CN115387921A - Method for determining optimal physical angle of camshaft signal wheel and four-stroke engine - Google Patents
Method for determining optimal physical angle of camshaft signal wheel and four-stroke engine Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
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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
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention discloses a method for determining an optimal physical angle of a camshaft signal wheel and a four-stroke engine. The phase initial reference point BM0 is the falling edge of the 2 nd tooth after the lack of the crankshaft signal gear tooth before the compression top dead center of the first cylinder, and the optimal physical angle of the camshaft signal wheel is the angle from the falling edge of the small tooth of the camshaft signal wheel to the central angle of the initial installation position of the intake camshaft signal wheel. The safety margin of the synchronous relation between the crankshaft and the camshaft can be further optimized through the optimal physical angle setting of the camshaft signal wheel, and the existing engine position management module is not influenced by the change of the variable valve timing adjusting range.
Description
Technical Field
The invention relates to the field of engine control core strategies, in particular to a method for determining an optimal physical angle of a camshaft signal wheel and a four-stroke engine.
Background
The four-stroke engine is a common engine type on an automobile, and for the four-stroke engine, an Engine Control Unit (ECU) judges which cylinder injects oil and ignites firstly according to a camshaft position signal when the engine is started every time, so that the position setting of a camshaft is an important influence factor of the engine performance.
The crankshaft is an important part on an automobile engine, and has the function of converting thrust transmitted by a piston and a connecting rod into torque, converting linear motion of the piston into rotary motion of the crankshaft, and being equivalent to a power output part. The camshaft is a component in a piston engine and functions to control the opening and closing motion of the valve. Common transmission modes between the camshaft and the crankshaft include gear transmission, chain transmission and toothed belt transmission.
When the engine runs at a high rotating speed, the stroke time of each time is short, so that exhaust and combustion are insufficient, and the variable valve timing system adjustment (VVT adjustment) can adjust the overlapping time and the timing (part or all of the time) of an air inlet and exhaust system of the engine, so that the oil consumption is reduced, and the efficiency is improved.
For an engine with variable valve timing adjustment, the relative position of the camshaft signal wheel and the crankshaft signal wheel changes during variable valve timing adjustment. The camshaft signal wheel is arranged at one end of the camshaft, and a camshaft signal sensor is arranged for detecting the phases of the camshaft signal wheel and the camshaft; the crankshaft signal wheel is arranged at one end of the crankshaft, and a crankshaft phase sensor is further arranged to detect the phases of the crankshaft signal wheel and the crankshaft. The camshaft signal sensor and the crankshaft phase sensor are in signal connection with the engine control unit, and when the variable valve timing is adjusted, the relative position of the camshaft signal wheel and the crankshaft signal wheel changes.
When the phase of the engine is calculated, the falling edge of the 2 nd tooth after the tooth missing of the crankshaft signal wheel before the compression top dead center of the first cylinder is taken as an initial reference point BM0, and the corresponding falling edge of the 2 nd tooth after the tooth missing of the crankshaft signal wheel after one turn is taken as a second reference point BM1. When the camshaft signal at the initial reference point BM0 is at a low level, corresponding to a first cylinder compression stroke; when the camshaft signal of the second reference point BM1 is at a high level, it corresponds to the fourth cylinder compression stroke.
When the variable valve timing adjustment exceeds a certain position, the engine position management module (ECM) can be caused to mistakenly interrupt the high and low levels of the camshaft phase signal, so that the engine is in a flameout risk. When a camshaft signal wheel in the prior art is installed, the installation position is difficult to determine, a long time is needed for upgrading and verifying a software module, project progress is influenced, when an engine combustion system is optimized, the adjustment range of a variable valve timing system needs to be changed, and if the initial design safety margin corresponding to the synchronous relation of a crankshaft and a camshaft is insufficient at the moment, the situation is easy to occur.
Disclosure of Invention
The invention aims to solve the problems that in the prior art, the optimal physical angle cannot be determined when a camshaft signal wheel is installed, and the optimal safety margin between a crankshaft and a camshaft cannot be ensured during later improvement and upgrading.
In order to solve the technical problem, the embodiment of the invention discloses a method for determining the optimal physical angle of a camshaft signal wheel, which determines the optimal physical angle of the camshaft signal wheel through an adjusting angle gamma of a variable valve timing system of the camshaft signal wheel, an angle alpha from a phase initial reference point BM0 of the crankshaft signal wheel to a central angle of a crankshaft signal wheel of a compression top dead center of a first cylinder and an angle epsilon of an initial installation position of an air inlet camshaft signal wheel; the phase initial reference point BM0 is the falling edge of the 2 nd tooth after the lack of the crankshaft signal gear tooth before the compression top dead center of the first cylinder, and the optimal physical angle of the camshaft signal wheel is the angle from the falling edge of the small tooth of the camshaft signal wheel to the central angle of the initial installation position of the intake camshaft signal wheel.
By adopting the technical scheme, the optimal physical angle of the camshaft signal wheel can be quickly determined by three parameter values, namely the adjusting angle gamma of the camshaft signal wheel variable valve timing system, the angle alpha from the initial phase reference point BM0 to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the air inlet camshaft, the safety margin of the synchronous relation between the crankshaft and the camshaft can be further optimized by setting the optimal physical angle of the camshaft signal wheel, the requirement that a four-stroke engine has enough safety margin during variable valve timing adjustment can be met, and meanwhile, the existing engine position management module can be prevented from being influenced by the change of the variable valve timing adjusting range during subsequent model upgrading.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, wherein the adjusting angle gamma of the variable valve timing system of the camshaft signal wheel comprises an adjusting angle gamma _ in of the variable valve timing system of the intake camshaft signal wheel and an adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel; the method for determining the optimal physical angle of the camshaft signal wheel comprises a method for determining the optimal physical angle of an intake camshaft signal wheel and a method for determining the optimal physical angle of an exhaust camshaft signal wheel; wherein, the first and the second end of the pipe are connected with each other,
determining an optimal physical angle theta _ in of the intake camshaft signal wheel through an adjusting angle gamma _ in of a variable valve timing system of the intake camshaft signal wheel, an angle alpha from a phase initial reference point BM0 of the crankshaft signal wheel to a central angle of the crankshaft signal wheel of a compression top dead center of a first cylinder and an angle epsilon of an initial installation position of the intake camshaft signal wheel;
the optimal physical angle theta _ ex of the exhaust camshaft signal wheel is determined by the adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle alpha of the central angle of the crankshaft signal wheel from the initial reference point BM0 of the phase of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel.
