CN106401775B - Electric control gasoline injection system for motorcycle - Google Patents

Electric control gasoline injection system for motorcycle Download PDF

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Publication number
CN106401775B
CN106401775B CN201611025436.1A CN201611025436A CN106401775B CN 106401775 B CN106401775 B CN 106401775B CN 201611025436 A CN201611025436 A CN 201611025436A CN 106401775 B CN106401775 B CN 106401775B
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China
Prior art keywords
sensor
throttle
fuel
subsystem
control unit
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CN201611025436.1A
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Chinese (zh)
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CN106401775A (en
Inventor
李智勇
魏武学
凌进
马允奇
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Fujian Jingke Technology Co ltd
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Guangzhou Jiezhiwen Electronic Technology Co ltd
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/104—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles using electric step motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Signal Processing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The invention discloses an electric control gasoline injection system for a motorcycle, which comprises an electronic control unit, an engine working condition data acquisition subsystem, an electronic throttle control subsystem, a common rail gasoline injection subsystem and a digital ignition subsystem. The invention takes the electronic control unit as a control center, and obtains the optimal working parameters through the data acquisition of the engine working condition data acquisition subsystem; according to the displacement of the throttle, the electronic control unit adjusts the air inflow of the electronic throttle through driving and controlling the stepping motor; according to the fuel output pressure and the like, the electronic control unit adjusts the fuel injection quantity and the fuel injection time by controlling the common rail gasoline injection subsystem; according to the position of the engine crankshaft and the like, the electronic control unit controls the ignition time and the charging time of the high-voltage package through the digital ignition subsystem, so that the oil injection and the ignition are accurately controlled, the air-fuel ratio is controlled in real time, the engine works under the optimal working condition, and the oil saving and the emission reduction of the motorcycle are realized.

Description

Electric control gasoline injection system for motorcycle
Technical Field
The invention relates to the technical field of gasoline injection, in particular to an electric control gasoline injection system for a motorcycle.
Background
At present, the yield of motorcycles in China is the first place in the world, but most of the oil supply systems of motorcycles still use carburettors. The carburetor generally controls the oil supply quantity of various working conditions of the engine by controlling machinery such as an accelerator cable and the opening of a metering orifice and a throttle valve, and has the defects of high oil consumption, difficult control of exhaust emission and the like. With the continuous development of the market and the export of the national four-emission regulations of motorcycles, the carburetor is difficult to meet the development requirement of the motorcycle, so that the adoption of the electronic injection technology for the motorcycle is a necessary trend of future development.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an electronic control gasoline injection system for a motorcycle, which realizes accurate control of fuel injection and ignition based on the combined work of an electronic control unit, an electronic throttle valve, common rail gasoline injection, digital ignition, a sensor and the like, so that an engine works at the optimal working condition at the moment, thereby meeting the requirements of output torque, low fuel consumption and emission.
The aim of the invention is realized by the following technical scheme:
the invention provides an electric control gasoline injection system for a motorcycle, which comprises an electronic control unit, an engine working condition data acquisition subsystem, an electronic throttle control subsystem, a common rail gasoline injection subsystem and a digital ignition subsystem, wherein the electronic throttle control subsystem is used for controlling the engine working condition data acquisition subsystem; wherein,,
the engine working condition data acquisition subsystem comprises an accelerator sensor, a pressure sensor, a rotating speed sensor, a gyroscope, an oxygen sensor and a temperature sensor, and is connected to the electronic control unit;
the electronic throttle control subsystem comprises a valve body, a stepping motor, a throttle shaft, a throttle valve plate and a throttle valve displacement sensor; the throttle valve plate is positioned at the throttle outlet and is arranged on the throttle shaft; one end of the throttle shaft is connected with an output shaft of the stepping motor; the throttle sensor is connected with the throttle cable and is connected with the stepping motor through the electronic control unit; the throttle valve displacement sensor consists of a sensing round wheel, a U-shaped magnet and a Hall element; the side of the sensing round wheel is provided with a mounting groove, the U-shaped magnet is correspondingly embedded in the mounting groove of the sensing round wheel, and the Hall element is close to the sensing round wheel and is connected to the electronic control unit; the other end of the throttle shaft is connected with the sensing round wheel; the throttle sensor is connected with the throttle cable and is connected with the stepping motor through the electronic control unit;
the common rail gasoline injection subsystem comprises a fuel pump, a fuel pump output pipe and a fuel nozzle; the driving motor of the fuel pump is a direct current brushless motor; the fuel pump is communicated with the fuel nozzle through a fuel pump output pipe; the pressure sensor is arranged on the output pipe of the fuel pump and is connected with the direct-current brushless motor of the fuel pump and the fuel spray nozzle through the electronic control unit;
the digital ignition subsystem comprises a driving circuit, an ignition control circuit and a spark plug; the driving circuit is connected with the driving ignition control circuit, and the ignition control circuit is connected with the triggering spark plug; the rotating speed sensor is arranged on the rotating shaft of the engine and is connected with the driving circuit through the electronic control unit.
