Apparatus, method and vehicle for engine firing and injection acquisition

Abstract

The application provides an engine ignition and injection collection device, method and vehicle. The device comprises a source signal detection unit, a voltage collection unit, an ignition and injection collection unit and a control unit. The source signal detection unit is electrically connected with the voltage collection unit. The control unit is electrically connected with the source signal detection unit, the voltage collection unit and the ignition and injection collection unit respectively. The voltage collection unit is used for collecting an injection voltage signal or an ignition voltage signal. The control unit is used for inputting the injection voltage signal or the ignition voltage signal into the ignition and injection collection unit and inputting an engine reference phase signal into the ignition and injection collection unit. The ignition and injection collection unit is used for determining an injection characteristic parameter according to the injection voltage signal and the engine reference phase signal and determining an ignition characteristic parameter according to the ignition voltage signal and the engine reference phase signal. The scheme solves the problem of low engine ignition and injection parameter collection efficiency in the prior art.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more specifically, to an engine ignition and injection acquisition device, an engine ignition and injection acquisition method, an engine ignition and injection feature acquisition device, and a vehicle. Background Technology

[0002] In modern engines, the electronic control unit (ECU) plays a central role. The ECU receives signals from multiple sensors (such as speed sensors, crankshaft position sensors, and throttle position sensors), calculates and executes complex control strategies, enabling the engine to achieve optimal performance, fuel economy, and emission standards under various operating conditions. However, with the increasing complexity of ECU control logic, the accurate measurement and analysis of engine ignition and injection parameters has become even more critical.

[0003] Traditional engine ignition and injection parameter measurements often rely on manual analysis using an external oscilloscope in conjunction with the engine's operating status. In other words, an oscilloscope is needed to determine the relative position of the waveform and phase to determine the advance angle and ignition timing. This method is inefficient, greatly affects the work progress, and cannot obtain the correct injection advance angle and ignition timing quickly, seriously affecting the smooth progress of engine ECU testing. Summary of the Invention

[0004] The main objective of this application is to provide an engine ignition and injection acquisition device, an engine ignition and injection acquisition method, an engine ignition and injection feature acquisition device and vehicle, so as to at least solve the problem of low efficiency in engine ignition and injection parameter acquisition in the prior art.

[0005] To achieve the above objectives, according to one aspect of this application, an engine ignition and injection acquisition device is provided, comprising: a source signal detection unit, a voltage acquisition unit, an ignition-injection acquisition unit, and a control unit. The source signal detection unit is electrically connected to the voltage acquisition unit, and the control unit is electrically connected to the source signal detection unit, the voltage acquisition unit, and the ignition-injection acquisition unit respectively. The signal detected by the source signal detection unit is a source injection signal or a source ignition signal. The voltage acquisition unit is used to acquire the injection voltage signal or the ignition voltage signal. The control unit is used to input the injection voltage signal or the ignition voltage signal to the ignition-injection acquisition unit and to input an engine reference phase signal to the ignition-injection acquisition unit. The ignition-injection acquisition unit is used to determine injection characteristic parameters based on the injection voltage signal and the engine reference phase signal, and to determine ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal. The injection characteristic parameters include an injection advance angle and an injection ignition time. The ignition characteristic parameters include an ignition advance angle and an ignition ignition time.

[0006] Optionally, the voltage acquisition unit includes a first relay module, a second relay module, a current-to-voltage conversion module, and a voltage acquisition module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of a wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-to-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit.

[0007] Optionally, the first relay module includes a first relay and a first I / O output board. The first relay includes a first coil and a first contact. The input terminal of the first I / O output board is electrically connected to the first signal output terminal of the control unit, and the output terminal of the first I / O output board is electrically connected to the coil of the first relay. The second relay module includes a second relay and a second I / O output board. The second relay includes a second coil and a second contact. The input terminal of the second I / O output board is electrically connected to the second signal output terminal of the control unit, and the output terminal of the second I / O output board is electrically connected to the coil of the second relay.

[0008] According to another aspect of this application, a method for engine ignition and injection acquisition is provided, which is applied to any of the aforementioned engine ignition and injection acquisition devices. The method includes: if a control unit receives an injection voltage signal from a voltage acquisition unit, inputting the injection voltage signal and an engine reference phase signal to an ignition and injection acquisition unit, so that the ignition and injection acquisition unit determines injection characteristic parameters based on the injection voltage signal and the engine reference phase signal, the injection characteristic parameters including injection advance angle and injection ignition time; if the control unit receives an ignition voltage signal from the voltage acquisition unit, inputting the ignition voltage signal to the ignition and injection acquisition unit, and inputting the engine reference phase signal to the ignition and injection acquisition unit, so that the ignition and injection acquisition unit determines ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal, the ignition characteristic parameters including ignition advance angle and ignition ignition time.