By adopting the technical scheme, the optimal physical angle theta _ in of the intake camshaft signal wheel and the optimal physical angle theta _ ex of the exhaust camshaft signal wheel can be respectively obtained through the adjusting angle gamma _ in of the variable valve timing system of the intake camshaft signal wheel, the adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle alpha from the phase initial reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel of the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, which comprises the following steps:
determining a minimum angle beta _ in (min) from a phase initial reference point BM0 of the crankshaft signal wheel to the intake camshaft signal wheel, wherein beta _ in (min) is obtained by the following formula:
β_in(min)＝γ_in+δ1；
determining a maximum angle β _ in (max) from the phase initial reference point BM0 to the intake camshaft signal wheel, where β _ in (max) is obtained by the following equation:
β_in(max)＝360-2*δ1–δ2；
determining an average angle β _ in (mean) from the initial phase reference point BM0 to the signal wheel of the intake camshaft according to the minimum angle β _ in (min) and the maximum angle β _ in (max), wherein β _ in (mean) is obtained by the following formula:
β_in(mean)＝(β_in(min)+β_in(max))/2＝90+γ_in/2；
rounding the average angle β _ in (mean) by the angle of the central angle of the single tooth of the crankshaft signal wheel results in β _ in, wherein β _ in is obtained by the following equation:
β_in＝ROUND(β_in(mean)/3,0)*3＝ROUND(30+γ_in/6,0)*3；
the delta 1 is the angle of the central angle of a small tooth or a small tooth notch of the air inlet camshaft signal wheel, and the delta 2 is the angle of the central angle of a large tooth or a large tooth notch of the air inlet camshaft signal wheel; and, δ 1+ δ 2=180 °.
By adopting the technical scheme, the minimum angle beta _ in (min) and the maximum angle beta _ in (max) from the phase initial reference point BM0 to the signal wheel of the intake camshaft can be quickly and accurately calculated through the numerical values of delta 1, delta 2 and gamma _ in and the formula, the minimum angle beta _ in (min) and the maximum angle beta _ in (max) can ensure that the diagnosis of the engine control management module (ECM) on the high and low levels of the phase signal of the signal wheel of the intake camshaft in the whole adjusting range of the variable valve timing system is not changed or wrong, and in order to ensure that the reserved safety margins before and after the whole adjusting range of the variable valve timing system are the same, the value of the beta _ in is the middle value of the minimum angle beta _ in (min) and the maximum angle beta _ in (max), namely the average value of the minimum angle beta _ in (min) and the maximum angle beta _ in (max).
Further, in order to make the engine control management module calculate the phase accurately, the value of β _ in should be multiple of the angular degree of the central angle corresponding to a single tooth or a tooth gap of the crank signal wheel, for example, the number of teeth of the crank signal wheel is 60-2teeth, and two teeth are combined into one for positioning and signal transmission. Therefore, the degree of the central angle corresponding to each tooth and each tooth gap is 3 °, and therefore β _ in should be a multiple of 3, so β _ in (mean) can be rounded by the rounding formula β _ in = ROUND (β _ in (mean)/3, 0) =3 ROUND (30 + γ _ in/6, 0) = 3.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, which determines the optimal physical angle theta _ in of the intake camshaft signal wheel through beta _ in, the angle alpha from the initial phase reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel at the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel, wherein the theta _ in is obtained through the following formula:
θ_in＝(β_in–α+ε)/2。
by adopting the technical scheme, the optimal physical angle theta _ in of the signal wheel of the air inlet camshaft can be accurately and quickly obtained through the angles beta _ in, alpha and epsilon from the initial phase reference point BM0 of the crankshaft signal wheel to the signal wheel of the air inlet camshaft, and the formula.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, when the average angle beta _ in (mean) is rounded through the angle of the central angle of the single tooth of the crankshaft signal wheel, when the number of teeth of the crankshaft signal wheel is n and n is a positive integer, the angle of the central angle of the single tooth of the crankshaft signal wheel is 360 degrees/2 n.
By adopting the technical scheme, the average angle beta _ in (mean) is rounded through the angle of the central angle of the single tooth of the crankshaft signal wheel, so that the engine control management module can accurately calculate the phase of the engine.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, which comprises the following steps:
determining a minimum angle beta _ ex (min) from a phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, wherein beta _ ex (min) is obtained by the following formula:
β_ex(min)＝δ1
determining a maximum angle β _ ex (max) from a phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, wherein β _ ex (max) is obtained by the following formula:
β_ex(max)＝360-2*δ1–δ2–γ_ex
determining an average angle beta _ ex (mean) from the phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel according to the minimum angle beta _ ex (min) and the maximum angle beta _ ex (max), wherein beta _ ex (mean) is obtained by the following formula:
β_ex(mean)＝(β_ex(min)+β_ex(max))/2＝(180-γ_ex)/2
rounding the average angle β _ ex (mean) by the angle of the central angle of the single tooth of the crankshaft signal wheel yields β _ ex, where β _ ex is obtained by the following equation:
β_ex＝ROUND(β_ex(mean)/3,0)*3＝ROUND(30-γ_ex/6,0)*3
wherein, δ 1 is the angle of the central angle of the small tooth or the small tooth notch of the exhaust camshaft signal wheel, and δ 2 is the angle of the central angle of the large tooth or the large tooth notch of the exhaust camshaft signal wheel; and, δ 1+ δ 2=180 °.
By adopting the technical scheme, the minimum angle beta _ ex (min) and the maximum angle beta _ ex (max) from the phase initial reference point BM0 to the exhaust camshaft signal wheel can be quickly and accurately calculated through the numerical values of delta 1, delta 2 and gamma _ ex and the formula, and the minimum angle beta _ ex (min) and the maximum angle beta _ ex (max) can ensure that the diagnosis of the high and low levels of the exhaust camshaft signal wheel phase signal by an engine control management module (ECM) in the whole adjusting range of the variable valve timing system is not changed or wrong. And in order to make the safety margins reserved before and after the whole adjustment range of the variable valve timing system the same, the value of β _ ex is the intermediate value of the minimum angle β _ ex (min) and the maximum angle β _ ex (max), that is, the average value of the minimum angle β _ ex (min) and the maximum angle β _ ex (max).
