Motor controller system and method with determining engine

Abstract

The invention discloses a motor controller system and method for determining the rotation angle of an engine crankshaft, the system comprises a rotary transformer, a motor controller and an engine control unit, the crankshaft of a fuel engine and the input shaft of a motor are the same shaft, and the rotary transformer outputs a voltage analog signal; the motor controller receives the voltage analog signal and analyzes the voltage analog signal to obtain angle information, and outputs a pseudo square wave signal; and the engine control unit receives the pseudo square wave signal and controls the engine to perform oil injection and ignition according to the pseudo square wave signal. According to the invention, a crankshaft position sensor does not need to be installed on the flywheel of the fuel engine, signals of the crankshaft position sensor can be simulated, the timing of oil injection and ignition of the engine can be controlled, and the improvement such as analog-to-digital conversion does not need to be added to the engine controller unit, so that the working efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and more specifically, to a motor controller system and method for determining the rotation angle of an engine crankshaft. Background Art

[0002] There are three major power system classifications for new energy electric vehicles: pure electric, hybrid, and extended-range. Extended-range electric vehicles use traditional fuel engines to generate electricity to supplement power when the power battery is low on power. This combines the economy of daily driving and also solves users' mileage anxiety during long-distance driving.

[0003] In the prior art, combined Figure 1 The extended-range electric vehicle has a fuel engine 01 and a motor 02. The fuel injection in the cylinder of the fuel engine 01 requires the use of a crankshaft position sensor (CPS) 05. The working principle of the crankshaft position sensor 05 is to detect the rotation angle and speed of the crankshaft through specific marks on the flywheel 04 (such as gears, camshaft positions, etc.). When the crankshaft rotates, the crankshaft position sensor will generate a square wave signal according to the position of the crankshaft. This square wave signal will be sent to the engine control unit (ECU) 06. The ECU will calculate the position and speed of the crankshaft based on the signal, thereby determining the operating state of the engine and controlling ignition and fuel injection accordingly. In other words, the premise of controlling ignition and fuel injection is that the crankshaft position sensor 05 must be set. The installation position of the crankshaft position sensor 05 varies depending on the vehicle model, but it is usually installed at the front end of the crankshaft (at the pulley), the rear end of the crankshaft close to the large flywheel, the front end of the camshaft, on the flywheel or in the distributor. No matter where it is installed, it increases the complexity of the equipment of the new energy vehicle. The prior art CN113353053B discloses determining the engine crankshaft angle based on the angle represented by the motor rotary transformer signal and the correspondence between the angle represented by the motor rotary transformer signal and the engine crankshaft angle. The motor control unit sends a data signal to the engine control unit. The data signal cannot be directly used by the engine control unit, and the engine control unit needs to be improved by adding an analog-to-digital conversion element in the engine control unit to convert the data signal into an analog signal.

[0004] Therefore, there is an urgent need for a motor controller system and method for determining the rotation angle of the engine crankshaft, so as to save the crankshaft position sensor and reduce the equipment complexity of new energy vehicles without the need to improve the engine control unit. Summary of the invention

[0005] In view of this, the present invention provides a motor controller system and method for determining the rotation angle of the engine crankshaft, which is used to save the crankshaft position sensor without improving the engine control unit, thereby reducing the equipment complexity of new energy vehicles and saving costs.

[0006] In a first aspect, the present invention provides a motor controller system capable of determining the rotation angle of an engine crankshaft, which is applied to an extended-range vehicle. The extended-range vehicle includes a fuel engine and a motor. The system includes: a rotary transformer, a motor controller and an engine control unit, wherein:

[0007] The crankshaft of the fuel engine and the input shaft of the motor are the same shaft, and the motor is equipped with a rotary transformer;

[0008] The rotary transformer is coupled to the motor controller, the crankshaft and the rotary transformer rotate synchronously, the rotary transformer senses an alternating voltage and outputs a voltage signal;

[0009] The motor controller is coupled to the rotary transformer and the engine control unit, receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer, outputs the pseudo square wave signal according to the angle signal, and sends it to the engine control unit;

[0010] The engine control unit is coupled to the motor controller and the fuel engine respectively. The engine control unit receives the pseudo square wave signal and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal.

[0011] Optionally, the crankshaft of the fuel engine and the input shaft of the motor are the same rigid shaft.

[0012] Optionally, the motor controller includes a single-chip microcomputer, which is coupled to the rotary transformer. The single-chip microcomputer receives a voltage signal, analyzes the voltage signal, and obtains an angle signal corresponding to the position of the rotary transformer.

[0013] Optionally, the motor controller also includes a push-pull circuit, which is coupled to the single-chip microcomputer and the engine control unit respectively, amplifies the angle signal sent to the engine control unit, and matches the driving voltage of the engine control unit.

