} ＝(phi _{BaseSparkActEGRAvg} -phi _{BaseSparkNoEGRAvg} )×k(n _Avg ,rho _Avg )×c1×c2

wherein, c2 is 1.1 in this example;

and stabilizes for a period of time T5, T5 not less than T4 (this example T5 takes 7s, the risk of knocking or pre-ignition is exacerbated by further advancing the ignition angle,longer time to observe), limit Δphi _{BaseSparkAdaptionActEGR} Maximum (0.8 ° for this example).

Repeatedly observing whether knocking or preignition occurs or not, if so, maintaining a learning value of no knocking or preignition when the ignition angle is actively adjusted last time;

Repeating the above actions to obtain the final Deltaphi _{BaseSparkA daptionAct EGR} Not exceeding a preset angle (8 ° for this example). Too large a value setting may risk knocking and too small may not learn accurately.

At the moment, resetting the meeting times of the active learning stabilization stage under the corresponding working condition; if the learning condition is not satisfied in the learning process, the satisfying times of the active learning stabilization stage under the corresponding working condition are cleared.

The updated value of the basic ignition angle corresponding to the operating condition (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate) is

Wherein,,

for the basic firing angle of the same condition after last learning and updating, in particular, first phi _{BaseSparkA ctEGR} (0) Is calibrated by an engine bench.

To obtain k (n _Avg ,rho _Avg ) An experimental calibration method is provided: by adjusting different engine speeds and fresh air density into the cylinders, k (n _Avg ,rho _Avg ) The experimental calibration data are detailed in table 6.

TABLE 6

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3) If the actual EGR rate r of the current condition _ActEGRAvg Maximum EGR rate r equal to its corresponding operating condition _MaxEGR When the engine is in the working condition, the engine speed, the load, the air inlet temperature, the water temperature, the air inlet VVT angle and the air outlet VVT angle are all different EGR rates r _ActEGRRadium All update the basic firing angle

Wherein,,

for the basic firing angle of the same condition after last learning update, especially first phi _{BaseSparkA ctEGRRadiu m} (0) Is calibrated by an engine bench.

The basic firing angle correction value is:

based on the above embodiment, as an optional embodiment, the method for updating the actively learned MBT ignition angle correction value is as follows:

the number of times of satisfaction (1 is added after each time of satisfaction) of the active learning stabilization stage under the corresponding working condition does not exceed the preset number of times, and when 30 times are taken in the example, the MBT ignition angle correction value delta phi _{MBTSparkAdaptionActE GR} Maintaining the last learning value;

the number of times that the active learning stabilization stage under the corresponding working condition meets exceeds the preset number of times, and when the example takes 30 times, the active setting is carried out:

Δphi _{MBTSparkAd aptionActE GR} ＝(phi _{MBTSparkAc tEGRAvg} -phi _{MBTSparkNo EGRAvg} )×k ₁ (n _Avg ,rho _Avg )

wherein k is ₁ (n _Avg ,rho _Avg ) Not less than k (n) _Avg ,rho _Avg )；

And stabilizing for a period of time T6 (taking 3s in this example T6), and limiting Δphi _{MBTSparkAd aptionActE GR} Maximum (0.3 ° in this example);

observing whether it knocks or prefires, and if not, further adjusting the active setting

Δphi _{MBTSparkAdaptionAct EGR} ＝(phi _{MBTSparkActEGRAvg} -phi _{MBTSparkNo EGRAvg} )×k ₁ (n _Avg ,rho _Avg ) X c3 wherein c3 is 1.2 in this example

And is stable for a period of time T7, T7 is not less than T6 (this example T7 takes 5s, since the risk of knocking or pre-ignition is aggravated at a further pre-ignition angle, it takes longer to observe), and Δphi is limited _{MBTSparkAd aptionActE GR} Maximum (0.5 ° for this example).

Further observing whether it knocks or prefires, and if not, further adjusting the active setting

Δphi _{MBTSparkAd aptionActE GR} ＝(phi _{MBTSparkAc tEGRAvg} -phi _{MBTSparkNo EGRAvg} )×k ₁ (n _Avg ,rho _Avg ) X c3 x c4 wherein c4 is 1.1 in this example;

and is stable for a period of time T8, T8 is not less than T7 (this example T8 takes 7s, since the risk of knocking or pre-ignition is aggravated at a further pre-ignition angle, it takes longer to observe), and Δphi is limited _{MBTSparkAd aptionActE GR} Maximum (0.8 ° for this example);

repeatedly observing whether knocking or preignition occurs or not, if so, maintaining a learning value of no knocking or preignition when the ignition angle is actively adjusted last time;

repeating the above actions to obtain the final Deltaphi _{MBTSparkAd aptionActE GR} No more than a predetermined angle, this example takes 8 °. Too large a value setting may risk knocking and too small may not learn accurately.