Further, in order to enable the engine control management module to accurately calculate the phase, the value of β _ ex should also be a multiple of the angular number of the central angle corresponding to a single tooth or tooth missing of the crank signal wheel, so β _ ex (mean) needs to be rounded by rounding formula β _ ex = ROUND (β _ ex (mean)/3, 0) = 3) = ROUND (30- γ _ ex/6, 0) × 3.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, which determines the optimal physical angle theta _ ex of the exhaust camshaft signal wheel through beta _ ex, the angle alpha from the initial phase reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel at the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel, wherein the theta _ ex is obtained by the following formula:
θ_ex＝(β_ex–α+ε)/2。
by adopting the technical scheme, the optimal physical angle theta _ ex of the exhaust camshaft signal wheel can be accurately and quickly obtained through the obtained angles beta _ ex, alpha and epsilon from the phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel and the formula.
The embodiment of the invention also discloses a method for determining the optimal physical angle of the camshaft signal wheel, wherein the initial phase reference point BM0 of the crankshaft signal wheel is the falling edge of the 2 nd tooth after the missing of the gear tooth of the crankshaft signal wheel before the compression top dead center of the first cylinder.
By adopting the technical scheme, the position information of the crankshaft signal wheel can be determined according to the accurate phase initial reference point BM0, and then the engine control management module can control the fuel injection and ignition time of the engine according to the position information of the crankshaft signal wheel.
The embodiment of the invention also discloses a four-stroke engine which comprises a crankshaft signal wheel, an air inlet camshaft signal wheel and an air outlet camshaft signal wheel, wherein the optimal physical angle of the air inlet camshaft signal wheel and the optimal physical angle of the air outlet camshaft signal wheel are determined by any one method for determining the optimal physical angle of the camshaft signal wheel.
By adopting the technical scheme, the optimal physical angles of the intake camshaft signal wheel and the exhaust camshaft signal wheel on the four-stroke engine can be simply and conveniently determined by the determination method of the optimal physical angle theta _ in of the intake camshaft signal wheel and the determination method of the optimal physical angle theta _ ex of the exhaust camshaft signal wheel, so that the optimal safety margin of a crankshaft and a camshaft is ensured during later improvement and upgrading, and meanwhile, the situation that the engine control management module cannot mistakenly break the high and low levels of the camshaft phase signals after upgrading and improving is prevented, and the risk of engine flameout is avoided.
The invention has the beneficial effects that:
the simple method for determining the optimal physical angle of the camshaft signal wheel is provided, so that the safety margin of the synchronous relation between a crankshaft and a camshaft is optimal, and the optimal physical angle theta _ in of the intake camshaft signal wheel can be determined through the adjusting angle gamma _ in of a variable valve timing system of the intake camshaft signal wheel, the angle alpha from the initial phase reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel of a compression top dead center of a first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel; the optimal physical angle theta _ ex of the exhaust camshaft signal wheel is determined by the adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle alpha of the central angle of the crankshaft signal wheel from the initial phase reference point BM0 of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel. And during calculation, the optimal physical angle theta _ in of the signal wheel of the air inlet camshaft and the optimal physical angle theta _ ex of the signal wheel of the air outlet camshaft are quickly and accurately determined through the four parameters gamma _ in, gamma _ ex, alpha and epsilon and the formula.
Drawings
FIG. 1 is a schematic diagram illustrating a synchronization relationship between a crankshaft and a camshaft in a method for determining an optimal physical angle of a camshaft signal wheel according to embodiment 1 of the present invention;
FIG. 2 is a schematic diagram of a camshaft signal wheel in the method for determining an optimal physical angle of the camshaft signal wheel according to embodiment 1 of the present invention;
FIG. 3 is a schematic diagram of a crankshaft signal wheel in a method for determining an optimal physical angle of a camshaft signal wheel according to embodiment 1 of the present invention;
fig. 4 is a schematic diagram of a minimum angle β _ in (min) and a maximum angle β _ in (max) in the method for determining an optimal physical angle of a camshaft signal wheel according to embodiment 1 of the present invention;
fig. 5 is a calculation table of a method for determining an optimal physical angle of a camshaft signal wheel according to embodiment 3 of the present invention.
Detailed Description
The following description is given by way of example of the present invention and other advantages and features of the present invention will become apparent to those skilled in the art from the following detailed description. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements indicated must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the present invention.
The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. Specific meanings of the above terms in the present embodiment can be understood as specific cases by those of ordinary skill in the art.
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Example 1
The embodiment of the embodiment discloses a method for determining the optimal physical angle of a camshaft signal wheel, which comprises the steps of determining the optimal physical angle of the camshaft signal wheel through an adjusting angle gamma of a variable valve timing system of the camshaft signal wheel, an angle alpha from a phase initial reference point BM0 of the crankshaft signal wheel to the central angle of a crankshaft signal wheel of a first cylinder compression top dead center and an angle epsilon of an initial installation position of an air inlet camshaft signal wheel; the phase initial reference point BM0 is the falling edge of the 2 nd tooth after the lack of the crankshaft signal gear tooth before the compression top dead center of the first cylinder, and the optimal physical angle of the camshaft signal wheel is the angle from the falling edge of the small tooth of the camshaft signal wheel to the central angle of the initial installation position of the intake camshaft signal wheel.
Specifically, in the case of a four-stroke engine, an Engine Control Unit (ECU) determines which cylinder injects and ignites first according to a camshaft position signal each time the engine is started, and therefore, the position of the camshaft is an important influence factor on the engine performance. The position of the camshaft is usually determined by a camshaft signal wheel and a camshaft signal sensor, which are arranged at one end of the camshaft, and the camshaft signal sensor sends a camshaft position signal to the engine control unit for cylinder judgment.
