CN115355096B - Quick start synchronous control method for engine - Google Patents
Quick start synchronous control method for engine Download PDFInfo
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- CN115355096B CN115355096B CN202210928372.5A CN202210928372A CN115355096B CN 115355096 B CN115355096 B CN 115355096B CN 202210928372 A CN202210928372 A CN 202210928372A CN 115355096 B CN115355096 B CN 115355096B
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- 230000001360 synchronised effect Effects 0.000 title claims abstract description 77
- 238000000034 method Methods 0.000 title claims abstract description 32
- 230000000630 rising effect Effects 0.000 claims description 15
- 206010044048 Tooth missing Diseases 0.000 claims description 13
- 238000002347 injection Methods 0.000 abstract description 11
- 239000007924 injection Substances 0.000 abstract description 11
- 238000005516 engineering process Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 238000005265 energy consumption Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000008092 positive effect Effects 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 241001584775 Tunga penetrans Species 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- 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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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- 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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
- F02D2041/0092—Synchronisation of the cylinders at engine start
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The application provides a synchronous control method for quick starting of an engine, wherein a half of a cam shaft fluted disc of the engine adopts a bulge, and the other half of the cam shaft fluted disc adopts a normal shape line; the camshaft signal in 360 degrees of crank angles is high level, the camshaft signal in the next 360 degrees of crank angles is low level, and at least 4 accurate synchronous windows are formed in 720 degrees of crank angles; and accurately judging the actual phase in a synchronous window according to the crankshaft signal and the cam signal, and completing the quick start synchronous control of the engine. The application fully utilizes the existing engine machinery, control and other systems, realizes the quick synchronization in the starting process of the engine by adjusting the form of the cam shaft fluted disc and combining with the synchronous flow adjustment in the electronic injection control system, so as to shorten the starting process time, save the energy source required by the starting of the engine and save the capacity of related components.
Description
Technical Field
The application relates to the technical field of engines, in particular to a quick start synchronous control method for an engine.
Background
In general, an electronic fuel injection engine (a four-stroke engine, hereinafter referred to as a four-stroke engine), particularly a high-power electronic fuel injection engine, is equipped with a camshaft rotational speed sensor and a crankshaft rotational speed sensor. The engine crankshaft phase is determined by the positional relationship between a camshaft rotational speed sensor signal (hereinafter referred to as a camshaft signal) and a crankshaft rotational speed sensor signal (hereinafter referred to as a crankshaft signal), and engine fuel injection control is performed. Particularly, in the starting process, the electronic injection control system needs to accurately acquire signals of a camshaft rotating speed sensor and a crankshaft rotating speed sensor and perform accurate first synchronization according to the position relation of the camshaft rotating speed sensor and the crankshaft rotating speed sensor, so that smooth starting of an engine can be realized.
Currently, a crankshaft synchronization device of an electronic injection engine mostly adopts a fluted disc (with teeth missing), and a camshaft synchronization device adopts a single tooth form (as shown in fig. 1). The compression top dead center and the exhaust top dead center of the designated cylinder of the engine are distinguished through the camshaft signal and the crankshaft signal, so that the phase synchronization of the whole engine is realized. The key of the technology is that a camshaft signal is acquired and then synchronized according to the crankshaft signal. Typically, the crankshaft has 1 precise synchronization window every 2 revolutions (720 ° crank angle). However, since the camshaft speed of the four-stroke engine is only half of the crankshaft speed, the crankshaft of the four-stroke engine rotates 2 revolutions, and the camshaft rotates 1 revolution, i.e. the frequency of the camshaft signal is naturally much slower than that of the crankshaft speed signal, and since the camshaft fluted disc adopts a single tooth form, the camshaft signal appears once only when the crankshaft rotates 2 weeks, resulting in the prolonged synchronization time (as shown in fig. 2). In addition, the engine rotation speed is low in the starting process, signals are unstable, so that the signal quality of the cam shaft is poor, the judgment of a control system is not facilitated, and the starting synchronization time is further prolonged. In addition, the actual position of the crankshaft phase at the previous shutdown causes the initial rotational speed to be low and the first camshaft rotational speed sensor signal to be missed, resulting in doubling the start-up synchronization time. A number of factors can have a significant impact on the synchronization time.