[0009] Optionally, the voltage acquisition unit includes a first relay module, a second relay module, and a current-to-voltage conversion module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of a wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-to-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit. The method further includes: if the signal received by the control unit from the source signal detection unit is a source signal... If the injection signal is received by the control unit, the control unit controls the movable end of the first contact of the first relay to connect to the first end of the current-to-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the injection voltage signal; if the signal received by the control unit from the source signal detection unit is the source ignition signal, the control unit controls the movable end of the first contact of the first relay to connect to the first end of the wire connected in parallel with the current-to-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the ignition voltage signal.

[0010] Optionally, the method further includes: the control unit generating the engine reference phase signal based on the engine's expected operating parameters, the engine reference phase signal including a crankshaft reference phase signal and a camshaft reference phase signal, and the engine's expected operating parameters including expected operating speed, expected operating rotational speed, and expected operating power.

[0011] Optionally, if the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines injection characteristic parameters based on the injection voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection energization time. This includes: if the control unit receives the injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit performs amplitude reduction processing on the injection voltage signal to obtain a reduced injection voltage signal, determines the injection advance angle based on the relative position of the rising edge and / or falling edge of the reduced injection voltage signal and the engine reference phase signal, and determines the injection energization time based on the high-level duration of the injection voltage signal.

[0012] Optionally, the amplitude of the reduced injection voltage signal is 20% of the amplitude of the injection voltage signal.

[0013] Optionally, after controlling the movable end of the second contact of the second relay module to be movably connected to the input terminal of the voltage acquisition module, the method further includes: after the control unit controls the movable end of the second contact of the second relay module to be connected to the input terminal of the voltage acquisition module for a preset duration, the control unit controls the movable end of the second contact of the second relay module to be connected to the input terminal of the ignition injection acquisition unit.

[0014] According to another aspect of this application, an engine ignition and injection characteristic acquisition device is provided, comprising a first control unit and a second control unit. The first control unit is configured to, if the control unit receives an injection voltage signal from a voltage acquisition unit, input the injection voltage signal and an engine reference phase signal to an ignition and injection acquisition unit, so that the ignition and injection acquisition unit determines injection characteristic parameters based on the injection voltage signal and the engine reference phase signal, the injection characteristic parameters including injection advance angle and injection ignition time. The second control unit is configured to, if the control unit receives an ignition voltage signal from the voltage acquisition unit, input the ignition voltage signal to the ignition and injection acquisition unit, and input the engine reference phase signal to the ignition and injection acquisition unit, so that the ignition and injection acquisition unit determines ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal, the ignition characteristic parameters including ignition advance angle and ignition ignition time.

[0015] According to another aspect of this application, a vehicle is provided, including an engine and any of the aforementioned engine ignition and injection collection devices.

[0016] The technical solution of this application provides an engine ignition and injection acquisition device comprising a source signal detection unit, a voltage acquisition unit, an ignition and injection acquisition unit, and a control unit. The source signal detection unit is electrically connected to the voltage acquisition unit, and the control unit is electrically connected to the source signal detection unit, the voltage acquisition unit, and the ignition and injection acquisition unit respectively. The signal detected by the source signal detection unit is either a source injection signal or a source ignition signal. The voltage acquisition unit is used to acquire the injection voltage signal or the ignition voltage signal. The control unit is used to input the injection voltage signal or the ignition voltage signal to the ignition and injection acquisition unit, and to input the engine reference phase signal to the ignition and injection acquisition unit. The ignition and injection acquisition unit is used to determine injection characteristic parameters based on the injection voltage signal and the engine reference phase signal, and to determine ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection ignition time. The ignition characteristic parameters include the ignition advance angle and the ignition ignition time. This solution shortens the parameter acquisition time, improves the accuracy and efficiency of the test, and thus solves the problem of low efficiency in engine ignition and injection parameter acquisition in the prior art. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 A schematic diagram of a device for performing engine ignition and injection sampling according to an embodiment of this application is shown;

[0019] Figure 2 A schematic flowchart of an engine ignition and injection acquisition method according to an embodiment of this application is shown.

[0020] Figure 3 A schematic diagram of an engine ignition and injection sampling method according to an embodiment of this application is shown;

[0021] Figure 4 A flowchart illustrating a specific engine ignition and injection acquisition method according to an embodiment of this application is shown;

[0022] Figure 5 A structural block diagram of an engine ignition and injection feature acquisition device according to an embodiment of this application is shown.