[0014] Optionally, the push-pull circuit includes: a metal oxide semiconductor field effect transistor, a first resistor, and a second resistor, wherein:

[0015] The gate of the metal oxide semiconductor field effect transistor is electrically connected to the second end of the second resistor, the source of the metal oxide semiconductor field effect transistor is grounded, and the drain of the metal oxide semiconductor field effect transistor is electrically connected to the engine control unit and the first end of the first resistor respectively;

[0016] A first end of the first resistor is electrically connected to a drain of the metal oxide semiconductor field effect transistor, and a second end of the first resistor is electrically connected to a high potential pin of an engine control unit;

[0017] A first end of the second resistor is electrically connected to the single chip computer, and a second end of the second resistor is electrically connected to the gate of the metal oxide semiconductor field effect transistor.

[0018] Optionally, the metal oxide semiconductor field effect transistor is an N-type transistor. When the pseudo square wave signal is at a high potential, the source and drain of the metal oxide semiconductor field effect transistor are turned on, and a low potential is output to the engine control unit. When the pseudo square wave signal is at a low potential, the source and drain of the metal oxide semiconductor field effect transistor are not turned on, and the output potential is equal to the high potential output by the high potential pin of the engine control unit.

[0019] Optionally, the resistance of the first resistor is 50Ω-1000Ω.

[0020] Optionally, the voltage signal output by the rotary transformer has angle information of 0°-N°, N / 2K=60, wherein N is a positive integer greater than or equal to 360, K is a positive integer, and the pseudo-square wave signal has 60 pulses.

[0021] In a second aspect, the present invention further provides a motor controller control method for determining the rotation angle of an engine crankshaft, comprising:

[0022] The crankshaft and the rotary transformer rotate synchronously, and the rotary transformer induces an alternating voltage and outputs a voltage signal;

[0023] The motor controller receives the voltage signal, analyzes the voltage signal, obtains an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit;

[0024] The engine control unit receives the pseudo square wave signal, and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal.

[0025] In a third aspect, the present invention further provides a vehicle, comprising the above-mentioned motor controller system having the function of determining the rotation angle of the engine crankshaft, and implementing the above-mentioned motor controller control method having the function of determining the rotation angle of the engine crankshaft.

[0026] Compared with the prior art, the motor controller system and method for determining the rotation angle of the engine crankshaft provided by the present invention achieves at least the following beneficial effects:

[0027] The present invention does not need to install a crankshaft position sensor on the flywheel of the fuel engine. Since the crankshaft of the fuel engine and the input shaft of the motor are the same shaft, the angle information induced by the rotary transformer installed on the motor is the same as the information of the engine crankshaft. The present invention outputs a voltage signal through the alternating voltage induced by the rotary transformer, and the motor controller receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends it to the engine control unit. The pseudo square wave signal is the signal of the simulated crankshaft position sensor, thereby determining the rotation angle of the crankshaft, thereby determining the position of the piston in the cylinder of the fuel engine, and controlling the timing of the engine to inject fuel and ignite. Compared with the prior art, the signal output from the motor controller is a digital signal, and the digital signal is sent to the engine control unit, and the engine control unit needs to add a corresponding analog-to-digital conversion unit to be able to determine the rotation angle of the crankshaft, and the engine control unit needs to be improved accordingly. The pseudo square wave signal of the present invention is a signal of a simulated crankshaft position sensor, so the pseudo square wave signal can be directly used by the engine control unit to control the timing of fuel injection and ignition of the engine, without adding improvements such as analog-to-digital conversion to the engine controller unit, thereby improving work efficiency. In addition, the present invention does not need to set a crankshaft position sensor on the flywheel of the crankshaft, thus saving the crankshaft position sensor, and of course, does not need to perform special processing on the teeth on the flywheel as a mark, thereby reducing costs.

[0028] Of course, any product implementing the present invention does not necessarily need to achieve all of the technical effects described above at the same time.

[0029] Further features and advantages of the present invention will become apparent from the following detailed description of exemplary embodiments of the present invention with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

[0031] Figure 1 It is a structural diagram of a motor controller system for determining the rotation angle of an engine crankshaft in the prior art;

[0032] Figure 2 It is a structural diagram of a motor controller system for determining the rotation angle of an engine crankshaft provided by the present invention;

[0033] Figure 3 is a structural diagram of a motor controller provided by the present invention;

[0034] Figure 4 It is a structural schematic diagram of a push-pull circuit provided by the present invention;

[0035] Figure 5 The present invention is a flow chart of a motor controller control method for determining the rotation angle of the engine crankshaft. DETAILED DESCRIPTION

[0036] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present invention unless otherwise specifically stated.