For the engine, especially the high-power engine, the external power source is needed in the starting process, and a storage battery and compressed air are usually adopted to drive a starting motor, so that the engine is synchronously started. The synchronization time is directly related to the capacity of the storage battery and the capacity of the compressed air tank, and is further related to the ultimate starting performance of the engine.
Therefore, a more efficient, more reliable and low-cost synchronization method is developed, the starting synchronization efficiency is improved, the starting synchronization time is shortened, and the method has important practical significance.
Disclosure of Invention
In view of the above, the application provides a method for controlling the quick start of an engine, which fully utilizes the existing engine machinery, control and other systems, and combines the form of a cam shaft fluted disc with the synchronous flow adjustment in an electronic injection control system to realize the quick synchronization in the process of starting the engine, so as to shorten the time of the starting process, save the energy required by starting the engine and save the capacity of related components.
For this purpose, the application provides the following technical scheme:
the application provides a synchronous control method for quick starting of an engine, wherein a half of a cam shaft fluted disc of the engine adopts a bulge, and the other half of the cam shaft fluted disc adopts a normal shape line; the camshaft signal in 360 degrees of crank angles is high level, the camshaft signal in the next 360 degrees of crank angles is low level, and at least 4 accurate synchronous windows are formed in 720 degrees of crank angles; and accurately judging the actual phase in a synchronous window according to the crankshaft signal and the cam signal, and completing the quick start synchronous control of the engine.
Further, starting synchronization after the number of received crankshaft signals is greater than a threshold; wherein the threshold is a set value.
Further, the threshold is 5% of the number of crankshaft teeth.
Further, 4 precision synchronization windows, comprising: the first crankshaft falling edge signal after the rising edge of the cam signal is used as a first synchronization window; when the cam signal keeps high level, the first rising edge signal after the crankshaft tooth missing signal is used as a second synchronous window; the cam signal detects a falling edge, and after the cam signal keeps a low level, the first crankshaft signal falling edge is used as a third synchronous window; when the cam signal keeps low level, the first rising edge signal after the crankshaft tooth missing signal is used as a fourth synchronous window.
Further, according to the crank signal and the cam signal, the actual phase is accurately judged in the synchronous window, and the quick start synchronous control of the engine is completed, which comprises the following steps:
and taking the second synchronous window, the third synchronous window and the fourth synchronous window as effective synchronous windows to perform quick start synchronous control of the engine.
Further, according to the crank signal and the cam signal, the actual phase is accurately judged in the synchronous window, and the quick start synchronous control of the engine is completed, which comprises the following steps:
and taking the first synchronous window as an invalid synchronous window to perform quick start synchronous control of the engine.
The application has the advantages and positive effects that:
(1) The application designs the cam shaft fluted disc of the engine to have a half (180 degrees) of a bulge and the other half (180 degrees) of a normal shape line, and at least 4 accurate synchronous windows (synchronous windows 1-4) are formed in a 720-degree crank angle (2 turns). The theoretical average synchronous period is reduced to 180 DEG crank angle, which is not higher than 360 DEG crank angle in the limit, which is far lower than the average 720 DEG crank angle required by the typical technology (cam fluted disc single tooth scheme) for synchronization, and the synchronous speed is correspondingly greatly higher than that of the cam fluted disc single tooth scheme. In addition, the multi-tooth form of the cam tooth disc is a typical technology, and generally, the multi-tooth scheme of the cam tooth disc adopts an N+1 mode, which is similar to a single-tooth mode, and the position of N+1 teeth needs to be acquired to carry out accurate phase synchronization, so that the synchronous speed is basically similar to that of the single-tooth scheme. Therefore, the synchronous speed and success rate of the technical scheme of the application are higher than those of single-tooth and N+1-tooth modes. The application can greatly shorten the time required by synchronization, reduce the starting energy consumption of the engine, further reduce the capacity of a starting storage battery or a compressed air tank and reduce the cost. The low-temperature cold start working condition is conducive to increasing the start capacity and times, and the start performance and usability of the engine are improved.