The invention uses the electronic control unit as a control center, the driving action intention of a driver is measured by the accelerator sensor, and the optimal working parameters are obtained by calculation and analysis through data acquisition of the pressure sensor, the rotating speed sensor, the temperature sensor, the oxygen sensor, the gyroscope and the like. According to the displacement of the throttle, the electronic control unit adjusts the air inflow of the electronic throttle through driving and controlling the stepping motor; according to the fuel output pressure and the like, the electronic control unit adjusts the fuel injection quantity and the fuel injection time by controlling the common rail gasoline injection subsystem; according to the position of the engine crankshaft and the like, the electronic control unit controls the ignition time and the charging time of the high-voltage package through the digital ignition subsystem, so that the air-fuel ratio is controlled in real time, the engine works under the optimal working condition, and the fuel saving and emission reduction of the motorcycle are realized.
The invention realizes the independent control of the throttle opening based on the electric control stepping motor, and can keep the throttle opening unchanged in the oil injection period, thereby better controlling the air-fuel ratio. When the electronic throttle valve is completely closed, the electronic control unit drives the stepping motor and simultaneously analyzes the voltage signal of the throttle valve displacement sensor through AD conversion, and corrects and zeroes the position of the throttle valve, so that mechanical errors are eliminated; when the throttle valve is opened, the electronic control unit analyzes and processes the throttle valve opening information according to the feedback signal of the throttle valve displacement sensor, and then the throttle valve is properly corrected, so that further accurate control is obtained.
In the scheme, the throttle sensor comprises a shell, an inner container, a magnetic material and a Hall sensor; a moving groove is formed in the shell; the Hall sensor is arranged on the outer surface of the shell; the upper part of the inner container is connected with the throttle cable, the lower part of the inner container is provided with a pore canal, and the magnetic material is arranged in the pore canal of the inner container; the inner container is arranged in the moving groove of the shell and can move up and down; the hall sensor is connected to an electronic control unit.
Further, in order to stabilize the position of the throttle cable, the throttle sensor further comprises a connecting cap, wherein the lower part of the connecting cap is connected with the upper end of the shell, and the upper part of the connecting cap is provided with a limiting hole sleeve. The connecting cap is connected to the upper end of the shell, and the throttle cable passes through the limiting hole sleeve on the connecting cap and is connected with the upper part of the liner.
The common rail gasoline injection subsystem adjusts and changes the rotating speed of the direct current brushless motor through the electronic control unit to regulate and control the fuel output pressure, and simultaneously controls the opening time of the fuel nozzle through changing the pulse signal, so that the fuel injection is jointly controlled by the fuel output pressure and the opening time of the fuel nozzle, and the control of the stepping motor and the digital ignition subsystem is realized. In order to achieve the above object, the electronic control unit of the present invention comprises the following constituent modules:
the ADC module is used for receiving the analog signals collected and sent by the engine working condition data collecting subsystem and the Hall element of the throttle valve displacement sensor and converting the analog signals into digital signals so as to obtain engine working condition data, fuel output pressure data and throttle valve displacement data;
the CPU is used for processing and calculating the data sent by the ADC module; selecting proper oil pressure adjustment acceleration parameter values from preset oil pressure adjustment acceleration parameters according to system working conditions and fuel output pressure data, and obtaining a rotating speed output value of the DC brushless motor through a PID control algorithm; obtaining throttle correction data according to the throttle displacement data, and further obtaining a rotating speed output value of the stepping motor;
the DAC digital-to-analog conversion module is used for converting the rotational speed output value of the direct current brushless motor and the rotational speed output value of the stepping motor into analog signals and sending the analog signals to the direct current brushless motor driving module and the stepping motor driving module;
the direct-current brushless motor driving module is used for driving the direct-current brushless motor to enable the fuel pump to operate at a corresponding rotating speed so as to control a pressure value;
and the stepping motor driving module is used for driving the stepping motor to run to the corresponding throttle angle.
The timer is used for calculating the rotating speed, outputting PWM pulse signals to the oil nozzle according to the oil pressure adjustment acceleration parameter value and controlling the charging and discharging time of the high-pressure bag;
the engine working condition data acquisition subsystem, the Hall element and the ADC analog-digital conversion module are connected; the ADC module, the central processing unit and the DAC module are sequentially connected; the DAC digital-to-analog conversion module is connected with the DC brushless motor driving module and the stepping motor driving module; the direct current brushless motor driving module, the stepping motor driving module and the timer are respectively connected to the direct current brushless motor of the fuel pump, the stepping motor and the fuel spray nozzle; the timer is connected to the drive circuit of the digital ignition subsystem.
