CN114544186B - Engine misfire diagnosis method and vehicle - Google Patents
Engine misfire diagnosis method and vehicle Download PDFInfo
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- CN114544186B CN114544186B CN202210167082.3A CN202210167082A CN114544186B CN 114544186 B CN114544186 B CN 114544186B CN 202210167082 A CN202210167082 A CN 202210167082A CN 114544186 B CN114544186 B CN 114544186B
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- 238000003745 diagnosis Methods 0.000 title claims abstract description 28
- 238000000034 method Methods 0.000 title claims abstract description 27
- 230000006835 compression Effects 0.000 claims description 24
- 238000007906 compression Methods 0.000 claims description 24
- 238000002405 diagnostic procedure Methods 0.000 claims description 7
- 238000001514 detection method Methods 0.000 abstract description 7
- 238000005259 measurement Methods 0.000 abstract description 3
- 230000011218 segmentation Effects 0.000 description 12
- 230000001133 acceleration Effects 0.000 description 5
- 230000002159 abnormal effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/11—Testing internal-combustion engines by detecting misfire
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Combustion & Propulsion (AREA)
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- Human Computer Interaction (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses an engine misfire diagnosis method and a vehicle, wherein the engine misfire diagnosis method determines a first crank angle interval and a second crank angle interval of each cylinder; in one working cycle of the engine, for any cylinder, collecting time required for a crankshaft to rotate through a first crank angle interval of the cylinder and time required for the crankshaft to rotate through a second crank angle interval of the cylinder; for any cylinder, calculating a misfire characteristic value of the cylinder according to time required by a crankshaft to rotate through a first crank angle interval of the cylinder and time required by the crankshaft to rotate through a second crank angle interval of the cylinder; for any cylinder, the misfire characteristic value of the cylinder is compared with a misfire threshold value to determine whether the cylinder is misfired. The engine misfire diagnosis method does not depend on measurement results of other cylinders when judging whether one cylinder is in a misfire, avoids the influence of the misfire of other cylinders, also avoids the influence of the non-uniformity of each cylinder, and improves the accuracy of the misfire detection.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an engine fire diagnosis method and a vehicle.
Background
The engine fire refers to that one or a plurality of cylinders of the engine do not work or do not work sufficiently, and the engine fire is usually caused by incomplete or complete combustion of fuel oil caused by abnormal fuel oil injection caused by blockage of an oil injector or failure of an ignition coil of a gasoline engine. After the engine has a fire fault, the vehicle can have serious shaking, the engine has insufficient power, the vehicle is in weak acceleration, the rotation speed of the engine has large fluctuation, abnormal noise is generated, the oil consumption is increased, a large amount of hydrocarbon and carbon monoxide are easily generated in the exhaust, the environment is polluted, and even when a plurality of cylinders are in fire, the engine can not be started. In view of the severe impact of misfire on engine performance, engine misfire diagnosis has become one of the important detection contents of on-board diagnostic systems.
The engine misfire diagnosis method in the prior art is generally as follows: in one working cycle of the engine, a section of crank angle segmentation interval is selected corresponding to each cylinder, the time required for a crank to rotate through the crank angle segmentation interval corresponding to each cylinder is collected, then the angular acceleration of one cylinder relative to the cylinders adjacent to the cylinder is calculated, and the angular acceleration is compared with a calibration threshold value to judge whether fire occurs. Taking a four-cylinder four-stroke gasoline engine as an example, the corresponding crank angle of one working cycle is 720 degrees, the crank is rotated through 720 degrees and is calculated from 0 degrees again, and the crank angle 0 degrees is defined as the compression top dead center of 1 cylinder, so that the power stroke of 1 cylinder is positioned at the crank angle of 0-180 degrees, the power stroke of 2 cylinder is positioned at the crank angle of 180-360 degrees, the power stroke of 3 cylinder is positioned at the crank angle of 360-540 degrees, the power stroke of 4 cylinder is positioned at the crank angle of 540-720 degrees, and if no fire happens, all cylinders can do work in sequence. In order to detect fire, a crank angle segmentation interval corresponding to 1 cylinder is selected to be 45-225 degrees, a crank angle segmentation interval corresponding to 2 cylinders is selected to be 225-405 degrees, a crank angle segmentation interval corresponding to 3 cylinders is selected to be 405-585 degrees, a crank angle segmentation interval corresponding to 4 cylinders is selected to be 585-45 degrees, the division of the crank angle segmentation intervals is only an example, the position of the crank angle segmentation interval can be optimally adjusted in practical application, the length L of the crank angle segmentation interval of each cylinder is the same (L=180 degrees in the example), and then the time required for the crank to rotate through the crank angle segmentation interval corresponding to each cylinder is continuously collected. If the 2 cylinders are required to be judged whether fire happens, firstly calculating the angular acceleration of the 2 cylinders relative to the 1 cylinders according to the time required by the crankshaft to rotate through the crank angle segmentation interval corresponding to the 2 cylinders and the time required by the crankshaft to rotate through the crank angle segmentation interval corresponding to the 1 cylinders, and finally comparing the angular acceleration with a calibration threshold value to judge whether the 2 cylinders are fire. This diagnostic method requires that the detection result of the previous cylinder be relied upon in determining whether one cylinder is misfiring, and if the previous cylinder is misfiring, the determination of whether the subsequent cylinder is misfiring is affected, for example, 1 cylinder is misfiring may be affected to determine whether the 2 cylinder is misfiring.