The crankshaft is an important part on an automobile engine and has the functions of converting thrust transmitted by a piston and a connecting rod into torsion and converting linear motion of the piston into rotary motion of the crankshaft, and the phase of the crankshaft is detected by a crankshaft signal wheel arranged at one end of the crankshaft and a crankshaft phase sensor.
When the engine runs at a high rotating speed, each stroke time is short, so that exhaust and combustion are insufficient, the variable valve timing system can adjust the overlap time and the timing of an air inlet and exhaust system of the engine, the oil consumption is reduced, and the efficiency is improved.
As shown in fig. 1, working c y cle represents one working cycle of a four-stroke engine, with two revolutions of the crankshaft and one revolution of the camshaft for each working cycle. The crank shock rotation (60-2 teth) represents one duty cycle of the crank signal wheel, i.e., one crank signal wheel revolution. The VVT adjustment in the figure indicates variable valve timing adjustment, and the VVT non-adjustment indicates that variable valve timing adjustment is not performed. BM0 denotes an initial reference point, BM1 denotes a second reference point, TDC denotes a first cylinder compression top dead center, and angle α denotes an angle of a crank signal wheel center angle from the phase initial reference point BM0 of the crank signal wheel to the first cylinder compression top dead center.
When the phase of the engine is calculated, the falling edge of the 2 nd tooth after the tooth missing of the crankshaft signal wheel before the compression top dead center of the first cylinder is taken as an initial reference point BM0, and the corresponding falling edge of the 2 nd tooth after the tooth missing of the crankshaft signal wheel after one turn is taken as a second reference point BM1. When the camshaft signal at the initial reference point BM0 is at a low level, corresponding to the compression stroke of the first cylinder; when the camshaft signal of the second reference point BM1 is at a high level, it corresponds to the fourth cylinder compression stroke. When the variable valve timing adjustment exceeds a certain position, in order to prevent the engine position management module from mistakenly breaking the high and low levels of the camshaft phase signal, the optimal physical angle of the camshaft signal wheel is determined by the adjusting angle gamma of the variable valve timing system of the camshaft signal wheel, the angle alpha from the phase initial reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel of the first cylinder compression top dead center and the angle epsilon of the initial installation position of the intake camshaft signal wheel.
More specifically, in this embodiment, the adjustment angle γ of the variable valve timing system of the camshaft signal wheel of different engines is different, for example, the adjustment angle γ may be 40 °, 50 °, 60 ° or other angles, the first cylinder compression top dead center is the TDC position in fig. 1, the angle α of the central angle of the crankshaft signal wheel from the phase initial reference point BM0 to the first cylinder compression top dead center TDC of different engine upper crankshaft signal wheels is also different, and a person skilled in the art may obtain an α value according to experiments or measurements, for example, the α value may be 68 °, 72 °, 74 ° or other numerical values, which is not described in this embodiment.
More specifically, in this embodiment, the angle epsilon of the initial installation position of the intake camshaft signal wheel is a conventional value, and a person skilled in the art may obtain the value epsilon according to experiments or measurements, for example, the value epsilon may be 92.28 degrees, 93 degrees, or other angles, which is not described in detail in this embodiment.
More specifically, as shown in fig. 2, the camshaft signal wheel generally includes two small teeth, two small tooth notches, two large teeth, and two large tooth notches, where rotation represents an initial installation position of the camshaft signal wheel, an arrow on the rotation represents a rotation direction of the camshaft signal wheel, and an optimal physical angle of the camshaft signal wheel is shown as θ _ in the figure. As shown in FIG. 3, the crank signal wheel is generally configured as shown, and the crank signal wheel typically has 60-2teeth, two of which are combined to mark a cylinder top dead center. It should be noted that, in actual production, the camshaft signal wheel may also adopt a signal wheel with 90-2 teeth, 120-2 teeth, and other teeth, which is not limited in this embodiment.
More specifically, in this embodiment, the optimal physical angle of the camshaft signal wheel can be quickly determined by using three parameter values, namely, the adjustment angle γ of the camshaft signal wheel variable valve timing system, the angle α from the phase initial reference point BM0 to the first cylinder compression top dead center, and the angle epsilon from the intake camshaft initial installation position, and the optimal physical angle of the camshaft signal wheel can further optimize the safety margin of the synchronization relationship between the crankshaft and the camshaft, so that the requirement that the four-stroke engine has sufficient safety margin during variable valve timing adjustment can be met, and meanwhile, the existing engine position management module is not affected by the change of the variable valve timing adjustment range during subsequent model upgrading.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, wherein the adjustment angle gamma of the variable valve timing system of the camshaft signal wheel comprises an adjustment angle gamma _ in of the variable valve timing system of the intake camshaft signal wheel and an adjustment angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel; the method for determining the optimal physical angle of the camshaft signal wheel comprises a method for determining the optimal physical angle of an intake camshaft signal wheel and a method for determining the optimal physical angle of an exhaust camshaft signal wheel.
And determining the optimal physical angle theta _ in of the intake camshaft signal wheel through the adjusting angle gamma _ in of the variable valve timing system of the intake camshaft signal wheel, the angle alpha of the central angle of the crankshaft signal wheel from the initial phase reference point BM0 of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel.
The optimal physical angle theta _ ex of the exhaust camshaft signal wheel is determined by the adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle alpha of the central angle of the crankshaft signal wheel from the initial reference point BM0 of the phase of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel.
Specifically, in the present embodiment, the adjustment angle γ _ in of the variable valve timing system of the intake camshaft signal wheel and the adjustment angle γ _ ex of the variable valve timing system of the exhaust camshaft signal wheel are determined according to measurement values of those skilled in the art, and γ _ in and γ _ ex may be the same value or different values. For example, γ _ in and γ _ ex may be both 40 °, 50 °, 60 °, or other angles, or γ _ in may be 40 °, γ _ ex may be 50 °, γ _ in may be 50 °, γ _ ex may be 60 °, or other angles, and those skilled in the art may determine according to actual measurement or experimental values, which is not limited in this embodiment.