The electronic control unit acquires the position of the crankshaft of the engine in real time through the rotating speed sensor, comprehensively analyzes the working condition of the engine according to the rotating speed, the rotating speed acceleration trend and the temperature to obtain the optimal ignition advance angle, sends an ignition pulse signal to the ignition control circuit, and triggers the ignition of the spark plug, thereby realizing the intelligent digital ignition function.
In order to respond to the crankshaft more timely and accurately, the rotating speed sensor is a crankshaft pulse encoder and comprises an iron gear and a sensor element; the iron gear is arranged on the rotating shaft of the engine; the sensor element is close to the iron gear and comprises a back magnetic sensor and a signal processing circuit, wherein the back magnetic sensor is connected to the signal processing circuit; 89 teeth are arranged on the iron gear, each tooth is formed by a concave part and a convex part, wherein 1 tooth is a wide tooth, and 88 teeth are common teeth; the concave part and the convex part of the wide teeth are 6 degrees and 2 degrees respectively, and the concave part and the convex part of each common tooth are 2 degrees respectively. Further, the distance between the iron gear and the sensor element is 1-1.5 mm. The sensor element is internally packaged with a temperature measuring resistor, and the temperature measuring resistor outputs signals through a wire.
The invention has the following beneficial effects:
(1) The invention can accurately convert the displacement of the accelerator handle into an electric signal and send the electric signal to the electronic control unit, can analyze and process the displacement and the speed of the accelerator, has high response speed (reaching microsecond level), thereby knowing the intention of a driver to control the accelerator, better analyzing and judging the running condition of the engine and bringing better driving feeling to the driver.
(2) The invention realizes the independent control of the throttle opening based on the electric control stepping motor, and can maintain the throttle opening unchanged in the oil injection period. The electronic control unit can correct unreasonable operation of a driver by collecting data of an accelerator sensor and combining working condition parameters of an engine, and controls the air inflow of the electronic throttle valve by driving the electronic control stepping motor, so that the opening precision of the throttle valve can reach 0.45 degrees; and the throttle valve position is automatically corrected, so that mechanical errors are eliminated.
(3) The invention adjusts and changes the rotating speed of the direct current brushless motor through the electronic control unit to adjust and control the fuel output pressure, and simultaneously controls the opening time of the fuel spray nozzle through changing the pulse signal, thereby realizing the common control of the fuel injection by the fuel output pressure and the opening time of the fuel spray nozzle, realizing the adjustable fuel injection quantity from zero to a certain value, having high adjustment precision (error + -10 kPa) and high adjustment speed (adjustment time is less than 850 milliseconds), and further effectively realizing the oil saving and emission reduction. And the engine working condition is judged, proper oil pressure is selected to adjust acceleration, and the fuel injection quantity is better controlled, so that the engine working condition is improved.
(4) The invention adopts the novel crank pulse encoder for the engine to measure the rotating speed and the position information of the crank shaft of the engine, timely and accurately reflects the rotation of the crank shaft in a magnetic induction way, and has high control precision. The bulge and the dent of the common tooth of the iron gear are both 2 degrees, the electronic control unit is used for remembering the time of the last tooth, and the electronic control unit can control the execution of related actions in the middle of the tooth by utilizing the time of the last tooth, so that the control precision of 1 degree is achieved. The electronic control unit analyzes and judges the working condition of the engine according to the position of the crankshaft and comprehensively analyzes various sensor data, and calculates the optimal oil injection advance angle and the optimal ignition advance angle, wherein the accuracy can reach 1 degree. And, the initial angle of the engine can be distinguished by using the wide teeth of the iron gear. One working period of the four-stroke engine is two circles, namely the front and the rear half working periods can be separated through the pulse time of the wide teeth of the upper circle and the lower circle, so that the ignition and oil injection time can be clearly known, and the purpose of accurately controlling the ignition and the oil injection is achieved.
Drawings
The invention will be described in further detail with reference to examples and figures:
FIG. 1 is a system schematic block diagram of an embodiment of the present invention;
FIG. 2 is a schematic diagram of an electronic throttle control subsystem in an embodiment of the invention;
FIG. 3 is a top view of FIG. 2;
FIG. 4 is a schematic structural view (a: front view; b: perspective view) of a sensing circular wheel according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of the installation of a sensing circular wheel and a U-shaped magnet in an embodiment of the invention;
FIG. 6 is a schematic block diagram of an electronic throttle control subsystem in an embodiment of the invention;
FIG. 7 is a schematic diagram of a throttle sensor according to an embodiment of the present invention;
FIG. 8 is a schematic view of the structure of a housing of a throttle sensor in an embodiment of the invention;
FIG. 9 is a schematic structural view of a bladder of a throttle sensor according to an embodiment of the present invention (a: perspective view; b: cross-sectional view and assembly with magnetic material);
FIG. 10 is a schematic structural view (a: perspective view; b: cross-sectional view) of a coupling cap of a throttle sensor in accordance with an embodiment of the present invention;
FIG. 11 is a schematic block diagram of a common rail gasoline injection subsystem according to an embodiment of the present invention;
FIG. 12 is a block diagram of the electronic control unit in an embodiment of the invention;
FIG. 13 is a schematic block diagram of an application system for a speed sensor in an embodiment of the invention;
FIG. 14 is a schematic view of a structure of a rotation speed sensor according to an embodiment of the present invention;
FIG. 15 is a top view of FIG. 14;
FIG. 16 is a front view and a bottom view (a: front view; b: bottom view) of a ferric gear in an embodiment of the present invention;
FIG. 17 is a schematic block diagram of a rotational speed sensor in an embodiment of the invention;
fig. 18 is a pulse waveform diagram of the output of the rotation speed sensor in the embodiment of the present invention.
