CN108397304B - Method for synchronously controlling jet ignition of electronic fuel injection SI engine under event driving - Google Patents

Method for synchronously controlling jet ignition of electronic fuel injection SI engine under event driving Download PDF

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CN108397304B
CN108397304B CN201810276141.4A CN201810276141A CN108397304B CN 108397304 B CN108397304 B CN 108397304B CN 201810276141 A CN201810276141 A CN 201810276141A CN 108397304 B CN108397304 B CN 108397304B
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ignition
tooth
event
time
engine
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CN108397304A (en
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刘方忠
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Zhejiang Leiya Electronic Co ltd
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Zhejiang Rayak Electronics Co Ltd
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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
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention provides a synchronous control method for the injection and ignition of an electronic fuel injection gasoline engine under event driving, which can correctly judge the tooth missing position according to a crankshaft signal to carry out engine synchronization and calculate the tooth number of the injection and ignition event of each cylinder by taking the tooth missing position as a reference; and secondly, a new error correction mechanism is introduced into the control method, so that delayed execution of the error event is realized, the integrity of a time sequence in the working process of the engine is ensured, and the precise synchronous control of the injection and the ignition of the engine is realized. The bench test proves that: under the control method, the Haimazelai 479Q-BA engine runs stably, the air injection and ignition control signals are accurate and effective, and the control method is feasible.

Description

Method for synchronously controlling jet ignition of electronic fuel injection SI engine under event driving
Technical Field
The invention relates to the technical field of synchronous control of jet ignition of an engine, in particular to a synchronous control method of jet ignition of an electronic fuel injection SI engine under event driving.
Background
With the increasingly stringent emission standards and the increased energy crisis in China, the electronic control system of the automobile based on the combination of fuel oil quantification and ignition timing is widely applied due to the economy, the dynamic property and the safety. At present, the application range of electronic control systems has been expanded to affect many aspects of normal operation of engines, such as: exhaust gas recirculation EGR, evaporative emissions control, etc.
In the electronic ignition system using the contactless distributor or even the distributor-free distributor, the air injection and ignition time sequence control is established on the basis of the correct judgment of the crankshaft position, and the air injection and ignition time sequence control determines the actions of an air injector and an ignition coil at the bottom layer of the system so as to influence the normal operation of an engine. Therefore, the scientific and effective jet and ignition control strategy can embody the accurate control of various parameters of the engine, so that the engine can always run in the optimal working state and give consideration to the dynamic property and the emission index of the engine.
However, no synchronous control method specially aiming at the jet ignition of the electronic injection SI engine under event driving exists in the prior art, so that through many years of research, the inventor designs a set of synchronous control strategies for the jet ignition and the ignition of the electronic injection gasoline engine under event driving by taking a hippocampal thiram 479Q-BA engine (4 cylinders, 4 strokes, 16 valves, grouped ignition and sequential injection) as a research object, and introduces a new error correction mechanism into the synchronous control strategies.
Disclosure of Invention
The invention provides a synchronous control method for the injection and ignition of an electronic injection gasoline engine under event driving aiming at a hippocampal Fumeilai 479Q-BA engine (4 cylinders, 4 strokes, 16 valves, grouped ignition and sequential injection), wherein the control method can correctly judge the tooth-missing position according to a crankshaft signal to carry out engine synchronization and calculate the tooth number of the injection and ignition event of each cylinder by taking the tooth number as a reference; a new error correction mechanism is introduced into the control method, so that delayed execution of an error event is realized, the integrity of a time sequence in the working process of the engine is ensured, and the precise synchronous control of the injection and the ignition of the engine is realized; in addition, the invention also provides a method for searching for missing teeth and distributing tooth numbers, which can accurately search for the positions of the missing teeth and quickly and efficiently realize the distribution of the tooth numbers.
Aiming at the aim, the invention provides a method for searching missing teeth and distributing tooth numbers, which is characterized by comprising the following steps: and searching for missing teeth according to the time interval of the crankshaft rotating twice and entering the middle section service program, considering the position as a compression top dead center position when a camshaft signal and a missing tooth signal are detected simultaneously, numbering the current tooth and setting a synchronization success flag bit.
