CN115450773B - Vehicle and phase synchronization method and device of engine of vehicle - Google Patents
Vehicle and phase synchronization method and device of engine of vehicle Download PDFInfo
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- CN115450773B CN115450773B CN202211211416.9A CN202211211416A CN115450773B CN 115450773 B CN115450773 B CN 115450773B CN 202211211416 A CN202211211416 A CN 202211211416A CN 115450773 B CN115450773 B CN 115450773B
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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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Abstract
The invention discloses a vehicle and a phase synchronization method and device of an engine of the vehicle. Wherein the method comprises the following steps: responding to the starting of an engine, and acquiring a crankshaft signal of a crankshaft code disc and a cam signal of a cam code disc; identifying a crankshaft signal based on crankshaft configuration information of a crankshaft code disc, and determining a crankshaft characteristic point in the crankshaft signal; identifying cam signals based on cam configuration information of a cam code disc, and determining level signals corresponding to crankshaft characteristic points; and determining the phase of the engine based on the level signal corresponding to the crankshaft characteristic point. The invention solves the technical problem that development and test progress of engine application are influenced by development and test progress of an engine timing system.
Description
Technical Field
The invention relates to the field of engine control, in particular to a vehicle and a phase synchronization method and device of an engine of the vehicle.
Background
The engine timing system is a core foundation of engine control, and oil consumption control, dynamic control and emission control of the engine are all based on accurate control of core actuators of an oil injector, an ignition coil and a high-pressure oil pump. And accurate control is required to provide accurate angle basis and time basis. The angular basis of the engine is established by an engine timing system, and further, the establishment of the engine timing system is based on self-synchronization of the crankshaft and self-synchronization of the cams.
However, the types of the crank code disc and the cam code disc are many, so that the forms of the crank electric signal and the cam electric signal acquired by the sensor are also various. When new engine projects are developed or crankshaft code disks and cam code disks are replaced, the engine timing system needs to be redeveloped, tested and verified, and development and test progress of engine application are influenced.
In view of the above problems, no effective solution has been proposed at present.
Disclosure of Invention
The embodiment of the invention provides a vehicle and a phase synchronization method and device of an engine of the vehicle, and aims to at least solve the technical problem that development and test progress of engine application are influenced due to development and test progress of an engine timing system.
According to an aspect of an embodiment of the present invention, there is provided an engine phase synchronization method including: responding to the starting of an engine, and acquiring a crankshaft signal of a crankshaft code disc and a cam signal of a cam code disc; identifying a crankshaft signal based on crankshaft configuration information of a crankshaft code disc, and determining crankshaft characteristic points in the crankshaft signal, wherein the crankshaft characteristic points are used for representing positions of notches on a crankshaft, and the crankshaft configuration information comprises: the method comprises the steps of a first number, a first type, first marking information and a first interrupt zone bit of each crank tooth on a crank code disc, wherein the first marking information is used for representing whether the crank tooth is positioned at a notch, and the first interrupt zone bit is used for representing whether the crank tooth triggers interrupt; identifying the cam signal based on cam configuration information of the cam code disc, and determining a level signal corresponding to a crankshaft characteristic point, wherein the cam configuration information comprises: the method comprises the steps of a second number of each cam edge on a cam code disc, a historical level signal, a tooth period proportion, a tooth length, the number of crank shaft openings, a second type of crank shaft openings, a tooth form mode and a second interrupt flag bit, wherein the historical level signal is used for representing a level signal before the cam edge, the tooth period proportion is used for representing the proportion of a corresponding tooth period of the cam edge and a corresponding tooth period of a last cam edge, the number of crank shaft openings is used for representing the number of openings in a corresponding crank shaft signal between the cam edge and the last cam edge, and the second interrupt flag bit is used for representing whether the cam edge triggers interrupt or not; and determining the phase of the engine based on the level signal corresponding to the crankshaft characteristic point.
Optionally, identifying the crankshaft signal based on the crankshaft configuration information of the crankshaft code wheel, and determining the crankshaft feature point in the crankshaft signal includes: responding to the level jump of the crankshaft signal, and acquiring a first time stamp corresponding to the level jump edge; obtaining a difference value between the first timestamp and the historical timestamp to obtain a current period value of a current crank tooth of a crank code disc; responding to the existence of a historical period value, and obtaining the ratio of the current period value to the historical period value to obtain a period ratio; and responding to the period proportion being in a first preset interval, inquiring the crankshaft configuration information, and determining the current crankshaft tooth as a crankshaft characteristic point.
Optionally, after determining the current crankshaft tooth as the crankshaft feature point, the method further comprises: determining a predicted value of a first crankshaft tooth after the current crankshaft tooth; identifying a crankshaft signal based on the crankshaft configuration information, and determining an actual value of the first crankshaft tooth; checking the new crankshaft teeth based on the predicted value and the actual value to obtain a first checking result; and responding to the first verification result to be verification failure, identifying the crankshaft signal based on the crankshaft configuration information of the crankshaft code disc, and determining new crankshaft characteristic points in the crankshaft signal.
Optionally, in response to the first verification result being a verification success, identifying the crankshaft signal based on the crankshaft configuration information, determining an actual value of the second crankshaft tooth subsequent to the first crankshaft tooth.
Optionally, identifying the cam signal based on cam configuration information of the cam code disc, and determining the level signal corresponding to the crankshaft feature point includes: determining a plurality of cam edges in the cam signal; acquiring time stamps and level signals corresponding to a plurality of cam edges; determining a target tooth period ratio based on the time stamps corresponding to the cam edges; acquiring a target second number from the cam configuration information based on the target tooth period proportion and the level signal; and determining the level signal corresponding to the target second number as the level signal corresponding to the crankshaft characteristic point in response to the crankshaft characteristic point having been identified.
