CN114810457A - Ignition angle control method and device for engine with EGR system and vehicle - Google Patents
Ignition angle control method and device for engine with EGR system and vehicle Download PDFInfo
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- CN114810457A CN114810457A CN202110742627.4A CN202110742627A CN114810457A CN 114810457 A CN114810457 A CN 114810457A CN 202110742627 A CN202110742627 A CN 202110742627A CN 114810457 A CN114810457 A CN 114810457A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1516—Digital data processing using one central computing unit with means relating to exhaust gas recirculation, e.g. turbo
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Abstract
The embodiment of the application relates to the technical field of automobiles, in particular to an ignition angle control method and device of an engine with an EGR system and a vehicle. After the engine is started, determining a basic ignition angle by the rotating speed of the engine and the torque of the engine; the EGR during operation is to the gas delivery in the engine, acquire the operating mode information of current engine and the operating mode information of EGR, according to the condition information of engine and the operating mode information of EGR, according to ignition angle compensation value, carry out at least one dimension compensation to basic ignition angle and obtain actual ignition angle, then compensate basic ignition angle according to ignition angle compensation value, thereby obtain actual ignition angle, through the influence of calculation to at least one dimension of basic ignition angle, thereby obtain the actual ignition angle that more matches with current engine state, and then effectively reduce the condition emergence of engine knock or engine inefficiency.
Description
Technical Field
The embodiment of the application relates to the technical field of automobiles, in particular to an ignition angle control method and device of an engine with an EGR system and a vehicle.
Background
Environmental issues, energy crisis, and the emergence of stringent emission and fuel consumption regulations have presented a serious challenge to the internal combustion engine industry. The oil consumption reduction and the emission reduction are two most important problems at present, so that the low-pressure EGR system is applied to an engine, the EGR is introduced into an engine cylinder body after the exhaust gas is cooled, the temperature of a compression end point in the engine cylinder is reduced, the engine is restrained, the ignition angle can be adjusted to the premise, and the heat efficiency of the engine is improved.
In the prior art, an EGR system pipeline is long, certain delay exists in the process of entering a cylinder, and the actual EGR rate entering the cylinder possibly has certain difference with the required EGR rate in the acceleration and deceleration process, so that the actual EGR rate is not matched with an ignition angle, and the engine knocking or the engine efficiency is low easily caused.
Content of application
The embodiment of the application aims to provide an ignition angle control method and device of an engine with an EGR system and a vehicle, and aims to solve the problem that an actual EGR rate is not matched with an ignition angle.
A first aspect of an embodiment of the present application provides an ignition angle control method, including:
determining a basic ignition angle according to the rotating speed of the engine and the torque of the engine;
acquiring current working condition information of an engine and EGR working condition information;
determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the working condition information of EGR;
and according to the ignition angle compensation value, performing at least one dimension compensation on the basic ignition angle to obtain an actual ignition angle.
Alternatively, determining the base firing angle based on the engine speed and the engine torque comprises:
and substituting the engine rotating speed and the engine torque into a basic ignition angle map to obtain the basic ignition angle.
Optionally, obtaining the current operating condition information of the engine and the operating condition information of the EGR comprises:
acquiring the current rotating speed of the engine and the engine cycle air inflow;
and acquiring an actual EGR rate and an engine intake temperature of the EGR.
Optionally, determining an ignition angle compensation value for at least one dimension compensation of the basic ignition angle according to the current working condition information of the engine and the working condition information of the EGR comprises:
substituting the engine circulating air inflow and the actual EGR rate into a basic ignition angle compensation map to obtain a basic ignition angle compensation value of basic dimension compensation;
and substituting the engine cycle air inflow and the engine rotating speed into an engine flow prediction map to obtain a flow influence ignition angle compensation value of gas flow dimension compensation.