Further, the method for searching missing teeth and allocating tooth numbers specifically comprises the following steps:
(1) the time interval between the time value of the ith time entering the middle service program and the time value of the ith-1 time entering the middle service program is TiThe time interval between the time value of the i-1 th time entering the middle service program and the time value of the i-2 nd time entering the middle service program is Ti-1；
(2) Comparing time intervals TiAnd Ti-1If the time interval is longer than or equal to twice the size of the time interval shorter than the time interval, the two teeth are regarded as two common teeth, and the two connected teeth are judged to be narrow; on the contrary, if the time interval is longer than twice the time interval is shorter, the tooth is considered to be missing, and then the tooth is judged to be missing, if T is greater than TiIf the width is larger than Ti-1, the width is judged to be narrow, otherwise the width is judged to be narrow; and combining the flag bits to generate three states, namely narrow width, narrow width and narrow width, and correspondingly allocating the current tooth numbers as 0 tooth, 1 tooth and 2 teeth.
Secondly, the invention also provides an electronic injection SI engine jet ignition synchronous control method under event driving, which is characterized in that: determining the jet and ignition execution time according to the jet ignition duration and the advance angle of the engine, calculating the corresponding jet or ignition event tooth number according to the jet and ignition execution time, and detecting whether the tooth is an event tooth and executing the corresponding jet or ignition event when the crankshaft is interrupted;
wherein, the positions of the air injection teeth and the ignition teeth are determined according to the following modes: subtracting the jet pulse width t from the top dead center positionpulseObtaining the initial air injection position, taking the tooth where the last positive jump edge of the occurrence moment of the air injection event is as the air injection event tooth, and simultaneously recording the time interval t from the air injection event tooth to the air injection starting momentpreFor a 60-by-2-tooth crank gear, there are 116 teeth per engine cycle, and each tooth corresponds to a rotation angle of 6 °, the relationship between the crank angular velocity and the engine speed is:
ω＝6*N (1)
wherein N is the real-time rotating speed of the engine, and the unit is as follows: r/min; ω is angular velocity in units of: deg/s;
in the case of considering the mechanical deviation of the engine installation, assuming that the number of teeth at the top dead center is m and the count value of the timer per second is C, the angle interval corresponding to the jet pulse width is:
Figure BDA0001612654650000031
wherein, tpulseIs the air injection pulse width;
to improve control accuracy, a value that is not an integer and not an integer multiple of 6 is typically taken for calculating the angular interval, and the angular interval between the jet event tooth and the jet start time is calculated using the following equation:
AngPre＝(6-[Angfuel]％6-(Angfuel-[Angfuel])) (3)
wherein [ Ang ] represents rounding variable Ang,% is remainder;
the calculation formula for obtaining the position of the air injection tooth by taking the number of the top dead center as a basis is as follows:
Figure BDA0001612654650000032
let the optimal ignition advance angle calculated from the current working condition be tadvSubtracting the ignition advance angle according to the top dead center position to obtain an ignition end time, subtracting an ignition closing angle obtained by calculating the coil energy charging time to obtain an ignition start time, taking the tooth of the last positive jump edge of the ignition start time as an ignition event tooth, and simultaneously recording the time interval from the ignition event tooth to the ignition start time,
angle Ang from ignition start time to top dead centerignCalculated using the following formula:
Figure BDA0001612654650000041
wherein, tdwellIs the ignition closed angle;
angle Ang from ignition event tooth to ignition start timeignpregComprises the following steps:
Angignpre＝(6-[Angign]％6-(Angign-[Angign])) (6)
and simultaneously, the position of the ignition tooth is obtained by calculation according to the tooth number of the top dead center:
Figure BDA0001612654650000042
further, a new error correction mechanism is introduced into the method for synchronously controlling the jet ignition of the electronic fuel injection SI engine under the event driving, and specifically comprises the following steps: adding a skip event flag bit and setting 1, and clearing the flag bit after the event is executed; when an event is executed, firstly, whether a flag bit is 1 or not is judged, if the flag bit is not 1, the event is not executed, at the moment, the missing tooth number is calculated according to the current tooth and the target event tooth, whether the event needs to be executed again or not is judged, and the integrity of a working time sequence in a cycle is ensured by delaying the execution of an error event.