More specifically, in the present embodiment, the optimum physical angle θ _ in of the intake camshaft signal wheel and the optimum physical angle θ _ ex of the exhaust camshaft signal wheel can be obtained by the adjustment angle γ _ in of the variable valve timing system of the intake camshaft signal wheel, the adjustment angle γ _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle α from the phase initial reference point BM0 of the crankshaft signal wheel to the center angle of the crankshaft signal wheel at the first cylinder compression top dead center, and the angle ∈ of the initial mounting position of the intake camshaft signal wheel, respectively.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, which comprises the following steps:
determining a minimum angle beta _ in (min) from a phase initial reference point BM0 of the crankshaft signal wheel to the intake camshaft signal wheel, wherein beta _ in (min) is obtained by the following formula:
β_in(min)＝γ_in+δ1；
determining a maximum angle β _ in (max) from the phase initial reference point BM0 to the signal wheel of the intake camshaft, wherein β _ in (max) is obtained by the following formula:
β_in(max)＝360-2*δ1–δ2；
determining an average angle β _ in (mean) from the phase initial reference point BM0 to the intake camshaft signal wheel according to the minimum angle β _ in (min) and the maximum angle β _ in (max), wherein β _ in (mean) is obtained by the following formula:
β_in(mean)＝(β_in(min)+β_in(max))/2＝90+γ_in/2；
rounding the average angle β _ in (mean) by the angle of the central angle of the single tooth of the crank signal wheel to obtain β _ in, where β _ in is obtained by the following formula:
β_in＝ROUND(β_in(mean)/3,0)*3＝ROUND(30+γ_in/6,0)*3；
the delta 1 is the angle of the central angle of a small tooth or a small tooth notch of the air inlet camshaft signal wheel, and the delta 2 is the angle of the central angle of a large tooth or a large tooth notch of the air inlet camshaft signal wheel; and δ 1+ δ 2=180 °.
Specifically, in this embodiment, as shown in fig. 2, the intake camshaft signal wheel includes two small teeth, two small tooth notches, two large teeth, and two large tooth notches, so that δ 1 is an angle of a central angle of a small tooth or a small tooth notch of the intake camshaft signal wheel, and δ 1+ δ 2 is =180 ° when δ 2 is an angle of a central angle of a large tooth or a large tooth notch of the intake camshaft signal wheel.
More specifically, in the present embodiment, by using the values δ 1, δ 2, γ _ in and the above formula, the minimum angle β _ in (min) and the maximum angle β _ in (max) from the phase initial reference point BM0 to the intake camshaft signal wheel can be calculated quickly and accurately, and the minimum angle β _ in (min) and the maximum angle β _ in (max) can ensure that the diagnosis of the high and low levels of the intake camshaft signal wheel phase signal by the engine control management module (ECM) does not change or generate errors in the whole adjustment range of the variable valve timing system. And in order to make the safety margins reserved before and after the whole adjusting range of the variable valve timing system the same, the value of the beta _ in is the intermediate value of the minimum angle beta _ in (min) and the maximum angle beta _ in (max), namely the average value of the minimum angle beta _ in (min) and the maximum angle beta _ in (max). Note that β _ in is a relative angle from the position of the crankshaft signal wheel at the phase initial reference point BM0 to the intake camshaft signal wheel.
Further, in order to enable the engine control management module to accurately calculate the phase, the value of β _ in should be a multiple of the angular degree of the central angle corresponding to a single tooth or tooth notch of the crank signal wheel, for example, in the present embodiment, the number of teeth of the crank signal wheel is 60-2teeth, two teeth are combined into one for positioning and signal transmission, so the degree of the central angle corresponding to each tooth and tooth notch is 3 °, and therefore β _ in should be a multiple of 3, so β _ in can be rounded by the rounding formula β _ in = ROUND (β _ in (mean)/3, 0) = 3= ROUND (30 + γ _ in/6, 0) × 3).
More specifically, as shown in fig. 4, β _ in (min) in the figure represents a phase initial reference point BM0 of the crank signal wheel to a minimum angle β _ in (min) of the intake camshaft signal wheel, and β _ in (max) represents a phase initial reference point BM0 to a maximum angle β _ in (max) of the intake camshaft signal wheel. Delta 1 is the angle of the central angle of the small tooth or the small tooth gap of the signal wheel of the air inlet camshaft, and delta 2 is the angle of the central angle of the large tooth or the large tooth gap of the signal wheel of the air inlet camshaft. The VVT adjustment angle γ represents an adjustment angle γ _ in of the variable valve timing system of the intake camshaft signal wheel.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, which determines the optimal physical angle theta _ in of the intake camshaft signal wheel through beta _ in, the angle alpha of the central angle of the crankshaft signal wheel from the initial phase reference point BM0 of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel, wherein theta _ in is obtained through the following formula:
θ_in＝(β_in–α+ε)/2。
specifically, in the present embodiment, the optimum physical angle θ _ in of the intake camshaft signal wheel can be accurately and quickly determined by the determined phase initial reference point BM0 of the crankshaft signal wheel to the angles β _ in, α, and ∈ of the intake camshaft signal wheel and the above formula.
More specifically, in this embodiment, for example, when α =70 °, and ∈ =95 °, θ _ in = (114 + 25)/2 =69.5 °, it should be noted that the calculated value in this embodiment is an example value and is not an actual measurement determination value.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, when the average angle beta _ in (mean) is rounded by the angle of the central angle of a single tooth of the crankshaft signal wheel, when the number of teeth of the crankshaft signal wheel is n and n is a positive integer, the angle of the central angle of the single tooth of the crankshaft signal wheel is 360 DEG/2 n.
Specifically, in this embodiment, the crankshaft signal wheel is 60-2teeth, and in practical design and use, the crankshaft signal wheel may also be 90-2 teeth, 120-2 teeth or a crankshaft signal wheel of other specifications, which is not limited in this embodiment. For example, when the crank signal wheel has 60-2teeth, the angle of the central angle of a single tooth of the crank signal wheel is 3 °, and when the crank signal wheel has 90-2 teeth, the angle of the central angle of a single tooth of the crank signal wheel is 2 °.
More specifically, in the present embodiment, the average angle β _ in (mean) is rounded by the angle of the central angle of a single tooth of the crank signal wheel, so that the engine control management module can accurately calculate the phase of the engine.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, and the initial phase reference point BM0 of the crankshaft signal wheel is the falling edge of the 2 nd tooth after the missing of the gear tooth of the crankshaft signal wheel before the compression top dead center of the first cylinder.