Optionally, after determining that the level signal corresponding to the target second number is the level signal corresponding to the crankshaft feature point, the method further includes: in response to arrival of a first cam edge after a plurality of cam edges in the cam signal, predicting tooth shape and a second number of the first cam edge to obtain a current prediction result of the first cam edge; checking the current prediction result and the historical prediction result to obtain a second checking result; and updating the state information, the tooth number information and the prediction result in response to the second check result being successful in checking.
Optionally, in response to the second checking result being a checking failure or the engine stopping operation, in response to the arrival of a first cam edge after a plurality of cam edges in the cam signal, predicting the first cam edge by tooth form and a second number to obtain a current prediction result of the first cam edge; checking the current prediction result and the historical prediction result to obtain a second checking result; and updating the state information, the tooth number information and the prediction result in response to the second check result being the check pass.
Optionally, in response to the second check result being a check failure, or the engine being stopped, stopping determining the level signal corresponding to the crankshaft feature point.
Optionally, the method further comprises: determining a phase relationship of the crankshaft signal and the cam signal based on a mechanical structure of the engine; the crankshaft arrangement information and the cam arrangement information are constructed based on the phase relation.
According to another aspect of the embodiment of the present invention, there is also provided an engine phase synchronization apparatus including: the acquisition module is used for responding to the starting of the engine and acquiring a crankshaft signal of the crankshaft code disc and a cam signal of the cam code disc; the first determining module is configured to identify a crankshaft signal based on crankshaft configuration information of a crankshaft code wheel, and determine a crankshaft feature point in the crankshaft signal, where the crankshaft feature point is used to characterize a position of a notch on a crankshaft, and the crankshaft configuration information includes: the method comprises the steps of a first number, a first type, first marking information and a first interrupt zone bit of each crank tooth on a crank code disc, wherein the first marking information is used for representing whether the crank tooth is positioned at a notch, and the first interrupt zone bit is used for representing whether the crank tooth triggers interrupt; the second determining module is configured to identify a cam signal based on cam configuration information of a cam code disc, and determine a level signal corresponding to a crankshaft feature point, where the cam configuration information includes: the method comprises the steps of a second number of each cam edge on a cam code disc, a historical level signal, a tooth period proportion, a tooth length, the number of crank shaft openings, a second type of crank shaft openings, a tooth form mode and a second interrupt flag bit, wherein the historical level signal is used for representing a level signal before the cam edge, the tooth period proportion is used for representing the proportion of a corresponding tooth period of the cam edge and a corresponding tooth period of a last cam edge, the number of crank shaft openings is used for representing the number of openings in a corresponding crank shaft signal between the cam edge and the last cam edge, and the second interrupt flag bit is used for representing whether the cam edge triggers interrupt or not; and the third determining module is used for determining the phase of the engine based on the level signal corresponding to the crankshaft characteristic point.
According to another aspect of the embodiments of the present invention there is also provided a vehicle comprising one or more processors, a memory device having a computer program stored therein, the processor being arranged to run the computer program to perform the engine phase synchronization method described above.
According to another aspect of the embodiment of the present invention, there is also provided a computer readable storage medium, where the computer readable storage medium includes a stored program, and when the program runs, a device where the computer readable storage medium is controlled to execute the engine phase synchronization method described above.
According to another aspect of the embodiment of the present invention, there is also provided a processor for running a program, where the program executes the above-mentioned engine phase synchronization method when running.
In the embodiment of the invention, firstly, a crank signal of a crank code disc and a cam signal of a cam code disc are obtained in response to the starting of an engine; identifying a crankshaft signal based on crankshaft configuration information of a crankshaft code disc, and determining crankshaft characteristic points in the crankshaft signal, wherein the crankshaft characteristic points are used for representing positions of notches on a crankshaft, and the crankshaft configuration information comprises: the method comprises the steps of a first number, a first type, first marking information and a first interrupt zone bit of each crank tooth on a crank code disc, wherein the first marking information is used for representing whether the crank tooth is positioned at a notch, and the first interrupt zone bit is used for representing whether the crank tooth triggers interrupt; identifying the cam signal based on cam configuration information of the cam code disc, and determining a level signal corresponding to a crankshaft characteristic point, wherein the cam configuration information comprises: the method comprises the steps of a second number of each cam edge on a cam code disc, a historical level signal, a tooth period proportion, a tooth length, the number of crank shaft openings, a second type of crank shaft openings, a tooth form mode and a second interrupt flag bit, wherein the historical level signal is used for representing a level signal before the cam edge, the tooth period proportion is used for representing the proportion of a corresponding tooth period of the cam edge and a corresponding tooth period of a last cam edge, the number of crank shaft openings is used for representing the number of openings in a corresponding crank shaft signal between the cam edge and the last cam edge, and the second interrupt flag bit is used for representing whether the cam edge triggers interrupt or not; and determining the phase of the engine based on the level signal corresponding to the crankshaft characteristic point. It is easy to think that different crank code discs and cam code discs can be adapted through crank configuration information and cam configuration information, and then engine synchronization can be realized by adopting a general identification method, and the engine timing system is not required to be redeveloped, tested and verified aiming at different crank code discs and cam code discs, so that the technical problem that development and test progress of engine application are influenced due to development and test progress of the engine timing system is solved. Therefore, engine timing adaptation of different engines is achieved, the code multiplexing degree and the transplanting flexibility are improved, the stability of a control method is greatly improved, the testing workload in the process of adapting different engines is reduced, the transplanting time of the engine control method is greatly shortened, and the quality of the control method is effectively guaranteed.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a flow chart of a method of engine phase synchronization according to an embodiment of the present invention;
FIG. 2 is a schematic representation of an exemplary electrical signal form of a crankshaft in accordance with an embodiment of the present invention;
FIG. 3 is a schematic representation of an exemplary electrical cam signal form in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of a crankshaft and cam phase relationship of a GDI engine according to an embodiment of the present invention;
fig. 5 is a schematic diagram of an engine phase synchronizing device according to an embodiment of the invention.