Further, the specific flow of the error correction mechanism is as follows:
(1) firstly, judging whether the ignition event is an ignition event, if so, performing the step (2), and otherwise, performing the step (3);
(2) loading an ignition advance angle and an ignition closing time; then, calculating an ignition starting moment according to the top dead center position corresponding to the event number, the ignition advance event and the closing time; then, determining the position of the corresponding tooth at the ignition starting moment according to the current rotating speed; finally, recording the number of the ignition teeth, the time interval between the ignition teeth and the initial moment and the ignition closing time;
(3) loading the air injection pulse width, and setting the air injection advance angle to be 0; then calculating the real starting time of air injection according to the top dead center position corresponding to the event number and the air injection pulse width; determining the position of the corresponding tooth at the air injection starting time according to the current rotating speed, and finally recording the air injection tooth number, the time interval between the tooth and the starting time and the air injection pulse width;
(4) after the operation of the step (2) and the step (3) is finished, whether the tooth number of the current scheduling is before the tooth number of the last scheduling needs to be judged;
(5) if the tooth number of the current scheduling is judged to be before the tooth number of the last scheduling, calculating and recording the tooth number which is advanced, and setting a skip event flag bit to prevent the event loss during the execution caused by the scheduling updating; if the tooth number scheduled this time is judged not to be before the tooth number scheduled last time, adding 1 to the event number and judging whether the number added 1 is less than 8;
(6) if the event number is less than 8 after adding 1, returning to the step (1) to restart the operation of the whole process; if the event number is not less than 8 after adding 1, the whole process is finished.
Compared with the prior art, the invention has the following beneficial effects:
(1) the control method can correctly judge the tooth-missing position according to the crankshaft signal to carry out engine synchronization, and the tooth numbers of the air injection and ignition events of each cylinder are calculated by taking the tooth-missing position as a reference.
(2) The control method can be used for generating a jet ignition signal of a gasoline engine and can also be used for a translation type CNG engine management system.
(3) The bench test proves that: under the control method, the 479Q-BA engine operates stably, the air injection and ignition control signals are accurate and effective, and the control strategy is feasible.
(4) The new error correction mechanism introduced in the control method can realize delayed execution of the error event, thereby ensuring the integrity of the time sequence in the working process of the engine and realizing the accurate synchronous control of the jet and the ignition of the engine.
(5) The method for searching for missing teeth and distributing tooth numbers can accurately search for the positions of the missing teeth and quickly and efficiently realize the distribution of the tooth numbers.
Drawings
FIG. 1 is a schematic illustration of engine crankshaft position synchronization;
FIG. 2 is a flowchart of missing tooth search and tooth number assignment;
fig. 3 is a schematic diagram of the calculation of the injection tooth (1) and the ignition tooth (2);
FIG. 4 is a flow chart of a jet ignition event tooth schedule;
fig. 5 is a timing diagram of jet ignition at idle.
Detailed Description
The invention is further described with reference to the accompanying drawings, which are not intended to be limiting in any way, and any variations based on the teachings of the invention are intended to fall within the scope of the invention.
The crankshaft position signal is the basis of the timing of the jet ignition and is generally obtained by a contactless sensor mounted on the engine body, and the engine management system generally adopts a magnetoelectric sensor provided with a permanent magnet and a pulse disc made of ferromagnetic material and mounted on the crankshaft to judge the current position and the rotating speed of the crankshaft. The pulse disc of said engine is uniformly distributed by 60 teeth, in which there are two teeth vacant, when the pulse disc rotates along with crankshaft, the permanent magnetic line in the sensor is cut by each tooth to produce magnetic flux change and produce alternating voltage, and its amplitude is inversely proportional to the distance between the toothed disc and sensor. The crank shaft position signal is converted into a square wave signal with constant amplitude after being filtered and shaped and then is transmitted to an input capturing module of the ECU, when the main control chip captures the edge trigger signal, an interrupt service program is entered to calculate the current position and the rotating speed of the crank shaft, the missing tooth signal is judged to carry out engine synchronization, and corresponding air injection and ignition events are executed according to the event tooth number calculated in advance.