In the figure: the electronic control unit 1, the adc analog-digital conversion module 11, the central processing unit 12, the dac digital-analog conversion module 13, the dc brushless motor driving module 14, the stepping motor driving module 15, the timer 16, the engine operation data acquisition subsystem 2, the throttle sensor 21, the housing 21a, the liner 21b, the magnetic material 21c, the hall sensor 21d, the connection cap 21e, the movement groove 21f, the duct 21g, the pressure sensor 22, the rotation speed sensor 23, the iron gear 23a, the wide teeth 23a-1, the common teeth 23a-2, the sensor element 23b, the gyroscope 24, the oxygen sensor 25, the temperature sensor 26, the electronic throttle control subsystem 3, the valve body 31, the stepping motor 32, the throttle shaft 33, the throttle valve sheet 34, the sensor round wheel 35, the u-shaped magnet 36, the hall element 37, the common rail gasoline injection subsystem 4, the driving motor 41, 42, the fuel pump output tube 43, the fuel injection nozzle 44, the digital ignition subsystem 5, the driving circuit 51, the ignition control circuit 52, the ignition plug 53
Detailed Description
FIGS. 1-18 show an electrically controlled gasoline injection system for a motorcycle, which is shown in FIG. 1 and comprises an electronic control unit 1, an engine working condition data acquisition subsystem 2, an electronic throttle control subsystem 3, a common rail gasoline injection subsystem 4 and a digital ignition subsystem 5; wherein,,
the engine working condition data acquisition subsystem 2 comprises an accelerator sensor 21, a pressure sensor 22, a rotating speed sensor 23, a gyroscope 24, an oxygen sensor 25 and a temperature sensor 26, and is connected to the electronic control unit 1.
As shown in fig. 2, the electronic throttle control subsystem 3 includes a valve body 31, a stepping motor 32, a throttle shaft 33, a throttle valve plate 34, and a throttle displacement sensor. Wherein a throttle valve plate 34 is located at the throttle outlet and mounted on the throttle shaft 33. As shown in fig. 3, the throttle displacement sensor is composed of a sensing round wheel 35, a U-shaped magnet 36 and a hall element 37; as shown in fig. 4, the side of the sensor wheel 35 is provided with a mounting groove 35a, and a u-shaped magnet 36 is correspondingly embedded in the mounting groove 35a of the sensor wheel 35 (see fig. 5), and the hall element 37 is close to the sensor wheel 35 (see fig. 3). As shown in fig. 2, the throttle shaft 33 has one end connected to the output shaft of the stepping motor 32 and the other end connected to the sensor wheel 35. And the stepper motor 32, the hall element 37 are connected to the electronic control unit 1. The valve body 31 has a flange on one side and is connected to the engine through the flange.
The throttle sensor 21 is connected to a throttle cable, and as shown in fig. 6, the electronic control unit 1 adjusts the intake air amount of the electronic throttle valve by driving and controlling the stepping motor 32 based on the information such as the throttle displacement and the speed acquired by the throttle sensor 21. When the electronic throttle valve is completely closed, the electronic control unit 1 drives the stepping motor 32 and simultaneously analyzes the voltage signal of the throttle valve displacement sensor through AD conversion, and corrects and zeroes the position of the throttle valve, thereby eliminating mechanical errors; when the throttle valve is opened, the electronic control unit 1 obtains throttle opening information from the feedback signal analysis processing of the throttle valve displacement sensor, and further appropriately corrects the throttle valve, thereby obtaining further accurate control.