Detailed Description
According to the engine phase synchronization method provided by the invention, different crankshaft code disks and cam code disks are adapted through the crankshaft configuration information and the cam configuration information, so that the engine synchronization can be realized by adopting a general identification method, the engine timing system is not required to be redeveloped, tested and verified aiming at the different crankshaft code disks and cam code disks, and the technical problem that the development and test progress of the engine application are influenced due to the development and test progress of the engine timing system is solved. Therefore, engine timing adaptation of different engines is achieved, the code multiplexing degree and the transplanting flexibility are improved, the stability of a control method is greatly improved, the testing workload in the process of adapting different engines is reduced, the transplanting time of the engine control method is greatly shortened, and the quality of the control method is effectively guaranteed.
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention 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 invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention 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 invention 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.
It should be noted that the types of crank code wheel are numerous, so that the form of the crank signal obtained by the crank sensor is also various. As shown in FIG. 2, FIG. 2 is a schematic representation of a typical crankshaft electrical signal, including but not limited to the following: ① 36-6, wherein the corresponding crankshaft code wheel has 36 teeth on one circle, and two teeth are knocked out at a certain position of the crankshaft code wheel to form a notch 1 for positioning the angle of the engine; manufacturing two continuous gaps (a normal tooth is reserved between the two continuous gaps) at the positions which are separated by about 180 degrees; ② The 60-2 form is basically consistent with the 120-5 form, and can be processed by using a set of codes through tooth number configuration and opening configuration; ③ 60-6, wherein 3 identical openings are formed at equal intervals in one circle of the crankshaft; ④ The crankshaft code disc and the electric signal of the tooth group mode are rare, the processing technology of the fluted disc is high in requirement, and the program control is complex; ⑤ In a form without a gap, all teeth are the same on one circle of the cycle, and special mark points such as a gap and the like are not formed; ⑥ The double-notch form is similar to the 60-6 form, but the two notches are not completely consistent, one is a high-level notch, and the other is a low-level notch; ⑦ The teeth are divided into an A tooth form and a B tooth form, and the corresponding positions of the crankshaft can be obtained according to the sequence arrangement of different tooth forms.
Similarly, the types of cam code discs are various, so that the types of cam signals obtained by the cam sensor are various. As shown in fig. 3, fig. 3 is a schematic diagram of a typical electrical cam signal, including but not limited to the following: ① The two large and small forms are provided with 4 teeth, two large teeth and two small teeth on the circumference of the corresponding cam code wheel, and the actual position of the cam can be determined through the period ratio between the continuous teeth; ② In the form of N+1, one circle of cam has normal N teeth, and in a special position, one positioning tooth is additionally added; ③ N-1, wherein N teeth are manufactured at equal intervals in one circle of the cam, and then one tooth is knocked off to serve as a positioning tooth; ④ The single large tooth mode, the simplest cam form, provides level information for the establishment of an engine timing system; ⑤ Single small tooth mode, simpler cam form; ⑥ Three small and one large forms need to judge the mode combination between the continuous cam teeth, and when the large teeth arrive, the position of the current cam can be determined; ⑦ In the three-tooth mode, the cam is provided with three convex teeth with different sizes, and the actual position of the cam can be obtained according to tooth period inspection between continuous tooth shapes; ⑧ The tooth group form has high requirements on the processing technology of the cam code wheel in the mode and the program control.
Example 1
According to an embodiment of the present invention, an engine phase synchronization method embodiment is provided, it being noted that the steps shown in the flowchart of the figures may be performed in a computer system, such as a set of computer executable instructions, and, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in an order other than that shown or described herein.
Fig. 1 is a flowchart of an engine phase synchronization method according to an embodiment of the present invention, as shown in fig. 1, including the steps of:
step S102, responding to the starting of an engine, and acquiring a crank signal of a crank code disc and a cam signal of a cam code disc;
Specifically, the engine timing system is the core basis for engine control, and the engine timing system is established based on crankshaft self-synchronization, cam self-synchronization. The crankshaft is a point S-shaped part, and the piston connecting rod drives the up-and-down motion to drive the crankshaft to twist and rotate, so that the reciprocating motion of the piston is converted into the rotating motion of the crankshaft, and the original average piston is converted into the rotation of the crankshaft, so that the power of the engine is output.
The cam shaft is a shaft with a bulge on the cam shaft, the bulge is used for pushing the valve, and the cam pushes the air inlet valve and the air outlet valve of the air cylinder to control the opening and closing of the valve, so that the valve is driven. When the engine is started, the shape information of the crank code wheel can be converted into a crank signal by a crank sensor installed near the crank code wheel, and at the same time, the shape of the cam code wheel can be recognized by a cam sensor installed near the cam code wheel and the shape information of the cam code wheel can be converted into a cam signal. Further, the control unit of the engine may establish timing information of the engine based on the crankshaft signal and the cam signal.
From the above, the crank signals and the cam signals are various in form, and in the invention, the crank teeth data and the cam teeth data are abstracted and designed in a platformization manner by collecting and summarizing information of various crank signals and cam signals, and meanwhile, the control logic and the control data are stripped, and engine timing adaptation of different engines can be rapidly completed by configuring the crank signals data and the cam signals data.
Step S104, identifying a crankshaft signal based on crankshaft configuration information of a crankshaft code wheel, and determining crankshaft characteristic points in the crankshaft signal, wherein the crankshaft characteristic points are used for representing positions of notches on a crankshaft, and the crankshaft configuration information comprises: the method comprises the steps of a first number, a first type, first marking information and a first interrupt zone bit of each crank tooth on a crank code disc, wherein the first marking information is used for representing whether the crank tooth is positioned at a notch, and the first interrupt zone bit is used for representing whether the crank tooth triggers interrupt;
Wherein, step S104 includes: responding to the level jump of the crankshaft signal, and acquiring a first time stamp corresponding to the level jump edge; obtaining a difference value between the first timestamp and the historical timestamp to obtain a current period value of a current crank tooth of a crank code disc; responding to the existence of a historical period value, and obtaining the ratio of the current period value to the historical period value to obtain a period ratio; and responding to the period proportion being in a first preset interval, inquiring the crankshaft configuration information, and determining the current crankshaft tooth as a crankshaft characteristic point.
