CN201306223Y - Electric control gasoline engine ECU and working system thereof - Google Patents
Electric control gasoline engine ECU and working system thereof Download PDFInfo
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- CN201306223Y CN201306223Y CNU2008201388669U CN200820138866U CN201306223Y CN 201306223 Y CN201306223 Y CN 201306223Y CN U2008201388669 U CNU2008201388669 U CN U2008201388669U CN 200820138866 U CN200820138866 U CN 200820138866U CN 201306223 Y CN201306223 Y CN 201306223Y
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Abstract
The utility model relates to an electric control gasoline engine ECU and the working system thereof. The system comprises an air intake system, a fuel supply system, an ignition system and an electronic control system. The electronic control system comprises a sensor part, an electronic control unit ECU and an actuator part. The sensor part comprises a series of sensors of a choke position sensor, an intake pressure temperature sensor, an intake temperature sensor and the like. The actuator part comprises an electric fuel pump, an oil atomizer, an idle speed regulating valve and an ignition coil. All sensors and the actuator in electric connection with ECU. The ECU comprises an oil injection control procedure, an ignition control procedure and an idle speed control procedure. The control strategy is reasonable, the control functions are comprehensive, the integrated performance of control functions is good and the portability of the system is good. The ECU comprises an input circuit for connecting with the sensor part, a single chip microcomputer CPU, a memory ROM, an RAM and an output circuit for connecting with the actuator part.
Description
Technical field
The utility model belongs to technical field of automotive electronics, relates to a kind of electric-controlled petrol engine electronic control unit ECU and work system thereof.
Background technique
It is to be that ECU is a control centre with engine electronic control unit that engine operating system also is engine management system (Engine management system is EMS), the sensor that utilization is installed in each position of motor records the various running parameters of motor, according to the predefined control program of ECU, accurately control fuel injection amount, discharge time, ignition advance angle etc., make motor under various operating modes, can both be operated in the output of the optimum state, best power source, most economical fuel consume and meet the discharging of laws and regulations requirement.
ECU is first three letter abbreviations (Electrical control unit) of English title from name, and the meaning of Chinese is exactly an electronic control unit.Claim " car running computer ", " vehicle-mounted computer " etc. again.
The working principle of ECU is briefly controlled fuel oil according to the feedback of the sensor that links to each other with motor exactly and is mixed (Air/Fuel Ratio) and spark timing (electronic spark advance and endurance).The control of fuel oil mixing and ignition timing is quite complicated.ECU need obtain data to realize the optiumum control of system from a plurality of sensors.ECU need understand the speed of a motor vehicle, engine speed, crank position, air quality (oxygen content), engine temperature, engine load, throttle position, the variance ratio of throttle, speed change gear, toxic emission, or the like.
Send out machine management system and can be summarized as sensor, controller, three parts of final controlling element, its middle controller also claims electronic control unit (ECU-Electronic ControlUnit).The ECU fundamental function is to control motor all the time to be in optimal combustion state under real-time working condition and extraneous operating conditions.ECU is based on engine speed and load, and the signal of pick-up transducers after various calculated with mathematical model processing, will instruct to send relevant actuator, carry out various expectant control functions.
Electronic fuel injection engine is compared with carburetor engine, outstanding advantage is to realize multipoint sequential injection, accurately controls the quality of mixed gas, guarantees that the fuel combustion in the cylinder is complete, reduce toxic emission and reduce fuel consume, increased the power and the moment of torsion of motor; Increase and realize multipoint sequential injection; Reduce fuel consumption; Power performance is good; Reduce pollution emission, satisfy corresponding exhaust emission standard; Improve the Security of driving, travelling comfort; Cold starting is easier; Reduce maintenance; Prolong engine life.
The ECU technology is the core technology of engine management system, it may be the trans-corporation of a few family that in the past maintains the leading position in the present technique field, as the purpose for its commercial interest such as German Bosch, Japan electric coating, always block its technology by every means, cause do not have in the prior art complete, reliably, the disclosing of the outstanding technological scheme of performance, many shortcomings such as disclosed prior art exists that system adopts that control strategy is unreasonable, control insufficiency face, the integrated poor performance of control function and system transplantation difference, cause to art technology develop unfavorable.
Summary of the invention
The technical problem that the utility model at first will solve is the complete skill scheme that a kind of engine operating system is provided at above-mentioned prior art present situation, make engine operating system adopt control strategy rationally, the control complete function, the integrated performance of control function is good and system transplantation is good.The technical problem that the utility model further will solve provides the electronic control unit of this engine operating system, i.e. ECU.
The utility model solves the problems of the technologies described above by the following technical solutions:
Electric-controlled petrol engine work system, it comprises gas handling system, fuel oil supply system, ignition system, it is characterized in that it also comprises electronic control system, described electronic control system comprises Sensor section, electronic control unit (ECU) and final controlling element part, described Sensor section comprises throttle position sensor and the air inlet pressure sensor on the suction tude that is installed in gas handling system, intake air temperature sensor, be installed in the CMPS Camshaft Position Sensor on the motor, cooling-water temperature transmitter, crankshaft position sensor, engine rotation speed sensor, the parts of described Sensor section all are electrically connected with electronic control unit (ECU), and described final controlling element partly comprises the electric fuel punp that is positioned at fuel tank, oil sprayer, the idling regulator valve that is connected side by side with described closure, spark coil; The parts of described final controlling element part all are electrically connected with electronic control unit (ECU), and described electronic control unit (ECU) includes oil spout control program, ignition control program, idle speed control program.
Described Sensor section comprises detonation sensor, fuel level in tank sensor, the vehicle speed sensor of its powered vehicle, its powered vehicle A/C evaporator temperature transducer that is installed in cylinder portion, described final controlling element part also comprises Valve EGR, cooling fan relay, Air Conditioner Relay, indicating fault, and described electronic control unit (ECU) comprises corresponding control program and emission control program.
Described Sensor section comprises and is installed in forward and backward preceding lambda sensor and the post oxygen sensor of triple mode catalytic converter on the engine exhaust pipe respectively that described final controlling element part also comprises Valve EGR.Described electronic control unit (ECU) comprises corresponding control program.
Described oil spout control program is to realize by the control to the oil spout output pulse width to the control of fuel injection quantity; At special operation conditions such as cold starting, anxious acceleration, anxious decelerations, adopt open loop control; For other normal operating conditions of motor, adopt closed loop control, be controlled near the chemically correct fuel (14.7: 1) to guarantee air fuel ratio, make discharging reach best; The control of fuel injection quantity is divided into starting fuel injection quantity control program, running fuel injection quantity control program, acceleration and deceleration fuel injection quantity control program, load oil spout increment control program, oil-break control program and air fuel ratio closed loop control program greatly.