Disclosure of Invention
The invention aims to provide an engine misfire diagnosis method and a vehicle, which are used for solving the problem that the prior diagnosis method needs to rely on the detection result of the previous cylinder when judging whether one cylinder is in a misfire or not, and the judgment of whether the subsequent cylinder is in a misfire or not is influenced if the previous cylinder is in a misfire.
To achieve the purpose, the invention adopts the following technical scheme:
an engine misfire diagnostic method comprising:
s1: determining a first crank angle interval and a second crank angle interval of each cylinder;
s2: in one working cycle of the engine, for any cylinder, the time t required for the crankshaft to rotate through the first crank angle interval of the cylinder is acquired 1 And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder 2 ；
S3: for any cylinder, the time t required for the crankshaft to rotate through the first crank angle interval of the cylinder 1 And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder 2 Calculating a misfire characteristic value E of the cylinder;
s4: comparing the fire characteristic value E of any cylinder with a fire threshold T, and if the fire characteristic value E is larger than the fire threshold T, considering that the cylinder is in fire; and if the misfire characteristic value E is smaller than or equal to the misfire threshold value T, the cylinder is considered to have no misfire.
As a preferable mode of the above-described engine misfire diagnosis method, the time t required for the crankshaft corresponding to each cylinder to rotate through the first crank angle interval is determined 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 Calculating the misfire feature value E of the cylinder includes:
according to the formula:the misfire feature value E is calculated.
As a preferable embodiment of the above-described engine misfire diagnosis method, among S1: in one working cycle of the engine, a crankshaft sequentially rotates through the first crank angle interval and the second crank angle interval of the same cylinder; the start point of the first crank angle section of each cylinder is offset by an equal amount from the crank angle at which the cylinder is positioned at compression top dead center.
As a preferable mode of the above-described engine misfire diagnosis method, the start point of the second crank angle section of each of the cylinders is equal in offset amount from the crank angle at which the cylinder is located at compression top dead center.
As a preferable mode of the above-described engine misfire diagnosis method, the length of the first crank angle section of each of the cylinders is equal, and the length of the second crank angle section of each of the cylinders is equal.
As a preferable mode of the above-described engine misfire diagnosis method, the length of the first crank angle section of each of the cylinders is 360 ° at maximum divided by the total number of cylinders of the engine.
As a preferable mode of the above-described engine misfire diagnosis method, the length of the second crank angle section of each of the cylinders is 360 ° at maximum divided by the total number of cylinders of the engine.
As a preferable mode of the above-described engine misfire diagnosis method, the misfire threshold value T is determined based on an engine speed and an engine load.
The invention also provides a vehicle, and the engine fire diagnosis method is adopted.
As a preferable mode of the vehicle described above, the vehicle includes a crank sensor for detecting a rotation angle of the crank shaft and a cam shaft sensor for detecting a rotation angle of the cam.
The invention has the beneficial effects that:
the invention provides an engine fire diagnosis method and a vehicle, wherein when judging whether a cylinder is in fire, the engine fire diagnosis method calculates the fire characteristic value of the cylinder according to the time required by a crankshaft to pass through a first crank angle interval of the cylinder and the time required by a crankshaft to pass through a second crank angle interval of the cylinder, compares the fire characteristic value of the cylinder with a fire threshold value to judge whether the cylinder is in fire, is irrelevant to other cylinders when judging whether the cylinder is in fire, is not influenced by whether the other cylinders are in fire, and compared with the fire diagnosis method in the prior art, the engine fire diagnosis method is not dependent on the measurement result of the other cylinders when judging whether the cylinder is in fire, avoids the influence of the fire of the other cylinders on the fire diagnosis of the cylinder, also avoids the influence of the non-uniformity of each cylinder, and improves the fire detection precision.
