阅读说明：本技术 点火角控制方法、系统和可读存储介质 (Ignition angle control method, system and readable storage medium ) 是由 曹银波 王建强 张婵 李乐 于 2020-05-28 设计创作，主要内容包括：本发明提供了一种点火角控制方法、系统及可读存储介质,首先判断发动机是否进入预先设置的驾驶性敏感区域,如果是则进一步判断下一点火缸的理论爆震推迟点火角相对于当前点火缸的实际爆震推迟点火角的跳变是否超过预设阈值,如果是则需要对点火角跳变进行限制,将当前点火缸的实际爆震推迟点火角朝向下一点火缸的理论爆震推迟点火角偏移一偏移量,得到下一点火缸的实际爆震推迟点火角,然后根据下一点火缸的实际爆震推迟点火角与基础点火角确定下一点火缸的点火角并进行点火控制。本发明可以降低由于点火角波动引起的扭矩波动,改善驾驶员的驾驶感受,并对发动机动力总成的动态负荷进行限制和保护。(The invention provides an ignition angle control method, an ignition angle control system and a readable storage medium, wherein whether an engine enters a preset drivability sensitive region is judged, if yes, whether the jump of a theoretical knock delay ignition angle of a next ignition cylinder relative to an actual knock delay ignition angle of a current ignition cylinder exceeds a preset threshold value is further judged, if yes, the jump of the ignition angle needs to be limited, the actual knock delay ignition angle of the current ignition cylinder deviates towards the theoretical knock delay ignition angle of the next ignition cylinder by an offset amount to obtain the actual knock delay ignition angle of the next ignition cylinder, and then the ignition angle of the next ignition cylinder is determined according to the actual knock delay ignition angle of the next ignition cylinder and a basic ignition angle, and ignition control is carried out. The invention can reduce the torque fluctuation caused by the fluctuation of the ignition angle, improve the driving feeling of a driver and limit and protect the dynamic load of the engine power assembly.)

1. An ignition angle control method characterized by comprising:

s1, judging whether the engine enters a preset drivability sensitive area or not; if so, go to S2;

s2, judging whether the jump of the theoretical detonation retarding ignition angle of the next ignition cylinder relative to the actual detonation retarding ignition angle of the current ignition cylinder exceeds a preset threshold value or not; if so, go to S3;

s3, deviating the actual detonation retarded ignition angle of the current ignition cylinder by an offset amount towards the theoretical detonation retarded ignition angle of the next ignition cylinder to obtain the actual detonation retarded ignition angle of the next ignition cylinder; wherein the offset is less than or equal to the preset threshold;

and S4, determining the ignition angle of the next ignition cylinder according to the actual knock retarded ignition angle and the basic ignition angle of the next ignition cylinder, controlling ignition, and returning to the step S1.

2. The ignition angle control method according to claim 1, characterized by further comprising:

And if the jump of the theoretical detonation retarded ignition angle of the next ignition cylinder relative to the actual detonation retarded ignition angle of the current ignition cylinder does not exceed the preset threshold value, determining the theoretical detonation retarded ignition angle of the next ignition cylinder as the actual detonation retarded ignition angle of the next ignition cylinder, and executing S4.

3. The ignition angle control method according to claim 1, characterized by further comprising:

if the engine does not enter the drivability sensitive region, the theoretical knock-retarded ignition angle of the next ignition cylinder is determined as the actual knock-retarded ignition angle of the next ignition cylinder, and S4 is executed.

4. The ignition angle control method according to claim 1, characterized in that the drivability sensitive region is divided according to a rotation speed and a load of an engine;

the judging whether the engine enters a preset drivability sensitive region includes:

and judging whether the engine enters a preset drivability sensitive area or not according to the current rotating speed and load of the engine.

5. The ignition angle control method according to claim 1, characterized by further comprising:

and performing hysteresis control on the driving sensitivity area.

6. An ignition angle control system, characterized by comprising:

the first judgment module is used for judging whether the engine enters a preset drivability sensitive area or not; if yes, triggering a second judgment module;

the second judgment module is used for judging whether the jump of the theoretical detonation postponed ignition angle of the next ignition cylinder relative to the actual detonation postponed ignition angle of the current ignition cylinder exceeds a preset threshold value or not; if yes, triggering the first processing module;

the first processing module is used for deviating the actual detonation delay ignition angle of the current ignition cylinder by an offset amount towards the theoretical detonation delay ignition angle of the next ignition cylinder to obtain the actual detonation delay ignition angle of the next ignition cylinder; wherein the offset is less than or equal to the preset threshold;

and the ignition angle control module is used for determining the ignition angle of the next ignition cylinder according to the actual knocking delay ignition angle and the basic ignition angle of the next ignition cylinder, performing ignition control and triggering the first judgment module.