Starting fuel injection quantity control program comprises:
(1), state of starting operating is judged
When meeting the following conditions simultaneously, ECU is judged to be state of starting operating, presses state of starting operating program control fuel injection quantity:
1., the ignition switch signal is a high level;
2., the engine start complement mark is zero;
3., ECU is consecutively detected CRANK SENSOR;
4., ECU detection of engine rotating speed is lower than the setting starting speed.
Be greater than or equal to the setting starting speed when ECU is consecutively detected engine speed at N bent axle in the cycle, promptly be judged to be starting and finish; If ECU does not detect CRANK SENSOR or the ignition switch signal is a low level in the time of setting afterwards, the zero clearing of engine start complement mark allows to reenter state of starting operating;
(2), the calculating of state of starting operating fuel injection quantity
The state of starting operating fuel injection quantity is mainly determined by the number of turns that engine coolant temperature, intake temperature, engine speed and engine crankshaft turn over.
Described running fuel injection quantity control program comprises: after the engine start, no matter carry out air fuel ratio open loop control or closed loop control, all will carry out open loop control fuel injection quantity and calculate, closed loop control is based upon on the basis of open loop control; ECU determines basic fuel injection amount according to engine speed and the air-distributor pressure signal gathered by the oil spout arteries and veins spectrum data of demarcating; After according to intake temperature, coolant temperature, atmospheric pressure, self study correction factor basic fuel injection amount being revised then, as open loop control fuel injection quantity.
Described acceleration and deceleration fuel injection quantity control program comprises: quicken fuel injection quantity control, when automobile quickens, can export enough moments of torsion in order to guarantee motor, improve acceleration performance, must increase fuel injection quantity, this moment, ECU carried out open loop control to fuel injection quantity; In engine operation process, ECU will judge whether motor is in accelerating mode according to the rate of change of throttle position sensor signal and intake manifold pressure sensor signal; When rate of change reaches certain value, and be judged to be accelerating mode; Quickening correction factor is determined by rate of change.
Described big load oil spout increment control program comprises: when motor moves under big load or full load mode, require the motor Maximum Power Output, ECU will judge whether motor is in the above operating mode operation of big load according to air-distributor pressure and engine rotational speed signal; When being judged to be high load working condition, ECU will control operate power air fuel ratio program, increase fuel injection quantity, supply with the power mixed gas that is richer than chemically correct fuel, satisfy the requirement of motor Maximum Power Output; This moment, ECU carried out open loop control to fuel injection quantity.
Described oil-break control program comprises:
(1), hypervelocity oil-break control program, when engine speed surpassed the maximum speed that allows, ECU interrupted oil spout automatically, prevented the racing of the engine running and damaged parts; In engine operation process, the motor upper limit (UL) rotating speed of setting in actual engine speed that ECU records crankshaft position sensor at any time and the program compares; When actual speed met or exceeded limit speed, computer just sent and stops the oil spout instruction, and the control oil sprayer stops oil spout, and the limiting engine rotating speed further raises; When oil sprayer stop oil spout, when engine speed drops to and is lower than limit speed, oil-break finishes, and recovers oil spout;
(2), DECEL ENLEAN control, close suddenly when slowing down when motor closure in high rotation speed operation process, ECU controls oil sprayer automatically and interrupts fuel injection, when engine speed drops to the rotating speed of setting, recovers oil spout again;
(3), oil spilling removes oil-break control, removes oil-break control when the ECU that meets the following conditions simultaneously enters oil spilling, not oil spout is only lighted a fire to remove oil spilling:
1., motor is in state of starting operating;
2., throttle opening reaches maximum;
3., engine speed is lower than the setting rotating speed.
Described air fuel ratio closed loop control program comprises: ECU revises fuel injection quantity according to the voltage signal of lambda sensor input; When the signal voltage that receives as ECU is higher than threshold voltage, show that mixed gas is dense partially, air fuel ratio is less than normal, and ECU will reduce air fuel ratio closed loop correction value to reduce fuel injection quantity, make mixed gas thinning gradually, and air fuel ratio increases gradually; When the signal voltage that receives is lower than threshold voltage, show that mixed gas is rare partially, air fuel ratio is bigger than normal, and ECU will strengthen air fuel ratio closed loop correction value to increase fuel injection quantity, and mixed gas is thickened gradually, and air fuel ratio reduces gradually.
Described air fuel ratio closed loop control program also adds the Self-learning control program, ECU is in the middle of air fuel ratio closed loop control process, determine the deviation of system's open loop fuel injection quantity by judging engine operating condition and closed loop correction value, and this deviation progressively learned in the middle of the self study correcting module, in the middle of the control afterwards, the correction value in the self study correcting module can be charged in the middle of the open loop basic fuel injection amount automatically.
Described electric-controlled petrol engine has at least 2 cylinders, each cylinder is furnished with an oil sprayer, oil sprayer is installed on the preceding intake manifold of each cylinder intake valve, ECU determines every cylinder injection timing according to the fuel injection pulsewidth of detected crankshaft position sensor and CMPS Camshaft Position Sensor signal and calculating, and promptly commencement of fuel injection constantly; Work cycle of motor, bent axle are changeed two and are changeed 720 degree, and each cylinder injector oil spout once.
Described ignition control program comprises ignition advance angle control program, ignition closed angle control program and pinking control program.
Described ignition advance angle control program is divided into state of starting operating ignition advance angle control program, idling operation ignition advance angle control program, normal operating conditions igniting advance angle control program; During ato unit, adopt fixing ignition advance angle to control, the state of starting operating ignition advance angle is set at 5 °; Idling operation is revised the primary ignition advance angle according to engine coolant temperature; Normal operation ignition advance angle ECU determines the basic ignition advance angle according to engine speed and suction pressure signal according to ignition advance angle arteries and veins spectrum data sheet, and correction obtains the ignition advance angle that runs well according to series of parameters then.
Described ignition closed angle control program is to control by the length to the time of magnetizing.
Described pinking control program is to utilize the method for postponing ignition advance angle to eliminate pinking; In case ECU investigates out pinking, the control of ignition advance angle is changed over to closed loop control immediately, progressively postpone igniting, till the pinking complete obiteration.
Described idle speed control program mainly is the control to the idling air inflow, ECU detection of engine actual idle speed rotating speed and idling rotating speed of target are relatively, through after certain control algorithm, control idle valve opening is controlled the idling air inflow, thereby control actual idle speed rotating speed reaches near the idling rotating speed of target.And fuel injection quantity is adjusted automatically according to the variation of air inflow, satisfying the requirement of air fuel ratio, air fuel ratio is controlled near the theoretical optimal air-fuel ratio 14.7: 1.