Specifically, the crankshaft arrangement information is a crankshaft arrangement table obtained by collecting, summarizing, and arranging various types of crankshaft signals.
As shown in table 1, table 1 is a crank signal configuration table of a crank configuration. The method specifically comprises the following steps: ① Tooth number (toothNum), number of current crank teeth; ② Tooth type (toothType), the type of the current crankshaft tooth, in the common crankshaft signal, does not need to pay attention to the type of the tooth; however, in the crank signal of the crank tooth encoding type, the tooth form of each tooth needs to be distinguished, and is divided into a type a tooth and a type B tooth. The judgment of the tooth shape is defined based on the ratio of the high level time to the low level time of the tooth to +3; ③ A notch mark (gapIndex) for marking whether the current tooth is the tooth at the notch, if configured as 0, the tooth is the normal tooth, if configured as 1, the tooth at the notch; ④ Interrupt configuration word (irqMask). In most cases of crankshaft teeth, no extra processing is needed by a program, but when teeth such as a notch, a special point and the like are needed, an interrupt is triggered to inform an upper application, a special event arrives, and a mechanism and capability for interrupt processing are provided for the upper application.
Table 1 table of crankshaft signal configuration of crankshaft configuration
The crankshaft characteristic points can be understood as the notch positions of the crankshaft, and after the notch positions of the crankshaft are defined, the engine controller can predict all subsequent tooth shapes.
The first number corresponds to each tooth of the crankshaft.
The first type described above, for each tooth type in the crankshaft, may be differently numbered for different tooth forms, i.e., 00 for an A-type tooth, 01 for a B-type tooth, and 11 for an indistinguishable tooth form.
The first marking information is to mark the notch information of the crankshaft teeth, if the crankshaft teeth are at the notch, 1 can be used for marking, otherwise, 0 is used for marking normal teeth.
The first interrupt flag bit is used for indicating whether the current crank teeth trigger the interrupt, if the first interrupt flag bit is 0, the interrupt is not generated, and if the first interrupt flag bit is 1, the interrupt is generated.
Specifically, when determining the crankshaft characteristic point of the crankshaft signal, the engine controller cannot determine whether the position of the opening corresponds to the compression top dead center or the exhaust top dead center of the engine. In this case, the phase of the engine needs to be comprehensively determined by the shape of the cam signal. In the invention, a GDI engine (Gasoline Direct Injection) is taken as an example for discussion and explanation, and the GDI engine is a device used in the automobile industry, and can realize low fuel consumption and high power output. .
The general workflow of crankshaft self-synchronization is as follows: ① The crankshaft self-synchronizing program, according to the configuration in the crankshaft configuration table, knows that toothType of crankshaft teeth are all 11, that is, the tooth form is not required to be additionally judged, and the program automatically shields tooth form judging logic; ② When the level of the crankshaft signal jumps, triggering a crankshaft self-synchronizing program through the level jump of a hardware pin; ③ And the crankshaft self-synchronizing program acquires a time stamp corresponding to the current level jump edge, and performs subtraction operation with the previous time stamp to acquire the period value of the current tooth.
The first timestamp is a corresponding time point of the current level jump edge.
The historical event stamp is a time node corresponding to the level jump edge before the current time point.
The current period value is obtained by subtracting the time difference of the last time node from the current time node.
④ And judging whether a period value of the previous period exists or not by a crankshaft self-synchronizing program, and if so, calculating the ratio of the periods of two adjacent teeth. If the ratio is between 0.75 and 1.25, judging that the length of the current tooth is consistent with that of the previous tooth, wherein the edge corresponding to the current tooth is not a characteristic point; ⑤ The signal jump of each tooth triggers the self-synchronizing procedure of the crankshaft to carry out the process until the first tooth after the notch arrives, at this time, the proportion of the tooth period is about 3, and the self-synchronizing procedure of the crankshaft finds the characteristic point of the crankshaft, namely the position of the notch; ⑥ At this time, the engine self-synchronization program searches the crankshaft configuration table, finds that two characteristic points exist, and still cannot determine the unique position, at this time, the crankshaft self-synchronization program queries the level signal of the cam signal (as shown in fig. 4, fig. 4 is a schematic diagram of the phase relationship between the crankshaft and the cam of the GDI engine, the cam signal corresponding to gap0 is low level, the cam signal corresponding to gap1 is high level), if the level is low level, it is determined that the unique characteristic point of the crankshaft is gap0, the corresponding engine angle is established, and the tooth number is also locked.
The cycle ratio corresponds to the ratio of the current crank tooth cycle to the last crank tooth cycle.
The first preset interval can be understood as a ratio interval of the current crank tooth period to the previous crank tooth period, generally requires about 3, needs to be determined based on the opening condition, can be determined by taking [2.75,3.25] as an example, and can be set according to the requirement.
For example, if the current crank tooth period is 6, the previous crank tooth period is 2, and the ratio of the previous crank tooth period to the previous crank tooth period is 3, so that the first preset interval is satisfied, and therefore the current crank tooth is determined as a crank characteristic point, namely a crank notch.
Step S106, identifying the cam signal based on cam configuration information of the cam code disc, and determining a level signal corresponding to the crankshaft characteristic point, wherein the cam configuration information comprises: the second serial number, the historical level signal, the tooth period proportion, the tooth length, the number of crank shaft openings, the second type of crank shaft openings, the tooth form mode and the second interrupt zone bit of each cam edge on the cam code wheel, the historical level signal is used for representing level signals before the cam edge, the tooth period proportion is used for representing the proportion of the corresponding tooth period of the cam edge and the corresponding tooth period of the last cam edge, the number of crank shaft openings is used for representing the number of openings in the corresponding crank shaft signals between the cam edge and the last cam edge, and the second interrupt zone bit is used for representing whether the cam edge triggers interrupt.