[0037] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.

[0038] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0039] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0040] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0041] Example 1

[0042] Reference Figure 2 , Figure 2 The motor controller system for determining the rotation angle of the engine crankshaft provided by the present invention is applied to an extended-range vehicle, which includes a fuel engine 10 and a motor 20.

[0043] The extended-range vehicle is also known as a series hybrid vehicle. On the basis of a pure electric vehicle, an internal combustion engine is added as an auxiliary power source. When the battery is low, the internal combustion engine starts and charges the battery or directly drives the motor 20, thereby extending the vehicle's range. The range extender is usually composed of core components such as the motor 20, the fuel engine 10 and the motor controller 50. Among them, the motor 20 plays an important role in converting mechanical energy into electrical energy and is a key component for the range extender to output electrical energy; the fuel engine 10 provides mechanical energy and is the "power source" of the range extender. It is usually in the form of an internal combustion engine and generates power by burning fuel; the motor controller 50 accurately controls the engine speed and output power to ensure that the motor 20 can stably output electrical energy and is intelligently adjusted according to the actual needs of the electric vehicle.

[0044] The motor controller system of this embodiment capable of determining the rotation angle of the engine crankshaft includes: a rotary transformer 40 , a motor controller 50 and an engine control unit 60 .

[0045] The rotary transformer 40 (resolver for short) is an electromagnetic sensor, which is mainly used for accurate measurement of the angular position and angular velocity of the motor 20. The working principle of the rotary transformer is based on the principle of electromagnetic induction. It usually consists of a stator (fixed part) that is fixed during installation and a rotor (rotating part) installed on the drive shaft. It can be regarded as a special transformer. When the rotor rotates, a changing magnetic field is generated in the stator, and then an alternating voltage is induced in the stator coil. After a series of processing circuits, the alternating voltage can be converted into a signal representing the rotor position and angular velocity.

[0046] The motor controller 50 (MCU) can convert the input electrical energy (such as direct current) into the electrical energy form required by the motor 20 (such as alternating current) to drive the motor 20 to work. It can collect motor control commands, motor speed, motor current and other signals, and through internal algorithm processing, realize precise control of the motor 20.

[0047] The engine control unit 60 (ECU) is a microcomputer controller for automobiles, also known as the "driving computer" or "on-board computer". It is responsible for controlling and managing various electronic systems of the automobile, such as the engine, transmission, brakes, steering, etc. The ECU receives input signals from various sensors, such as engine speed, vehicle speed, temperature, etc., processes them according to a predetermined program, and sends control signals to actuators (such as injectors, ignition coils, etc.) to achieve precise control of various systems of the automobile.

[0048] like Figure 2 As shown, in this embodiment, the crankshaft 90 of the fuel engine 10 and the input shaft of the motor 20 are the same shaft, the crankshaft has a flywheel 30, and the motor 20 is installed with a rotary transformer 40; the rotary transformer 40 is coupled to the motor controller 50, the crankshaft 90 and the rotor 201 of the motor 20 rotate synchronously, and the motor 20 drives the rotary transformer 40, and the rotary transformer 40 senses an alternating voltage and outputs a voltage signal;

[0049] The motor controller 50 is coupled to the rotary transformer 40 and the engine control unit 60, receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer 40, outputs a pseudo square wave signal according to the angle signal, and sends it to the engine control unit 60;

[0050] The engine control unit 60 is coupled to the motor controller 50 and the fuel engine 10 respectively. The engine control unit 60 receives the pseudo square wave signal, determines the rotation angle of the crankshaft 90 according to the pseudo square wave signal, determines the position of the piston in the cylinder 101 of the fuel engine 10, and thereby controls the engine to perform fuel injection and ignition.

[0051] Optionally, the crankshaft 90 of the fuel engine 10 and the input shaft of the motor 20 are the same rigid shaft, so the rotation of the crankshaft 90 and the rotation of the rotary transformer 40 are also synchronized, and thus the position information of the crankshaft 90 can be determined based on the position information of the rotary transformer 40 .

[0052] In some optional embodiments, the rotating transformer 40 includes a rotating part (not shown in the figure) and a fixed part (not shown in the figure). The rotating part of the rotating transformer 40 is installed on the rotor 201 of the motor 20, and the fixed part of the rotating transformer 40 is installed on the stator 202 of the motor 20 or the housing of the motor 20. The fixed part includes a fixed magnetic field and a stator coil. The motor 20 drives the rotating part of the rotating transformer 40 to rotate, and the stator coil in the fixed part of the rotating transformer 40 induces an alternating voltage.