As shown in fig. 7, the throttle sensor 21 of the present embodiment includes a housing 21a, a liner 21b, a magnetic material 21c, a hall sensor 21d, and a connection cap 21e. As shown in fig. 8, the housing 21a has a screw structure and is opened at the upper end, and a moving groove 21f is provided in the housing 21 a. The hall sensor 21d is provided in the middle of the outer surface of the housing 21a, and is connected to the electronic control unit 1. As shown in fig. 9, the lower portion of the liner 21b has a duct 21g. The magnetic material 21c is cylindrical, with two poles at both ends, and the magnetic material 21c is disposed in the hole 21g of the liner 21b (see fig. 9 b). The liner 21b is provided in a movement groove 21f of the housing 21a and is movable up and down (see fig. 7). The lower part of the connecting cap 21e is in a threaded structure, and the upper part thereof is in a limiting hole sleeve (see fig. 10). The connecting cap 21e is connected with the upper end of the shell 21a through the lower part of the connecting cap, and the throttle cable passes through a limiting hole sleeve on the connecting cap 21e and is connected with the upper part of the liner 21 b.
As shown in fig. 11, the common rail gasoline injection subsystem 4 includes a fuel pump 42, a fuel pump output pipe 43, and a fuel nozzle 44; the fuel pump 42 is a dc brushless pump, and the driving motor is a dc brushless motor 41. The fuel pump 42 is connected to the fuel injection nozzle 44 via a fuel pump outlet pipe 43. The fuel injector 44 is a solenoid valve nozzle. The fuel pump output pipe 43 is provided with a pressure sensor 22, and the electronic control unit 1 is connected with and controls the brushless DC motor 41. To achieve the common control of the fuel output pressure and the opening time of the fuel injector, and the control of the stepper motor 32 and the digital ignition subsystem 5, as shown in fig. 12, the electronic control unit 1 of the present embodiment includes the following constituent modules:
the ADC module 11 is used for receiving the engine working condition data acquisition subsystem 2 and the Hall element 37 of the throttle valve displacement sensor, acquiring and transmitting analog signals, and converting the analog signals into digital signals so as to obtain engine working condition data, fuel output pressure data and throttle valve displacement data;
a Central Processing Unit (CPU) 12 for processing and calculating the data sent by the ADC module 11; selecting proper oil pressure adjustment acceleration parameter values from preset oil pressure adjustment acceleration parameters according to system working conditions and fuel output pressure data, and obtaining a rotating speed output value of the DC brushless motor through a PID control algorithm; obtaining throttle correction data according to the throttle displacement data, and further obtaining a rotating speed output value of the stepping motor;
the DAC digital-analog conversion module 13 is configured to convert the dc brushless motor rotational speed output value and the stepper motor rotational speed output value into analog signals and send the analog signals to the dc brushless motor driving module 14 and the stepper motor driving module 15;
a dc brushless motor driving module 14 for driving the dc brushless motor 41 such that the fuel pump 42 operates at a corresponding rotational speed to control a pressure value;
the stepper motor driving module 15 is used for driving the stepper motor 32 to run to the corresponding throttle angle.
A timer 16 for calculating the rotation speed, outputting PWM pulse signals to the oil nozzle according to the oil pressure regulating acceleration parameter value, and controlling the charge and discharge time of the high-pressure package;
the engine working condition data acquisition subsystem 2 and the Hall element 37 are connected with the ADC analog-digital conversion module 11; the ADC module 11, the CPU12 and the DAC module 13 are connected in sequence; the DAC digital-to-analog conversion module 13 is connected with the DC brushless motor driving module 14 and the stepping motor driving module 15; the direct current brushless motor driving module 14, the stepping motor driving module 15 and the timer 16 are respectively connected to the fuel pump direct current brushless motor 41, the stepping motor 32 and the fuel spray nozzle 44; the timer 16 is connected to the drive circuit 51 of the digital ignition subsystem 5.
As shown in fig. 13, the digital ignition subsystem 5 includes a drive circuit 51, an ignition control circuit 52, and a spark plug 53. The driving circuit 51 is connected to a driving ignition control circuit 52, and the ignition control circuit 52 is connected to a trigger spark plug 53. The electronic control unit 1 controls the driving circuit 51 based on information such as the engine crankshaft position collected by the rotational speed sensor 23 provided on the engine shaft, and further controls ignition by the ignition control circuit 52.
The rotational speed sensor 23 of the present embodiment is a crank pulse encoder, and as shown in fig. 14 and 15, includes a ferrous gear 23a, a sensor element 23b, and the sensor element 23b includes a back magnetic sensor and a signal processing circuit, the back magnetic sensor being connected to the signal processing circuit. The iron gear 23a is made of iron material and is arranged on the rotating shaft of the engine; the sensor element 23b is adjacent to the iron gear 23a with a distance of 1 to 1.5mm.
Iron gear 23a outer diameterInner diameter->The teeth have a depth of 2mm and a width of 2mm, and as shown in FIGS. 14 and 16, 89 teeth are formed thereon, each of which is composed of a recess and a projection, wherein 1 tooth is a wide tooth 23a-1 and 88 teeth are normal teeth23a-2; the wide teeth 23a-1 have a recess of 6 ° and a projection of 2 °, and each common tooth 23a-2 has a recess and a projection of 2 °
The sensor element 23b is internally packaged with a temperature measuring resistor NTC resistor, which outputs a signal through a wire. According to the temperature (0-150 ℃), the working temperatures of the engine and the sensor are sensed and monitored in real time through corresponding changes of NTC resistance.