[0023] The above figures include the following reference numerals:

[0024] 01. Engine ignition and injection acquisition device; 10. Source signal detection unit; 20. Voltage acquisition unit; 30. Ignition and injection acquisition unit; 40. Control unit. Detailed Implementation

[0025] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] As described in the background section, the prior art determines the advance angle and ignition time by using an oscilloscope to determine the relative position of the waveform and phase. This method is inefficient and cannot quickly obtain the correct injection advance angle and ignition time, which seriously affects the smooth progress of engine ECU testing. In order to solve the problem of low efficiency in engine ignition and injection parameter acquisition in the prior art, the embodiments of this application provide an engine ignition and injection acquisition device, an engine ignition and injection acquisition method, an engine ignition and injection feature acquisition device, and a vehicle.

[0029] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0030] like Figure 1As shown, the engine ignition and injection acquisition device 01 of this embodiment includes a source signal detection unit 10, a voltage acquisition unit 20, an ignition and injection acquisition unit 30, and a control unit 40. The source signal detection unit 10 is electrically connected to the voltage acquisition unit 20, and the control unit 40 is electrically connected to the source signal detection unit 10, the voltage acquisition unit 20, and the ignition and injection acquisition unit 30, respectively. The signal detected by the source signal detection unit is a source injection signal or a source ignition signal. The voltage acquisition unit is used to acquire the injection voltage signal or the ignition voltage signal. The control unit is used to input the injection voltage signal or the ignition voltage signal to the ignition and injection acquisition unit and to input the engine reference phase signal to the ignition and injection acquisition unit. The ignition and injection acquisition unit is used to determine injection characteristic parameters based on the injection voltage signal and the engine reference phase signal, and to determine ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection ignition time. The ignition characteristic parameters include the ignition advance angle and the ignition ignition time.

[0031] Specifically, the source signal detection unit detects and receives source injection signals or source ignition signals from the engine, and identifies the signal type, i.e., whether it is an injection signal or an ignition signal, providing basic information for subsequent processing. When the source signal detection unit detects an injection or ignition signal, the voltage acquisition unit converts the signal into an injection voltage signal or an ignition voltage signal and acquires it, ensuring that the signal can be processed by subsequent units in voltage form, improving signal stability and analyzability. The ignition injection acquisition unit is the core of the entire device, receiving injection voltage signals or ignition voltage signals from the voltage acquisition unit, as well as engine reference phase signals from the control unit. By comparing and analyzing the voltage signals with the reference phase signals, the ignition injection acquisition unit can automatically identify and determine injection characteristic parameters (injection advance angle and injection ignition time) and ignition characteristic parameters (ignition advance angle and ignition ignition time). The key to this process is using the phase signal input from the control unit as a reference and synchronously analyzing it with the actually acquired voltage signal, thereby achieving accurate measurement of the advance angle and ignition time. The control unit controls the signal flow between the source signal detection unit and the voltage acquisition unit, and inputs the voltage signal and reference phase signal acquired by the voltage acquisition unit to the ignition injection acquisition unit to start the parameter measurement process.

[0032] Through the coordinated operation of the aforementioned source signal detection unit, voltage acquisition unit, ignition and injection acquisition unit, and control unit, the engine ignition and injection acquisition device of this application can automatically identify and measure the advance angle and power-on time of engine ignition and injection without relying on traditional manual oscilloscope measurements, thus shortening the parameter acquisition time and improving the efficiency of engine ignition and injection parameter acquisition, thereby improving the accuracy and efficiency of engine testing.

[0033] Furthermore, the voltage acquisition unit includes a first relay module, a second relay module, a current-to-voltage conversion module, and a voltage acquisition module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of a wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-to-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit.

[0034] Specifically, the fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit to receive the source injection signal or the source ignition signal; the movable end of the first contact of the first relay module has two possible connection states. One is that when the detected signal is an injection signal, the movable end will be connected to the first end of the current-to-voltage conversion module, so that the injection current signal can be processed by the current-to-voltage conversion module and converted into a voltage signal that is easy to analyze. The other is that if the detected signal is an ignition signal, the movable end is connected to the first end of the wire in parallel with the current-to-voltage conversion module, keeping the voltage characteristics of the ignition signal unchanged, and directly performing subsequent processing.