At the moment, the meeting times of the active learning stabilization stage under the corresponding working condition are cleared. If the learning condition is not satisfied in the learning process, the satisfying times of the active learning stabilization stage under the corresponding working condition are cleared.

The value of the MBT ignition angle updated according to the working conditions (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate) is

Wherein,,

for MBT firing angle of the same condition after last learning update, in particular first time phi _{MBTSparkActEGR} (0) Is calibrated by an engine bench.

3) If the actual EGR rate r of the current condition _ActEGRAvg Maximum EGR rate r equal to its corresponding operating condition _MaxEGR When the engine is in the working condition, the engine speed, the load, the air inlet temperature, the water temperature, the air inlet VVT angle and the air outlet VVT angle are all different EGR rates r _ActEGRRadium All update MBT firing angle

Wherein,,

for MBT firing angle of the same condition after last learning update, in particular first time phi _{MBTSparkActEGRRadium} (0) Is calibrated by an engine bench.

Wherein MBT firing angle correction is:

to obtain k ₁ (n _Avg ,rho _Avg ) An experimental calibration method is provided: calibrating k by adjusting different engine speeds and fresh air density entering cylinders ₁ (n _Avg ,rho _Avg ) The experimental calibration data are detailed in table 7.

TABLE 7

Based on the above embodiment, as an optional embodiment, the method for updating the actively learned minimum firing angle correction value is as follows:

1) The number of times of active learning stabilization under corresponding working conditions (1 is added after each time of satisfaction) does not exceed the preset number of times, and when 30 times are taken in the example, delta phi _{MinSparkAd aptionA} ct _{E GR} Maintaining the last learning value;

2) The number of times that the active learning stabilization stage under the corresponding working condition meets exceeds the preset number of times, and when the example takes 30 times, the active setting is carried out:

Δphi _{MinSparkAd aptionActE GR} ＝(phi _{MinSparkAc tEGRAvg} -phi _{MinSparkNo EGRAvg} )×k ₂ (n _Avg ,rho _Avg )

Wherein k is ₂ (n _Avg ,rho _Avg ) Less than k ₁ (n _Avg ,rho _Avg )

And stabilizing for a period of time T6 (taking 3s in this example T6), restricting Δphi _{MinSparkAd aptionActE GR} Maximum, this example takes 0.3 °.

Observing whether knocking or preignition occurs, and if not, further adjusting the active setting delta phi _{MinSparkAdaptionActEGR} ＝(phi _{MinSparkActEGRAvg} -phi _{MinSparkNoEGRAvg} )×k ₂ (n _Avg ,rho _Avg ) X c5 and stabilize for a period of time T7 (this example T7 takes 5s, T7 is not less than T6, since further pre-ignition angle, the risk of knocking or pre-ignition is exacerbated, longer time observation is required), limit Δphi _{MinSparkAd aptionActE GR} Maximum, this example takes 0.5 °, where c5 this example takes 1.1.

Further observing whether knocking or preignition occurs, and if not, further adjusting the active setting Δphi _{MinSparkAd aptionActE GR} ＝(phi _{MinSparkAc tEGRAvg} -phi _{MinSparkNo EGRAvg} )×k ₂ (n _Avg ,rho _Avg ) Xc5×c6 and stable for a period of time T9 (this example T9 takes 7s, since the risk of knocking or pre-ignition is exacerbated at further pre-ignition angles, longer time is required for observation), limit Δphi _{MinSparkAd aptionActE GR} Maximum, this example takes 0.8 °, where c6 this example takes 1.05.

And repeatedly observing whether knocking or preignition occurs or not, and if so, maintaining a learning value that the knocking or preignition does not occur when the ignition angle is actively adjusted last time.

Repeating the above actions to obtain the final Deltaphi _{MinSparkAd aptionActE GR} No more than a predetermined angle, this example takes 8 °. Too large a value setting may risk knocking and too small may not learn accurately.

At the moment, the meeting times of the active learning stabilization stage under the corresponding working condition are cleared. If the learning condition is not satisfied in the learning process, the satisfying times of the active learning stabilization stage under the corresponding working condition are cleared.

The value of the minimum ignition angle updated for the corresponding operating conditions (engine speed, load, intake air temperature, water temperature, intake VVT angle, exhaust VVT angle, actual EGR rate) is

Wherein,,

for the last learning of the updated minimum firing angle for the same operating conditions, in particular the first moment phi _{MinSparkActEGR} (0) Is calibrated by an engine bench.