Since the crankshaft rotates two revolutions in one operating cycle of a four-stroke engine, it is believed that the injection and ignition events in one operating cycle are driven by (60-2) × 2 ═ 116 event teeth. When the crankshaft continuously rotates and further continuously triggers the software interrupt service program, the system provides a digital timestamp service to record the current time value when the crankshaft enters the interrupt program, calculates time intervals T1, T2, T3, T4 and T5 (shown in FIG. 1) between two adjacent interrupt programs according to the last recorded time value, judges the tooth missing position by comparing the time intervals of the previous time, synchronizes and distributes event tooth numbers, wherein the process is shown in FIG. 2. And when the current time interval is set to be more than twice of the last time interval, the tooth missing signal is considered, and a corresponding error correction mechanism is set for the transient rotation speed fluctuation. The camshaft speed of the four-stroke engine is half of the crankshaft speed, so that in each working cycle, the crankshaft rotates for two circles, the camshaft rotates for only one circle, and the compression top dead center and the exhaust top dead center of a certain cylinder can be distinguished through camshaft position signals generated by Hall sensors arranged on the camshaft. When the camshaft signal and the missing tooth signal are detected at the same time, the point is considered as the compression top dead center position, the current tooth is numbered, and a synchronization success flag bit is set.
Judging time TiAnd Ti-1Is used for detecting the tooth missing position of the natural gas engine if Ti＞Ti-1Then, T is determinediRatio Ti-1And if the time length is less than twice the time length, the tooth is regarded as two common teeth, otherwise, if the time length is more than twice the time length, the tooth missing judgment program is entered. If the time is longer than twice the time is short, the tooth is considered to be missing, and then the tooth is judged to be missing, if T isi＞Ti-1Judging the width of the product to be narrow, otherwise, judging the width of the product to be wide and narrow, and adding the width to the width. And combining the flag bits to generate three states, and judging 1, 2 and 3 teeth according to the camshaft signal information.
The crankshaft of the four-cylinder engine used in the invention rotates 720 degrees in each working cycle, four times of air injection and four times of effective ignition events occur in the process, one cylinder piston is positioned at the top dead center position every 180 degrees of the crankshaft, and the air injection and ignition moments are calculated by taking the top dead center position as a reference. And determining the execution time of the injection and ignition events according to the injection ignition duration and the advance angle of the engine, and calculating the corresponding injection or ignition event tooth number according to the execution time. When a crankshaft interruption occurs, it is detected whether the tooth is an event tooth and a corresponding injection or ignition event is performed.
The method of calculating the jet tooth position is shown in part (1) of FIG. 3, based on the top dead center position minus the jet pulse width tpulse(timer count value) to obtain the initial air injection position. Because the ECU executes the jet ignition event function when the crankshaft is interrupted (namely the rising edge jump of the crankshaft signal), the tooth on which the last positive jump edge of the jet event occurs is taken as the jet event tooth in the invention, and the time interval t from the jet event tooth to the jet starting time is recorded at the same timepre. For a 60-tooth-missing 2-tooth crankshaft gear, 116 teeth (numbered from missing teeth to 0-115 in sequence) exist in each engine working cycle, the corresponding rotation angle of each tooth is 6 degrees, and the relationship between the crankshaft angular speed and the engine rotation speed is as follows:
ω＝6*N (1)
wherein N is the real-time rotating speed of the engine and the unit is r/min; ω is the angular velocity in (deg/s).
In the case of considering the mechanical deviation of the engine installation, assuming that the number of teeth at the top dead center is m and the count value of the timer per second is C, the angle interval corresponding to the jet pulse width is:
Figure BDA0001612654650000081
wherein, tpulseIs the air injection pulse width;
to improve control accuracy, a value that is not an integer and not an integer multiple of 6 is typically taken for calculating the angular interval, and the angular interval between the jet event tooth and the jet start time is calculated using the following equation:
AngPre＝(6-[Angfuel]％6-(Angfuel-[Angfuel])) (3)
where [ Ang ] denotes the variable Ang rounded, and% is the remainder.
The calculation formula for obtaining the position of the air injection tooth by taking the number of the top dead center as a basis is as follows:
Figure BDA0001612654650000082
the method for calculating the position of the ignition tooth is shown in part (2) of fig. 3, and the optimal ignition advance angle calculated by the current working condition is set as tadvAnd subtracting the ignition advance angle according to the top dead center position to obtain the ignition end time, and subtracting the ignition close angle obtained by calculating the coil energy charging time to obtain the ignition start time. And taking the tooth on which the last positive jump edge of the ignition starting moment is positioned as an ignition event tooth, and simultaneously recording the time interval from the ignition event tooth to the ignition starting moment.