7. The ignition angle control system according to claim 6, further comprising: and the second processing module is used for determining the theoretical knock delay ignition angle of the next ignition cylinder as the actual knock delay ignition angle of the next ignition cylinder and triggering the ignition angle control module if the second judging module judges that the jump of the theoretical knock delay ignition angle of the next ignition cylinder relative to the actual knock delay ignition angle of the current ignition cylinder does not exceed a preset threshold value.

8. The ignition angle control system according to claim 6, further comprising: and the second processing module is used for determining the theoretical knock delay ignition angle of the next ignition cylinder as the actual knock delay ignition angle of the next ignition cylinder and triggering the ignition angle control module if the first judging module judges that the engine does not enter a driving sensitivity region.

9. The ignition angle control system according to claim 6, characterized in that the drivability sensitive region is divided according to a rotation speed and a load of an engine;

the method for judging whether the engine enters the preset drivability sensitive region by the first judging module comprises the following steps:

and judging whether the engine enters a preset drivability sensitive area or not according to the current rotating speed and load of the engine.

10. The ignition angle control system according to claim 6, further comprising: and the hysteresis control module is used for carrying out hysteresis control on the driving sensitivity area.

11. A readable storage medium, on which a computer program is stored, which, when being executed by a processor, is able to carry out the ignition angle control method according to any one of claims 1 to 5.

Technical Field

The invention relates to the technical field of engine control, in particular to an ignition angle control method, an ignition angle control system and a readable storage medium.

Background

The electronic controller of the transmission can process various sensor signals describing the current driving state of the vehicle in the running process of the vehicle, and judges that the driver intends to control the current gear of the vehicle. At present, the structure and control method of an electronic control system of an automatic transmission are increasingly complex, the control precision is continuously improved, the control range is continuously expanded, and the torque precision requirement on the output of an engine is also gradually improved. The driving performance of the automobile is one of the main performances of the modern automobile, the driving performance of the automobile is greatly related to the dynamic performance and the comfort of passengers of the automobile, and the torque of an engine has great influence on the smoothness of the automobile. When the output torque of the engine jumps, the engine speed fluctuation can be caused by the clearance and the suspension elastic deformation of the engine power assembly, and the driving performance which is subjective and felt by a driver is poor.

In a control system based on torque coordination, an engine management system collects all torque requirements, then determines different torque requirement priorities and coordinates the torque requirements, and finally torque output is achieved. In the function of torque conversion realization, the required torque is divided into gas path torque and fire path torque after coordination, the gas path torque is mainly realized by changing the air intake charge in the cylinder, the gas path torque is calculated to obtain the expected air intake amount, the opening of a throttle valve is calculated according to the expected air intake amount, and the actual oil injection amount of each cylinder is controlled and calculated according to the air-fuel ratio, so that the control of the gas path is realized; the firing path torque is achieved by torque intervention spark advance.

Within a certain range, the torque output from the engine increases as the spark advance angle increases, but knocking is caused if the spark advance angle is too high, resulting in a drop in the engine output torque, as shown in fig. 1.

When a certain area knocks, the engine control system can delay the knocking of the area and identify and store the ignition angle so as to reduce the possibility of knocking again when the engine enters the area again and improve the subjective driving feeling of a driver. However, due to manufacturing variations in the engine, the engine has a different propensity for knock per cylinder, resulting in a different knock retarded firing angle per engine cylinder at the same engine speed and load. In addition, the tendency of the engine to knock varies at different engine speeds and loads due to the characteristics of the engine fuel itself.

For the above reasons, during acceleration of the vehicle, when the load is increased, the ignition angle jump of the engine is excessively large, and the output torque jump is caused, as shown in fig. 2, thereby seriously affecting the driving feeling of the driver.