As shown in fig. 17, the back magnetic sensor is connected to a signal processing circuit, the signal is amplified, analyzed and shaped by a hysteresis comparator circuit, a 3V pulse is output (see fig. 18), and the signal is fed back to the electronic control unit 1 to calculate the rotation angle. As shown in fig. 6, the electronic control unit 1 outputs a switching control signal through an arithmetic process, and the control of the ignition system is realized through a driving circuit 51.
The present embodiment uses the wide teeth 23a-1 on the iron gear 23a as the initial angle for each engine revolution. One working period of the four-stroke engine is two circles, namely the front and back half working periods can be separated through the pulse time of the wide teeth 23a-1 of the upper circle and the lower circle, so that the ignition and oil injection time can be clearly known, and the purpose of accurately controlling the ignition and the oil injection is achieved.
As shown in fig. 14, 89 pulse signals (89 high levels and 89 low levels, one of which is the initial angle) can be obtained for each revolution of the engine. In addition to the initial angle, each high level or low level is 2 °. By means of the timer function of the electronic control unit 1, the width of the above pulse is subdivided (except for the pulse width of the initial angle), each turn can be divided into 360 equally, so that ignition and injection angles with an accuracy of 1 ° are obtained. By the electronic control unit 1 noting the time of the last tooth, the electronic control unit 1 can use the time of the last tooth to control the execution of the relevant action in the middle of the tooth.
The working principle of the embodiment is as follows:
as shown in fig. 6, when the throttle handle is turned, the throttle cable drives the inner container 21b of the throttle sensor 21 to move in the housing moving groove 21f, so that the magnetic material 21c is displaced accordingly. The magnetic field around the hall sensor 21d is changed due to the relative displacement between the magnetic material 21c and the hall sensor 21d, and the output voltage of the hall sensor 21d is changed. The magnitude of the output voltage of the hall sensor 21d changes with the displacement of the magnetic material 21c, i.e., the output voltage of the hall sensor 21d can reflect the magnitude and speed of the throttle grip displacement and is transmitted to the electronic control unit 1 through an analog voltage signal. The electronic control unit 1 performs conversion processing on the received data to obtain the movement information of the throttle handle, and combines with other auxiliary control quantity analysis processing to obtain the opening degree required by the throttle valve. According to the data information of the opening degree required by the throttle valve, the electronic control unit 1 sends a pulse signal to the driving chip of the stepping motor 32 to drive the stepping motor 32 to operate, and further drives the throttle valve plate 34 to open through the rotation of the throttle shaft 33, so that the throttle valve opening degree is controlled.
When the throttle valve plate 34 is driven to rotate by the stepping motor 32, the sensing round wheel 35 with the U-shaped magnet 36 is driven to move, so that the surrounding magnetic field is changed, the Hall element 37 outputs an analog voltage signal to the electronic control unit 1, the actual position of the throttle valve is obtained through analysis processing, and the throttle valve is further corrected appropriately, so that further accurate control is obtained.
The fuel injection control method of the common rail gasoline injection subsystem 4 comprises the following steps:
(1) The pressure sensor 22 arranged on the fuel pump output pipe 43 measures and obtains the fuel output pressure in real time, and feeds back the fuel output pressure to the ADC analog-digital conversion module 11 of the electronic control unit 1 through analog signals, and obtains fuel output pressure data through AD conversion;
(2) The ADC module 11 of the electronic control unit 1 receives an analog signal of the engine working condition data acquisition subsystem 2 and converts the analog signal into a digital signal through AD (analog-to-digital) to analyze and judge the engine working condition, the CPU12 selects a proper oil pressure adjustment acceleration parameter value from 10 preset oil pressure adjustment acceleration parameters in combination with the fuel output pressure data obtained in the step (1), a direct current brushless motor rotating speed output value is obtained through a PID (proportion integration differentiation) control algorithm, and the analog signal is converted by the DAC module 14 and sent to the direct current brushless motor driving module 14 to adjust the rotating speed of the direct current brushless motor 41;
(3) The direct current brushless motor 41 adjusts and controls the fuel output pressure through the adjustment and change of the rotating speed;
(4) The timer 15 of the electronic control unit 1 changes the frequency and the duty ratio of the pulse signal according to the oil pressure adjusting acceleration parameter value to output a PWM pulse signal to the oil nozzle so as to adjust the opening time of the oil nozzle 44, and the adjusted fuel output pressure obtained in the step (3) is combined to realize the common control of the fuel injection quantity so as to obtain the proper fuel injection quantity.