[0035] Understandably, the current-to-voltage conversion module is used to process the injection signal. Since the injection signal is a current signal, when the injection signal is detected, the active terminal of the first contact of the first relay module is connected to the first terminal of the current-to-voltage conversion module. The injection signal is processed by the current-to-voltage conversion module and converted into a voltage signal for subsequent signal analysis and parameter measurement.

[0036] The fixed terminal of the second contact of the second relay module is connected to the second terminal of the current-to-voltage conversion module to receive voltage signals. The movable terminal of the second contact of the second relay module can be selectively connected to the input terminal of the voltage acquisition module or the input terminal of the ignition injection acquisition unit. This design allows the control unit to dynamically control the signal flow according to test requirements. That is, when voltage amplitude acquisition is required, the second contact of the second relay module is connected to the voltage acquisition module; while when advance angle and energization time are measured, the signal is guided to the ignition injection acquisition unit.

[0037] Through the design of the aforementioned relay module and current-to-voltage conversion module, intelligent identification and conversion of injection and ignition signals, as well as automated acquisition and analysis of voltage signals, are achieved, thereby significantly improving the efficiency and accuracy of engine ignition and injection parameter acquisition. This flexibility and automated processing capability are not available in traditional manual oscilloscope measurements, and have a significant improvement effect on engine performance testing and fault diagnosis.

[0038] Furthermore, the first relay module includes a first relay and a first I / O output board. The first relay includes a first coil and a first contact. The input terminal of the first I / O output board is electrically connected to the first signal output terminal of the control unit, and the output terminal of the first I / O output board is electrically connected to the coil of the first relay. The second relay module includes a second relay and a second I / O output board. The second relay includes a second coil and a second contact. The input terminal of the second I / O output board is electrically connected to the second signal output terminal of the control unit, and the output terminal of the second I / O output board is electrically connected to the coil of the second relay.

[0039] Specifically, the first relay module includes a first relay and a first I / O output board. The first relay includes a first coil and a first contact. The input terminal of the first I / O output board is connected to the first signal output terminal of the control unit, and the output terminal of the first I / O output board is connected to the coil of the first relay. This design allows the control unit to output control signals to the first I / O output board, thereby controlling the first relay coil to be energized or de-energized, adjusting the state of the first contact, and thus flexibly controlling the path of the injection or ignition signal, selectively directing the injection or ignition signal to the current-to-voltage conversion module or directly outputting a voltage signal.

[0040] The second relay module includes a second relay and a second I / O output board. Its working principle is similar to the first relay module, but its function focuses on controlling the voltage signal acquisition path. The second relay includes a second coil and a second contact. The input terminal of the second I / O output board is connected to the second signal output terminal of the control unit, and the output terminal of the second I / O output board is connected to the coil of the second relay. When the control unit sends a control signal to the second I / O output board, the coil of the second relay is energized, causing the second contact to conduct, transmitting the converted voltage signal or the direct voltage signal to the voltage acquisition module for amplitude acquisition. In the non-conducting state, the signal is directed to the ignition injection acquisition unit for measuring the advance angle and energization time.

[0041] The above relay control design not only enhances the flexibility of the device, enabling it to automatically select the appropriate signal processing path according to different signal types and testing requirements, but also achieves precise control of the relay status through the integrated control of the control unit and the IO output board, ensuring the accuracy and efficiency of signal conversion and acquisition, and providing a technical foundation for the rapid and accurate acquisition of engine ignition and injection characteristic parameters.

[0042] This application also provides a method for engine ignition and injection sampling, which can be applied to any of the aforementioned engine ignition and injection sampling devices, such as... Figure 2 As shown, the method includes the following steps:

[0043] Step S201: If the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit so that the ignition injection acquisition unit determines the injection characteristic parameters based on the injection voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection energization time.

[0044] Specifically, when the control unit detects that the signal received from the voltage acquisition unit is an injection voltage signal, it inputs this injection voltage signal along with a pre-prepared engine reference phase signal to the ignition injection acquisition unit. The ignition injection acquisition unit then calculates injection characteristic parameters, including the injection advance angle and injection energization time, based on the relative positions of the injection voltage signal and the reference phase signal. This process essentially determines the degree of advance of the injection event relative to a specific engine phase point, and the energization duration of the injector solenoid valve, by comparing the waveform changes of the voltage signal with the phase information during engine operation. These two parameters are crucial for engine performance optimization.

[0045] Step S202: If the control unit receives an ignition voltage signal from the voltage acquisition unit, it inputs the ignition voltage signal to the ignition injection acquisition unit and inputs the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal. The ignition characteristic parameters include ignition advance angle and ignition energization time.