Step S108, determining the phase of the engine based on the level signal corresponding to the crankshaft characteristic point.
Wherein, step S108 includes: determining a plurality of cam edges in the cam signal; acquiring time stamps and level signals corresponding to a plurality of cam edges; determining a target tooth period ratio based on the time stamps corresponding to the cam edges; acquiring a target second number from the cam configuration information based on the target tooth period proportion and the level signal; and determining the level signal corresponding to the target second number as the level signal corresponding to the crankshaft characteristic point in response to the crankshaft characteristic point having been identified.
Specifically, the cam configuration information may be a cam configuration table configured by collecting and summarizing information of various types of cam signals.
As shown in table 2, table 2 is a cam signal configuration table of cam configuration. The method specifically comprises the following steps: ① edgeNum, numbering the edges of cam teeth, wherein the rising edge, the falling edge and the level signal of the cam are very important characteristic information because the number of the teeth on the cam is relatively small, so that the processing of the cam teeth is refined to the extent that the rising edge and the falling edge are processed, and edgeNum represents the number of the cam edges; ② SIGNALLEVLE, the signal of the level before the cam edge, 01 represents high level and 00 represents low level, and in some forms of cam, the signal is set to 11 without considering level information; ③ toothRatio, representing the ratio of the cam along the corresponding tooth period to the previous cam tooth period, the ratio is related to the actual tooth shape of the cam, and can be configured to be 1/3,1/2,3 equivalent; ④ toothLength, marking the relative length of the cam teeth, L for long teeth, M for medium teeth, S for short teeth. In some cam tooth shapes, the tooth has no size and length, and is configured as N, which represents neglecting the length information of the tooth; ⑤ gapNum, which indicates that a plurality of gaps are formed between the current main cam edge and the last main cam edge in the corresponding crank shaft signal, wherein the gaps are configured into specific numbers, for example, 0 represents no gap, 1 represents 1 gap, and the like; ⑥ gapType, configuring the type of corresponding crank notch, wherein the configuration is generally 0, and the rest values are reserved; ⑦ CAMPATTERN, the current cam edge corresponds to a tooth form mode and is used for performing secondary verification on the tooth form of the cam by a program; ⑧ iqrMask, the interrupt flag of the current cam edge is that 0 represents that no interrupt is generated, 1 represents that an interrupt is generated, and an interrupt feedback mechanism and a subsequent processing mechanism are provided for upper-layer application.
The level signal may be a level signal at a crank notch.
The second number may be an edge number of each cam tooth, and since the cam level signal may be characterized as an important notch, each cam tooth may be thinned to a rising edge, a falling edge, or the like.
The history level signal may be a level signal before the current cam edge, where the high level is marked with 01, the low level is marked with 00, and the ignore level is marked with 11.
Table 2 cam signal configuration table of cam configuration
The tooth period ratio may be a ratio of a corresponding tooth period of the current cam edge to a previous tooth period, and may be configured to a specific value.
The tooth length may be the length of each cam tooth, with L representing the long tooth, M representing the medium tooth, S representing the short tooth, and N representing the neglected tooth form.
The number of the crank shaft notches corresponds to the number of the notches in the corresponding crank shaft signals between the current cam main edge and the last cam main edge.
The second type of crank notch described above may be configured as a type of crank notch.
The tooth profile pattern may be a tooth profile pattern corresponding to the current cam edge, and is used for verifying the shape of the current cam tooth.
The second interrupt flag may be an interrupt flag of the current cam edge, that is, indicates whether the current cam edge triggers an interrupt.
Specifically, the main purpose of cam self-synchronization is to rapidly judge cam characteristic points and assist a crankshaft to complete self-synchronization of the crankshaft as soon as possible. Because of the larger profile of the cam, it is easier to provide some feature recognition points. The rising and falling edges of the cams are all configured into the hardware registers, and both the rising and falling edges of the level trigger the cam self-synchronization procedure.
The cam self-synchronization procedure is performed as follows: ① After the engine is started, a first coming cam edge triggers a cam self-synchronization program, at the moment, the program can only acquire a time stamp corresponding to the first edge, the signal level of the cam corresponding to the first edge is known, but any subsequent processing cannot be performed, and the program directly exits; ② When the second edge comes, the cam self-synchronizing program acquires a time stamp corresponding to the second edge, and the period of the first tooth and the corresponding cam level signal are obtained through calculation, but at the moment, the specific number of the cam edge still cannot be determined through table lookup, and the program exits; ③ When the third edge arrives, the cam self-synchronizing program calculates the period of the two previous teeth, and performs ratio operation on the period of the two teeth to obtain toothRatio values, and at the moment, the cam configuration table is searched according to toothRatio and the cam level information, so that the unique edge number of the cam can be obtained, and the unique edge number of the cam can still not be obtained; at the moment, whether the opening is already identified or not is checked by searching the self-synchronizing state of the crankshaft, and the opening information can be helpful for the cam to establish the self-synchronizing state;
The plurality of cam edges may be a first cam edge, a second cam edge, a third cam edge, etc., that occur in the cam signal.
The above-mentioned timestamp can be understood as a first time node corresponding to the first cam edge, a second time node corresponding to the second cam edge, and so on.
The level signal may be a rising edge or a falling edge of a level corresponding to each cam edge, and corresponding high-level and low-level data.
The target tooth period ratio may be a period of two cam teeth before the current cam edge arrives, which is calculated by using a cam self-synchronization program when the current cam edge arrives, and the period ratio may be obtained by performing a ratio operation on the periods of the two cam teeth.