As shown in fig. 13, in the present embodiment, a crank pulse encoder is used as a rotational speed sensor to measure the engine rotational speed and the engine crank position information, and a switching control signal is outputted through the arithmetic processing of the electronic control unit 1, so that the control of the ignition system is realized by the driving circuit 51.

Claims (6)

1. An electronically controlled gasoline injection system for a motorcycle, characterized by: the engine control system comprises an electronic control unit (1), an engine working condition data acquisition subsystem (2), an electronic throttle control subsystem (3), a common rail gasoline injection subsystem (4) and a digital ignition subsystem (5); wherein,,
the engine working condition data acquisition subsystem (2) comprises an accelerator sensor (21), a pressure sensor (22), a rotating speed sensor (23), a gyroscope (24), an oxygen sensor (25) and a temperature sensor (26), and is connected to the electronic control unit (1);
the electronic throttle control subsystem (3) comprises a valve body (31), a stepping motor (32), a throttle shaft (33), a throttle valve plate (34) and a throttle displacement sensor; the throttle valve plate (34) is positioned at the throttle outlet and is arranged on the throttle shaft (33); the throttle displacement sensor consists of a sensing round wheel (35), a U-shaped magnet (36) and a Hall element (37), wherein an installation groove (35 a) is formed in the side of the sensing round wheel (35), the U-shaped magnet (36) is correspondingly embedded into the installation groove (35 a) of the sensing round wheel (35), the Hall element (37) is close to the sensing round wheel (35), one end of a throttle shaft (33) is connected with an output shaft of a stepping motor (32), the other end of the throttle shaft is connected with the sensing round wheel (35), and a throttle sensor (21) is connected with a throttle cable and is connected with the stepping motor (32) through an electronic control unit (1);
the common rail gasoline injection subsystem (4) comprises a fuel pump (42), a fuel pump output pipe (43) and a fuel nozzle (44); the driving motor of the fuel pump (42) is a direct current brushless motor (41); the fuel pump (42) is communicated with the fuel injection nozzle (44) through a fuel pump output pipe (43); the pressure sensor (22) is arranged on the fuel pump output pipe (43) and is connected with the fuel pump direct-current brushless motor (41) and the fuel spray nozzle (44) through the electronic control unit (1);
the digital ignition subsystem (5) comprises a driving circuit (51), an ignition control circuit (52) and a spark plug (53); the driving circuit (51) is connected with a driving ignition control circuit (52), and the ignition control circuit (52) is connected with a trigger spark plug (53); the rotating speed sensor (23) is arranged on the rotating shaft of the engine and is connected with the driving circuit (51) through the electronic control unit (1);
the electronic control unit (1) comprises the following constituent modules:
the ADC analog-digital conversion module (11) is used for receiving the analog signals collected and transmitted by the engine working condition data collecting subsystem (2) and the Hall element (37) of the throttle valve displacement sensor and converting the analog signals into digital signals so as to obtain engine working condition data, fuel output pressure data and throttle valve displacement data;
the central processing unit (12) is used for processing and calculating the data sent by the ADC module (11); selecting proper oil pressure adjustment acceleration parameter values from preset oil pressure adjustment acceleration parameters according to system working conditions and fuel output pressure data, and obtaining a rotating speed output value of the DC brushless motor through a PID control algorithm; obtaining throttle correction data according to the throttle displacement data, and further obtaining a rotating speed output value of the stepping motor;
the DAC digital-to-analog conversion module (13) is used for converting the direct-current brushless motor rotating speed output value and the stepping motor rotating speed output value into analog signals and transmitting the analog signals to the direct-current brushless motor driving module (14) and the stepping motor driving module (15);
a DC brushless motor driving module (14) for driving the DC brushless motor (41) such that the fuel pump (42) operates at a corresponding rotational speed to control the pressure value;
a stepper motor drive module (15) for driving the stepper motor (32) to operate to the corresponding throttle angle;
the timer (16) is used for calculating the rotating speed, outputting PWM pulse signals to the oil nozzle according to the oil pressure adjustment acceleration parameter value and controlling the charging and discharging time of the high-pressure bag;
the engine working condition data acquisition subsystem (2) and the Hall element (37) are connected with the ADC analog-digital conversion module (11); the ADC module (11), the central processing unit (12) and the DAC module (13) are sequentially connected; the DAC digital-to-analog conversion module (13) is connected with the DC brushless motor driving module (14) and the stepping motor driving module (15); the direct current brushless motor driving module (14), the stepping motor driving module (15) and the timer (16) are respectively connected to the fuel pump direct current brushless motor (41), the stepping motor (32) and the fuel spray nozzle (44); the timer (16) is connected to a drive circuit (51) of the digital ignition subsystem (5);