Disclosure of Invention

The invention aims to provide an ignition angle control method, an ignition angle control system and a readable storage medium, which are used for solving the problem that the driving feeling of a driver is influenced by the jump of output torque caused by overlarge jump of an ignition angle. The specific technical scheme is as follows:

to achieve the above technical object, the present invention provides an ignition angle control method including:

s1, judging whether the engine enters a preset drivability sensitive area or not; if so, go to S2;

s2, judging whether the jump of the theoretical detonation retarding ignition angle of the next ignition cylinder relative to the actual detonation retarding ignition angle of the current ignition cylinder exceeds a preset threshold value or not; if so, go to S3;

s3, deviating the actual detonation retarded ignition angle of the current ignition cylinder by an offset amount towards the theoretical detonation retarded ignition angle of the next ignition cylinder to obtain the actual detonation retarded ignition angle of the next ignition cylinder; wherein the offset is less than or equal to the preset threshold;

and S4, determining the ignition angle of the next ignition cylinder according to the actual knock retarded ignition angle and the basic ignition angle of the next ignition cylinder, controlling ignition, and returning to the step S1.

Optionally, in the ignition angle control method, the method further includes:

And if the jump of the theoretical detonation retarded ignition angle of the next ignition cylinder relative to the actual detonation retarded ignition angle of the current ignition cylinder does not exceed the preset threshold value, determining the theoretical detonation retarded ignition angle of the next ignition cylinder as the actual detonation retarded ignition angle of the next ignition cylinder, and executing S4.

Optionally, in the ignition angle control method, the method further includes:

if the engine does not enter the drivability sensitive region, the theoretical knock-retarded ignition angle of the next ignition cylinder is determined as the actual knock-retarded ignition angle of the next ignition cylinder, and S4 is executed.

Optionally, in the ignition angle control method, the drivability sensitive region is divided according to the rotation speed and the load of the engine;

the judging whether the engine enters a preset drivability sensitive region includes:

and judging whether the engine enters a preset drivability sensitive area or not according to the current rotating speed and load of the engine.

Optionally, in the ignition angle control method, the method further includes:

and performing hysteresis control on the driving sensitivity area.

Based on the same inventive concept, the present invention also provides an ignition angle control system, comprising:

The first judgment module is used for judging whether the engine enters a preset drivability sensitive area or not; if yes, triggering a second judgment module;

the second judgment module is used for judging whether the jump of the theoretical detonation postponed ignition angle of the next ignition cylinder relative to the actual detonation postponed ignition angle of the current ignition cylinder exceeds a preset threshold value or not; if yes, triggering the first processing module;

the first processing module is used for deviating the actual detonation delay ignition angle of the current ignition cylinder by an offset amount towards the theoretical detonation delay ignition angle of the next ignition cylinder to obtain the actual detonation delay ignition angle of the next ignition cylinder; wherein the offset is less than or equal to the preset threshold;

and the ignition angle control module is used for determining the ignition angle of the next ignition cylinder according to the actual knocking delay ignition angle and the basic ignition angle of the next ignition cylinder, performing ignition control and triggering the first judgment module.

Optionally, in the ignition angle control system, the method further includes: and the second processing module is used for determining the theoretical knock delay ignition angle of the next ignition cylinder as the actual knock delay ignition angle of the next ignition cylinder and triggering the ignition angle control module if the second judging module judges that the jump of the theoretical knock delay ignition angle of the next ignition cylinder relative to the actual knock delay ignition angle of the current ignition cylinder does not exceed a preset threshold value.

Optionally, in the ignition angle control system, the method further includes: and the second processing module is used for determining the theoretical knock delay ignition angle of the next ignition cylinder as the actual knock delay ignition angle of the next ignition cylinder and triggering the ignition angle control module if the first judging module judges that the engine does not enter a driving sensitivity region.

Optionally, in the ignition angle control system, the drivability sensitive region is divided according to the rotation speed and the load of the engine;

the method for judging whether the engine enters the preset drivability sensitive region by the first judging module comprises the following steps:

and judging whether the engine enters a preset drivability sensitive area or not according to the current rotating speed and load of the engine.

Optionally, in the ignition angle control system, the method further includes: and the hysteresis control module is used for carrying out hysteresis control on the driving sensitivity area.

Based on the same inventive concept, the present invention also provides a readable storage medium having stored thereon a computer program which, when executed by a processor, is capable of implementing the ignition angle control method according to the present invention.