Optionally, obtaining the current operating condition information of the engine and the operating condition information of the EGR further comprises:
acquiring torque of the engine and engine cooling water temperature;
determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the EGR working condition information, and further comprising the following steps of:
and substituting the engine cooling water temperature and the air inlet temperature into the temperature influence map to determine a temperature influence ignition angle compensation value of temperature dimension compensation.
Optionally, according to the ignition angle compensation value, performing at least one dimension compensation on the basic ignition angle to obtain an actual ignition angle, including:
and accumulating the basic ignition angle and the ignition angle compensation values compensated by all dimensions to obtain the actual ignition angle.
Optionally, after obtaining the actual firing angle, the method further comprises:
and controlling the engine to ignite according to the actual ignition angle.
A second aspect of the embodiments of the present application provides an ignition angle control apparatus, including:
the basic determining module is used for determining a basic ignition angle according to the rotating speed of the engine and the torque of the engine;
the information acquisition module is used for acquiring the current working condition information of the engine and the working condition information of EGR;
the determining module is used for determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the working condition information of the EGR;
and the calculation module is used for performing at least one dimension compensation on the basic ignition angle according to the ignition angle compensation value to obtain an actual ignition angle.
A third aspect of the embodiments of the present application provides an electronic device, including:
a memory for storing a computer program;
a processor for executing the computer program stored on the memory to implement the control method described above.
A fourth aspect of the embodiments of the present application provides a vehicle including a control device configured to implement the control method described above.
Has the advantages that:
the application provides an ignition angle control method and device of an engine with an EGR system and a vehicle, wherein after the engine is started, the rotation speed and the engine torque of the engine determine a basic ignition angle; the EGR system comprises an engine, an EGR system, a plurality of basic ignition angles, an EGR system, a plurality of engine sensors, a plurality of ignition angle compensation values and a plurality of compensation values, wherein the basic ignition angles are used for compensating the basic ignition angles, the EGR system comprises a plurality of basic ignition angles, the basic ignition angles are used for compensating the basic ignition angles, and the engine sensors are used for detecting the working condition information of the engine and the working condition information of the EGR system.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.
Fig. 1 is a schematic flowchart of a control method according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a process for determining an ignition compensation value according to an embodiment of the present application;
FIG. 3 is a schematic flow chart illustrating the process of determining the spark compensation value according to another embodiment of the present application;
fig. 4 is a block diagram of a control device according to an embodiment of the present application;
FIG. 5 is a block diagram of a control device according to another embodiment of the present application;
fig. 6 is a block diagram of an electronic device according to an embodiment of the present application.
Description of reference numerals: 4. a control device; 401. a base determination module; 402. an information acquisition module; 403. a determination module; 404. a calculation module; 405. and executing the module.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In order to realize oil consumption reduction and emission reduction, a low-pressure EGR system is applied to an engine in the related art, cooled exhaust gas is introduced into a cylinder, the temperature and the specific heat ratio in the cylinder are reduced, the pumping loss of medium and small loads is reduced, and EGR is introduced when the engine works under a large load, so that the compression end point temperature can be reduced, the engine is restrained, the ignition angle can be adjusted to the premise, and the heat efficiency of the engine is further improved.
The engine EGR system is external EGR, and exhaust gas after the catalyst is introduced into the engine cylinder through the supercharger, the intake intercooler and the throttle valve before being introduced into the intake supercharger. The EGR system has a long pipeline, a certain delay exists in the process of entering the cylinder, the actual EGR rate entering the cylinder possibly has a certain difference with the required EGR rate in the acceleration and deceleration process, if the required EGR rate is higher than the actual EGR rate, the EGR rate does not reach the expectation, the actual EGR rate is not matched with the ignition angle, the knocking inhibition capacity on the engine is weak, the engine knocking is possibly caused, and the damage to the engine body is caused; if the required EGR rate is reduced, the EGR rate exceeds the expected EGR rate, resulting in a mismatch between the actual EGR rate and the ignition angle, the engine ignites later and is less efficient.