the fuel injection control method of the common rail gasoline injection subsystem (4) comprises the following steps:
the method comprises the steps that (1) a pressure sensor (22) arranged on an output pipe (43) of a fuel pump measures and obtains fuel output pressure in real time, and the fuel output pressure is fed back to an analog-to-digital conversion module (11) of an ADC (analog-to-digital converter) of an electronic control unit (1) through an analog signal, and fuel output pressure data is obtained through AD (analog-to-digital) conversion;
an analog-digital conversion module (11) of an ADC (analog-digital converter) of an electronic control unit (1) receives an analog signal of an engine working condition data acquisition subsystem (2) and converts the analog signal into a digital signal through AD (analog-digital) to analyze and judge the engine working condition, a central processing unit (12) selects a proper oil pressure adjustment acceleration parameter value from 10 preset oil pressure adjustment acceleration parameters in combination with the fuel output pressure data obtained in the step (1), a direct-current brushless motor rotating speed output value is obtained through a PID (proportion integration differentiation) control algorithm, and the analog signal is converted by a DAC (digital-analog) conversion module (13) and is sent to a direct-current brushless motor driving module (14) to adjust the rotating speed of a direct-current brushless motor (41);
the direct current brushless motor (41) is adjusted and controlled to output pressure of fuel through adjustment and change of the rotating speed;
and (4) a timer (15) of the electronic control unit (1) changes the frequency and the duty ratio of the pulse signal according to the oil pressure adjusting acceleration parameter value to output a PWM pulse signal to the oil nozzle so as to adjust the opening time of the oil nozzle (44), and the regulated fuel output pressure obtained in the step (3) is combined to realize the common control of the fuel injection quantity so as to obtain the proper fuel injection quantity.
2. The electrically controlled gasoline injection system for a motorcycle of claim 1, wherein: the throttle sensor (21) comprises a shell (21 a), a liner (21 b), a magnetic material (21 c) and a Hall sensor (21 d); a moving groove (21 f) is arranged in the shell (21 a); the Hall sensor (21 d) is arranged on the outer surface of the shell (21 a); the upper part of the inner container (21 b) is connected with an accelerator cable, the lower part of the inner container is provided with a pore canal (21 g), and the magnetic material (21 c) is arranged in the pore canal (21 g) of the inner container (21 b); the inner container (21 b) is arranged in a moving groove (21 f) of the shell (21 a) and can move up and down; the Hall sensor (21 d) is connected to the electronic control unit (1).
3. The electrically controlled gasoline injection system for a motorcycle of claim 2, wherein: the throttle sensor (21) further comprises a connecting cap (21 e), wherein the lower part of the connecting cap (21 e) is connected with the upper end of the shell (21 a), and the upper part of the connecting cap is provided with a limiting hole sleeve.
4. The electrically controlled gasoline injection system for a motorcycle of claim 1, wherein: the rotating speed sensor (23) is a crank pulse encoder and comprises a ferrous gear (23 a) and a sensor element (23 b); the iron gear (23 a) is arranged on the rotating shaft of the engine; the sensor element (23 b) is close to the iron gear (23 a), and the sensor element (23 b) comprises a back magnetic sensor and a signal processing circuit, wherein the back magnetic sensor is connected to the signal processing circuit; 89 teeth are arranged on the iron gear (23 a), each tooth is formed by a concave part and a convex part, wherein 1 tooth is a wide tooth (23 a-1), and 88 teeth are common teeth (23 a-2); the concave of the wide teeth (23 a-1) is 6 degrees, the convex is 2 degrees, and the concave and convex of each common tooth (23 a-2) are 2 degrees.
5. The electrically controlled gasoline injection system for a motorcycle of claim 4, wherein: the distance between the iron gear (23 a) and the sensor element (23 b) is 1-1.5 mm.
6. The electrically controlled gasoline injection system for a motorcycle according to claim 4 or 5, characterized in that: the sensor element (23 b) is internally packaged with a temperature measuring resistor, and the temperature measuring resistor outputs signals through a lead.
CN201611025436.1A 2016-11-15 2016-11-15 Electric control gasoline injection system for motorcycle Active CN106401775B (en)

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CN111751568A (en) * 2020-06-30 2020-10-09 内蒙航天动力机械测试所 Data acquisition-based rotating speed real-time test system and control method

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CN104389687A (en) * 2014-09-29 2015-03-04 江苏凯龙宝顿动力科技有限公司 Noncontact electronic air damper
CN105971753A (en) * 2016-07-12 2016-09-28 广州杰治文电子科技有限公司 Electronically controlled common rail gasoline injection system of internal combustion engine and gasoline injection control method of electronically controlled common rail gasoline injection system

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CN1443277A (en) * 2001-03-19 2003-09-17 重庆力帆实业（集团）有限公司 Electronic fuel control system for motor cycle
CN1877261A (en) * 2006-06-23 2006-12-13 力帆实业(集团)有限公司 Accelerator open degree sensor
CN201344070Y (en) * 2009-02-18 2009-11-11 陈志贤 Digital throttle position sensor of motorcycle
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