Compared with the prior art, the ignition angle control method, the ignition angle control system and the readable storage medium have the following beneficial effects:

firstly, judging whether an engine enters a preset drivability sensitive region, if so, further judging whether the jump of the theoretical knock delay ignition angle of the next ignition cylinder relative to the actual knock delay ignition angle of the current ignition cylinder exceeds a preset threshold value, if so, limiting the jump of the ignition angle, shifting the actual knock delay ignition angle of the current ignition cylinder by an offset towards the theoretical knock delay ignition angle of the next ignition cylinder to obtain the actual knock delay ignition angle of the next ignition cylinder, and then determining the ignition angle of the next ignition cylinder according to the actual knock delay ignition angle of the next ignition cylinder and the basic ignition angle and carrying out ignition control. The ignition angle control method can reduce the torque fluctuation caused by the ignition angle fluctuation, improve the driving feeling of a driver and limit and protect the dynamic load of the engine power assembly.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a plot of spark angle versus engine output torque;

FIG. 2 is a graphical illustration of the effect of spark angle fluctuation on engine output torque in the prior art;

FIG. 3 is a schematic flow chart of a method for controlling ignition angle according to an embodiment of the present invention;

FIG. 4 is a graphical illustration of the effect of post-ignition angle fluctuation on engine output torque using the method of the present invention;

fig. 5 is a schematic structural diagram of an ignition angle control system according to an embodiment of the present invention.

Detailed Description

The present invention will be described in detail with reference to the accompanying drawings in order to make the objects and features of the present invention more comprehensible, however, the present invention may be realized in various forms and should not be limited to the embodiments described above. Furthermore, it will be understood that each block of the block diagrams and/or flowchart illustrations, and combinations of blocks in the block diagrams and/or flowchart illustrations, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer program instructions. It is well known to those skilled in the art that implementation by hardware, by software, and by a combination of software and hardware are equivalent.

In order to solve the problem that the jump of the output torque is caused by overlarge jump of the ignition angle in the prior art, and the driving feeling of a driver is influenced, the invention provides an ignition angle control method and system capable of enabling the output torque to be smooth and a readable storage medium.

Referring to fig. 3, an embodiment of the present invention provides an ignition angle control method, which may include the following steps:

s1, judging whether the engine enters a preset drivability sensitive area or not; if so, go to S2;

s2, judging whether the jump of the theoretical detonation retarding ignition angle of the next ignition cylinder relative to the actual detonation retarding ignition angle of the current ignition cylinder exceeds a preset threshold value or not; if so, go to S3;

s3, deviating the actual detonation retarded ignition angle of the current ignition cylinder by an offset amount towards the theoretical detonation retarded ignition angle of the next ignition cylinder to obtain the actual detonation retarded ignition angle of the next ignition cylinder; wherein the offset is less than or equal to the preset threshold;

and S4, determining the ignition angle of the next ignition cylinder according to the actual knock retarded ignition angle and the basic ignition angle of the next ignition cylinder, controlling ignition, and returning to the step S1.

It will be appreciated that the engine management system will control the engine speed and load to meet the engine torque output during each driving cycle, which has a significant impact on the drivability of the vehicle. Under some operating conditions, the influence of the change in output torque on drivability is small, while under other operating conditions, the influence of the change in output torque on drivability is significant. Therefore, the operation condition of the engine can be divided into regions to distinguish the driving sensitivity region. The drivability sensitive region may be regarded as an operation condition where drivability is greatly affected by a change in output torque. It can be seen that the greater output torque fluctuations in the drivability sensitive region affect drivability, and therefore, reducing output torque fluctuations in this region can effectively improve drivability while also limiting and protecting the dynamic load of the engine powertrain.

Specifically, the drivability sensitive region may be divided in advance according to the rotation speed and the load of the engine. Accordingly, in step S1, in the actual driving cycle, it is determined whether the engine enters the preset drivability sensitive region or not according to the current rotation speed and load of the engine. For example, the region with the rotating speed range of A-B and the load range of C-D is a driving sensitivity region, and in the actual driving cycle, if the current rotating speed of the engine falls within the range of A-B and the load falls within the range of C-D, the engine is judged to enter the preset driving sensitivity region.

In other embodiments, the driveability sensitive area may be divided in other manners, which is not limited by the present invention.