[0053] The fixed part of the rotary transformer 40 includes an excitation coil, a sine coil and a cosine coil, and the optional part of the rotary transformer 40 includes an irregularly shaped metal rotor. The rotating part and the fixed part work together to generate and detect information on the rotation angle, speed and rotation direction.

[0054] The excitation coil is used as an input side coil to receive the AC excitation signal from the motor controller 50. The sine coil and the cosine coil are used as output side coils. They are spatially distributed at 90° and are used to generate sine and cosine signals related to the rotor position, that is, alternating voltages. After a series of processing circuits, the alternating voltage can be converted into signals representing the rotor position and angular velocity.

[0055] The metal rotor is fixed on the shaft of the drive motor 20 and rotates with the rotor of the motor 20. Its shape and position affect the signals generated in the sine and cosine coils.

[0056] Specifically, refer to Figure 3The motor controller 50 has a single-chip microcomputer 501, which emits a high-frequency sinusoidal signal (i.e., an excitation signal). When the high-frequency sinusoidal signal is passed into the rotating part (i.e., the rotor coil) of the rotary transformer 40, a voltage signal (i.e., a high-frequency induction signal) containing position information is induced in the fixed part (i.e., the stator coil). The single-chip microcomputer 501 performs analog-to-digital conversion on the voltage signal through an ADC analog-to-digital converter to generate position information. The single-chip microcomputer 501 has a decoding unit, which decodes the position information to obtain an angle signal corresponding to the position of the rotary transformer 40. Then, the single-chip microcomputer 501 extracts the position information from the angle signal and converts it into a square wave signal. This square wave signal is not obtained based on the crankshaft position sensor on the flywheel 30, but is simulated based on the induction signal of the rotary transformer 40, so it is called a pseudo-square wave signal. The pseudo-square wave signal is sent to the engine control unit 60, and the engine control unit 60 can determine the position of the crankshaft 90 and the position of the piston in the cylinder 101 of the fuel engine 10 according to the pseudo-square wave signal, and control the engine to inject fuel and ignite.

[0057] The present invention does not need to install a crankshaft position sensor on the flywheel 30 of the fuel engine 10. Since the crankshaft 90 of the fuel engine 10 and the input shaft of the motor 20 are the same shaft, the angle information induced by the rotary transformer 40 installed on the motor 20 is the same as the angle information of the crankshaft 90. The present invention outputs a voltage signal through the alternating voltage induced by the rotary transformer 40, and the motor controller 50 receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer 40, and outputs a pseudo square wave signal according to the angle signal, which is sent to the engine control unit 60. The pseudo square wave signal is the signal of the simulated crankshaft position sensor, thereby determining the rotation angle of the crankshaft 90, thereby determining the position of the piston in the cylinder 101 of the fuel engine 10, and controlling the timing of the engine to inject fuel and ignite. Compared with the prior art, the signal output from the motor controller is a digital signal, and the digital signal is sent to the engine control unit, and the engine control unit needs to add a corresponding analog-to-digital conversion unit to be able to determine the rotation angle of the crankshaft, and the engine control unit needs to be improved accordingly. The pseudo square wave signal of the present invention is a signal of a simulated crankshaft position sensor, so the pseudo square wave signal can be directly used by the engine control unit to control the timing of engine fuel injection and ignition. There is no need to add improvements such as analog-to-digital conversion to the engine controller unit, thereby improving work efficiency.

[0058] Of course, the present invention does not need to set a crankshaft position sensor on the flywheel 30, saving the crankshaft position sensor on the flywheel 30. In the prior art, the flywheel is provided with 60 tooth positions, 58 teeth are installed, and the remaining 2 positions are used as origins. The crankshaft position sensor is installed on the teeth. However, the present invention does not need to install a crankshaft position sensor, so there is no need to perform special treatment on the teeth on the flywheel 30 as a mark, thereby reducing costs.

[0059] Example 2

[0060] Reference Figure 2 , Figure 3 and Figure 4 The motor controller system of this embodiment, which has the function of determining the rotation angle of the engine crankshaft, is applied to an extended-range vehicle. The extended-range vehicle includes a fuel engine 10 and a motor 20.

[0061] The motor controller system of this embodiment capable of determining the rotation angle of the engine crankshaft includes: a rotary transformer 40 , a motor controller 50 and an engine control unit 60 .