Angle Ang from ignition start time to top dead centerignCalculated using the following formula:
Figure BDA0001612654650000091
wherein, tdwellIs the ignition closed angle;
angle Ang from ignition event tooth to ignition start timeignpreComprises the following steps:
Angignpre＝(6-[Angign]％6-(Angign-[Angign])) (6)
and simultaneously, the position of the ignition tooth is obtained by calculation according to the tooth number of the top dead center:
Figure BDA0001612654650000092
when a jet ignition event is not performed in time, an engine misfire may be caused. To avoid this, an error correction mechanism is introduced, whose principle is as follows: and adding a skip event flag bit and setting 1, and clearing the flag bit after the event is executed. When an event is executed, firstly, whether a flag bit is 1 is judged, if the flag bit is not 1, the event is not executed, at this time, the number of missing teeth is calculated according to the current tooth and the target event tooth, whether the event needs to be executed again is judged, the integrity of a working time sequence in a cycle is ensured by delaying the execution of an error event (generally 1-2 teeth), and the flow of the error correction mechanism is shown in fig. 4.
The invention uses an Engine Control Unit (ECU) which is independently researched and developed to carry out bench test on a jet ignition synchronous control method, the engine is stabilized in two randomly selected working conditions, namely an idle working condition (throttle valve closed and idle rotation speed 1000rpm) and a medium rotation speed and load working condition (throttle valve opening is 30% and rotation speed is 2000rpm), through a dynamometer, and a mixed signal oscilloscope of MSO2014B is used for respectively measuring and obtaining a position signal of a crankshaft camshaft of a fourth cylinder and a jet ignition driving control signal under the two working conditions. Before the experiment, the angle difference between the nearest top dead center position after the missing tooth and the missing tooth position is measured to be 108 degrees (namely 18 teeth), and the top dead center of the compression stroke of the fourth cylinder is 18 teeth (used for calculating the ignition teeth) and the top dead center of the exhaust stroke is 106 teeth (used for calculating the air injection teeth). In the experiment, the internal parameters of the ECU are monitored on line by ATI VISION calibration software to obtain: under the idle working condition, the pulse width of air injection is 4ms, the ignition closed angle is 5.9ms and the ignition advance angle is 15 degrees. As shown in fig. 5, the end position of the ignition signal is located between 15 and 16 teeth, the distance from the top dead center of the compression stroke is about 2.5 teeth (corresponding to an angle of 15 °), the charging time (ignition closing angle) of the ignition coil is about 6ms, the air injection pulse width time is about 4ms, the value is consistent with the actually monitored internal variable value, and the air injection end position is matched with the top dead center of the exhaust stroke, so as to further explain the rationality of the timing output; the opening of the throttle valve is 30%, the jet pulse width is 4.9ms, the ignition closing angle is 5.9ms and the ignition advance angle is 24 degrees under the working condition of 2000 rpm. As shown in fig. 5, the ignition signal end position is located between 14 teeth, and is about 4 teeth (corresponding to an angle of 24 °) from the top dead center of the compression stroke, the charging time (ignition closing angle) of the ignition coil is about 6ms, the air injection pulse width time is about 5ms, and is consistent with the actually monitored internal variable value, and the air injection end position coincides with the exhaust stroke top dead center.
The results of the analysis bench experiment show that: the quantitative and timed calculation method for air injection and ignition can generate accurate and effective control signals, and in the whole experiment process, the whole engine runs stably without knocking, fire and other phenomena.
The foregoing is directed to the preferred embodiment of the present invention and is not intended to limit the invention to the specific embodiment described. It will be apparent to those skilled in the art that various modifications, equivalents, improvements and the like can be made without departing from the spirit of the invention, and these are intended to be included within the scope of the invention.