[0046] Specifically, when the control unit identifies the signal received from the voltage acquisition unit as an ignition voltage signal, it also sends the ignition voltage signal and the engine reference phase signal to the ignition injection acquisition unit. At this time, the ignition injection acquisition unit determines the ignition characteristic parameters, including the ignition advance angle and ignition timing, based on the relationship between the ignition voltage signal and its corresponding engine phase. Unlike the injection signal, the determination of the characteristic parameters of the ignition signal focuses on the degree of advance of the spark plug discharge relative to a specific engine phase, as well as the duration of the spark plug discharge. This is crucial for engine ignition timing control and combustion efficiency optimization.

[0047] Through the above processing steps, this method significantly simplifies the traditional manual measurement process of engine ignition and injection parameters, achieving real-time and automated data acquisition, and greatly improving testing efficiency and data accuracy. It avoids the misreading and delays common in manual oscilloscope measurements, ensuring the accurate determination of injection and ignition parameters.

[0048] In some specific embodiments, the voltage acquisition unit includes a first relay module, a second relay module, and a current-to-voltage conversion module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of a wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-to-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit. The method further includes: if the control unit receives a signal from the source signal detection unit... If the signal received by the control unit from the source signal detection unit is a source ignition signal, then the control unit controls the movable end of the first contact of the first relay to connect to the first end of the current-to-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the injection voltage signal; if the signal received by the control unit from the source signal detection unit is a source ignition signal, then the control unit controls the movable end of the first contact of the first relay to connect to the first end of the wire connected in parallel with the current-to-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the ignition voltage signal.

[0049] Specifically, when the control unit recognizes the signal received from the source signal detection unit as a source injection signal, it adjusts the active terminal of the first contact of the first relay module to connect it to the first terminal of the current-to-voltage conversion module. Simultaneously, the control unit controls the active terminal of the second relay module to connect to the input terminal of the voltage acquisition module. This series of actions triggers the injection current signal to be converted into an injection voltage signal by the current-to-voltage conversion module, which is then captured by the voltage acquisition module. The injection voltage signal acquired by the voltage acquisition module and the engine reference phase signal from the control unit are input together to the ignition injection acquisition unit for calculating injection characteristic parameters.

[0050] When the source signal detection unit feeds back the source ignition signal to the control unit, the control unit adjusts the movable end of the first contact to connect to the first end of the wire in parallel with the current-to-voltage conversion module, bypassing the current-to-voltage conversion step, since the ignition signal is already in voltage form and requires no conversion. Simultaneously, the control unit controls the movable end of the second contact to connect to the input terminal of the voltage acquisition module. The ignition voltage signal is captured by the voltage acquisition module and input along with the engine reference phase signal to the ignition injection acquisition unit for measuring ignition characteristic parameters.

[0051] In this way, the signal path and conversion logic can be intelligently adjusted when different types of signals are detected. This not only simplifies the acquisition process but also improves the accuracy and efficiency of signal acquisition. It ensures a rapid response when faced with complex and ever-changing control signals from the engine, effectively supporting the optimization of engine performance and fault diagnosis.

[0052] In some embodiments, the method further includes: the control unit generating the engine reference phase signal based on the engine's expected operating parameters, the engine reference phase signal including a crankshaft reference phase signal and a camshaft reference phase signal, and the engine's expected operating parameters including expected operating speed, expected operating rotational speed and expected operating power.

[0053] Specifically, the control unit generates an engine reference phase signal based on preset expected engine operating parameters, including expected operating speed, expected operating RPM, and expected operating power. This means that during testing, the control unit can generate a matching phase signal based on preset operating conditions of the engine under specific operating conditions, serving as a time reference for ignition and injection events.

[0054] The crankshaft reference phase signal reflects the angular information of the engine crankshaft rotation and is crucial for determining the relationship between ignition and injection events and the engine piston motion. Since crankshaft rotation directly affects the cylinder pressure and temperature changes, thus influencing ignition and injection timing, the generation and use of the crankshaft reference phase signal are essential, providing an accurate time reference for measuring the characteristic parameters of ignition and injection. The camshaft is a vital component controlling the opening and closing of intake and exhaust valves; its phase signal reveals the timing of valve opening and closing, indirectly affecting the efficiency and emissions of ignition and injection events. Accurate generation and utilization of the camshaft phase signal helps evaluate engine performance indicators under more comprehensive operating conditions.

[0055] Parameters such as expected operating speed, expected operating RPM, and expected operating power not only guide the actual operation of the engine but also form the basis for generating the reference phase signal. Setting these parameters can simulate the engine's operating state under different conditions, such as idling, acceleration, and maximum power output. Through precise control of the reference phase signal, the ignition injection acquisition unit can more accurately identify and calculate the injection advance angle, injection ignition timing, ignition advance angle, and ignition ignition timing.