Drawings
FIG. 1 is a flow chart of an engine misfire diagnostic method provided by an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", and the like are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The invention provides an engine fire diagnosis method, which calculates the fire characteristic value of a cylinder according to the time required for a crankshaft to rotate through a first crank angle interval and a second crank angle interval of the same cylinder, compares the fire characteristic value of the cylinder with a fire threshold value to judge whether the cylinder is in fire or not, is not influenced by other cylinders when judging whether one cylinder is in fire or not, can avoid the influence of fire of other cylinders on the fire diagnosis of the cylinder, also avoids the influence of non-uniformity of each cylinder, and improves the accuracy of fire detection. As shown in FIG. 1, the engine misfire diagnostic method specifically includes the steps of:
s1: a first crank angle interval and a second crank angle interval for each cylinder are determined. It will be appreciated that during one cycle of the engine, the crankshaft rotates sequentially through a first crank angle interval and a second crank angle interval of the same cylinder. In this embodiment, a four-cylinder four-stroke engine is taken as an example, four cylinders of the engine sequentially apply work, and a first crank angle interval and a second crank angle interval of each cylinder are both located in a power stroke of the cylinder. When the 1 cylinder does work, the crankshaft sequentially rotates through a first crank angle interval and a second crank angle interval of the 1 cylinder; when the 2 cylinders do work, the crankshaft sequentially rotates through a first crank angle interval and a second crank angle interval of the 2 cylinders; when the 3 cylinders do work, the crankshaft sequentially rotates through a first crank angle interval and a second crank angle interval of the 3 cylinders; when the 4 cylinders do work, the crankshaft sequentially rotates through a first crank angle section and a second crank angle section of the 4 cylinders.
In this embodiment, the engine has a crankshaft rotation angle in the range of 0 ° -720 ° for one cycle, counting again from 0 ° when the crankshaft rotates through 720 °, so that the engine crankshaft rotation angle is still recorded as 0 ° -720 ° for the next cycle. The four cylinders of the engine sequentially do work, the power stroke of the 1 cylinder is in the range of 0-180 degrees of crank angle, the power stroke of the 2 cylinder is in the range of 180-360 degrees of crank angle, the power stroke of the 3 cylinder is in the range of 360-540 degrees of crank angle, and the power stroke of the 4 cylinder is in the range of 540-720 degrees of crank angle. It will be appreciated that the 1 cylinder is at compression top dead center with a crank angle of 0 °, the 2 cylinder is at compression top dead center with a crank angle of 180 °, the 3 cylinder is at compression top dead center with a crank angle of 360 °, and the 4 cylinder is at compression top dead center with a crank angle of 540 °.
Wherein, when determining the first crank angle section and the second crank angle section of each cylinder, the offset amount of the start point of the first crank angle section of each cylinder relative to the crank angle when the cylinder is positioned at the compression top dead center is equal. The start point of the second crank angle section of each cylinder is equal to the offset amount of the crank angle when the cylinder is positioned at the compression top dead center. The lengths of the first crank angle intervals of the cylinders are the same, and the lengths of the second crank angle intervals corresponding to the cylinders are the same. The length of the first crank angle interval is the angular length between the starting point of the first crank angle interval and the end point of the first crank angle interval, namely the angle through which the crank shaft rotates in the first crank angle interval; the length of the second crank angle section is the angular length between the start point of the second crank angle section and the end point of the second crank angle section, that is, the angle through which the crankshaft rotates in the second crank angle section. The start point of the first crank angle section, the start point of the second crank angle section, the length of the first crank angle section, and the length of the second crank angle section of each cylinder may be adjusted according to actual conditions.