As described above, in the drivability sensitive region, it is necessary to reduce the fluctuation of the output torque to improve the drivability, and the fluctuation of the output torque is greatly affected by the engine firing angle jump. Therefore, special control of the engine firing angle is required to reduce the firing angle jump and thereby reduce abrupt changes in output torque.

Specifically, at present, during engine knock control, a knock retarded ignition angle of a next ignition cylinder is determined according to a current rotation speed and load, and the knock retarded ignition angle is acted on a basic ignition angle to obtain an actual ignition angle, so that ignition control is performed according to the actual ignition angle. However, as shown in fig. 2, the jump in the knock retarded firing angle of the next firing cylinder relative to the knock retarded firing angle of the current firing cylinder may be too large, resulting in the jump in the actual firing angle of the next firing cylinder relative to the actual firing angle of the current firing cylinder being too large.

Based on this, in this embodiment, it is necessary to determine a knock-postponing ignition angle (i.e., a theoretical knock-postponing ignition angle) of the next ignition cylinder under an engine knock control mechanism, and if the jump of the theoretical knock-postponing ignition angle of the next ignition cylinder relative to the actual knock-postponing ignition angle of the current ignition cylinder is too large, corresponding processing is required to reduce the jump of the ignition angle in order to avoid the too large jump of the actual ignition angle of the next ignition cylinder relative to the actual ignition angle of the current ignition cylinder. Specifically, a threshold may be set, and in step S2, if the jump amplitude of the theoretical knock retarded ignition angle of the next ignition cylinder relative to the actual knock retarded ignition angle of the current ignition cylinder exceeds the preset threshold, step S3 is executed to perform subsequent processing to reduce the jump of the ignition angle. The preset threshold value can be set according to the influence degree of the jump of the output torque of the engine caused by the jump of the ignition angle on the drivability.

In step S3, the actual knock retarded ignition angle of the current ignition cylinder is shifted toward the theoretical knock retarded ignition angle of the next ignition cylinder by an offset amount, and the actual knock retarded ignition angle of the next ignition cylinder is obtained, that is, the actual knock retarded ignition angle of the next ignition cylinder is jumped to the magnitude of the offset amount relative to the actual knock retarded ignition angle of the current ignition cylinder. And the offset is less than or equal to the preset threshold, so that the jump of the actual knock retarded ignition angle of two adjacent times is not too large. It is understood that when the magnitude of the offset amount is within this range, the engine output torque jump caused by the knocking retard ignition angle jump is small, and the influence on drivability is small.

Further, in step S4, the ignition angle of the next ignition cylinder is determined from the actual knock-retarded ignition angle and the base ignition angle of the next ignition cylinder, that is, the actual knock-retarded ignition angle of the next ignition cylinder is applied to the base ignition angle, and the actual ignition angle of the next ignition cylinder is obtained. Wherein the base ignition angle is an ignition angle calibrated by an engine pedestal in normal operation. And then the next ignition cylinder is subjected to ignition control according to the determined actual ignition angle. It can be known from the above description that the jump amplitude of the actual ignition angle of the next ignition cylinder relative to the actual ignition angle of the current ignition cylinder depends on the magnitude of the offset, and since the offset is less than or equal to the preset threshold, the fluctuation of the output torque caused by the jump of the actual ignition angle is small, the output torque is smooth, and thus the drivability is improved.

Further, with continued reference to fig. 3, if it is determined in step S2 that the jump of the theoretical knock retarded ignition angle of the next ignition cylinder relative to the actual knock retarded ignition angle of the current ignition cylinder does not exceed the preset threshold, step S5 may be executed to determine the theoretical knock retarded ignition angle of the next ignition cylinder as the actual knock retarded ignition angle of the next ignition cylinder, and step S4 is executed. It can be understood that, because the jump of the theoretical knock retarded ignition angle of the next ignition cylinder relative to the actual knock retarded ignition angle of the current ignition cylinder does not exceed the preset threshold, that is, the jump of the theoretical knock retarded ignition angle of the next ignition cylinder relative to the actual knock retarded ignition angle of the current ignition cylinder is small, the influence of the two adjacent jumps of the knock retarded ignition angle on the fluctuation of the output torque is small, and the influence on the drivability is also small. In this case, without special control over the ignition angle, the theoretical knock retarded ignition angle of the next ignition cylinder can be used as the actual knock retarded ignition angle of the next ignition cylinder directly according to the method in the prior art, and the actual knock retarded ignition angle is applied to the basic ignition angle, so that the actual ignition angle of the next ignition cylinder is obtained, and the ignition control is performed.