Described emission control program mainly is to the control of tail gas noxious gas emission with to the control of fuel evaporation discharging; The tail gas noxious gas emission mainly is HC, CO and the NOx in the control tail gas, ECU is according to the signal of lambda sensor input, fuel injection quantity is revised, realize the feedback control of air fuel ratio, the air fuel ratio that makes mixed gas is near chemically correct fuel, triple mode catalytic converter is aseptic more effectively, and it is minimum that the discharge of harmful gases amount is dropped to; The control of fuel evaporation discharging mainly is to realize by the control to Valve EGR; ECU clocklike controls the opening and closing of Valve EGR according to engine operation condition, makes the fuel-steam in the fuel tank enter the motor internal combustion, discharges in atmosphere thereby reduce fuel-steam.
Described ECU increases the igniting feedback signal and detects, with detection of engine ignition device fault; Select the MCU that has EEPROM (EEPROM (Electrically Erasable Programmable Read Only Memo), the storage chip that data are not lost after a kind of power down) for use, make software Reprogrammable wherein, can write the software of new edition by terminal interface and outer computer again it; Fuel injection mode is by multipoint sequential injection; Also have On-Board Diagnostics (OBD) OBD device, when system broke down, trouble light was lighted, and ECU deposits fault message in storage with the diagnostic trouble code form simultaneously, diagnostic trouble code can be read from ECU by certain procedure; According to the prompting of diagnostic trouble code, determine the character and the position of fault quickly and accurately, remove to check relevant position, element and circuit targetedly, fault is got rid of.
Described ECU also comprises electric fuel punp control program, main relay control program, cooling fan control program, air-conditioning control program; Described ECU also is provided with the standby operation function, to assist the driver automobile is reached automobile maintenance station; The standby operation function is only just enabled when motor breaks down, and this moment, normal operation function was closed, and ECU replaces the information of sensor to control motor with preset parameters in the storage, makes motor continue operation; If fault is excluded, normal function comes into operation immediately, and the standby operation function is closed automatically.
The electronic control unit ECU (7) that is used for electric-controlled petrol engine work system, comprise input circlult, singlechip CPU, rom memory, the RAM that is used to connect Sensor section and be used to be connected final controlling element output circuit partly, the two ends of described singlechip CPU connect input circlult and output circuit, and rom memory, RAM are connected with singlechip CPU.
Described input circlult comprises the interface that is used to connect throttle position sensor (1), be used to connect the interface of air inlet pressure sensor (2), be used to connect the interface of intake air temperature sensor (3), be used to connect the interface of CMPS Camshaft Position Sensor (4), be used to connect the interface of cylinder body cooling-water temperature transmitter (8), the interface that is used for junctor oil pressure switching signal (9), be used to connect the interface of crankshaft position sensor (4), be used to connect the interface of cooling-water temperature transmitter (8), be used to connect the interface of crankshaft position sensor (11), be used to connect the interface of engine rotation speed sensor (18), be used to be mounted on the interface of the detonation sensor (9) of cylinder portion, be used to connect the interface of engine rotation speed sensor (18), described output circuit comprises the interface that is used to connect electric fuel punp (14), be used to connect the interface of oil sprayer (19), be used to connect the interface of idling regulator valve (20), the interface that is used for tie point fire coil (30).
Described input circlult also comprises the interface that is used to be mounted on the preceding preceding lambda sensor (5) of triple mode catalytic converter on the engine exhaust pipe (6), be used to be mounted on the interface of the post oxygen sensor (23) behind the triple mode catalytic converter on the engine exhaust pipe (6), and described output circuit also comprises the interface that is used to connect Valve EGR (22).
Because the utility model adopts the engine management system of ECU control, naturally has the described plurality of advantages of above-mentioned background technology, in addition, because the utility model adopts comparatively reasonably control strategy comprehensively, have and comparatively comprehensively control function, the good integrated performance of control function, and good system transplantation; The whole control system is safe and reliable, and cost is lower.Engine management system electronic control unit product according to the utility model research and development, at least can reach state III emission standard, can be widely used in the motor manufacturing, auto-producing is supporting, also can be to the existing technical innovation of motor when using alternative fuel such as alcohols, rock gas instead with car.
Description of drawings
Fig. 1 is the utility model electric-controlled petrol engine work system embodiment's a structural representation.
Fig. 2 is the utility model electric-controlled petrol engine work system embodiment's a block diagram.
Fig. 3 is the utility model ternary (HC, CO, NOx) purification ratio plotted curve.
Fig. 4 is the utility model air fuel ratio (A/F) feedback control schematic representation.
Fig. 5 is the utility model oil spout sequential schematic representation.
Fig. 6 is the utility model idling operation primary ignition advance angle and engine speed relationship schematic representation.
Fig. 7 is that the utility model idling rotating speed of target and engine coolant temperature concern schematic representation.
Fig. 8 is the utility model idle speed control model schematic representation.
Fig. 9 is the utility model ECU embodiment's a block diagram.
Among the figure: 1. throttle position sensor, 2. air inlet pressure sensor, 3. intake air temperature sensor, 30. spark coil, 4. CMPS Camshaft Position Sensor, 5. before lambda sensor, 6. triple mode catalytic converter, 7. electronic control unit ECU, 8. cooling-water temperature transmitter, 9. detonation sensor, 10. storage battery, 11. crankshaft position sensors, 13. motors, 14. electric fuel punp, 15. fuel tank, 16. oily rails, 17. fuel level in tank sensors, 18. speed probe, 19. oil sprayer, 20. idle valves, 21. vehicle speed sensor, 22. Valve EGR, 23. post oxygen sensors.24. fault indication device.
Embodiment
Describe performance of the present utility model in detail below in conjunction with accompanying drawing, but they do not constitute to qualification of the present utility model, only give an example.Simultaneously by illustrating that advantage of the present utility model will become clear more and understanding easily.
As Fig. 1-shown in Figure 8, the utility model petrol engine management system is a core with engine electronic control unit ECU, adopts technology such as closed loop control, multi-point fuel injection, distributor ignition, ternary catalyzing unit reprocessing, OBD, satisfies state III emission request.Engine electronic control unit ECU hardware is selected high performance 16 8-digit microcontrollers (MCU) for use, and this microcontroller has wide operating temperature range, high arithmetic speed, large program and datarams, characteristics such as I/O port flexibly.The ECU drive circuit is selected the drive IC of band diagnostic function for use, can realize driving open circuit, the short-circuit detecting of output loop; Software adopts the modular C establishment, and adopts FLASH from the programming technology, can realize the modification of nominal data in the program storage.The petrol engine management system mainly is made up of sensor, engine electronic control unit, final controlling element three parts.Engine electronic control unit ECU is the core of whole system, it gathers the analog or digital signal of the sensor transmission that is installed in each position on motor or the automobile, after treatment, according to the control model that designs in the software, output signal is to each actuator, accurately oil spout, igniting, idling, discharging etc. are controlled, to satisfy system dynamic, fuel economy, steerability and emission request.