[0062] like Figure 2 As shown, in this embodiment, the crankshaft 90 of the fuel engine 10 and the input shaft of the motor 20 are the same shaft, and the motor 20 is equipped with a rotary transformer 40;

[0063] The rotary transformer 40 is coupled to the motor controller 50 , the crankshaft 90 and the rotary transformer 40 rotate synchronously, the rotary transformer 40 senses an alternating voltage and outputs a voltage signal;

[0064] The motor controller 50 is coupled to the rotary transformer 40 and the engine control unit 60, receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer 40, outputs a pseudo square wave signal according to the angle signal, and sends it to the engine control unit 60;

[0065] The engine control unit 60 is coupled to the motor controller 50 and the fuel engine 10 respectively. The engine control unit 60 receives the pseudo square wave signal and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal.

[0066] Reference Figure 3 The motor controller 50 in this embodiment includes a single-chip microcomputer 501, which is coupled to the rotary transformer 40 respectively. The single-chip microcomputer 501 receives a voltage signal, analyzes the voltage signal, obtains an angle signal corresponding to the position of the rotary transformer 40, and outputs a pseudo square wave signal according to the angle signal.

[0067] Compared with the prior art, the signal output from the motor controller is a digital signal, and the digital signal is sent to the engine control unit, and the engine control unit needs to add a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, and the engine control unit needs to be improved accordingly. The pseudo-square wave signal of the present invention is a simulated crankshaft position sensor signal, so the pseudo-square wave signal can be directly used by the engine control unit to control the timing of fuel injection and ignition of the engine, without adding analog-to-digital conversion and other improvements to the engine controller unit, thereby improving work efficiency.

[0068] Reference Figure 3 The motor controller 50 in this embodiment also includes a push-pull circuit 502, which is coupled to the single-chip microcomputer 501 and the engine control unit 60 respectively, amplifies the angle signal sent to the engine control unit 60, and sends it to the engine control unit 60 to match the driving voltage of the engine control unit 60.

[0069] It can be understood that the single-chip microcomputer 501 analyzes the voltage signal output by the rotary transformer 40. The voltage signal output by the rotary transformer 40 includes a sine signal and a cosine signal. The sine signal and the cosine signal change with the change of the position of the rotating part in the rotary transformer 40, reflecting the rotation angle and rotation direction of the rotating part. For the single-chip microcomputer 501 used to analyze the sine and cosine signals, the single-chip microcomputer 501 contains a resolver encoder for analyzing the sine and cosine signals. By comparing the phase difference and amplitude of the two signals, the single-chip microcomputer 501 can calculate the rotation angle, speed and rotation direction of the rotor.

[0070] It is understandable that the driving power output by the single-chip microcomputer 501 is relatively weak, and the voltage of the single-chip microcomputer 501 is lower than the high-potential voltage VCC of the engine control unit 60. A push-pull circuit 502 is required to match the voltage of the engine control unit 60. Therefore, a push-pull circuit 502 is provided in the motor controller 50 to amplify the angle signal and send it to the engine control unit 60 to meet the driving requirements of the engine control unit 60.

[0071] Optional, see Figure 4 The push-pull circuit 502 includes: a metal oxide semiconductor field effect transistor MOS, a first resistor R1, and a second resistor R2, wherein:

[0072] The base of the metal oxide semiconductor field effect transistor MOS is electrically connected to the second end of the second resistor R2, the source of the metal oxide semiconductor field effect transistor MOS is grounded, and the drain of the metal oxide semiconductor field effect transistor MOS is electrically connected to the engine control unit 60 and the first end of the first resistor R1 respectively;

[0073] A first end of the first resistor R1 is electrically connected to a drain of the metal oxide semiconductor field effect transistor MOS, and a second end of the first resistor R1 is electrically connected to a high potential pin of the engine control unit 60;

[0074] A first end of the second resistor R2 is electrically connected to the single chip computer 501 , and a second end of the second resistor R2 is electrically connected to a gate of the metal oxide semiconductor field effect transistor MOS.

[0075] Specifically, the second resistor R2 is used to prevent oscillation, and of course also serves to limit current and provide protection:

[0076] First, there are parasitic inductances in the wiring from the single-chip computer 501 to the metal oxide semiconductor field effect transistor MOS and inside the metal oxide semiconductor field effect transistor MOS. At the same time, there are parasitic capacitances between the electrodes of the metal oxide semiconductor field effect transistor MOS. These components will form an LC low-pass filter circuit. When the frequency component of the driving signal is close to the resonant frequency of the circuit, resonance and oscillation may occur. The series resistor can provide damping to absorb these oscillation signals and prevent them from causing adverse effects on the circuit.

[0077] Secondly, the gate of the metal oxide semiconductor field effect transistor MOS is equivalent to a parasitic capacitor. When the metal oxide semiconductor field effect transistor MOS is turned on, the parasitic capacitor of the gate needs to be charged. This charging process will instantly generate a large current. If it is directly driven by the microcontroller 501, it may exceed the I / O port output capacity of the microcontroller 501 and even damage the microcontroller 501. Therefore, the second series resistor R2 can limit the charging current to prevent excessive current.