Further, with continued reference to fig. 3, if it is determined in step S1 that the engine does not enter the drivability sensitive region, step S5 may be executed to determine the theoretical knock-retarded ignition angle of the next ignition cylinder as the actual knock-retarded ignition angle of the next ignition cylinder, and step S4 is executed. It can be understood that, outside the drivability sensitive region, the influence of the output torque fluctuation on drivability is small, and therefore, the ignition angle does not need to be controlled specifically, and the theoretical knock-retarded ignition angle of the next ignition cylinder can be made to be the actual knock-retarded ignition angle of the next ignition cylinder directly according to the method of the related art, and the actual knock-retarded ignition angle is applied to the basic ignition angle, so that the actual ignition angle of the next ignition cylinder is obtained, and the ignition control is performed.

Preferably, in the ignition angle control described above, hysteresis control may also be performed on the drivability sensitive region to prevent a fluctuation in the control result. It is to be understood that after the ignition control of the next ignition cylinder in accordance with the determined actual ignition angle is performed in step S4, the execution returns to step S1 to realize the loop control. Since the engine speed and load are changed to a certain extent after the ignition control of the next ignition cylinder is performed in step S4, if the changed engine speed and load are not within the drivability sensitive region, step S5 is performed. However, in practical applications, although the changed rotation speed and load are not in the drivability sensitive region, the rotation speed and load are deviated from the drivability sensitive region to a small extent, and if step S5 is executed at this time, the output torque fluctuation is still large, and the drivability is further affected. After the hysteresis control is performed on the drivability sensitive region, if the degree of deviation of the changed rotation speed and load from the drivability sensitive region is small, it is still determined that the engine enters the drivability sensitive region, and step S2 is further performed to restrict fluctuation of the ignition angle, so that fluctuation of the control result can be prevented, and drivability can be further improved.

The ignition angle control method provided by the present invention will be exemplified with reference to fig. 3.

When the engine enters the drivability sensitive region, the actual detonation retarded ignition angle of the current ignition cylinder is-10 degrees, the theoretical detonation retarded ignition angle of the next ignition cylinder is-3 degrees, the preset threshold value is set to be 4 degrees, and at the moment, the jumping of the theoretical detonation retarded ignition angle of the next ignition cylinder relative to the actual detonation retarded ignition angle of the current ignition cylinder is 7 degrees and exceeds the preset threshold value. Therefore, the actual detonation retarded ignition angle of the current ignition cylinder is shifted towards the theoretical detonation retarded ignition angle of the next ignition cylinder by an offset amount, and the offset amount is set to be 3 degrees, so that the actual detonation retarded ignition angle of the next ignition cylinder is-7 degrees. And further postponing the actual detonation of the next ignition cylinder by-7 degrees from the ignition angle to act on the basic ignition angle, obtaining the actual ignition angle of the next ignition cylinder, and performing ignition control.

And then, carrying out the next control cycle, if the engine is still in the drivability sensitive region, wherein the actual knock retarded ignition angle of the current ignition cylinder is-7 degrees, if the theoretical knock retarded ignition angle of the next ignition cylinder is-1 degrees, at the moment, judging that the jump of the theoretical knock retarded ignition angle of the next ignition cylinder relative to the actual knock retarded ignition angle of the current ignition cylinder is 6 degrees and exceeds a preset threshold value, deviating the actual knock retarded ignition angle of the current ignition cylinder by 3 degrees towards the theoretical knock retarded ignition angle of the next ignition cylinder, and obtaining the actual knock retarded ignition angle of the next ignition cylinder to be-4 degrees. And further postponing the actual detonation of the next ignition cylinder by-4 degrees from the ignition angle to act on the basic ignition angle, obtaining the actual ignition angle of the next ignition cylinder, and performing ignition control.