The utility model electric-controlled petrol engine work system, comprise gas handling system, fuel oil supply system, ignition system, also comprise electronic control system, electronic control system comprises Sensor section, electronic control unit (ECU) and final controlling element part, Sensor section comprises throttle position sensor (1) and the suction pressure temperature transducer (2) on the suction tude that is installed in gas handling system, intake air temperature sensor (3), be installed in the CMPS Camshaft Position Sensor (4) on the motor (13), cylinder cooling-water temperature transmitter (8), crankshaft position sensor (11), be installed in the preceding preceding lambda sensor (5) of triple mode catalytic converter on the engine exhaust pipe (6), the parts of Sensor section all are connected with electronic control unit (ECU), and final controlling element partly comprises electric fuel punp (14), oil sprayer (19), idling regulator valve (20), spark coil (30); The parts of final controlling element part all are connected with electronic control unit (ECU), and electronic control unit (ECU) includes oil spout control program, ignition control program, idle speed control program.
In the present embodiment, Sensor section also comprises the detonation sensor (9) that is installed in cylinder portion, is installed in speed probe (18) on the motor, the vehicle speed sensor (21) of fuel level in tank sensor (17), its powered vehicle, is installed in the post oxygen sensor (23) behind the triple mode catalytic converter on the engine exhaust pipe (6).The final controlling element part also comprises Valve EGR (22), and electronic control unit ECU comprises corresponding control program and emission control program.
The function of present embodiment engine management system mainly comprises oil spout control, IGNITION CONTROL, idle speed control, emission control, OBD, reserve operation and other assist control etc.OBD is the abbreviation of English On-Board Diagnostics, and translator of Chinese is " On-Board Diagnostics (OBD) ".OBD is a kind of program of automatic diagnosis automobile problem.When system broke down, trouble light or inspection motor emergency warning lamp were bright, and powertrain control module deposits fault message in storage simultaneously, diagnostic trouble code can be read by certain procedure.According to the prompting of diagnostic trouble code, the maintenance man can determine the character and the position of fault quickly and accurately.Remove to check relevant position, element and circuit targetedly, fault is got rid of.
The function of the utility model engine management system mainly comprises oil spout control, IGNITION CONTROL, idle speed control, emission control, OBD, reserve operation and other assist control etc.
One, oil spout control
1, fuel injection quantity control
ECU is to realize by the control to the oil spout output pulse width to the control of fuel injection quantity.Control to fuel injection quantity is adopted based on closed loop control, and open loop is controlled to be auxilliary control strategy.The engine operating condition difference, also inequality to request of Mixed Gases Density.Special operation conditions such as particularly cold starting, anxious acceleration, anxious deceleration have specific (special) requirements to mixture strength, adopt open loop control this moment.For other normal operating conditions of motor, adopt closed loop control, be controlled near the chemically correct fuel (14.7:1) to guarantee air fuel ratio, make discharging reach best.The control of fuel injection quantity is broadly divided into starting control, running control, acceleration and deceleration control, oil-break control and air fuel ratio closed loop control etc.
1.1, starting fuel injection quantity control
(1), state of starting operating is judged
When meeting the following conditions simultaneously, ECU is judged to be state of starting operating, presses state of starting operating program control fuel injection quantity:
1., the ignition switch signal is a high level;
2., the engine start complement mark is zero;
3., ECU is consecutively detected CRANK SENSOR;
4., ECU detection of engine rotating speed is lower than the setting starting speed.
Be greater than or equal to the setting starting speed when ECU is consecutively detected engine speed at N bent axle in the cycle, promptly be judged to be starting and finish, the engine start complement mark puts 1.If ECU does not detect CRANK SENSOR or the ignition switch signal is a low level in the time of setting afterwards, the zero clearing of engine start complement mark allows to reenter state of starting operating.
(2), the calculating of state of starting operating fuel injection quantity
The state of starting operating fuel injection quantity is mainly determined by the number of turns that engine coolant temperature, intake temperature, engine speed and engine crankshaft turn over.
1.2, starting back transient working condition fuel injection quantity
After engine start was finished, air fuel ratio should strengthen as early as possible to satisfy discharging and fuel economy requirement.But the too fast meeting of air fuel ratio makes the engine speed instability, also can cause engine misses when serious.Therefore, after engine start was finished, in certain count cycle, air fuel ratio was still by open loop control.Count cycle determined by coolant temperature, and to transition oil spout correction factor after the starting should be arranged, this correction factor is decay gradually in time, finishes correction factor up to the count cycle and decays to zero with it.
1.3, the calculating of starting back open loop control fuel injection quantity
After the engine start,, all to carry out open loop control fuel injection quantity and calculate no matter carry out air fuel ratio open loop control or closed loop control.Closed loop control is based upon on the basis of open loop control.
ECU determines basic fuel injection amount according to engine speed and the air-distributor pressure signal gathered by the oil spout arteries and veins spectrum data of demarcating; After according to intake temperature, coolant temperature, atmospheric pressure, self study correction factor basic fuel injection amount being revised then, as open loop control fuel injection quantity.
In addition since response time of oil sprayer be subjected to the influence of cell voltage, also to determine invalid injection time according to cell voltage, through above revised open loop control fuel injection quantity multiply by behind other open loop correction factor (as quickening correction factor, the correction factor etc. of loading greatly) or the closed loop correction factor with invalid injection time sum as total injection time.
1.4, quicken fuel injection quantity control
When automobile quickens, can export enough moments of torsion in order to guarantee motor, improve acceleration performance, must increase fuel injection quantity, this moment, ECU carried out open loop control to fuel injection quantity.In engine operation process, ECU will judge whether motor is in accelerating mode according to the rate of change of throttle position sensor signal and intake manifold pressure sensor signal.When rate of change reaches certain threshold value, and be judged to be accelerating mode.Quickening correction factor is determined by rate of change.
1.5, load oil spout increment control greatly
When motor moves under big load or full load mode, require the motor Maximum Power Output, ECU will judge whether motor is in the above operating mode operation of big load according to air-distributor pressure and engine rotational speed signal.When being judged to be high load working condition, ECU will control operate power air fuel ratio program, increase fuel injection quantity, supply with the power mixed gas that is richer than chemically correct fuel, satisfy the requirement of motor Maximum Power Output.This moment, ECU carried out open loop control to fuel injection quantity.