Specifically, in the embodiment, the position information of the crankshaft signal wheel can be determined according to the accurate phase initial reference point BM0, so that the engine control management module controls the fuel injection and ignition time of the engine according to the position information of the crankshaft signal wheel.
Example 2
The implementation mode of the embodiment discloses a method for determining the optimal physical angle of a camshaft signal wheel, wherein the background and parameters are the same as those of the embodiment 1, and the method for determining the optimal physical angle of the exhaust camshaft signal wheel comprises the following steps:
determining a minimum angle beta _ ex (min) from a phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, wherein beta _ ex (min) is obtained by the following formula:
β_ex(min)＝δ1
determining a maximum angle β _ ex (max) from a phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, wherein β _ ex (max) is obtained by the following formula:
β_ex(max)＝360-2*δ1–δ2–γ_ex
determining an average angle beta _ ex (mean) from the phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel according to the minimum angle beta _ ex (min) and the maximum angle beta _ ex (max), wherein beta _ ex (mean) is obtained by the following formula:
β_ex(mean)＝(β_ex(min)+β_ex(max))/2＝(180-γ_ex)/2
rounding the average angle β _ ex (mean) by the angle of the central angle of the single tooth of the crankshaft signal wheel yields β _ ex, where β _ ex is obtained by the following equation:
β_ex＝ROUND(β_ex(mean)/3,0)*3＝ROUND(30-γ_ex/6,0)*3
wherein, δ 1 is the angle of the central angle of the small tooth or the small tooth notch of the exhaust camshaft signal wheel, and δ 2 is the angle of the central angle of the large tooth or the large tooth notch of the exhaust camshaft signal wheel; and δ 1+ δ 2=180 °.
Specifically, in this embodiment, the exhaust camshaft signal wheel also includes two small teeth, two small tooth notches, two large teeth, and two large tooth notches, so that δ 1+ δ 2=180 ° when δ 1 is the angle of the central angle of the small teeth or small tooth notches of the exhaust camshaft signal wheel, and δ 2 is the angle of the central angle of the large teeth or large tooth notches of the exhaust camshaft signal wheel.
More specifically, in the present embodiment, by using the values of δ 1, δ 2, γ _ ex and the above formula, the minimum angle β _ ex (min) and the maximum angle β _ ex (max) from the phase initial reference point BM0 to the exhaust camshaft signal wheel can be calculated quickly and accurately, and the minimum angle β _ ex (min) and the maximum angle β _ ex (max) can ensure that the diagnosis of the high and low levels of the exhaust camshaft signal wheel phase signal by the engine control management module (ECM) does not change or be incorrect in the whole adjustment range of the variable valve timing system. And in order to make the safety margins reserved before and after the whole adjustment range of the variable valve timing system the same, the value of β _ ex is the intermediate value of the minimum angle β _ ex (min) and the maximum angle β _ ex (max), that is, the average value of the minimum angle β _ ex (min) and the maximum angle β _ ex (max). It is noted that β _ ex is the relative angle of the position of the crankshaft signal wheel at the phase initial reference point BM0 to the intake camshaft signal wheel.
Further, in order to enable the engine control management module to accurately calculate the phase, the value of β _ ex should also be a multiple of the angular number of the central angle corresponding to a single tooth or tooth missing of the crank signal wheel, so β _ ex (mean) needs to be rounded by rounding formula β _ ex = ROUND (β _ ex (mean)/3, 0) = 3) = ROUND (30- γ _ ex/6, 0) × 3.
More specifically, in the present embodiment, δ 1 and δ 2 can be calculated according to different values actually measured by those skilled in the art, for example, when δ 1 is 30 °, δ 2 is 150 °, γ _ ex is 50 °, β _ ex (min) =30 °, β _ ex (max) =360 ° -60 ° -150 ° -50 ° =100 °, β _ ex (mean) =65 ° in the present embodiment, and β _ ex (mean) is rounded, so β _ ex should be a multiple of 3, so β _ ex =66 °,
the embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, wherein the optimal physical angle theta _ ex of the exhaust camshaft signal wheel is determined by beta _ ex, the angle alpha from the initial phase reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel of the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel, wherein the theta _ ex is obtained by the following formula:
θ_ex＝(β_ex–α+ε)/2。
specifically, in the present embodiment, the optimum physical angle θ _ ex of the exhaust camshaft signal wheel can be accurately and quickly determined by determining the angles β _ ex, α, and ∈ from the phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, and the above formula.
More specifically, in this embodiment, when α =70 °, and ∈ =95 °, for example, θ _ ex = (66 + 25)/2 =45.5 °, it should be noted that the calculated value in this embodiment is an example value and is not an actual measurement determination value.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, when the average angle beta _ ex (mean) is rounded by the angle of the central angle of a single tooth of the crankshaft signal wheel, when the number of teeth of the crankshaft signal wheel is n and n is a positive integer, the angle of the central angle of the single tooth of the crankshaft signal wheel is 360 DEG/2 n.
Specifically, in this embodiment, the crankshaft signal wheel is 60-2teeth, and in actual design and use, the crankshaft signal wheel may also be 90-2 teeth, 120-2 teeth, or a crankshaft signal wheel of other specifications, which is not limited in this embodiment. For example, when the crank signal wheel has 60-2teeth, the angle of the central angle of a single tooth of the crank signal wheel is 3 °, and when the crank signal wheel has 90-2 teeth, the angle of the central angle of a single tooth of the crank signal wheel is 2 °.
More specifically, in the present embodiment, the average angle β _ ex (mean) is rounded by the angle of the central angle of a single tooth of the crank signal wheel, so that the engine control management module accurately calculates the phase of the engine.
The embodiment of the embodiment also discloses a method for determining the optimal physical angle of the camshaft signal wheel, and the initial phase reference point BM0 of the crankshaft signal wheel is the falling edge of the 2 nd tooth after the missing of the gear tooth of the crankshaft signal wheel before the compression top dead center of the first cylinder.
Specifically, in the embodiment, the position information of the crankshaft signal wheel can be determined according to the accurate phase initial reference point BM0, so that the engine control management module controls the fuel injection and ignition time of the engine according to the position information of the crankshaft signal wheel.