3) If the actual EGR rate r of the current condition _ActEGRAvg Maximum EGR rate r equal to its corresponding operating condition _MaxEGR When the engine is in the working condition, the engine speed, the load, the air inlet temperature, the water temperature, the air inlet VVT angle and the air outlet VVT angle are all different EGR rates r _{ActEGRRadi um} All update the minimum firing angle

Wherein,,

for the last learning of the updated minimum firing angle for the same operating conditions, in particular the first moment phi _{MinSparkActEGRRadium} (0) Is calibrated by an engine bench.

Wherein the minimum firing angle correction value is:

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wherein,,

to obtain k ₂ (n _Avg ,rho _Avg ) An experimental calibration method is provided: calibrating k by adjusting different engine speeds and fresh air density entering cylinders ₂ (n _Avg ,rho _Avg ) The experimental calibration data are detailed in table 8.

TABLE 8

And finally, storing the basic ignition angle correction value, the MBT ignition angle correction value and the minimum ignition angle correction value under the corresponding working conditions into an EEPROM.

The implementation basis of the embodiments of the present invention is realized by a device with a central processing unit function to perform programmed processing. Therefore, in engineering practice, the technical solutions and the functions of the embodiments of the present invention can be packaged into various modules. Based on this actual situation, on the basis of the above embodiments, an embodiment of the present invention provides an ignition angle processing system based on an EGR rate, for executing the ignition angle correction method of the full life cycle of the engine in the above method embodiment. Comprising the following steps:

the difference value determining module is used for determining a difference value between the basic ignition angle and the minimum ignition angle;

the self-adaptive module is used for carrying out self-adaptive learning of the ignition angle based on the EGR rate when the difference between the basic ignition angle and the minimum ignition angle is in a preset range of 0-C1, and acquiring an ignition angle correction value;

and the active learning module is used for performing active learning of the ignition angle based on the EGR rate and acquiring an ignition angle correction value when the difference between the basic ignition angle and the minimum ignition angle is within a preset range C1-C2.

It should be noted that, the device in the device embodiment provided by the present invention may be used to implement the method in the above method embodiment, and may also be used to implement the method in other method embodiments provided by the present invention, where the difference is merely that the corresponding functional module is provided, and the principle is basically the same as that of the above device embodiment provided by the present invention, so long as a person skilled in the art refers to a specific technical solution in the above device embodiment based on the above device embodiment, and obtains a corresponding technical means by combining technical features, and a technical solution formed by these technical means, and on the premise that the technical solution is ensured to have practicability, the device in the above device embodiment may be modified, so as to obtain a corresponding device embodiment, and be used to implement the method in other method embodiment.

The method of the embodiment of the invention is realized by the electronic equipment, so that the related electronic equipment is necessary to be introduced. To this end, an embodiment of the present invention provides an electronic device including: at least one central processing unit (Central processor), a communication interface (Communications Interface), at least one Memory (Memory) and a communication bus, wherein the at least one central processing unit, the communication interface, and the at least one Memory perform communication with each other via the communication bus. The at least one central processing unit may invoke logic instructions in the at least one memory to perform all or part of the steps of the methods provided by the various method embodiments described above.

Further, the logic instructions in at least one of the memories described above may be implemented in the form of a software functional unit and may be stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or may be implemented by hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. Based on this knowledge, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The method of the embodiment of the invention is applied to vehicle control, and therefore, as an alternative embodiment, the invention provides a vehicle comprising a control system for implementing the method of the invention.

In this application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.

It will be readily appreciated by those skilled in the art that the foregoing description is merely a preferred embodiment of the invention and is not intended to limit the invention, but any modifications, equivalents, improvements or alternatives falling within the spirit and principles of the invention are intended to be included within the scope of the invention.

Claims (10)

1. The ignition angle correction method for the full life cycle of the engine is characterized by comprising the following steps of:

Acquiring a difference value between a basic ignition angle and a minimum ignition angle;

if the difference value is in a preset range 0-C1, performing ignition angle self-adaptive learning based on the EGR rate to obtain an ignition angle correction value;

and if the difference value is in a preset range C1-C2, performing active learning of the ignition angle based on the EGR rate, and obtaining an ignition angle correction value.

2. The method for correcting the ignition angle of the full life cycle of an engine according to claim 1, wherein the preset ranges C1 and C2 are determined by the engine speed and the fresh air density entering the cylinder.

3. The method for correcting the ignition angle of the full life cycle of an engine according to claim 1, wherein if the difference exceeds the preset ranges 0 to C1 and C1 to C2, no ignition angle processing is performed.