In view of this, a first aspect of an embodiment of the present application proposes an ignition angle control method, and with reference to fig. 1, the ignition angle control method includes:
s1, determining a basic ignition angle according to the rotating speed and the engine torque of the engine;
the method comprises the steps of obtaining the rotating speed of an engine and the torque of the engine in real time, searching a basic ignition angle map, and substituting the rotating speed of the engine and the torque of the engine to obtain a standard basic ignition angle without the influence of other external factors.
The basic ignition angle is the angle of the corresponding engine piston at the ignition moment when the engine realizes the optimal combustion effect under the influence of no other external factors.
S2, acquiring the current working condition information of the engine and the working condition information of EGR;
detecting the current working condition information of the engine, including the rotating speed of the engine, the torque of the engine and the cooling water temperature of the engine, and the working condition information of EGR, including an actual EGR rate, the air inlet temperature of the engine and the air inlet quantity of an engine cycle, and determining the influence factors on the ignition angle by the information.
The EGR rate is the proportion of the exhaust gas after the catalyst in the air intake process of the engine.
S3, determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the working condition information of the EGR;
the method comprises the steps of analyzing the current working condition information of the engine and the EGR working condition information to obtain dimensions which affect an ignition angle, including a basic dimension, a gas flow dimension, a temperature dimension and the like, and calculating an influence value on the ignition angle from each dimension to determine an ignition angle compensation value required by the engine to achieve the optimal effect.
The ignition angle compensation value is a value for correcting the basic ignition angle, the influence of each dimension calculation on the ignition angle is judged to determine the influence value, and then the compensation is carried out through the ignition angle compensation value opposite to the influence value, so that the engine achieves the optimal effect.
And S4, according to the ignition angle compensation value, carrying out at least one dimension compensation on the basic ignition angle to obtain the actual ignition angle.
And according to the determined ignition angle compensation value and the basic ignition angle, calculating to obtain the actual ignition angle required by the engine to achieve the optimal effect.
After the engine is started, determining a basic ignition angle by the rotating speed of the engine and the torque of the engine; the EGR during operation is to the gas delivery in the engine, acquire the operating mode information of current engine and the operating mode information of EGR, according to the operating mode information of engine and the operating mode information of EGR, calculate and confirm the ignition angle offset value that carries out the compensation to basic ignition angle from at least one dimension, then compensate basic ignition angle according to ignition angle offset value, thereby obtain actual ignition angle, through calculating the influence to basic ignition angle from at least one dimension, thereby obtain the actual ignition angle that more matches with current engine state, and then effectively reduce the engine knock or the condition that engine efficiency is lower and take place.
Wherein determining a base firing angle based on a rotational speed of the engine and an engine torque comprises:
and substituting the engine speed and the engine torque into the basic ignition angle map to obtain a basic ignition angle.
Under the condition of no EGR, a basic ignition angle map is obtained by a bench test, wherein the abscissa of the basic ignition angle map is the rotating speed of the engine, the ordinate of the basic ignition angle map is the torque of the engine, and the content of the basic ignition angle map is the basic ignition angle corresponding to the rotating speed of the engine and the torque of the engine.
The method comprises the steps of acquiring the rotating speed and the engine torque of an engine in real time in the working process of the engine, substituting the rotating speed and the engine torque of the engine into a basic ignition angle map, and obtaining a standard basic ignition angle without the influence of other external factors according to corresponding contents on the basic ignition angle map.
In some embodiments, obtaining current engine operating condition information and EGR operating condition information comprises:
acquiring the current rotating speed of an engine and the circulating air inflow of the engine;
and acquiring an actual EGR rate of the EGR and an engine intake air temperature.
Wherein, according to the current working condition information of the engine and the working condition information of the EGR, an ignition angle compensation value for carrying out at least one dimension compensation on the basic ignition angle is determined, and referring to FIG. 2, the method comprises the following steps:
s21, substituting the engine circulating air inflow and the actual EGR rate into a basic ignition angle compensation map to obtain a basic ignition angle compensation value of basic dimension compensation;
for an engine with EGR, the circulating air inflow of the engine corresponds to the engine load level, and corresponds to different actual EGR rates under different loads, so under the conditions of different engine circulating air inflow and actual EGR rates in the fundamental dimension, the tolerance degree of the engine to knocking is different, and the fundamental ignition angle compensation value compensated by the fundamental dimension is determined through the engine circulating air inflow and the actual EGR rates.