The target second number is a unique cam edge number obtained by searching the cam configuration table according to the cycle ratio and the cam level signal. Further, by searching for the self-synchronizing state of the crankshaft, when the crank notch has been identified, the level signal corresponding to the edge number of the unique cam can be determined as the level signal corresponding to the crank notch. And then, the current shape of the crankshaft is determined by using the level signal, and then, the phase angle of the engine is determined, so that whether the working state of the engine is normal or not is monitored.
For example, taking the crankshaft configuration information of the GDI engine as an example, as shown in table 3, table 3 is a crankshaft signal configuration table of the GDI engine: ① For the 60-2 crankshaft form, the form of each tooth is the same, and the A-type tooth or the B-type tooth does not need to be distinguished, and toothType is uniformly set to 11; ② Defining the first tooth behind the opening as a number 1 tooth, and so on, in order to strengthen event processing at the opening, making special marks on the two teeth in front and behind the opening, allowing interruption to be generated, and setting the corresponding irqMask to be 1; ③ Tooth number 1 and tooth number 59 are the first teeth of the notch, and gapIndex is set to 1.
Table 3 GDI crankshaft signal configuration table for engine
| toothNum | toothType | gapIndex | irqMask |
| 1 | 11 | 1 | 1 |
| 2 | 11 | 0 | 0 |
| 。。 | 11 | 0 | 0 |
| 58 | 11 | 0 | 1 |
| 59 | 11 | 1 | 1 |
| 60 | 11 | 0 | 0 |
| 61 | 11 | 0 | 0 |
| 。。 | 11 | 0 | 0 |
| 116 | 11 | 0 | 1 |
Cam configuration information of the GDI engine is shown in table 4, and table 4 is a cam signal configuration table of the GDI engine: ① edgeNum represents the number of the cam edge, after the engine is installed, the relationship between the cam signal edge and the top dead center is locked, and the number sequence in fig. 4 is the number of the cam edge; ② SIGNALLEVLE, configuring according to the level signals before each edge of the cam; ③ toothRatio, take edge 4 as an example, toothRatio =t34/t23=3 (in this example, the length of the long tooth is 3 times that of the short tooth, and the cam table needs to be configured according to the length of the actual cam when configured). The same calculation method is used for toothRatio of other teeth; ④ toothLength is configured, L represents long teeth, S represents short teeth; ⑤ gapNum, taking edge 6 as an example, and the last edge, namely edge 5, in the corresponding crank shaft signal in the interval, a notch is formed, so gapNum is set to be 1, and other edges are configured according to the graph; ⑥ In this example, all gapType are processed uniformly, because all the notches are the notches with the length of 2 crank teeth, which is the most common notch form; ⑦ CAMPATTERN, for example, the edge 5, is followed by 3 teeth, and the corresponding shapes are respectively short-long-short, abbreviated as SLS; ⑧ According to actual needs, an interrupt enable bit is set at the corresponding edge, the set edge can generate an interrupt event, and the upper layer application carries out additional processing.
Table 4 GDI cam signal configuration table for engine
Specifically, after determining that the current crankshaft tooth is a crankshaft feature point, the crankshaft self-synchronization program can predict all subsequent tooth shapes, when a new tooth arrives, the predicted value and the actual value are used for verification, if the verification is passed, the next tooth is predicted, and if the verification is not passed, the program is indicated to have an abnormality. And (3) carrying out initialization recovery on the self-synchronizing program of the engine crankshaft, restarting the process, and searching the characteristic points again.
The predicted value may be a predicted value of a first crank tooth subsequent to the current crank tooth.
The actual value may be an actual value of the first crank tooth obtained by identifying the current crank signal through the crank configuration table.
The first checking result includes two cases, one is successful checking and the other is failed checking.
The second crankshaft tooth is the crankshaft tooth after the first crankshaft tooth.
The new crankshaft feature points may be new crankshaft feature points obtained by restarting the self-synchronizing process after the initial recovery of the crankshaft.
Optionally, after step S106, the method further comprises: in response to arrival of a first cam edge after a plurality of cam edges in the cam signal, predicting tooth shape and a second number of the first cam edge to obtain a current prediction result of the first cam edge; checking the current prediction result and the historical prediction result to obtain a second checking result; updating the state information, the tooth number information and the prediction result in response to the second verification result being successful verification; responding to the second checking result to be failed in checking or stopping the engine, and responding to the arrival of a first cam edge after a plurality of cam edges in a cam signal, predicting the tooth shape and a second number of the first cam edge to obtain the current predicting result of the first cam edge; checking the current prediction result and the historical prediction result to obtain a second checking result; updating the state information, the tooth number information and the prediction result in response to the second check result being the check pass; and stopping determining the level signal corresponding to the crankshaft characteristic point in response to the second check result being a check failure or the engine stopping operation.
Specifically, after the level signal corresponding to the target second number is determined to be the level signal corresponding to the crankshaft characteristic point, namely, the edge number of the cam is determined, checking the tooth period and the tooth mode, and if the checking is passed, performing subsequent tooth shape prediction and tooth number prediction; if the state of the cam self-synchronization is not established before, namely the unique cam edge number is not determined, the cam self-synchronization is judged through the mode of three continuous teeth, and the unique number of the current edge can be determined by combining level information; then the cam self-synchronizing program performs the operations of mode prediction, tooth period prediction, edge count prediction and the like of the subsequent teeth.
After the follow-up cam edge comes, the cam self-synchronizing program firstly confirms the information of the period, toothRatio, level, CAMPATTERN and the like of the new teeth, and compares and checks the information with the result of the previous prediction, and if the information is consistent, the program is proved to run robustly, and state information, tooth number information, prediction information and the like are updated.
The above actions are repeatedly executed every time the following cam reaches one edge until the engine is stopped or the cam information is checked to be wrong, and the cam self-synchronizing program is reinitialized.
The first cam edge may be the first cam edge after the current cam edge in the cam signal.