[0056] In summary, by introducing a mechanism in which the control unit generates crankshaft and camshaft reference phase signals based on expected operating parameters, the effectiveness and applicability of engine ignition and injection acquisition methods have been further improved. This enables accurate analysis of engine control signals under various operating conditions, providing richer and more accurate data support for engine performance optimization and fault diagnosis.

[0057] Furthermore, if the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines injection characteristic parameters based on the injection voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection energization time. This includes: if the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit performs amplitude reduction processing on the injection voltage signal to obtain a reduced injection voltage signal, determines the injection advance angle based on the relative position of the rising edge and / or falling edge of the reduced injection voltage signal and the engine reference phase signal, and determines the injection energization time based on the high-level duration of the injection voltage signal.

[0058] Specifically, firstly, after receiving the injection voltage signal forwarded by the control unit, the ignition injection acquisition unit performs a certain amplitude reduction processing on the signal to generate a reduced-amplitude injection voltage signal. This processing step aims to reduce the signal amplitude, which is helpful for subsequent signal analysis and feature parameter extraction. Especially in high-noise or interference environments, amplitude reduction processing can improve signal clarity and reduce measurement errors. Next, the ignition injection acquisition unit analyzes the relative position of the rising or falling edge of the reduced-amplitude injection voltage signal with the corresponding edge of the engine reference phase signal to determine the injection advance angle. The injection advance angle refers to the angular difference between the time point when the injector begins to operate and the indicator of the engine reference phase signal. By comparing the timing of the signal edges, the advance degree of the injector in the engine cycle can be accurately calculated, which is crucial for optimizing the engine's fuel injection timing, improving combustion efficiency, and reducing emissions.

[0059] The injection energizing time, or the energizing time of the injector solenoid valve, is determined by measuring the duration of the injection voltage signal at a high level. During injection, when the injector receives the drive signal, its voltage remains at a high level until injection ends. The ignition injection acquisition unit can accurately measure the injection energizing time by monitoring the duration of this high-level state. This is of great significance for evaluating the injector's response speed and control accuracy, as well as the overall engine's fuel economy and emissions performance.

[0060] Similarly, if the signal received by the control unit from the voltage acquisition unit is the ignition voltage signal, the ignition voltage signal and the engine reference phase signal are input to the ignition injection acquisition unit. This allows the ignition injection acquisition unit to perform amplitude reduction processing on the ignition voltage signal to obtain a reduced ignition voltage signal. The ignition advance angle is determined based on the relative positions of the rising and / or falling edges of the reduced ignition voltage signal and the engine reference phase signal. The ignition timing is determined based on the high-level duration of the ignition voltage signal. The principle is similar to the determination of the injection advance angle and injection timing, and will not be elaborated further here.

[0061] Through the above steps, in-depth analysis of injection voltage signals and ignition voltage signals and automated extraction of characteristic parameters are achieved, which not only improves the accuracy of the data, but also simplifies the operation process and enhances the efficiency and reliability of the test.

[0062] In this embodiment, the amplitude of the reduced injection voltage signal is 20% of the original injection voltage signal amplitude. This is the principle for setting the amplitude of the reduced injection voltage signal, meaning its amplitude is 20% of the original injection voltage signal amplitude. This setting aims to optimize the signal processing and improve the accuracy and reliability of injection characteristic parameter measurements. The original injection voltage signal is the voltage signal output by the engine's electronic control unit when the injector is operating. It typically has a high voltage amplitude to ensure the injector can be reliably driven. To facilitate more refined signal analysis by the ignition injection acquisition unit, especially in determining the injection advance angle, the original injection voltage signal is adjusted, reducing its amplitude to 20% of its original value. This processing step reduces the potentially excessively large voltage signal to a more controllable and analyzable range. Simultaneously, the lower signal amplitude helps reduce signal interference and distortion that may result from high voltage, ensuring signal stability and measurement accuracy.

[0063] Similarly, if the received signal is an ignition voltage signal, the amplitude of the aforementioned reduced injection voltage signal is 20% of the amplitude of the aforementioned ignition voltage signal.

[0064] By reducing the amplitude of the injection voltage signal or ignition voltage signal to 20% of its original value, the ignition injection acquisition unit can more effectively detect the edge of the signal, thereby determining the injection advance angle and ignition advance angle. It also facilitates the measurement of injection power-on time and ignition power-on time, enhancing the applicability of the acquisition method and the reliability of the test results.