1.6, oil-break control
(1), hypervelocity oil-break control
The hypervelocity oil-break is that ECU interrupts oil spout automatically when engine speed surpasses the maximum speed that allows, and prevents the racing of the engine running and the damage parts.In engine operation process, the motor upper limit (UL) rotating speed of setting in actual engine speed that ECU records crankshaft position sensor at any time and the program compares.When actual speed met or exceeded limit speed, computer just sent and stops the oil spout instruction, and the control oil sprayer stops oil spout, and the limiting engine rotating speed further raises.When oil sprayer stop oil spout, when engine speed drops to and is lower than 80 rev/mins of left and right sides of limit speed, oil-break finishes, and recovers oil spout.
(2), DECEL ENLEAN control
DECEL ENLEAN control is when motor closure in high rotation speed operation process is closed deceleration suddenly, and ECU controls oil sprayer automatically and interrupts fuel injection, when engine speed drops to the rotating speed of setting, recovers oil spout again.ECU enters DECEL ENLEAN control when meeting the following conditions simultaneously:
1., transient working condition finishes after the engine start;
2., closed throttle;
3., engine speed is higher than the DECEL ENLEAN control rotating speed of setting;
4., the speed of a motor vehicle is higher than setting value;
5., suction pressure is lower than certain value.
Because the transient working condition rotating speed might surpass the DECEL ENLEAN control rotating speed of setting after the engine start, this moment, oil-break can cause that the fluctuation of speed of starting rear engine is bigger, so this moment should oil-break.The DECEL ENLEAN control rotating speed of setting is determined by the idle speed control rotating speed of target, than the high bigger fixed value of idle speed control rotating speed of target.As: when the idle speed control rotating speed of target was 900rpm/min, DECEL ENLEAN control rotating speed was 1800rpm/min.
When the DECEL ENLEAN that closure is opened or engine speed is lower than setting was recovered rotating speed, ECU control oil sprayer recovered oil spout.It is definite by the idle speed control rotating speed of target that the DECEL ENLEAN of setting is recovered rotating speed, than the high less fixed value of idle speed control rotating speed of target.As: when the idle speed control rotating speed of target was 900rpm/min, it was 1400rpm/min that DECEL ENLEAN is recovered rotating speed.
(3), oil spilling is removed oil-break control
Particularly during cold starting, if repeatedly success of starting, the rich mixture of alluvial in cylinder may soak spark plug in engine start, and making it can not arcing, and this situation is called oil spilling or floods cylinder.This moment is more and more serious as if continuing oil spout, can make to flood cylinder.Be provided with oil spilling in the ECU program and remove oil-break control function, remove oil-break control when the ECU that meets the following conditions simultaneously enters oil spilling, not oil spout is only lighted a fire with the removing oil spilling:
1., motor is in state of starting operating;
2., throttle opening reaches maximum;
3., engine speed is lower than the setting rotating speed.
1.7, the air fuel ratio closed loop control
When the air fuel ratio of mixed gas is controlled near the chemically correct fuel (14.7), ternary (HC, CO, NOx) catalyst is the highest to the reduction efficiency of the oxidation efficiency of hydrocarbon (HC), carbon monoxide (CO) and nitrogen oxide (NOx), and is converted into carbon dioxide (CO
2), water (H
2O), oxygen (O
2), nitrogen (N
2) waiting harmless composition, its purification ratio curve is as shown in Figure 3.For purpose that reaches exhaust gas purification and the requirement of satisfying Abgasgesetz, engine emissions control system has been equipped with triple mode catalytic converter and lambda sensor.Utilize lambda sensor that air fuel ratio is carried out feedback control, air fuel ratio accurately is controlled near the chemically correct fuel (14.7), utilize triple mode catalytic converter again, three kinds of main harmful components (HC, CO, NOx) in the exhaust are converted into harmless composition.
Air fuel ratio (A/F) feedback control shown in Figure 4 as illustrating, ECU revises fuel injection quantity according to the voltage signal of lambda sensor input.When the signal voltage that receives as ECU is higher than threshold voltage (being generally about 0.45V), show that mixed gas is dense partially, air fuel ratio is less than normal, and ECU will reduce air fuel ratio closed loop correction value to reduce fuel injection quantity, make mixed gas thinning gradually, and air fuel ratio increases gradually.When the signal voltage that receives is lower than threshold voltage, show that mixed gas is rare partially, air fuel ratio is bigger than normal, and ECU will strengthen air fuel ratio closed loop correction value to increase fuel injection quantity, and mixed gas is thickened gradually, and air fuel ratio reduces gradually.In the ECU program air fuel ratio closed loop correction value is calculated the control algorithm that adopts proportional integral.
1.8, the air fuel ratio Self-learning control
A lot of Control Parameter of motor have wherein comprised a large amount of arteries and veins spectrum data mainly according to the control software of numbering in advance among the ECU.These arteries and veins spectrum data are the model machine performance test data of carrying out on engine pedestal and car load, i.e. result's arrangement of model machine demarcation forms.In other words, these data are fully true and reliable for the model machine that is used to demarcate.Yet, when automobile is produced in enormous quantities out, and being driven in each different area by user numerous, that differ from one another, these data are just not necessarily fully reliably.Also not necessarily can make the motor of same model all reach best performanceization by same arteries and veins spectrum.Reason is exactly that these motors exist a lot of differences, and these differences are mainly produced by following reason:
(1) even the new engine of same model, also because foozle, assembly error and adjustment error, each is all not exclusively the same;
(2), aging along with motor, because of usage degree, the degree of wear etc. has caused bigger difference;
(3), various sensors, final controlling element produce drift in the using process performance parameter;
(4), weather conditions, the combustion condition in driving zone are different.
So, when ECU control software, must consider the variation that how to adapt to these differences.Solution the most practical adds the Self-learning control function exactly.ECU is in the middle of air fuel ratio closed loop control process, determine the deviation of system's open loop fuel injection quantity by judging engine operating condition and closed loop correction value, and this deviation progressively learned in the middle of the self study correcting module, in the middle of the control afterwards, the correction value in the self study correcting module can be charged in the middle of the open loop basic fuel injection amount automatically.
2, injection timing control
Engine fuel injection system is divided into single-point injection system and multi-point fuel injection system two classes by the oil sprayer installation position.The single-point discharge system has only an oil sprayer, and oil sprayer is installed on the throttle body; Each cylinder of multi-point fuel injection system is furnished with an oil sprayer, and oil sprayer is installed on the preceding intake manifold of each cylinder intake valve.For multi-point fuel injection system,, can be divided into three types of injection simultaneously, bank injection and sequence-injections again according to the sequential of injected fuel.The advantage of multipoint sequential injection is that each cylinder oil spout all can design in the best time constantly, and the fuel-oil atmozation quality is good, helps improving fuel economy and reduces oxious component (HC, CO, NOx) discharging.Native system adopts the multipoint sequential injection mode.