(2) In the prior art, the corresponding angles of the edge of the cam shaft and the tooth missing position are usually calculated, and the phase angle of the crank shaft is calculated, so that a certain synchronization time is needed because the edge of the cam shaft and the tooth missing position of the crank shaft are required to be acquired. The technical scheme of the application adopts the steps that the level of the camshaft is compared when the crankshaft tooth-missing signal is detected to judge the synchronous window sequence number at the moment, and the current crankshaft phase angle is directly obtained; when the falling edge of the camshaft signal is detected, the falling edge of the next crankshaft signal is used for judging the synchronous window sequence number at the moment, and the current crankshaft phase angle is directly obtained. The relative relation between the edge of the cam shaft and the position of the missing teeth of the crank shaft is not required to be calculated, so that the time is saved, the starting phase synchronization time can be shortened, and the synchronization precision and reliability are improved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort to a person skilled in the art.
FIG. 1 is a schematic diagram of a crankshaft toothed disc and a camshaft toothed disc used in a typical engine synchronization technique
FIG. 2 is a schematic diagram of a camshaft signal and a crankshaft signal using a typical engine synchronization technique;
FIG. 3 is a schematic diagram of a crankshaft fluted disc and a camshaft fluted disc used in the engine synchronization technique according to an embodiment of the application;
FIG. 4 is a schematic diagram of camshaft signals and crankshaft signals during engine synchronization in accordance with an embodiment of the present application;
fig. 5 is a flowchart of a method for controlling rapid engine start synchronization according to an embodiment of the present application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
As shown in fig. 3 and 4, the camshaft fluted disc of the engine is designed into the form shown in fig. 3, namely, half (180 ℃) is adopted as a bulge, the other half (180 ℃) is adopted as a normal shape line, so that a camshaft signal shown in fig. 4 is formed, and at least 4 precise synchronous windows (synchronous windows 1-4) are formed in 720 DEG crank angle (2 revolutions) in cooperation with the crankshaft signal as shown in fig. 4. The current crank angle can be clearly judged according to the cam signal and the crank signal in each synchronous window, and the compression stroke and the exhaust stroke can be distinguished. Therefore, the electronic injection controller can accurately judge the actual phase according to the crank shaft signal and the cam signal in the synchronous window, and further the synchronization is completed. By adopting the technical scheme of the application, the accurate synchronization window in one period (720-degree crank angle) is increased to 4, so that the theoretical average synchronization period is reduced to 180-degree crank angle, and is not higher than 360-degree crank angle in the limit, and is far lower than the average 720-degree crank angle required by the typical technology synchronization. Therefore, the time required for synchronization can be greatly shortened, the engine starting energy consumption is reduced, and the engine starting performance is improved.
Specifically, the electronic injection control system may perform accurate crankshaft phase judgment according to table 1, where table 1 is a cam and crankshaft signal judgment synchronization window comparison table.
1) The synchronization windows 1-4 correspond to different precise and unique crank angle positions within the present period, from which engine synchronization can be achieved. After receiving the crank signal number > nthd, synchronization is started to prevent the delay or abnormality of the cam shaft signal caused by the lower rotation speed of the diesel engine at the initial start.
2) The first crank falling edge signal after the rising edge of the cam signal is the only synchronization window 1 in this period (720 ° crank angle). However, since the cam shaft signal is located at the high level half cycle of the cam when the engine is stopped for the last time, the rising edge of the cam shaft signal is similar to the normal rising edge in the starting process, and erroneous judgment is easily caused, so that synchronization cannot be performed according to the synchronization window 1, and the synchronization window is an invalid synchronization window.
When the rising edge of the cam shaft signal is collected, the signal caused by the fact that the cam shaft sensor is just stopped at the cam bulge and the rotation is started is difficult to distinguish; the signal caused by the convex edge is normally passed through after the cam is depressed for half a cycle, so that the synchronization failure caused by misjudgment is avoided, and the signal is judged to be an invalid window, thereby improving the accuracy and reliability of the synchronization.
3) The first rising edge signal after the tooth missing signal of the crankshaft signal is detected, and the cam signal level is detected at the moment: at high level, the unique synchronization window 2 in this period; at low level, the unique synchronization window 4 in the present period;
4) The first crank falling edge signal after the falling edge of the cam signal is the only synchronization window 3 in this period (720 ° crank angle).