[0065] After acquiring the voltage amplitudes of the injection voltage and ignition voltage signals, traditional threshold settings are typically fixed percentages, such as the aforementioned 20%. However, different engine models may exhibit significantly different fluctuation ranges in their injection and ignition voltage signals under varying operating conditions. A fixed percentage threshold setting may sometimes fail to meet the precise measurement requirements in all situations. This embodiment introduces an intelligent adaptive threshold adjustment algorithm. This algorithm dynamically adjusts the threshold of the ignition and injection acquisition board based on the current engine operating state (such as engine speed, load, ambient temperature, etc.) and historical measurement data. For example, if the engine is operating under high load, the amplitude of the injection voltage signal may increase significantly. In this case, the algorithm will correspondingly increase the threshold to avoid false triggering of the signal. Conversely, under low load or cold start conditions, the algorithm will decrease the threshold to ensure accurate capture of even weak signals. This adaptive algorithm can better adapt to various complex engine operating conditions, improving the accuracy and consistency of characteristic parameter measurements.

[0066] After controlling the movable end of the second contact of the second relay module to be movably connected to the input terminal of the voltage acquisition module, the method further includes: after the control unit controls the movable end of the second contact of the second relay module to be connected to the input terminal of the voltage acquisition module for a preset duration, the control unit controls the movable end of the second contact of the second relay module to be connected to the input terminal of the ignition injection acquisition unit.

[0067] Specifically, after the active end of the second contact is connected to the input end of the voltage acquisition module, the control unit continuously monitors the duration of this connection. When the connection duration reaches a preset duration, the control unit changes the connection state of the active end of the second contact, switching it from the input end of the voltage acquisition module to the input end of the ignition injection acquisition unit. The preset duration is set considering signal stability, acquisition integrity, and the needs of subsequent signal processing. For example, for injection voltage and ignition voltage signals, the preset duration needs to be long enough to ensure the acquisition of complete signal waveforms, but not too long to avoid affecting the real-time performance of data processing. The preset duration comprehensively considers factors such as engine operating status, signal type, and test environment to achieve the best signal acquisition effect. By controlling the connection state of the active end of the second relay module contact, the control unit realizes the automated switching of signals from the voltage acquisition module to the ignition injection acquisition unit. This mechanism not only simplifies the testing process and reduces errors from manual operation, but also ensures the continuity and accuracy of data acquisition, improving the automation level and reliability of engine ignition and injection acquisition methods.

[0068] In engine testing, besides ignition and injection signals, many other sensor data (such as temperature, pressure, and oxygen sensor readings) are crucial for assessing the overall performance and health of the engine. However, traditional methods often focus only on measuring individual signals, neglecting the correlation and complementarity between sensor data. This embodiment integrates data from multiple sensors and utilizes advanced data analysis techniques (such as machine learning models) to identify abnormal patterns in ignition and injection signals. For example, if the ignition advance angle suddenly deviates from the normal range, or if the injection timing is mismatched with the current engine load, the system can quickly detect and issue an alarm, alerting the operator to potential engine performance problems. Furthermore, the system can predict future problems based on trends in sensor data, providing early warnings for preventative engine maintenance.

[0069] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the engine ignition and injection acquisition method of this application will be described in detail below with reference to specific embodiments.

[0070] This embodiment relates to a specific method for engine ignition and injection data acquisition; see the schematic diagram below. Figure 3 The flowchart is as follows Figure 4 As shown, firstly, the ignition or injection wiring harness is connected to determine if it is an injection signal. If it is, the first I / O output board controls the first relay to turn on (the first contact K1 is connected to the current-to-voltage conversion module), converting the injection current signal into a voltage signal. If it is not an injection signal, it is an ignition signal, and the ignition signal directly outputs voltage. Next, the ignition-injection acquisition unit is configured, injecting a phase waveform, with the engine running or the speed signal input to the electronic control unit (ECU). Then, the second I / O output board controls the second relay to turn on (the second contact K2 is connected to the voltage acquisition module), connecting the voltage signal to the voltage acquisition module to obtain the current waveform voltage amplitude. 20% of the obtained amplitude is set as the threshold for the ignition-injection acquisition unit. The firing order of the currently connected wiring harness is set, and the second I / O output board controls the second relay to turn off (the second contact K2 is connected to the ignition-injection acquisition unit), allowing the ignition-injection acquisition unit to obtain the advance angle and ignition timing.