The basic ignition angle compensation map of the engine provided with the EGR is obtained through a bench test, the abscissa is the actual EGR rate obtained through logic calculation of the ECU, the ordinate is the air inflow of the engine cycle machine obtained through calculation of the air flow meter and the ECU, the air inflow of the engine cycle and the actual EGR rate are obtained in real time in the working process of the engine, the air inflow of the engine cycle and the actual EGR rate are substituted into the basic ignition angle compensation map, and the basic ignition angle compensation value of the EGR on the basis dimension to the technical ignition angle is obtained according to the corresponding content on the basic ignition angle compensation map.
And S22, substituting the engine cycle air inflow and the engine speed into the engine flow prediction map to obtain a flow influence ignition angle compensation value of gas flow dimension compensation.
In the aspect of gas flow dimension, when gas enters the engine through EGR, the gas flows in a cylinder more strongly due to the fact that the engine runs at a high rotating speed, and different engine cycle air inflow and engine rotating speed cause different degrees of tolerance of the engine to knocking, so that the ignition angle compensation value is influenced by the flow compensated by the gas flow dimension determined through the engine cycle air inflow and the engine rotating speed.
The method comprises the steps of obtaining an engine flow prediction map through experience prediction and experimental data fitting, obtaining engine cycle air inflow and engine rotating speed in real time, substituting the engine cycle air inflow and the engine rotating speed into the engine flow prediction map, and obtaining a flow influence ignition angle compensation value of gas flow dimension compensation according to corresponding content on the engine flow prediction map.
In some embodiments, obtaining current engine operating condition information and EGR operating condition information further comprises:
acquiring torque of an engine and engine cooling water temperature;
referring to fig. 3, determining an ignition angle compensation value for at least one dimension compensation of a basic ignition angle according to the current operating condition information of the engine and the operating condition information of the EGR, further comprises:
and S23, substituting the engine cooling water temperature and the intake air temperature into the temperature influence map, and determining the temperature influence ignition angle compensation value of temperature dimension compensation.
In the temperature dimension, in the working process of the engine, the water temperature and the air inlet temperature of the engine determine the temperature of mixed gas before ignition in a cylinder near a compression end point of a piston of the engine, the temperature influences the gas density and further influences the pressure in the cylinder, and therefore the temperature influence ignition angle compensation value compensated by the temperature dimension is determined through the cooling water temperature and the air inlet temperature of the engine.
The temperature influence map is obtained through a bench test, the cooling water temperature and the air inlet temperature of the engine are obtained in real time, the cooling water temperature and the air inlet temperature of the engine are substituted into the temperature influence map, and the temperature influence ignition angle compensation value of temperature dimension compensation is obtained according to the corresponding content on the engine temperature influence map.
In some embodiments, compensating the base firing angle in at least one dimension based on the firing angle compensation value to obtain the actual firing angle comprises:
and accumulating the basic ignition angle and the ignition angle compensation values compensated by all dimensions to obtain the actual ignition angle.
And calculating to obtain ignition angle compensation values compensated by each dimension, including a basic ignition angle compensation value, a flow influence ignition angle compensation value and a temperature influence ignition angle compensation value, wherein each ignition angle compensation value is in a positive-negative variable mode, and accumulating each ignition angle compensation value with the initially obtained basic ignition angle, for example, in one embodiment, the basic ignition angle, the basic compensation value, the flow influence ignition angle compensation and the temperature influence ignition angle compensation value are added, so as to obtain an actual ignition angle adapting to the current engine state.
Wherein, after obtaining the actual firing angle, the firing angle control method further comprises:
and controlling the engine to ignite according to the actual ignition angle so as to complete the ignition action.