ECU determines every cylinder injection timing (being the commencement of fuel injection moment) according to the fuel injection pulsewidth of detected crankshaft position sensor and CMPS Camshaft Position Sensor signal and calculating.Work cycle of motor (bent axle changes two and changes 720 degree), each cylinder injector oil spout once.The oil spout sequential as shown in Figure 5.
Two, IGNITION CONTROL
IGNITION CONTROL can be divided into ignition advance angle control, ignition closed angle control and pinking control, and wherein main is ignition advance angle control, and ignition advance angle has crucial influence to power character, Economy and the discharging of motor.
1, ignition advance angle control
According to the engine operation condition difference, ECU is also different to ignition advance angle control.Can be divided into the control of state of starting operating ignition advance angle control, the control of idling operation ignition advance angle control, the control of normal operation (non-idling) operating mode ignition advance angle control.
1.1, the state of starting operating ignition advance angle
Ignition advance angle is generally unsuitable excessive during engine start.During starting, engine speed change is big, and the suction pressure instability can not be used for calculating definite ignition advance angle.So when ato unit, adopt fixing ignition advance angle to control, the state of starting operating ignition advance angle is set at 5 °.
1.2, the idling operation ignition advance angle
Idling operation primary ignition advance angle is definite according to engine speed, as shown in Figure 6.When idling speed was high, the primary ignition advance angle was big, and idling speed is low constantly, and the primary ignition advance angle is little.
Idling operation is revised the primary ignition advance angle according to engine coolant temperature.Behind the engine cold starting,, can suitably reduce the idling ignition advance angle to improve delivery temperature, make the quick ignition of ternary catalyzing unit, reduce noxious gas emission according to engine coolant temperature in order to make the quick ignition of ternary catalyzing unit.When engine coolant temperature is too high,, also should reduce ignition advance angle for fear of engine overheat.
When idling operation is turned on the aircondition, also to revise, to strengthen engine output torque ignition advance angle.This moment, ignition advance angle increased by 3 °.
To carry out the idling correction according to the engine idle change in rotational speed in addition, to guarantee idle stability.When ECU detection idling speed has downward trend, will suitably increase ignition advance angle; When rotating speed has ascendant trend, will suitably reduce ignition advance angle, so that idling speed is stable.
1.3, the normal operation ignition advance angle
Normal operation ignition advance angle ECU determines the basic ignition advance angle according to engine speed and suction pressure signal by table look-up (ignition advance angle arteries and veins spectrum data sheet), and correction obtains the ignition advance angle that runs well according to series of parameters then.
Be stored in the ignition advance angle arteries and veins spectrum data sheet in the ECU storage, be by engine rig test, and take all factors into consideration factors such as engine consumption, moment of torsion, discharging and pinking, test result is optimized the processing back determines.
The correction of normal operation ignition advance angle mainly comprises coolant temperature correction, transient working condition correction, the correction of power enriching etc.
2, ignition closed angle control
The time control of magnetizing is also named in ignition closed angle control.ECU is to control by the length of the time of magnetizing to the control of ignition energy, and the purpose of this control is to keep substantially invariable ignition energy.The spark coil time of magnetizing has determined the ignition energy of spark plug, and the oversize time of magnetizing can be damaged coil or coil actuator, and too weak point can cause catching fire.The time of magnetizing is relevant with battery tension and engine speed.When cell voltage reduced, the primary current growth rate was slower, so must be by the bigger total ignition energy of the time of magnetizing balance; Otherwise when voltage raise, the time of magnetizing reduced.Motor is (more than 3000 commentaries on classics) when high rotating speed, because the frequency that spark coil discharges and recharges is accelerated, the coil heating amount increases, for the protection spark coil need suitably reduce the time of magnetizing.
3, pinking control
Pinking be mixed gas in the firing chamber when the flame front of spark ignitor does not propagate into, oneself catching fire produces the combustion phenomena of impact.Pinking continue to take place, and may make the electrode of spark plug or piston produce overheated and causes melting loss.Pinking and ignition advance angle have confidential relation, the ignition advance angle that can send Maximum Torque usually just begin to cause pinking near.ECU comes detection of engine whether to produce pinking by detonation sensor.
ECU is to utilize the method for postponing ignition advance angle to eliminate pinking to the control of pinking.In case ECU investigates out pinking, the control of ignition advance angle is changed over to closed loop control immediately, progressively postpone igniting, till the pinking complete obiteration.
When no longer occurring after the pinking complete obiteration and in some circulations, ECU can shift to an earlier date firing angle gradually, the level before recovering pinking, and restart normal IGNITION CONTROL.So, the control of pinking is actually ignition advance angle delay one process that shifts to an earlier date.Kong Zhi basis is like this, and pinking can be regarded chance phenomenon as to a certain extent, and ECU makes every effort to recover as early as possible normal ignition in advance to guarantee the performance and the discharging of motor.
Be definite detection and control detonation signal, at first the detonation sensor signal carried out filtering and filtered signal is carried out the A/D conversion, then by to pinking window (comprising the initial moment of window and length of window) determine to come signal is carried out integration.Be higher than the pinking discrimination threshold of setting as the detonation signal integral value, then postpone firing angle to reduce the chance that pinking produces according to the igniting retardation of demarcating.
In addition, the igniting closed loop control process after pinking occurring also is the self study process.Utilize the data of learning this moment, as the foundation of long-term correction ignition advance angle control.
Three, idle speed control
Idle speed control mainly is the control to the idling air inflow, ECU detection of engine actual idle speed rotating speed and idling rotating speed of target are relatively, through after certain control algorithm, control idle valve opening is controlled the idling air inflow, thereby control actual idle speed rotating speed reaches near the idling rotating speed of target.And fuel injection quantity is adjusted automatically according to the variation of air inflow, satisfying the requirement of air fuel ratio, air fuel ratio is controlled near the theoretical optimal air-fuel ratio (14.7:1).
1, idling rotating speed of target
The idling rotating speed of target mainly determines that by engine coolant temperature coolant temperature is low more, and the idling rotating speed of target is high more, as shown in Figure 7.
When idling operation is turned on the aircondition, need to improve the idling rotating speed of target, to guarantee idle stability.This moment, the idling rotating speed of target was than the high 100rpm/min of normal idling rotating speed of target.
2, the idle valve opening is regulated
The purpose that ECU regulates the idle valve opening is to regulate the idling air inflow, thereby control actual idle speed rotating speed approaches the idling rotating speed of target, and this is a closed loop control system.The control algorithm of idling closed loop control adopts the PID regulative mode, and promptly proportional-integral-differential is regulated.The control model as shown in Figure 8.