Claims (3)

1. An electronic fuel injection SI engine jet ignition synchronous control method under event driving is characterized in that: determining the jet and ignition execution time according to the jet ignition duration and the advance angle of the engine, calculating the corresponding jet or ignition event tooth number according to the jet and ignition execution time, and detecting whether the tooth is an event tooth and executing the corresponding jet or ignition event when the crankshaft is interrupted;
wherein, the positions of the air injection teeth and the ignition teeth are determined according to the following modes: subtracting the jet pulse width t from the top dead center positionpulseObtaining the initial air injection position, taking the tooth where the last positive jump edge of the occurrence moment of the air injection event is as the air injection event tooth, and simultaneously recording the time interval t from the air injection event tooth to the air injection starting momentpreFor a 60-by-2-tooth crank gear, there are 116 teeth per engine cycle, and each tooth corresponds to a rotation angle of 6 °, the relationship between the crank angular velocity and the engine speed is:
ω＝6*N (1)
wherein N is the real-time rotating speed of the engine, and the unit is as follows: r/min; ω is angular velocity in units of: deg/s;
in the case of considering the mechanical deviation of the engine installation, assuming that the number of teeth at the top dead center is m and the count value of the timer per second is C, the angle interval corresponding to the jet pulse width is:
Figure FDA0002211577920000011
to improve control accuracy, a value that is not an integer and not an integer multiple of 6 is typically taken for calculating the angular interval, and the angular interval between the jet event tooth and the jet start time is calculated using the following equation:
AngPre＝(6-[Angfuel]％6-(Angfuel-[Angfuel])) (3)
wherein [ Ang ] represents rounding variable Ang,% is remainder;
the calculation formula for obtaining the position of the air injection tooth by taking the number of the top dead center as a basis is as follows:
Figure FDA0002211577920000012
let the optimal ignition advance angle calculated from the current working condition be tadvSubtracting the ignition advance angle according to the top dead center position to obtain an ignition end time, subtracting an ignition closing angle obtained by calculating the coil energy charging time to obtain an ignition start time, taking the tooth of the last positive jump edge of the ignition start time as an ignition event tooth, and simultaneously recording the time interval from the ignition event tooth to the ignition start time,
angle Ang from ignition start time to top dead centerignCalculated using the following formula:
Figure FDA0002211577920000021
wherein, tdwellIs the ignition closed angle;
angle Ang from ignition event tooth to ignition start timeignpreComprises the following steps:
Angignpre＝(6-[Angign]％6-(Angign-[Angign])) (6)
and simultaneously, the position of the ignition tooth is obtained by calculation according to the tooth number of the top dead center:
Figure FDA0002211577920000022
2. an event-driven electronic injection SI engine jet ignition synchronization control method as claimed in claim 1, characterized in that: a new error correction mechanism is also introduced into the synchronization control method, and specifically: adding a skip event flag bit and setting 1, and clearing the flag bit after the event is executed; when an event is executed, firstly, whether a flag bit is 1 or not is judged, if the flag bit is not 1, the event is not executed, at the moment, the missing tooth number is calculated according to the current tooth and the target event tooth, whether the event needs to be executed again or not is judged, and the integrity of a working time sequence in a cycle is ensured by delaying the execution of an error event.
3. An event-driven electronic injection SI engine jet ignition synchronization control method as claimed in claim 2, characterized in that: the specific flow of the error correction mechanism is as follows:
(1) firstly, judging whether the ignition event is an ignition event, if so, performing the step (2), and otherwise, performing the step (3);
(2) loading an ignition advance angle and an ignition closing time; then, calculating an ignition starting moment according to the top dead center position corresponding to the event number, the ignition advance event and the closing time; then, determining the position of the corresponding tooth at the ignition starting moment according to the current rotating speed; finally, recording the number of the ignition teeth, the time interval between the ignition teeth and the initial moment and the ignition closing time;
(3) loading the air injection pulse width, and setting the air injection advance angle to be 0; then calculating the real starting time of air injection according to the top dead center position corresponding to the event number and the air injection pulse width; determining the position of the corresponding tooth at the air injection starting time according to the current rotating speed, and finally recording the air injection tooth number, the time interval between the tooth and the starting time and the air injection pulse width;
(4) after the operation of the step (2) and the step (3) is finished, whether the tooth number of the current scheduling is before the tooth number of the last scheduling needs to be judged;
(5) if the tooth number of the current scheduling is judged to be before the tooth number of the last scheduling, calculating and recording the tooth number which is advanced, and setting a skip event flag bit to prevent the event loss during the execution caused by the scheduling updating; if the tooth number scheduled this time is judged not to be before the tooth number scheduled last time, adding 1 to the event number and judging whether the number added 1 is less than 8;
(6) if the event number is less than 8 after adding 1, returning to the step (1) to restart the operation of the whole process; if the event number is not less than 8 after adding 1, the whole process is finished.
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