[0078] Thirdly, when the metal oxide semiconductor field effect transistor MOS is turned off, the parasitic capacitance of the gate needs to be discharged. If the discharge speed is too fast, an excessively large voltage spike may be generated, damaging the metal oxide semiconductor field effect transistor MOS. The presence of the second resistor R2 can slow down the discharge speed and protect the metal oxide semiconductor field effect transistor MOS from being broken down.

[0079] For the first resistor R1, when the source and drain of the metal oxide semiconductor field effect transistor MOS are not conducting, if the first resistor R1 is not set, the signal input to the engine control unit 60 is the high potential output by the high potential pin of the engine control unit 60. The high potential voltage is relatively large and may damage the engine control unit 60. The first resistor R1 connected in series can reduce the voltage to prevent the engine control unit 60 from being damaged by excessive voltage.

[0080] Optionally, the metal oxide semiconductor field effect transistor MOS is an N-type transistor. When the pseudo square wave signal is at a high potential, the source and drain of the metal oxide semiconductor field effect transistor MOS are turned on, and a low potential is output to the engine control unit 60; when the pseudo square wave signal is at a low potential, the source and drain of the metal oxide semiconductor field effect transistor MOS are not turned on, and the output potential is equal to the high potential output by the high potential pin of the engine control unit 60.

[0081] Specifically, the metal oxide semiconductor field effect transistor MOS is an N-type transistor. When the potential input to the gate of the metal oxide semiconductor field effect transistor MOS is a high potential, the metal oxide semiconductor field effect transistor MOS is turned on. When the potential input to the gate of the metal oxide semiconductor field effect transistor MOS is a low potential, the metal oxide semiconductor field effect transistor MOS is turned off.

[0082] Combination Figure 4 When the pseudo square wave signal output from the single chip computer 501 is at a high potential, the source and drain of the metal oxide semiconductor field effect transistor MOS are turned on, and a low potential is output to the engine control unit 60. Since the source of the metal oxide semiconductor field effect transistor MOS is grounded, a zero potential is output to the engine control unit 60.

[0083] Combination Figure 4 When the pseudo square wave signal output from the single-chip computer 501 is at a low potential, the source and drain of the metal oxide semiconductor field effect transistor MOS are not conducting, and the high potential output from the high potential pin of the engine control unit 60 passes through the first resistor R1 and is output back to the engine control unit 60. Optionally, the output potential is equal to the high potential output from the high potential pin of the engine control unit 60, so that the output drive voltage matches the engine control unit 60.

[0084] In some optional embodiments, the resistance of the first resistor R1 is 50Ω-1000Ω.

[0085] If the resistance of the first resistor R1 is too small, it cannot protect the circuit. If the resistance of the first resistor R1 is too large, the output potential is equal to the high potential of the engine control unit 60. After passing through the first resistor R1, the high voltage returned to the engine control unit 60 is too small. In this embodiment, the resistance of the first resistor R1 is 50Ω-1000Ω, which can protect the circuit without causing the high voltage returned to the engine control unit 60 to be too small.

[0086] In some optional embodiments, a flywheel is provided on the crankshaft, the flywheel has N tooth grooves and K gaps, N and K are both positive integers, and the pseudo square wave signal has N reference pulse signals and K 0-bit pulse signals.

[0087] For example, when the crankshaft position sensor adopts magnetic induction type and the flywheel on the crankshaft has 58 tooth slots, the crankshaft position sensor generates 58 reference pulse signals for each rotation of the crankshaft. These pulse signals are used by the engine control unit to calculate the engine speed and the position of the crankshaft. Two teeth are missing on the flywheel 30 to generate synchronization pulses (i.e., 0-bit pulses). These synchronization pulses are used to help the engine control unit identify specific crankshaft positions (such as the position of the top dead center of cylinders 1 and 4), thereby ensuring that the timing of ignition and injection is accurately controlled. The pseudo-square wave signal in the present invention is a square wave signal that simulates the crankshaft position sensor, so the pseudo-square wave signal has 58 reference pulse signals and 2 0-bit pulse signals.

[0088] The angle information of 0°-360° output by the rotary transformer 30 is used as an example for schematic explanation. The angle information is divided by 3 to obtain 120 angles. 120 level flips can form 60 pulses. Every 360°, i.e., one circle, 4 flips are prohibited to generate a zero-position signal, so as to generate a corresponding pseudo-square wave signal for the angle information of the rotary transformer 30.