TABLE 1
The low-speed jigger collects cam and crankshaft signals and measures synchronous windows 1-4 and corresponding crankshaft phases A1-A4.
As shown in fig. 5, the electronic injection control system synchronization flow includes:
after the electronic injection control system works, a timing service program responsible for synchronization in S1.1 is entered, and S1.2 is entered.
S1.2, judging whether synchronous work is completed or not, and if yes: s1.23 is entered; no: and S1.3 is entered.
S1.3, judging whether a new crankshaft signal is detected, and judging whether: s1.5 is entered; no: and S1.4 is entered.
S1.4, waiting for operation, and then entering S1.3.
S1.5, the number of signals n=n+1, entering S1.6;
s1.6, judging whether the number n of the crankshaft signals is larger than or equal to a threshold number nthd, and if yes: s1.7, entering; no: and S1.4 is entered.
S1.7, the number of crank signals n=nthd, (the number of crank signals n is prevented from being too large to be out of range), and S1.8 is entered.
S1.8, judging the type of a cam shaft signal, and the falling edge: s1.10 is entered; hold high: s1.13 is entered; hold low: will go to S1.18;
s1.10, judging whether a crankshaft signal is a falling edge or not, and if so: s1.11 is entered; no: and S1.9 is entered.
S1.9, waiting for operation, and then proceeding to S1.10.
S1.11, confirming that the current crank phase is in a synchronous window 3, and entering S1.22 according to a phase value corresponding to the crank angle.
S1.22, completing the synchronous task and entering S1.23.
S1.12, waiting for operation, and then proceeding to S1.13.
S1.13, detecting the form of a crankshaft signal: a crankshaft continuous signal enters S1.12; and (5) a crankshaft tooth missing signal enters S1.15.
S1.14, waiting for operation, and then proceeding to S1.15.
S1.15, detecting whether a crankshaft signal is a rising edge signal: if not, entering S1.14; if yes, the process proceeds to S1.16.
S1.16, confirming that the current crank phase is in a synchronous window 2, and entering S1.22 according to a phase value corresponding to the crank angle.
S1.17, waiting for operation, and then proceeding to S1.18.
S1.18, detecting the form of a crankshaft signal: a crankshaft continuous signal enters S1.17; and (5) a crankshaft tooth missing signal enters S1.20.
S1.19, waiting for operation, and then proceeding to S1.20.
S1.20, detecting whether a crankshaft signal is a rising edge signal: if not, S1.19 is entered; if yes, the process proceeds to S1.21.
S1.21, confirming that the current crank phase is in a synchronous window 4, and entering S1.22 according to a phase value corresponding to the crank angle.
S1.23, exiting the synchronization program.
The advantages and positive effects of the above embodiment:
(1) In the above embodiment, the camshaft fluted disc of the engine is designed to be a half (180 ℃) of a bulge, the other half (180 ℃) of the camshaft fluted disc is a normal shape line, and at least 4 precise synchronous windows (synchronous windows 1-4) are formed in 720 DEG crank angle (2 revolutions). The theoretical average synchronous period is reduced to 180-degree crank angle, and is not higher than 360-degree crank angle in the limit, which is far lower than the average 720-degree crank angle required by the typical technology for synchronization, and the synchronous speed is correspondingly greatly higher than that of the typical technology, so that the time required by synchronization can be greatly shortened, the starting energy consumption of the engine is reduced, the capacity of a starting storage battery or a compressed air tank is further reduced, and the cost is reduced. The low-temperature cold start working condition is conducive to increasing the start capacity and times, and the start performance and usability of the engine are improved.
(2) In the above embodiment, the level of the camshaft is compared when the crankshaft tooth-missing signal is detected to determine the synchronous window sequence number at the moment, and the current crankshaft phase angle is directly obtained; when the falling edge of the camshaft signal is detected, the falling edge of the next crankshaft signal is used for judging the synchronous window sequence number at the moment, and the current crankshaft phase angle is directly obtained. The relative relation between the edge of the cam shaft and the position of the missing teeth of the crank shaft is not required to be calculated, so that the time is saved, the starting phase synchronization time can be shortened, and the synchronization precision and reliability are improved.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the application.