And after the actual ignition angle is determined, when the piston of the engine moves to the angle corresponding to the actual ignition angle, driving the engine to ignite, and driving the engine to perform the next stroke, so that the engine completes the ignition action at a proper position.
Based on the same inventive concept, a second aspect of the embodiment of the present application proposes an ignition angle control device 4, and referring to fig. 4, the control device includes:
a base determination module 401 for determining a base firing angle based on a rotational speed of an engine and an engine torque;
an information obtaining module 402, configured to obtain current operating condition information of the engine and operating condition information of the EGR;
the determining module 403 is configured to determine an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current operating condition information of the engine and the operating condition information of the EGR;
and the calculating module 404 is configured to perform at least one dimension compensation on the basic ignition angle according to the ignition angle compensation value to obtain an actual ignition angle.
Wherein the basis determining module 401 is further configured to perform the following steps:
and substituting the engine speed and the engine torque into the basic ignition angle map to obtain a basic ignition angle.
The information obtaining module 402 is further configured to perform the following steps:
acquiring the current rotating speed of an engine and the circulating air inflow of the engine;
and acquiring an actual EGR rate of the EGR and an engine intake air temperature.
Wherein the determining module 403 is further configured to perform the following steps:
substituting the engine circulating air inflow and the actual EGR rate into a basic ignition angle compensation map to obtain a basic ignition angle compensation value of basic dimension compensation;
and substituting the engine cycle air inflow and the engine rotating speed into the engine flow prediction map to obtain a flow influence ignition angle compensation value of gas flow dimension compensation.
In one embodiment, the information obtaining module 402 and the determining module 403 are further configured to:
acquiring torque of an engine and engine cooling water temperature through an information acquisition module 402;
the temperature influence ignition angle compensation value of the temperature dimension compensation is determined by substituting the engine cooling water temperature and the intake air temperature into the temperature influence map through the determination module 403.
In some embodiments, referring to fig. 5, the control device 4 further comprises an execution module 405, and the execution module 405 is configured to execute the following steps:
and controlling the engine to ignite according to the actual ignition angle.
Based on the same inventive concept, an embodiment of the present application further provides an electronic device, and with reference to fig. 6, the electronic device includes:
a memory for storing a computer program;
a processor for executing a computer program stored on the memory to implement the control method described above.
Based on the same inventive concept, the embodiment of the application also provides a vehicle, which comprises the control device, and the control device is used for realizing the control method.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.
As will be appreciated by one of skill in the art, embodiments of the present application may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and so forth) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present application have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the true scope of the embodiments of the application.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal 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 terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.
It should also be noted that, in this document, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", 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 application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present application. Moreover, relational terms such as "first" and "second" are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions or should not be construed as indicating or implying relative importance. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal 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 terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or terminal equipment comprising the element.
The technical solutions provided by the present application are described in detail above, and the principles and embodiments of the present application are described herein by using specific examples, which are only used to help understanding the present application, and the content of the present description should not be construed as limiting the present application. While various modifications of the illustrative embodiments and applications will be apparent to those skilled in the art based upon this disclosure, it is not necessary or necessary to exhaustively enumerate all embodiments, and all obvious variations and modifications can be resorted to, falling within the scope of the disclosure.
Claims (10)
1. A method of controlling an ignition angle, the method comprising:
determining a basic ignition angle according to the rotating speed of the engine and the torque of the engine;
acquiring current working condition information of an engine and EGR working condition information;
determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the working condition information of EGR;
and according to the ignition angle compensation value, performing at least one dimension compensation on the basic ignition angle to obtain an actual ignition angle.
2. The ignition angle control method according to claim 1, wherein determining the base ignition angle based on the rotation speed of the engine and the engine torque comprises:
and substituting the engine rotating speed and the engine torque into a basic ignition angle map to obtain the basic ignition angle.