Example 3
The implementation mode of the embodiment discloses a method for determining the optimal physical angle of a camshaft signal wheel, comprising the determination methods in the embodiments 1 and 2. In the present embodiment, the determination method of the optimum physical angle of the intake camshaft signal wheel and the determination method of the optimum physical angle of the exhaust camshaft signal wheel in embodiments 1 and 2 are established as calculation tables, and preferably, in the present embodiment, as shown in fig. 5, an Excel calculation table of a simple determination method of the optimum physical angle of the camshaft signal wheel of the four-stroke engine is established by an adjustment angle γ _ in of the variable valve timing system of the intake camshaft signal wheel, an adjustment angle γ _ ex of the variable valve timing system of the exhaust camshaft signal wheel, an angle α of the crank signal wheel from a phase initial reference point BM0 of the crank signal wheel to a compression top dead center of a first cylinder, an angle ∈ of an initial mounting position of the intake camshaft signal wheel, and calculation formulas in embodiments 1 and 2. When the person skilled in the art inputs the four parameter values γ _ in, γ _ ex, α and ε, the angle β _ in from the phase initial reference point BM0 of the crankshaft signal wheel to the intake camshaft signal wheel, the angle β _ ex from the phase initial reference point BM0 to the exhaust camshaft signal wheel, the optimal physical angle θ _ in of the intake camshaft signal wheel and the optimal physical angle θ _ ex of the exhaust camshaft signal wheel can be conveniently calculated through tables.
More specifically, in this embodiment, as shown in fig. 5, the corresponding γ _ in, γ _ ex, α, and ∈ values are input into the cell of the third column of numerical values/crank angle in the Excel calculation table, that is, the values of β _ in, β _ ex, θ _ in, and θ _ ex can be displayed in the other cells of the third column of numerical values/crank angle, the calculation method is also the calculation formula in embodiment 1 and embodiment 2, and the corresponding calculation formula can be input in the remarks. This embodiment is not described in detail herein. It should be noted that, a person skilled in the art may also establish other calculation tools, such as a calculation applet and a calculation table, according to the above parameters and calculation formulas, which is not limited in this embodiment.
Example 4
The embodiment of the embodiment discloses a four-stroke engine which comprises a crankshaft signal wheel, an intake camshaft signal wheel and an exhaust camshaft signal wheel, wherein the optimal physical angle of the intake camshaft signal wheel and the optimal physical angle of the exhaust camshaft signal wheel are determined by the determination method of the optimal physical angle of the camshaft signal wheel in the embodiment 1 and the embodiment 2 or calculated by an Excel calculation table in the embodiment 3.
Specifically, in this embodiment, the optimal physical angles of the intake camshaft signal wheel and the exhaust camshaft signal wheel on the four-stroke engine can be determined simply and conveniently by the determination method of the optimal physical angle θ _ in of the intake camshaft signal wheel and the determination method of the optimal physical angle θ _ ex of the exhaust camshaft signal wheel, so that the optimal safety margin between the crankshaft and the camshaft is ensured during later improvement and upgrading, and meanwhile, the engine control management module can be prevented from being mistakenly disconnected from the high and low levels of the camshaft phase signal after upgrading and improving, thereby avoiding the risk of engine stall.
The invention has the beneficial effects that:
the simple method for determining the optimal physical angle of the camshaft signal wheel is provided, so that the safety margin of the synchronous relation between a crankshaft and a camshaft is optimal, and the optimal physical angle theta _ in of the intake camshaft signal wheel can be determined through the adjusting angle gamma _ in of a variable valve timing system of the intake camshaft signal wheel, the angle alpha from a phase initial reference point BM0 of the crankshaft signal wheel to the central angle of the crankshaft signal wheel of a first cylinder compression top dead center and the angle epsilon of the initial installation position of the intake camshaft signal wheel; the optimal physical angle theta _ ex of the exhaust camshaft signal wheel is determined by the adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle alpha of the central angle of the crankshaft signal wheel from the initial phase reference point BM0 of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel. During calculation, the optimal physical angle theta _ in of the signal wheel of the air inlet camshaft and the optimal physical angle theta _ ex of the signal wheel of the air outlet camshaft are quickly and accurately determined through the four parameters gamma _ in, gamma _ ex, alpha and epsilon and the formula, and an Excel calculation table is suggested according to the parameters and the calculation formula, so that the corresponding parameters are calculated more accurately and conveniently. The invention also discloses a four-stroke engine, which can determine the optimal physical angles of an air inlet camshaft signal wheel and an air outlet camshaft signal wheel on the four-stroke engine according to the method for determining the optimal physical angle of the camshaft signal wheel, thereby ensuring that a crankshaft and a camshaft have optimal safety margin during later improvement and upgrading, and simultaneously preventing an upgraded and improved engine control management module from generating error disconnection on the high and low levels of a camshaft phase signal and avoiding the risk of engine flameout.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, taken in conjunction with the specific embodiments thereof, and that no limitation of the invention is intended thereby. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.
Claims (9)
1. The method for determining the optimal physical angle of the camshaft signal wheel is characterized in that the optimal physical angle of the camshaft signal wheel is determined through an adjusting angle gamma of a variable valve timing system of the camshaft signal wheel, an angle alpha from a phase initial reference point BM0 of the crankshaft signal wheel to a central angle of the crankshaft signal wheel at a compression top dead center of a first cylinder and an angle epsilon of an initial installation position of the intake camshaft signal wheel; wherein, the first and the second end of the pipe are connected with each other,
the initial phase reference point BM0 is a falling edge of a 2 nd tooth after the missing of the gear tooth of the crankshaft signal gear before the compression top dead center of the first cylinder, and the optimal physical angle of the camshaft signal wheel is an angle from the falling edge of a small tooth of the camshaft signal wheel to a central angle of an initial installation position of the intake camshaft signal wheel.