Claims (6)
1. A synchronous control method for quick start of an engine is characterized in that a half of a cam shaft fluted disc of the engine adopts a bulge, and the other half is a normal shape line; the camshaft signal in 360 degrees of crank angles is high level, the camshaft signal in the next 360 degrees of crank angles is low level, and 3 effective accurate synchronous windows are formed in 720 degrees of crank angles; according to the level of the crank shaft signal and the cam signal, accurately judging the current crank shaft phase angle in a synchronous window to finish the quick start synchronous control of the engine;
the synchronization control includes:
s1.1, entering a timing service program in charge of synchronization;
s1.2, judging whether synchronous work is completed or not, and if yes: s1.23 is entered; no: s1.3 is entered;
s1.3, judging whether a new crankshaft signal is detected, and judging whether: s1.5 is entered; no: s1.4 is entered;
s1.4, waiting for operation, and then entering S1.3;
s1.5, the number of signals n=n+1, entering S1.6;
s1.6, judging whether the number n of the crankshaft signals is larger than or equal to a threshold number nthd, and if yes: s1.7, entering; no: s1.4 is entered;
s1.7, the number of crankshaft signals n=nthd, go to S1.8;
s1.8, judging the type of a cam shaft signal, and the falling edge: s1.10 is entered; hold high: s1.13 is entered; hold low: s1.18 is entered;
s1.10, judging whether a crankshaft signal is a falling edge or not, and if so: s1.11 is entered; no: s1.9 is entered;
s1.9, waiting for operation, and then entering S1.10;
s1.11, confirming that the current crank phase is in a synchronous window 3, and entering S1.22 according to a phase value corresponding to the crank angle;
s1.22, completing a synchronous task, and entering S1.23;
s1.12, waiting for operation, and then entering S1.13;
s1.13, detecting the form of a crankshaft signal: a crankshaft continuous signal enters S1.12; the crankshaft tooth missing signal enters S1.15;
s1.14, waiting for operation, and then entering S1.15;
s1.15, detecting whether a crankshaft signal is a rising edge signal: if not, entering S1.14; if yes, enter S1.16;
s1.16, confirming that the current crank phase is in a synchronous window 2, and entering S1.22 according to a phase value corresponding to the crank angle;
s1.17, waiting for operation, and then entering S1.18;
s1.18, detecting the form of a crankshaft signal: a crankshaft continuous signal enters S1.17; the crankshaft tooth missing signal enters S1.20;
s1.19, waiting for operation, and then entering S1.20;
s1.20, detecting whether a crankshaft signal is a rising edge signal: if not, S1.19 is entered; if yes, S1.21 is entered;
s1.21, confirming that the current crank phase is in a synchronous window 4, and entering S1.22 according to a phase value corresponding to the crank angle;
s1.23, exiting the synchronization program.
2. The method for engine rapid start synchronization control according to claim 1, wherein synchronization is started after the number of received crankshaft signals is greater than a threshold; wherein the threshold is a set value.
3. The method of claim 2, wherein the threshold is 5% of the number of crankshaft teeth.
4. The engine rapid start synchronization control method of claim 1, wherein the synchronization window comprises: the first crankshaft falling edge signal after the rising edge of the cam signal is used as a first synchronization window; when the cam signal keeps high level, the first rising edge signal after the crankshaft tooth missing signal is used as a second synchronous window; the cam signal detects a falling edge, and after the cam signal keeps a low level, the first crankshaft signal falling edge is used as a third synchronous window; when the cam signal keeps low level, the first rising edge signal after the crankshaft tooth missing signal is used as a fourth synchronous window.
5. The method for synchronously controlling the quick start of the engine according to claim 4, wherein the actual phase is accurately judged in a synchronous window according to a crank signal and a cam signal, and the quick start synchronous control of the engine is completed, comprising:
and taking the second synchronous window, the third synchronous window and the fourth synchronous window as effective synchronous windows to perform quick start synchronous control of the engine.
6. The method for synchronously controlling the quick start of the engine according to claim 4, wherein the actual phase is accurately judged in a synchronous window according to a crank signal and a cam signal, and the quick start synchronous control of the engine is completed, comprising:
and taking the first synchronous window as an invalid synchronous window to perform quick start synchronous control of the engine.
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