The current prediction result may be a tooth form prediction result of the first cam edge or an edge number prediction result.
The second checking result includes two cases, namely, successful checking and failed checking.
Optionally, the method further comprises: determining a phase relationship of the crankshaft signal and the cam signal based on a mechanical structure of the engine; the crankshaft arrangement information and the cam arrangement information are constructed based on the phase relation.
Specifically, the crankshaft motion is used to output power from the engine, and the cam may actuate the valve of the cylinder. The engine timing system is built based on crankshaft self-synchronization and cam self-synchronization. After the engine is installed, the crankshaft, cam and cylinder compression top dead center positions of the engine are locked. According to the mechanical design of the engine, the design relationship of the crankshaft signal and the cam signal can be obtained, and according to the design relationship, the crankshaft configuration table and the cam configuration table are configured in all directions.
Example 2
According to the embodiment of the present invention, an engine phase synchronization device is further provided, which can execute the engine phase synchronization method provided in the above embodiment 1, and the specific implementation manner and the preferred application scenario are the same as those of the above embodiment 1, and are not repeated here.
Fig. 5 is a schematic diagram of an engine phase synchronization device according to an embodiment of the present invention, as shown in fig. 5, the device includes:
An acquisition module 502 for acquiring a crankshaft signal of a crankshaft code wheel and a cam signal of a cam code wheel in response to engine start;
The first determining module 504 is configured to identify a crankshaft signal based on crankshaft configuration information of a crankshaft code wheel, and determine a crankshaft feature point in the crankshaft signal, where the crankshaft feature point is used to characterize a position of a notch on a crankshaft, and the crankshaft configuration information includes: the method comprises the steps of a first number, a first type, first marking information and a first interrupt zone bit of each crank tooth on a crank code disc, wherein the first marking information is used for representing whether the crank tooth is positioned at a notch, and the first interrupt zone bit is used for representing whether the crank tooth triggers interrupt;
The second determining module 506 is configured to identify the cam signal based on cam configuration information of the cam code wheel, and determine a level signal corresponding to the crankshaft feature point, where the cam configuration information includes: the method comprises the steps of a second number of each cam edge on a cam code disc, a historical level signal, a tooth period proportion, a tooth length, the number of crank shaft openings, a second type of crank shaft openings, a tooth form mode and a second interrupt flag bit, wherein the historical level signal is used for representing a level signal before the cam edge, the tooth period proportion is used for representing the proportion of a corresponding tooth period of the cam edge and a corresponding tooth period of a last cam edge, the number of crank shaft openings is used for representing the number of openings in a corresponding crank shaft signal between the cam edge and the last cam edge, and the second interrupt flag bit is used for representing whether the cam edge triggers interrupt or not;
A third determination module 508 is configured to determine a phase of the engine based on the level signal corresponding to the crankshaft feature point.
Optionally, the first determining module includes: the first acquisition unit is used for responding to the level jump of the crankshaft signal and acquiring a first time stamp corresponding to the level jump edge; the second acquisition unit is used for acquiring the difference value between the first timestamp and the historical timestamp to obtain the current period value of the current crank teeth of the crank code disc; the third acquisition unit is used for responding to the existence of the historical period value, acquiring the ratio of the current period value to the historical period value and obtaining the period ratio; and the first determining unit is used for inquiring the crankshaft configuration information and determining that the current crankshaft tooth is a crankshaft characteristic point in response to the period proportion being in a first preset interval.
Optionally, the first determining unit includes: a second determining unit for determining a predicted value of the first crank tooth after the current crank tooth; a third determining unit for identifying the crankshaft signal based on the crankshaft configuration information, and determining an actual value of the first crankshaft tooth; the first verification unit is used for verifying the new crankshaft teeth based on the predicted value and the actual value to obtain a first verification result; a fourth determining unit, configured to identify a crankshaft signal based on crankshaft configuration information of the crankshaft code disc and determine a new crankshaft feature point in the crankshaft signal in response to the first verification result being a verification failure; and a fifth determining unit for determining an actual value of the second crank teeth after the first crank teeth by identifying the crank signal based on the crank configuration information in response to the first verification result being verification success.
Optionally, the second determining module includes: a sixth determining unit configured to determine a plurality of cam edges in the cam signal; a fourth acquisition unit for acquiring time stamps and level signals corresponding to the cam edges; a seventh determining unit, configured to determine a target tooth period ratio based on time stamps corresponding to the cam edges; a fifth acquisition unit for acquiring a target second number from the cam configuration information based on the target tooth cycle ratio and the level signal; and an eighth determining unit configured to determine, in response to the crankshaft feature point having been identified, that the level signal corresponding to the target second number is the level signal corresponding to the crankshaft feature point.
Optionally, the eighth determining unit includes: the first predicting unit is used for predicting the tooth shape and the second number of the first cam edge to obtain the current predicting result of the first cam edge in response to the arrival of the first cam edge after the cam edges in the cam signal; the second checking unit is used for checking the current prediction result and the historical prediction result to obtain a second checking result; and the first updating unit is used for updating the state information, the tooth number information and the prediction result in response to the second checking result being successful in checking.
Optionally, the eighth determining unit further includes: the second prediction unit is used for responding to the fact that the second checking result is a checking failure or the engine stops working, and then responding to the arrival of a first cam edge after a plurality of cam edges in the cam signal, predicting the tooth shape and the second number of the first cam edge to obtain the current prediction result of the first cam edge; the third checking unit is used for checking the current prediction result and the historical prediction result to obtain a second checking result; the second updating unit is used for updating the state information, the tooth number information and the prediction result in response to the second checking result being the checking pass; and the identification suspension unit is used for stopping determining the level signal corresponding to the crankshaft characteristic point in response to the second check result being a check failure or the engine stopping operation.