[0089] Example 3

[0090] Combination Figure 5 This embodiment provides a motor controller control method for determining the rotation angle of an engine crankshaft, comprising:

[0091] S1, the crankshaft and the rotary transformer rotate synchronously, the rotary transformer senses an alternating voltage and outputs a voltage signal;

[0092] S2, the motor controller receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends it to the engine control unit;

[0093] S3, the engine control unit receives the pseudo square wave signal, and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal.

[0094] Specifically, in S1, the crankshaft of the fuel engine and the input shaft of the motor are the same rigid shaft, so the rotation of the crankshaft and the rotation of the rotary transformer of the motor are synchronous, and thus the position information of the crankshaft can be determined according to the position information of the rotary transformer;

[0095] In S2, the motor controller has a single-chip microcomputer, which sends out a high-frequency sinusoidal signal. When the high-frequency sinusoidal signal is passed into the rotating part of the rotary transformer, a voltage signal containing position information is induced in the fixed part. The single-chip microcomputer performs analog-to-digital conversion on the voltage signal through the ADC analog-to-digital converter to generate position information. The single-chip microcomputer has a decoding unit, which decodes the position information to obtain an angle signal corresponding to the position of the rotary transformer. The single-chip microcomputer then extracts the position information from the angle signal and converts it into a square wave signal. This square wave signal is not obtained based on the crankshaft position sensor on the flywheel, but is simulated based on the induction signal of the rotary transformer, so it is called a pseudo-square wave signal.

[0096] In S3, the pseudo square wave signal is sent to the engine control unit, and the engine control unit can control the engine to perform fuel injection and ignition according to the pseudo square wave signal.

[0097] The present invention does not need to install a crankshaft position sensor on the flywheel of the fuel engine. Since the crankshaft of the fuel engine and the input shaft of the motor are the same shaft, the angle information induced by the rotary transformer installed on the motor is the same as the position information of the engine crankshaft. The present invention outputs a voltage signal through the alternating voltage induced by the rotary transformer, and the motor controller receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer, and outputs a pseudo square wave signal according to the angle signal, which is sent to the engine control unit. The pseudo square wave signal is the signal of the simulated crankshaft position sensor, thereby determining the rotation angle of the crankshaft, thereby determining the position of the piston in the cylinder of the fuel engine, and controlling the timing of the engine to inject fuel and ignite. Compared with the prior art, the signal output from the motor controller is a digital signal, and the digital signal is sent to the engine control unit, and the engine control unit needs to be equipped with a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, and the engine control unit needs to be improved accordingly. The pseudo square wave signal of the present invention is a signal of a simulated crankshaft position sensor, so the pseudo square wave signal can be directly used by the engine control unit to control the timing of fuel injection and ignition of the engine, without adding improvements such as analog-to-digital conversion to the engine controller unit, thereby improving work efficiency. The present invention does not need to set a crankshaft position sensor on the flywheel, thus saving the crankshaft position sensor on the flywheel. In the prior art, the flywheel is provided with 60 tooth positions, 58 teeth, and the remaining 2 positions are used as the origin, and the crankshaft position sensor is installed on the teeth. However, the present invention does not need to install a crankshaft position sensor, so there is no need to perform special processing on the teeth on the flywheel as a mark, thereby reducing costs.

[0098] Example 4

[0099] This embodiment also provides a vehicle, including the above-mentioned motor controller system with the function of determining the rotation angle of the engine crankshaft, and implementing the above-mentioned motor controller control method with the function of determining the rotation angle of the engine crankshaft.

[0100] The vehicle of this embodiment has the beneficial effects of the above-mentioned motor controller system for determining the rotation angle of the engine crankshaft and the motor controller control method for determining the rotation angle of the engine crankshaft, which will not be repeated here.

[0101] It can be seen from the above embodiments that the motor controller system and method for determining the rotation angle of the engine crankshaft provided by the present invention achieve at least the following beneficial effects:

[0102] The present invention does not need to install a crankshaft position sensor on the flywheel of the fuel engine. Since the crankshaft of the fuel engine and the input shaft of the motor are the same shaft, the angle information induced by the rotary transformer installed on the motor is the same as the information of the engine crankshaft. The present invention outputs a voltage signal through the alternating voltage induced by the rotary transformer, and the motor controller receives the voltage signal, analyzes the voltage signal, obtains the angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends it to the engine control unit. The pseudo square wave signal is the signal of the simulated crankshaft position sensor, thereby determining the rotation angle of the crankshaft, thereby determining the position of the piston in the cylinder of the fuel engine, and controlling the timing of the engine to inject fuel and ignite. Compared with the prior art, the signal output from the motor controller is a digital signal, and the digital signal is sent to the engine control unit, and the engine control unit needs to add a corresponding analog-to-digital conversion unit to be able to determine the rotation angle of the crankshaft, and the engine control unit needs to be improved accordingly. The pseudo square wave signal of the present invention is a signal of a simulated crankshaft position sensor, so the pseudo square wave signal can be directly used by the engine control unit to control the timing of fuel injection and ignition of the engine, without adding improvements such as analog-to-digital conversion to the engine controller unit, thereby improving work efficiency. In addition, the present invention does not need to set a crankshaft position sensor on the flywheel of the crankshaft, thus saving the crankshaft position sensor, and of course, does not need to perform special processing on the teeth on the flywheel as a mark, thereby reducing costs.