After that, a control loop is entered, if the engine is not in the driveability sensitive region but deviates from the driveability sensitive region to a small extent, a jump control flow is still entered for the reason of the hysteresis control. And at the moment, the actual detonation retarded ignition angle of the current ignition cylinder is-4 degrees, if the theoretical detonation retarded ignition angle of the next ignition cylinder is-2 degrees, at the moment, the jumping of the theoretical detonation retarded ignition angle of the next ignition cylinder relative to the actual detonation retarded ignition angle of the current ignition cylinder is 2 degrees, and the jumping does not exceed a preset threshold value, the theoretical detonation retarded ignition angle of the next ignition cylinder is-2 degrees, and the theoretical detonation retarded ignition angle is determined as the actual detonation retarded ignition angle of the next ignition cylinder. And further postponing the actual detonation of the next ignition cylinder by-2 degrees from the ignition angle to act on the basic ignition angle, obtaining the actual ignition angle of the next ignition cylinder, and performing ignition control.

Fig. 4 shows fluctuation of the ignition angle and the influence on the output torque of the engine after the ignition angle control method provided by the invention is adopted, and as can be seen from fig. 4, in the driving sensitivity region, the cylinder division comparison is carried out based on the knock delay ignition angle, and when the jump amplitude of the knock delay ignition angle exceeds a certain threshold value, the target knock delay ignition angle is gradually followed by a fixed step (namely, an offset) so as to reduce the sudden change of the output torque of the engine. Compared with the method shown in the figure 2, the torque fluctuation of the engine power assembly can be reduced to a certain extent, and the drivability is improved.

Referring to fig. 5, based on the same inventive concept, an embodiment of the present invention further provides an ignition angle control system, including:

the first judgment module 201 is used for judging whether the engine enters a preset drivability sensitive area; if yes, triggering a second judgment module 202;

the second judging module 202 is configured to judge whether a jump of a theoretical knock postponing ignition angle of a next ignition cylinder relative to an actual knock postponing ignition angle of a current ignition cylinder exceeds a preset threshold; if yes, triggering the first processing module 203;

the first processing module 203 is configured to shift the actual knock retarded ignition angle of the current ignition cylinder toward the theoretical knock retarded ignition angle of the next ignition cylinder by an offset amount, so as to obtain an actual knock retarded ignition angle of the next ignition cylinder; wherein the offset is less than or equal to the preset threshold;

and the ignition angle control module 204 is configured to determine an ignition angle of the next ignition cylinder according to the actual knock delay ignition angle and the basic ignition angle of the next ignition cylinder, perform ignition control, and trigger the first determining module 201.

Preferably, the ignition angle control system further includes: a second processing module 205, configured to determine the theoretical knock retard ignition angle of the next ignition cylinder as the actual knock retard ignition angle of the next ignition cylinder if the second determining module 202 determines that the jump of the theoretical knock retard ignition angle of the next ignition cylinder relative to the actual knock retard ignition angle of the current ignition cylinder does not exceed a preset threshold, and trigger the ignition angle control module 204.

Preferably, the ignition angle control system further includes: and a second processing module 205, configured to determine the theoretical knock retarded ignition angle of the next ignition cylinder as the actual knock retarded ignition angle of the next ignition cylinder if the first determining module 201 determines that the engine does not enter the drivability sensitive region, and trigger the ignition angle control module 204.

Preferably, in the ignition angle control system, the drivability sensitive region is divided according to the rotation speed and the load of the engine;

the method for judging whether the engine enters the preset drivability sensitive region by the first judging module 201 comprises the following steps:

and judging whether the engine enters a preset drivability sensitive area or not according to the current rotating speed and load of the engine.

Preferably, the ignition angle control system further includes: and the hysteresis control module is used for carrying out hysteresis control on the driving sensitivity area.

Based on the same inventive concept, an embodiment of the present invention further provides a readable storage medium, on which a computer program is stored, which, when executed by a processor, can implement the ignition angle control method according to an embodiment of the present invention.

Aspects of the present invention are described herein with reference to flowchart illustrations and/or block diagrams of methods, systems, and readable storage media according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer programs. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the programs, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a computer program may also be stored in a readable storage medium that can direct a computer, programmable data processing apparatus, and/or other devices to function in a particular manner, such that the readable storage medium storing the computer program comprises an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.

The computer program may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the computer program which executes on the computer, other programmable apparatus or other devices implements the functions/acts specified in the flowchart and/or block diagram block or blocks.

It should be noted that, in the present specification, all the embodiments are described in a related manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system and readable storage medium embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and for the relevant points, reference may be made to some descriptions of the method embodiments.

In this document, 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 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 an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The above description is only for the purpose of describing the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention, and any variations and modifications made by those skilled in the art based on the above disclosure are within the scope of the appended claims.