(1), proportional control
Proportional control can be reacted speed error rapidly, thereby reduces steady-state error.The difference that subtracts the actual idle speed rotating speed when the idling rotating speed of target is for when (being that the actual idle speed rotating speed is lower than the idling rotating speed of target), proportional controller be output as on the occasion of, to increase the idle valve opening, the reverse situation proportional controller is output as negative value, to reduce the idle valve opening, difference is big more, and the absolute value of proportional controller output is big more, with quick response speed error.Proportional controller can reduce steady-state error, makes the actual idle speed rotating speed near the idling rotating speed of target, but can not remove steady-state error.Removing the task of steady-state error is finished by integral controller.
(2), integral control
The task of integral controller is to remove steady-state error.As long as the difference of idling rotating speed of target and actual idle speed rotating speed is non-vanishing, these differences of accumulation that integral controller does not just stop, and the output controlled quentity controlled variable is to remove error.As long as time enough is arranged in theory, integral controller can be removed error fully, makes the actual idle speed rotating speed reach the idling rotating speed of target.In fact because factors such as measurement error, control accuracy and external interference, near fluctuation in the actual idle speed rotating speed can only be controlled at the idling rotating speed of target very among a small circle.
(3), differential control
Derivative controller is according to controlling output with the error rate.For example, though the actual idle speed rotating speed far above the idling rotating speed of target, proportional controller is output as negative value, if but in moderating process, it is more and more faster that rotating speed descends, this moment error rate be on the occasion of, derivative controller be output as on the occasion of, to strengthen control output, it is slack-off that rotating speed is descended.The effect of derivative controller is the dynamic performance of improvement system, can reduce overshoot, overcomes system oscillation, and the stability of a system is improved.
3, idling Self-learning control
Because the difference of motor and motor is aging, idling can gradually change to the requirement of air inflow, so ECU provides the function of the self study of idling.Motor is under abundant warming-up and stable idling operation, ECU is from the idling closed loop control, slowly learn the variation of idle valve opening, and with the idling regulator valve opening value that learns, be stored among the RAM, just will utilize this value to be used as calculating wherein one that starts the idle valve opening during engine start.Idling self study value can change lentamente along with the different stable idling operation of motor.
4, the ignition advance angle of stablizing idling is regulated
Regulating idling speed by regulating the idle valve opening, is the major control method of idle control.But since the idling regulator valve degree of regulation, least unit of the every adjusting of idling regulator valve, and idling speed can change tens rev/mins.In order to control idling speed more accurately, can regulate idling speed by suitable adjusting idling ignition advance angle.In actual idle speed rotating speed and idling.
The rotating speed of target difference is in tens rev/mins the scope, when ECU detects idling speed and has downward trend, suitably increases ignition advance angle; When rotating speed has ascendant trend, suitably reduce ignition advance angle, so that idling speed is stable.
Four, emission control
ECU mainly contains the control of tail gas noxious gas emission and the control that fuel evaporation is discharged emission control.The tail gas noxious gas emission mainly is HC, CO and the NOx in the control tail gas, makes it to reach the relevant emission standard of country.The control of fuel evaporation discharging mainly is to realize by the control to Valve EGR.
1, tail gas noxious gas emission control
But CO, HC and three kinds of harmful gas compositions of NOx in the triple mode catalytic converter purifying exhaust gas are installed on the outlet pipe of motor car engine, but triple mode catalytic converter can only air fuel ratio near the scope of theoretical value (A/F=14.7:1) in catalytic effect the best.Lambda sensor is installed in outlet pipe, and it can obtain the height of gasoline air mixture ratio by the content that detects oxygen in the exhaust.ECU revises fuel injection quantity according to the signal of lambda sensor input, realizes the feedback control of air fuel ratio, the air fuel ratio that makes mixed gas is near chemically correct fuel, triple mode catalytic converter is aseptic more effectively, and it is minimum that the discharge of harmful gases amount is dropped to, and meets the relevant emission standard of country.
2, fuel evaporation emission control
The fuel evaporation emission control be ECU according to engine operation condition, clocklike control the opening and closing of Valve EGR, make the fuel-steam in the fuel tank enter the motor internal combustion, discharge in atmosphere thereby reduce fuel-steam.
Five, OBD
Engine management system is except that fundamental functions such as fuel injection and ignition function, also has On-Board Diagnostics (OBD) (OBD) function, when system breaks down, fault (MIL) lamp is lighted, ECU deposits fault message in storage with the diagnostic trouble code form simultaneously, diagnostic trouble code can be read from ECU by certain procedure.According to the prompting of diagnostic trouble code, determine the character and the position of fault quickly and accurately.Remove to check relevant position, element and circuit targetedly, fault is got rid of.The On-Board Diagnostics (OBD) function is pressed OBD II standard design, and to satisfy the requirement of EUROIII Emission Standard to discharging, content mainly comprises the following aspects:
(1), when inefficacy caused discharging the limiting value that surpasses regulation, OBD must indicate their inefficacy when emission control systems (comprising any sensor, final controlling element or the output unit relevant with discharging);
(2), in order to satisfy EUROIII Emission Standard, the design of OBD has strict discharging specific aim.Petrol engine OBD must detect following project: the fire loss ratio that motor occurs in certain operating mode district; The purification efficiency of catalyst drops under certain limit value; Lambda sensor is aging to cause discharging to surpass limit value; Canister vent valve in the evaporative emission control system (whether should monitor its circuit at least is communicated with); Situations such as the sensor that other are relevant with discharging or other emission control system inefficacies
(3), during each engine start, must a series of diagnostic detection of beginning.
(4), OBD must be equipped with the fault indication device that driver's perception fault is existed.Discharging is in case above limit value, and engine control enters permanent discharging failure mode, and fault indication device should activate in 2 operation cycle.
(5), OBD must write down the code of indication emission control systems state.
(6) if the level of catching fire of catalyst converter no longer occurs damaging, fault indication device can switch gets back to the state of activation that before detects first operation cycle of catching fire, and catch fire accordingly code and freeze frame can be wiped free of.Other faults for beyond catching fire if no longer detect this fault in three continuous operation cycle, and do not detect the fault that other can activate fault indication device, and fault indication device can be removed activation.
(7) if identical inefficacy do not occur in 40 engine warm-up circulations, OBD can wipe dead code and freeze frame information.
(8), OBD can quit work under following situation temporarily:
1., coolant temperature is lower than-7 ℃;
2., height above sea level is higher than 2500 meters;
3., fuel level in tank is lower than 20%;
4., the pavement of road situation is very abominable.
(9), in order to satisfy above requirement, system hardware should be done following upgrading:
1., behind triple mode catalytic converter, increase a lambda sensor, former and later two lambda sensors combine the purification ratio of catalyst are monitored, control compensates to fuel oil simultaneously.
2., ECU increases the igniting feedback signal and detects, with detection of engine ignition device fault.