[0103] Although some specific embodiments of the present invention have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present invention. It will be appreciated by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. A motor controller system for determining the rotation angle of an engine crankshaft, characterized in that: Applied to an extended-range vehicle, the extended-range vehicle includes a fuel engine and a motor, the system includes: a rotary transformer, a motor controller and an engine control unit, wherein: The crankshaft of the fuel engine and the input shaft of the motor are the same shaft, and the motor is equipped with the rotary transformer; The rotary transformer is coupled to the motor controller, the crankshaft and the rotary transformer rotate synchronously, and the rotary transformer senses an alternating voltage and outputs a voltage signal; The motor controller is coupled to the rotary transformer and the engine control unit, respectively, receives the voltage signal, analyzes the voltage signal, obtains an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends it to the engine control unit; The engine control unit is coupled to the motor controller and the fuel engine respectively. The engine control unit receives the pseudo square wave signal and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal.

2. The motor controller system for determining the engine crankshaft rotation angle according to claim 1, characterized in that: The crankshaft of the fuel engine and the input shaft of the motor are the same rigid shaft.

3. The motor controller system for determining the engine crankshaft rotation angle according to claim 1, characterized in that: The motor controller includes a single chip microcomputer, which is coupled to the rotary transformer. The single chip microcomputer receives the voltage signal, analyzes the voltage signal, and obtains an angle signal corresponding to the position of the rotary transformer.

4. The motor controller system for determining the engine crankshaft rotation angle according to claim 3, characterized in that: The motor controller also includes a push-pull circuit, wherein the push-pull circuit is coupled to the single-chip microcomputer and the engine control unit respectively, amplifies the angle signal sent to the engine control unit, and matches the driving voltage of the engine control unit.

5. The motor controller system for determining the engine crankshaft rotation angle according to claim 4, characterized in that: The push-pull circuit includes: a metal oxide semiconductor field effect transistor, a first resistor, and a second resistor, wherein: The gate of the metal oxide semiconductor field effect transistor is electrically connected to the second end of the second resistor, the source of the metal oxide semiconductor field effect transistor is grounded, and the drain of the metal oxide semiconductor field effect transistor is electrically connected to the engine control unit and the first end of the first resistor respectively; A first end of the first resistor is electrically connected to a drain of the metal oxide semiconductor field effect transistor, and a second end of the first resistor is electrically connected to a high potential pin of the engine control unit; A first end of the second resistor is electrically connected to the single chip computer, and a second end of the second resistor is electrically connected to a gate of the metal oxide semiconductor field effect transistor.

6. The motor controller system for determining the engine crankshaft rotation angle according to claim 5, characterized in that: The metal oxide semiconductor field effect transistor is an N-type transistor. When the pseudo square wave signal is at a high potential, the source and drain of the metal oxide semiconductor field effect transistor are turned on, and a low potential is output to the engine control unit. When the pseudo square wave signal is at a low potential, the source and drain of the metal oxide semiconductor field effect transistor are not turned on, and the output potential is equal to the high potential output by the high potential pin of the engine control unit.

7. The motor controller system for determining the engine crankshaft rotation angle according to claim 5, characterized in that: The resistance of the first resistor is 50Ω-1000Ω.

8. The motor controller system for determining the engine crankshaft rotation angle according to claim 1, characterized in that: The crankshaft is provided with a flywheel, the flywheel has N tooth grooves and K gaps, N and K are positive integers, and the pseudo square wave signal includes N reference pulse signals and K 0-bit pulse signals.

9. A method for controlling a motor controller for determining the rotation angle of an engine crankshaft, characterized in that: include: The crankshaft and the rotary transformer rotate synchronously, and the rotary transformer induces an alternating voltage and outputs a voltage signal; The motor controller receives the voltage signal, analyzes the voltage signal, obtains an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit; The engine control unit receives the pseudo square wave signal, and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal.

10. A vehicle, characterized in that: The invention comprises a motor controller system for determining the rotation angle of the engine crankshaft as described in any one of claims 1 to 8, and implements a motor controller control method for determining the rotation angle of the engine crankshaft as described in claim 9.

Images