2. The method for determining an optimal physical angle of a camshaft signal wheel according to claim 1, wherein the adjustment angle γ of the variable valve timing system of the camshaft signal wheel includes an adjustment angle γ _ in of the variable valve timing system of an intake camshaft signal wheel and an adjustment angle γ _ ex of the variable valve timing system of an exhaust camshaft signal wheel; the method for determining the optimal physical angle of the camshaft signal wheel comprises a method for determining the optimal physical angle of an air inlet camshaft signal wheel and a method for determining the optimal physical angle of an air outlet camshaft signal wheel; wherein the content of the first and second substances,
determining an optimal physical angle theta _ in of the intake camshaft signal wheel through an adjusting angle gamma _ in of a variable valve timing system of the intake camshaft signal wheel, an angle alpha from a phase initial reference point BM0 of the crankshaft signal wheel to a central angle of the crankshaft signal wheel of a first cylinder compression top dead center and an angle epsilon of an initial installation position of the intake camshaft signal wheel;
and determining the optimal physical angle theta _ ex of the exhaust camshaft signal wheel through the adjusting angle gamma _ ex of the variable valve timing system of the exhaust camshaft signal wheel, the angle alpha of the central angle of the crankshaft signal wheel from the initial phase reference point BM0 of the crankshaft signal wheel to the compression top dead center of the first cylinder and the angle epsilon of the initial installation position of the intake camshaft signal wheel.
3. The method for determining the optimal physical angle of the camshaft signal wheel according to claim 2, wherein the method for determining the optimal physical angle of the intake camshaft signal wheel comprises the following steps:
determining a minimum angle β _ in (min) from the phase initial reference point BM0 of the crank signal wheel to the intake camshaft signal wheel, wherein β _ in (min) is obtained by the following equation:
β_in(min)＝γ_in+δ1；
determining a maximum angle β _ in (max) of the phase initial reference point BM0 to the intake camshaft signal wheel, wherein β _ in (max) is obtained by the following formula:
β_in(max)＝360-2*δ1–δ2；
determining an average angle β _ in (mean) of the phase initial reference point BM0 to the intake camshaft signal wheel from the minimum angle β _ in (min) and the maximum angle β _ in (max), wherein β _ in (mean) is obtained by the following formula:
β_in(mean)＝(β_in(min)+β_in(max))/2＝90+γ_in/2；
rounding the average angle β _ in (mean) by an angle of a central angle of a single tooth of the crank signal wheel to obtain β _ in, wherein β _ in is obtained by the following formula:
β_in＝ROUND(β_in(mean)/3,0)*3＝ROUND(30+γ_in/6,0)*3；
the delta 1 is the angle of the central angle of a small tooth or a small tooth notch of the intake camshaft signal wheel, and the delta 2 is the angle of the central angle of a large tooth or a large tooth notch of the intake camshaft signal wheel; and, δ 1+ δ 2=180 °.
4. The method for determining the optimal physical angle of a camshaft signal wheel according to claim 3, wherein the optimal physical angle θ _ in of the intake camshaft signal wheel is determined by β _ in, an angle α of a central angle of the crankshaft signal wheel from an initial reference point BM0 of a phase of the crankshaft signal wheel to a compression top dead center of a first cylinder, and an angle e of an initial installation position of the intake camshaft signal wheel, wherein θ _ in is obtained by the following formula:
θ_in＝(β_in–α+ε)/2。
5. the method for determining an optimum physical angle of a camshaft signal wheel according to claim 3, wherein when the average angle β _ in (mean) is rounded by an angle of a central angle of a single tooth of the crankshaft signal wheel, the angle of the central angle of the single tooth of the crankshaft signal wheel is 360 °/2n when the number of teeth of the crankshaft signal wheel is n and n is a positive integer.
6. The method for determining the optimum physical angle of the camshaft signal wheel according to claim 2, wherein the method for determining the optimum physical angle of the exhaust camshaft signal wheel comprises:
determining a minimum angle β _ ex (min) from a phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, wherein β _ ex (min) is obtained by the following equation:
β_ex(min)＝δ1
determining a maximum angle β _ ex (max) from the phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel, wherein β _ ex (max) is obtained by the following equation:
β_ex(max)＝360-2*δ1–δ2–γ_ex
determining an average angle β _ ex (mean) of the phase initial reference point BM0 of the crankshaft signal wheel to the exhaust camshaft signal wheel from the minimum angle β _ ex (min) and the maximum angle β _ ex (max), wherein β _ ex (mean) is obtained by the following formula:
β_ex(mean)＝(β_ex(min)+β_ex(max))/2＝(180-γ_ex)/2
rounding the average angle β _ ex (mean) by an angle of a central angle of a single tooth of the crank signal wheel to obtain β _ ex, wherein β _ ex is obtained by the following formula:
β_ex＝ROUND(β_ex(mean)/3,0)*3＝ROUND(30-γ_ex/6,0)*3
the delta 1 is the angle of the central angle of a small tooth or a small tooth notch of the exhaust camshaft signal wheel, and the delta 2 is the angle of the central angle of a large tooth or a large tooth notch of the exhaust camshaft signal wheel; and, δ 1+ δ 2=180 °.
7. The method for determining an optimal physical angle of a camshaft signal wheel according to claim 6, wherein the optimal physical angle θ _ ex of the exhaust camshaft signal wheel is determined by β _ ex, an angle α of a central angle of the crankshaft signal wheel from an initial reference point BM0 of a phase of the crankshaft signal wheel to a compression top dead center of a first cylinder, and an angle ∈ of an initial installation position of the intake camshaft signal wheel, where θ _ ex is obtained by the following formula:
θ_ex＝(β_ex–α+ε)/2。
8. the method for determining the optimal physical angle of a camshaft signal wheel according to any one of claims 1 to 7, wherein the phase initial reference point BM0 of the crankshaft signal wheel is a falling edge of the 2 nd tooth after the missing of the crankshaft signal wheel tooth before the compression top dead center of the first cylinder.
9. A four-stroke engine comprising a crankshaft signal wheel, an intake camshaft signal wheel and an exhaust camshaft signal wheel, wherein an optimum physical angle of the intake camshaft signal wheel and an optimum physical angle of the exhaust camshaft signal wheel are determined by the method of determining an optimum physical angle of a camshaft signal wheel according to any one of claims 1 to 8.
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| CN202110571838.6A CN115387921A (en) | 2021-05-25 | 2021-05-25 | Method for determining optimal physical angle of camshaft signal wheel and four-stroke engine |
Applications Claiming Priority (1)
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