Optionally, the apparatus further comprises: a fourth determination module for determining a phase relationship of the crankshaft signal and the cam signal based on a mechanical structure of the engine; and the construction module is used for constructing the crankshaft configuration information and the cam configuration information based on the phase relation.
Example 3
According to an embodiment of the present invention, there is also provided a vehicle including one or more processors, a memory device having a computer program stored therein, the processors being arranged to run the computer program to perform the engine phase synchronization method described above.
Example 4
According to an embodiment of the present invention, there is further provided a computer readable storage medium, the computer readable storage medium including a stored program, wherein when the program runs, a device in which the computer readable storage medium is controlled to execute the above-described engine phase synchronization method.
Example 5
According to an embodiment of the present invention, there is also provided a processor for running a program, where the program executes the above-mentioned engine phase synchronization method when running.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present invention, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a usb disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.
Claims (8)
1. A method of engine phase synchronization, comprising:
Responding to the starting of an engine, and acquiring a crankshaft signal of a crankshaft code disc and a cam signal of a cam code disc;
Identifying the crankshaft signal based on the crankshaft configuration information of the crankshaft code wheel, and determining crankshaft characteristic points in the crankshaft signal, wherein the crankshaft characteristic points are used for representing the positions of the notches on the crankshaft, and the crankshaft configuration information comprises: the first number, the first type, the first marking information and the first interrupt flag bit of each crank tooth on the crank code disc, wherein the first marking information is used for representing whether the crank tooth is positioned at the notch, the first interrupt flag bit is used for representing whether the crank tooth triggers interrupt, the crank signal is identified based on the crank configuration information of the crank code disc, and the crank characteristic points in the crank signal are determined, and the method comprises the following steps: responding to the level jump of the crankshaft signal, and acquiring a first timestamp corresponding to the level jump edge; obtaining a difference value between the first timestamp and the historical timestamp to obtain a current period value of a current crank tooth of the crank code disc; responding to the existence of a historical period value, and obtaining the ratio of the current period value to the historical period value to obtain a period ratio; inquiring the crankshaft configuration information in response to the cycle proportion being in a first preset interval, and determining the current crankshaft teeth as the crankshaft characteristic points;
Identifying the cam signal based on cam configuration information of the cam code disc, and determining a level signal corresponding to the crankshaft characteristic point, wherein the cam configuration information comprises: the second number of each cam edge on the cam code disc, a history level signal, a tooth period proportion, a tooth length, the number of crank openings, a second type of crank openings, a tooth form mode and a second interrupt flag bit, wherein the history level signal is used for representing a level signal before the cam edge, the tooth period proportion is used for representing the proportion of the corresponding tooth period of the cam edge and the corresponding tooth period of the last cam edge, the number of crank openings is used for representing the number of openings in a crank signal corresponding between the cam edge and the last cam edge, the second interrupt flag bit is used for representing whether the cam edge triggers an interrupt or not, and the level signal corresponding to the crank characteristic point is determined based on the cam configuration information of the cam code disc, and the method comprises the following steps:
Determining a plurality of cam edges in the cam signals to acquire time stamps and level signals corresponding to the plurality of cam edges; determining a target tooth period proportion based on the time stamps corresponding to the cam edges; acquiring a target second number from the cam configuration information based on the target tooth period ratio and the level signal; determining a level signal corresponding to the target second number as a level signal corresponding to the crankshaft characteristic point in response to the crankshaft characteristic point having been identified;
and determining the phase of the engine based on the level signal corresponding to the crankshaft characteristic point.
2. The method of claim 1, wherein after determining that the current crankshaft tooth is the crankshaft feature point, the method further comprises:
Determining a predicted value of a first crankshaft tooth subsequent to the current crankshaft tooth;
identifying the crankshaft signal based on the crankshaft configuration information, and determining an actual value of the first crankshaft tooth;
Checking the new crankshaft teeth based on the predicted value and the actual value to obtain a first checking result;
And responding to the first verification result to be verification failure, identifying the crankshaft signal based on the crankshaft configuration information of the crankshaft code disc, and determining new crankshaft characteristic points in the crankshaft signal.
3. The method of claim 2, wherein the identifying the crankshaft signal based on the crankshaft configuration information determines an actual value of a second crankshaft tooth subsequent to the first crankshaft tooth in response to the first verification result being a verification success.
4. The method according to claim 1, wherein after determining that the level signal corresponding to the target second number is the level signal corresponding to the crankshaft feature point, the method further comprises:
in response to arrival of a first cam edge after the cam edges in the cam signal, predicting tooth shape and a second number of the first cam edge to obtain a current prediction result of the first cam edge;
checking the current prediction result and the historical prediction result to obtain a second checking result;
and updating the state information, the tooth number information and the prediction result in response to the second check result being successful in checking.
5. The method of claim 4, wherein in response to the second test result being a test failure, or the engine is stopped, then
In response to arrival of a first cam edge after the cam edges in the cam signal, predicting tooth shape and a second number of the first cam edge to obtain a current prediction result of the first cam edge;
checking the current prediction result and the historical prediction result to obtain a second checking result;
And updating the state information, the tooth number information and the prediction result in response to the second check result being the check pass.
6. The method of claim 5, wherein determining the level signal corresponding to the crankshaft feature point is stopped in response to the second check result being a check failure or the engine being stopped.
7. The method according to claim 1, wherein the method further comprises:
determining a phase relationship of the crankshaft signal and the cam signal based on a mechanical structure of the engine;
the crankshaft configuration information and the cam configuration information are constructed based on the phase relationship.
8. A vehicle, characterized by comprising: a memory and a processor for executing a program stored in the memory, wherein the program when executed performs the engine phase synchronization method of any one of claims 1 to 7.
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| FR3014139B1 (en) * | 2013-11-29 | 2019-05-31 | IFP Energies Nouvelles | METHOD FOR DETERMINING THE INSTANTANEOUS ANGULAR POSITION OF A CRANKSHAFT TARGET |
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