3., select the MCU that has EEPROM for use, make software Reprogrammable wherein, can write the software of new edition to it again by terminal interface and outer computer.
4., fuel injection mode is sprayed or single-point discharge simultaneously by multipoint sequential injection replacement multiple spot.
5., firing mode adopts no distributor direct ignition mode.Increase crankshaft position sensor.
6., increase the fuel level in tank sensor.
Six, assist control
1, electric fuel punp control
(1), after ignition switch is connected, 3 seconds of ECU control electric fuel oil pump operation are owing to set up enough oil pressure;
(2), ignition switch connects in back 3 seconds, if ECU does not detect engine rotational speed signal, electric fuel punp is out of service; If ECU detects engine rotational speed signal, electric fuel punp continues operation;
(3), if flame-out in the engine operation process, do not detect engine rotational speed signal in the continuous 100ms of ECU, electric fuel punp is delayed time and is closed for 2 seconds;
(4), when ignition switch is closed, electric fuel punp is out of service immediately.
2, main relay control
(1), when ignition switch is connected, the main relay coil electricity, its output contact provides voltage to the relevant parts of system.After this main relay is worked always.
(2), when ignition switch disconnects, the delay time 3 seconds outage of main relay coil, ECU controls the idling regulator valve stepper motor in this 3 second and resets, and gets back to the preliminary examination position, so that motor starting next time.
3, cooling fan control
The work of cooling fan is controlled according to engine coolant temperature.
(1), when coolant temperature is higher than 92 ℃, the startup of cooling fan;
(2), when coolant temperature is lower than 86 ℃, the stopping of cooling fan.
The coolant temperature control point of the work of cooling fan can be demarcated.
4, air-conditioning control
When meeting the following conditions simultaneously, the work of ECU control air conditioning clutch relay:
(1), engine start is finished;
(2), engine speed is higher than setting rotating speed (700rpm/min);
(3), air-conditioning work request switch on;
(4), the air conditioner condensation actuator temperature is higher than setting temperature (10 ℃);
(5), delay time finished after air-conditioning quit work;
After above-listed condition satisfies simultaneously, can not cause that the engine speed fluctuation is too big when guaranteeing the air conditioning clutch adhesive, ECU will suitably increase the idle valve opening earlier, and then the energising of control air conditioning clutch relay coil.
When satisfying one of following condition, the outage of ECU control air conditioning clutch relay coil:
(1), in the engine start process;
(2), engine speed is lower than setting rotating speed (700rpm/min);
(3), air-conditioning work request switch disconnects;
(4), the air conditioner condensation actuator temperature is lower than setting temperature (1 ℃);
If air-conditioning is opened, before the outage of ECU control air conditioning clutch relay coil, to suitably reduce idle valve opening and ignition advance angle earlier, can not cause when disconnecting that to guarantee air conditioning clutch the engine speed fluctuation is too big.After air-conditioning quit work, ECU time-delay certain hour just allowed once more the energising of air conditioning clutch relay coil.
Seven, reserve operation
Just close electronic control system immediately if fault has appearred in automobile, can bring very big trouble to the driver, ECU is provided with the standby operation function for this reason, to assist the driver automobile is reached automobile maintenance station.The standby operation function is only just enabled when motor breaks down, and this moment, normal operation function was closed, and ECU replaces the information of sensor to control motor with preset parameters in the storage, makes motor continue operation.If fault is excluded, normal function comes into operation immediately, and the standby operation function is closed automatically.
Claims (6)
1, the electronic control unit ECU (7) that is used for electric-controlled petrol engine work system, it is characterized in that, comprise input circlult, singlechip CPU, rom memory, the RAM that is used to connect described work system Sensor section and be used to be connected described work system final controlling element output circuit partly, the two ends of described singlechip CPU connect input circlult and output circuit, and rom memory, RAM are electrically connected with singlechip CPU.
2, electronic control unit ECU as claimed in claim 1 (7), it is characterized in that, described input circlult comprises the interface that is used to connect throttle position sensor (1), be used to connect the interface of air inlet pressure sensor (2), be used to connect the interface of intake air temperature sensor (3), be used to connect the interface of CMPS Camshaft Position Sensor (4), be used to connect the interface of cylinder body cooling-water temperature transmitter (8), the interface that is used for junctor oil pressure switching signal (9), be used to connect the interface of crankshaft position sensor (4), be used to connect the interface of cooling-water temperature transmitter (8), be used to connect the interface of crankshaft position sensor (11), be used to connect the interface of engine rotation speed sensor (18), be used to be mounted on the interface of the detonation sensor (9) of cylinder portion, be used to connect the interface of engine rotation speed sensor (18), described output circuit comprises the interface that is used to connect electric fuel punp (14), be used to connect the interface of oil sprayer (19), be used to connect the interface of idling regulator valve (20), the interface that is used for tie point fire coil (30).
3, electronic control unit ECU as claimed in claim 2 (7), it is characterized in that, described input circlult also comprises the interface that is used to be mounted on the preceding preceding lambda sensor (5) of triple mode catalytic converter on the engine exhaust pipe (6), be used to be mounted on the interface of the post oxygen sensor (23) behind the triple mode catalytic converter on the engine exhaust pipe (6), and described output circuit also comprises the interface that is used to connect Valve EGR (22).
4, electric-controlled petrol engine work system, it comprises gas handling system, fuel oil supply system, ignition system, it is characterized in that it also comprises electronic control system, described electronic control system comprises Sensor section, as claim 1 to 3 each described electronic control unit ECU (7) and final controlling element part, described Sensor section comprises throttle position sensor (1) and the air inlet pressure sensor (2) on the suction tude that is installed in gas handling system, intake air temperature sensor (3), be installed in the CMPS Camshaft Position Sensor (4) on the motor (13), cooling-water temperature transmitter (8), crankshaft position sensor (11), engine rotation speed sensor (18), the parts of described Sensor section all are electrically connected with described electronic control unit ECU (7), and described final controlling element partly comprises the electric fuel punp (14) that is positioned at fuel tank (15), oil sprayer (19), the idling regulator valve (20) that is connected side by side with described closure, spark coil (30); The parts of described final controlling element part all are electrically connected with electronic control unit ECU (7).
5, electric-controlled petrol engine work system as claimed in claim 4 is characterized in that, described Sensor section also comprises the detonation sensor (9) that is installed in cylinder portion.
6, electric-controlled petrol engine work system as claimed in claim 5, it is characterized in that described Sensor section comprises is installed in the preceding preceding lambda sensor (5) of triple mode catalytic converter on the engine exhaust pipe (6), be installed in the post oxygen sensor (23) behind the triple mode catalytic converter on the engine exhaust pipe (6), described final controlling element part also comprises Valve EGR (22).
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