Preferably, the start point of the first crank angle section of each cylinder is offset by 0 with respect to the crank angle at which the cylinder is located at compression top dead center. The crank angle of the 1 cylinder is 0 DEG when the 1 cylinder is positioned at the compression top dead center, and the starting point of the first crank angle interval corresponding to the 1 cylinder is 0 DEG; the crank angle of the 2-cylinder is 180 degrees when the 2-cylinder is positioned at the compression top dead center, and the starting point of the first crank angle interval corresponding to the 2-cylinder is 180 degrees; the crank angle of the 3 cylinders is 360 degrees when the 3 cylinders are positioned at the compression top dead center, and the starting point of the first crank angle interval corresponding to the 3 cylinders is 360 degrees; the 4-cylinder is located at 540 ° of crank angle at compression top dead center, and the start point of the first crank angle interval corresponding to the 4-cylinder is 540 °. In other embodiments, the start of the first crank angle interval corresponding to each cylinder may be offset by the same angle, such as 6 °, 12 °, 18 °, etc., with respect to the crank angle at which the cylinder is at compression top dead center. It is understood that in actual operation, the offset of the start point of the first crank angle section of each cylinder relative to the crank angle of the cylinder at compression top dead center is selected to be an optimal value obtained from the previous test.
Preferably, the start point of the second crank angle interval of each cylinder is offset from the crank angle at which the cylinder is at compression top dead center by 360 ° divided by the total number of cylinders of the engine. In the present embodiment, the total number of cylinders is 4, and the amount of deviation of the start point of the second crank angle section from the crank angle at which the cylinder is located at compression top dead center is 90 °. The starting point of the second crank angle interval of the 1 cylinder is 90 degrees; the starting point of the first crank angle interval of the 2 cylinders is 270 degrees; the starting point of the first crank angle interval of the 3 cylinders is 450 degrees; the first crank angle interval of the 4 cylinders has a start point of 630 °. In other embodiments, the start of the second crank angle interval for each cylinder may be offset by the same angle, such as 96 °, 102 °, 108 °, etc., relative to the crank angle at which the cylinder is at compression top dead center. It is understood that in actual operation, the offset of the start point of the second crank angle section of each cylinder with respect to the crank angle of the cylinder at compression top dead center is selected to be an optimum value obtained from the previous test.
Preferably, the length of the first crank angle interval is at most 360 ° divided by the total number of cylinders of the engine, and the length of the second crank angle interval is at most 360 ° divided by the total number of cylinders of the engine. In this embodiment, the total number of cylinders is 4, and the length of the first crank angle interval is 90 ° at maximum, that is, the length of the first crank angle interval is 90 ° or less, and the length of the second crank angle interval is 90 ° at maximum, that is, the length of the second crank angle interval is 90 ° or less. The range of the first crank angle interval of the 1 cylinder is 0-90 degrees, and the range of the second crank angle interval is 90-180 degrees; the range of the first crank angle interval of the 2 cylinders is 180 degrees to 270 degrees, and the range of the second crank angle interval is 270 degrees to 360 degrees; the range of the first crank angle interval of the 3 cylinders is 360 degrees to 450 degrees, and the range of the second crank angle interval is 450 degrees to 540 degrees; the first crank angle range of the 4 cylinders is in the range of 540-630 deg., and the second crank angle range is in the range of 630-720 deg..
S2: in one working cycle of the engine, for any cylinder, the time t required for the crankshaft to rotate through the first crank angle interval of the cylinder is acquired 1 And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder 2 . Collecting time t required for a crankshaft of a 1-cylinder to rotate through a first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 I.e. to collect the time t required for the crankshaft to rotate through the first crank angle interval of 1 cylinder 1 And the time t required for the crankshaft to rotate through the second crank angle interval of 1 cylinder 2 In the present embodiment, it isThe time t for the crankshaft to rotate 0-90 DEG 1 And the time t required for the crankshaft to rotate 90 DEG to 180 DEG 2 The method comprises the steps of carrying out a first treatment on the surface of the Collecting time t required for 2-cylinder crankshaft to rotate through first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 I.e. to collect the time t required for the crankshaft to rotate through the first crank angle interval of 2 cylinders 1 And the time t required for the crankshaft to rotate through the second crank angle interval of 2 cylinders 2 In this embodiment, the time t required for the crankshaft to rotate 180-270 DEG is acquired 1 And the time t required for the crankshaft to rotate 270-360 DEG 2 . And so on, respectively collecting the time t required by the crankshafts of the 4 cylinders to rotate through the first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 。
S3: for any cylinder, the time t required for the crankshaft to rotate through the first crank angle interval of the cylinder 1 And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder 2 The misfire feature value E of the cylinder is calculated. Wherein, according to the formula:the misfire feature value E is calculated. It will be appreciated that the time t required for the 1-cylinder crankshaft to rotate through the first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 Calculating a fire characteristic value E of the 1 cylinder; according to the time t required for the 2-cylinder crankshaft to rotate through the first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 Calculating a misfire characteristic value E of the 2 cylinders; according to the time t required for the 3-cylinder crankshaft to rotate through the first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 Calculating a fire characteristic value E of the 3 cylinders; according to the time t required for the 4-cylinder crankshaft to rotate through the first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 The misfire feature value E of 4 cylinders is calculated.