4. The method for correcting the ignition angle of the full life cycle of the engine according to claim 1, wherein the adaptive learning of the ignition angle based on the EGR rate, the obtaining of the ignition angle correction value, comprises:

if the initial condition of the ignition angle self-adaption based on the EGR rate is met, entering an ignition angle self-adaption stabilization stage based on the EGR rate;

if the ignition angle self-adaptive activation condition based on the EGR rate is met, entering an ignition angle self-adaptive activation stage based on the EGR rate;

If the ignition angle self-adaptive activation stage based on the EGR rate is accumulated for a certain time T2 to a limit value, the ignition angle self-adaptive updating stage based on the EGR rate is started, and the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value under corresponding working conditions are updated and stored.

5. The method for correcting the ignition angle of the full life cycle of an engine according to claim 4, wherein the initial conditions for the ignition angle adaptation based on the EGR rate include:

engine speed is within a certain range and engine speed fluctuation of ignition angle self-adaption entering EGR rate is within a certain limit;

the load is in a certain range, and the load fluctuation of the ignition angle self-adaption of the entering EGR rate is in a certain limit;

the actual EGR rate is within a certain range, and the fluctuation of the ignition angle self-adapting actual EGR rate entering the EGR rate is within a certain limit;

the EGR rate control is in a closed-loop control activation state;

the ratio of the EGR valve outlet exhaust pressure to the inlet exhaust pressure is less than a preset value;

the water temperature of the engine is in a certain range, and the fluctuation of the actual EGR rate of the ignition angle self-adaption entering the EGR rate is in a certain limit;

the air inlet temperature is in a certain range, and the fluctuation of the actual EGR rate of the ignition angle self-adaption of the entering EGR rate is in a certain limit;

The deviation of the target intake VVT angle and the actual exhaust VVT angle is within a preset range;

the deviation of the target exhaust VVT angle and the actual exhaust VVT angle is within a preset range;

the actual air-fuel ratio fluctuation is within a preset range;

the ignition angle self-adaptive basic ignition angle fluctuation of the entering EGR rate is within a certain limit;

the ignition angle self-adaptive minimum ignition angle fluctuation of the entering EGR rate is within a certain limit;

the difference between the basic ignition angle and the operation ignition angle is within a preset range;

failure of related parts of the ignition system does not occur;

knocking, pre-combustion and excessive exhaust temperature are not generated;

if any one of the conditions is not met, stopping self-adaption, and entering a self-adaption non-activated stage;

and if the conditions are met, entering an ignition angle self-adaptive stabilization stage.

6. The method for correcting the ignition angle of the full life cycle of the engine according to claim 1, wherein the step of actively learning the ignition angle based on the EGR rate to obtain the ignition angle correction value comprises the steps of:

if the initial condition of the ignition angle active learning based on the EGR rate is met, entering an ignition angle active learning stabilization stage based on the EGR rate;

if the activation condition of the ignition angle active learning based on the EGR rate is met, entering an ignition angle active learning activation stage based on the EGR rate;

If the certain time T2 is accumulated to the limit value, an ignition angle active learning updating stage based on the EGR rate is started, and the MBT ignition angle correction value, the basic ignition angle correction value and the minimum ignition angle correction value after the active learning updating are updated based on the number of times of meeting the active learning stabilization stage, the ignition angle correction value preset limit and the EGR rate.

7. The method for correcting the ignition angle of the full life cycle of an engine according to claim 6, wherein said determining whether the activation condition for the active learning of the ignition angle based on the EGR rate is satisfied, if so, includes:

the time for entering the active learning stabilization stage exceeds the preset time T0;

the duration of the ignition angle active learning times based on the EGR rate not updated does not exceed the preset time T1;

if the above conditions are not satisfied, but the initial conditions are satisfied, maintaining in an active learning stabilization stage;

if the above conditions are not satisfied and the initial conditions are not satisfied, returning to the active learning inactive stage;

if the above conditions are met and the initial conditions are met, entering an active learning activation stage.

8. An EGR rate-based firing angle processing system for performing the method of any of claims 1-7, comprising:

The difference value determining module is used for determining a difference value between the basic ignition angle and the minimum ignition angle;

the self-adaptive module is used for carrying out self-adaptive learning of the ignition angle based on the EGR rate when the difference between the basic ignition angle and the minimum ignition angle is in a preset range of 0-C1, and acquiring an ignition angle correction value;

and the active learning module is used for performing active learning of the ignition angle based on the EGR rate and acquiring an ignition angle correction value when the difference between the basic ignition angle and the minimum ignition angle is within a preset range C1-C2.

9. An electronic device, comprising:

at least one processor, at least one memory, and a communication interface; wherein,,

the processor, the memory and the communication interface are communicated with each other;

the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of any of claims 1-7.

10. A vehicle comprising a control system for performing the method of any of claims 1-7.

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