3. The ignition angle control method according to claim 1, wherein obtaining current operating condition information of the engine and operating condition information of the EGR comprises:
acquiring the current rotating speed of the engine and the engine cycle air inflow;
and acquiring an actual EGR rate and an engine intake temperature of the EGR.
4. The ignition angle control method according to claim 3, wherein determining an ignition angle compensation value that compensates the base ignition angle in at least one dimension based on current engine operating condition information and EGR operating condition information comprises:
substituting the engine circulating air inflow and the actual EGR rate into a basic ignition angle compensation map to obtain a basic ignition angle compensation value of basic dimension compensation;
and substituting the engine cycle air inflow and the engine rotating speed into an engine flow prediction map to obtain a flow influence ignition angle compensation value of gas flow dimension compensation.
5. The ignition angle control method according to claim 4, wherein acquiring current operating condition information of the engine and operating condition information of the EGR further comprises:
acquiring torque of the engine and engine cooling water temperature;
determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the EGR working condition information, and further comprising:
and substituting the engine cooling water temperature and the air inlet temperature into the temperature influence map to determine a temperature influence ignition angle compensation value of temperature dimension compensation.
6. The ignition angle control method according to claim 1, characterized in that compensating the base ignition angle by at least one dimension according to the ignition angle compensation value to obtain an actual ignition angle comprises:
and accumulating the basic ignition angle and the ignition angle compensation values compensated by all dimensions to obtain the actual ignition angle.
7. The ignition angle control method according to claim 1, characterized in that after the actual ignition angle is obtained, the ignition angle control method further comprises:
and controlling the engine to ignite according to the actual ignition angle.
8. An ignition angle control apparatus, characterized in that the control apparatus (4) comprises:
a base determination module (401) for determining a base firing angle based on a rotational speed of an engine and an engine torque;
the information acquisition module (402) is used for acquiring the current working condition information of the engine and the working condition information of the EGR;
the determining module (403) is used for determining an ignition angle compensation value for performing at least one dimension compensation on the basic ignition angle according to the current working condition information of the engine and the EGR working condition information;
and the calculation module (404) is used for performing at least one dimension compensation on the basic ignition angle according to the ignition angle compensation value to obtain an actual ignition angle.
9. An electronic device, comprising:
a memory for storing a computer program;
a processor for executing a computer program stored on the memory to implement the ignition angle control method of any one of claims 1-7.
10. A vehicle characterized by comprising control means for implementing the ignition angle control method according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110742627.4A CN114810457B (en) | 2021-06-30 | 2021-06-30 | Ignition angle control method and device for engine with EGR system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110742627.4A CN114810457B (en) | 2021-06-30 | 2021-06-30 | Ignition angle control method and device for engine with EGR system and vehicle |
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| Publication Number | Publication Date |
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| CN114810457A true CN114810457A (en) | 2022-07-29 |
| CN114810457B CN114810457B (en) | 2024-08-06 |
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| CN202110742627.4A Active CN114810457B (en) | 2021-06-30 | 2021-06-30 | Ignition angle control method and device for engine with EGR system and vehicle |
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| CN116025500A (en) * | 2022-10-27 | 2023-04-28 | 东风汽车集团股份有限公司 | Ignition angle control method and system based on EGR rate and vehicle |
| CN116025499A (en) * | 2022-10-27 | 2023-04-28 | 东风汽车集团股份有限公司 | Engine ignition angle design method based on initialization calibration and aging loss |
| CN116146400A (en) * | 2022-10-27 | 2023-05-23 | 东风汽车集团股份有限公司 | Ignition angle self-adaptive learning method and system for aging loss correction of engine |
| CN116146399A (en) * | 2022-10-27 | 2023-05-23 | 东风汽车集团股份有限公司 | Ignition angle correction method, system, terminal and vehicle for full life cycle of engine |
| CN116025499B (en) * | 2022-10-27 | 2024-11-19 | 东风汽车集团股份有限公司 | Engine ignition angle design method based on initialization calibration and aging loss |
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