S4: comparing the fire characteristic value E of any cylinder with a fire threshold T, and if the fire characteristic value E is larger than the fire threshold T, considering that the cylinder is in fire; if the misfire characteristic value E is equal to or smaller than the misfire threshold value T, the cylinder is considered to have no misfire. Wherein the misfire threshold T is the same value. The vehicle ECU stores therein a table of engine speed-engine load-misfire threshold values obtained through a large number of tests, and can determine the misfire threshold value T by looking up a table based on the engine speed and the engine load.
Compared with the existing method for diagnosing the engine misfire, the method for diagnosing the engine misfire is independent of measurement results of other cylinders when judging whether one cylinder misfires, avoids influence of the misfire of the other cylinders on the diagnosis of the cylinder misfire, avoids influence of non-uniformity of each cylinder, and improves accuracy of misfire detection.
The invention also provides a vehicle which adopts the engine fire diagnosis method.
The vehicle includes a crank sensor for detecting a rotation angle of a crank shaft and a cam shaft sensor for detecting a rotation angle of a cam. The rotation of the crankshaft is the power source of the engine. The function of the camshaft is to control the opening and closing actions of the valve. The exhaust and compression strokes of the four-stroke engine reach the top dead center, and the valve timing of the camshaft is fixed, so that the compression or the exhaust can be judged according to the action of the camshaft, and it is understood that one working cycle is 0-720 degrees, the real-time crank angle can be detected through the cooperation of the crank sensor and the cam sensor, and the real-time crank angle can be detected to be 0-360 degrees or 360-720 degrees.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (5)
1. An engine misfire diagnostic method, comprising:
s1: determining a first crank angle interval and a second crank angle interval of each cylinder;
s2: in one working cycle of the engine, for any cylinder, the time t required for the crankshaft to rotate through the first crank angle interval of the cylinder is acquired 1 And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder 2 ；
S3: for any cylinder, the time t required for the crankshaft to rotate through the first crank angle interval of the cylinder 1 And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder 2 Calculating a misfire characteristic value E of the cylinder;
s4: comparing the fire characteristic value E of any cylinder with a fire threshold T, and if the fire characteristic value E is larger than the fire threshold T, considering that the cylinder is in fire; if the misfire characteristic value E is smaller than or equal to the misfire threshold value T, the cylinder is considered to be not in misfire;
the length of the first crank angle interval of each cylinder is equal, and the length of the second crank angle interval of each cylinder is equal;
the length of the first crank angle interval of each cylinder is at most 360 degrees divided by the total number of cylinders of the engine;
the length of the second crank angle interval of each of the cylinders is at most 360 ° divided by the total number of cylinders of the engine;
determining the misfire threshold T according to the engine speed and the engine load;
according to the time t required for the crankshaft corresponding to each cylinder to rotate through a first crank angle interval 1 And the time t required for the crankshaft to rotate through the second crank angle interval 2 Calculating the misfire feature value E of the cylinder includes:
according to the formula:and calculating the fire characteristic value E.
2. The engine misfire diagnostic method as recited in claim 1, wherein, among S1: in one working cycle of the engine, a crankshaft sequentially rotates through the first crank angle interval and the second crank angle interval of the same cylinder; the start point of the first crank angle section of each cylinder is offset by an equal amount from the crank angle at which the cylinder is positioned at compression top dead center.
3. The engine misfire diagnostic method as recited in claim 1, wherein a start point of the second crank angle interval for each of the cylinders is equal in offset from a crank angle at which the cylinder is at compression top dead center.
4. A vehicle characterized by employing the engine misfire diagnosis method as recited in any one of claims 1-3.
5. The vehicle according to claim 4, comprising a crank sensor for detecting a rotation angle of a crank shaft and a cam shaft sensor for detecting a rotation angle of a cam.
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