[0071] In the above process, the ignition or injection wiring harness must first be connected to the test device. Then, it must be determined whether the connected signal is an injection signal or an ignition signal. This determination is crucial for selecting the subsequent signal processing path. If the determination is an injection signal, the first IO output board is set to 1, thereby closing the first contact K1 of the first relay, connecting it to the current-to-voltage conversion module. In this way, the injection signal, originally in current form, is converted into a voltage signal for easier processing by the current-to-voltage conversion module. If the signal is not an injection signal, it is an ignition signal. In this case, no current-to-voltage conversion is needed; the ignition signal can be directly output as a voltage signal. After confirming the signal type and selectively performing voltage conversion, the next step is to configure the ignition-injection acquisition unit, including setting its operating parameters and injecting the corresponding phase waveform. Next, the engine can be started for actual operation testing, or a simulated engine speed signal can be input to the electronic control unit (ECU) to simulate the engine's operating state. Then, the second IO output board is set to 1, connecting the second contact K2 of the second relay to the voltage acquisition module. In this state, the voltage signal is sent to the voltage acquisition module for amplitude acquisition, obtaining the amplitude of the current voltage waveform, and setting 20% ​​of it as the threshold for the ignition injection acquisition unit. This threshold setting is for accurate triggering of subsequent signals and reducing false alarms. After the voltage signal acquisition is completed, the firing sequence of the current wiring harness also needs to be set to ensure the accuracy of the acquisition process. Next, the second IO output board is set to 0, disconnecting the second contact K2 from the voltage acquisition module and connecting it to the ignition injection acquisition unit. At this time, the ignition injection acquisition unit can identify and calculate the injection advance angle or ignition advance angle, and the corresponding power-on time, based on the previously set threshold and phase waveform. This series of automated acquisition and analysis greatly improves the efficiency of testing and the reliability of data.

[0072] This application also provides an engine ignition and injection feature acquisition device. It should be noted that the engine ignition and injection feature acquisition device of this application can be used to execute the engine ignition and injection feature acquisition method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0073] The engine ignition and injection feature acquisition device provided in the embodiments of this application will be described below.

[0074] Figure 5 This is a schematic diagram of an engine ignition and injection feature acquisition device according to an embodiment of this application. Figure 5As shown, the device includes a first control unit 110 and a second control unit 210. The first control unit, if it receives an injection voltage signal from the voltage acquisition unit, inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines injection characteristic parameters, including injection advance angle and injection ignition time, based on the injection voltage signal and the engine reference phase signal. The second control unit, if it receives an ignition voltage signal from the voltage acquisition unit, inputs both the ignition voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines ignition characteristic parameters, including ignition advance angle and ignition ignition time, based on the ignition voltage signal and the engine reference phase signal.

[0075] Specifically, when the control unit detects that the signal received from the voltage acquisition unit is an injection voltage signal, it inputs this injection voltage signal along with a pre-prepared engine reference phase signal to the ignition injection acquisition unit. The ignition injection acquisition unit then calculates injection characteristic parameters, including the injection advance angle and injection energization time, based on the relative positions of the injection voltage signal and the reference phase signal. This process essentially determines the degree of advance of the injection event relative to a specific engine phase point, and the energization duration of the injector solenoid valve, by comparing the waveform changes of the voltage signal with the phase information during engine operation. These two parameters are crucial for engine performance optimization.

[0076] When the control unit recognizes the signal received from the voltage acquisition unit as an ignition voltage signal, it also sends the ignition voltage signal and the engine reference phase signal to the ignition injection acquisition unit. At this time, the ignition injection acquisition unit determines the ignition characteristic parameters, including the ignition advance angle and ignition timing, based on the relationship between the ignition voltage signal and its corresponding engine phase. Unlike the injection signal, the determination of the characteristic parameters of the ignition signal focuses on the degree of advance of the spark plug discharge relative to a specific engine phase, as well as the duration of the spark plug discharge. This is crucial for engine ignition timing control and combustion efficiency optimization.

[0077] In some specific embodiments, the voltage acquisition unit includes a first relay module, a second relay module, and a current-to-voltage conversion module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of a wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-to-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit. The method further includes: if the control unit receives a signal from the source signal detection unit... If the signal received by the control unit from the source signal detection unit is a source ignition signal, then the control unit controls the movable end of the first contact of the first relay to connect to the first end of the current-to-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the injection voltage signal; if the signal received by the control unit from the source signal detection unit is a source ignition signal, then the control unit controls the movable end of the first contact of the first relay to connect to the first end of the wire connected in parallel with the current-to-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the ignition voltage signal.

[0078] Specifically, when the control unit recognizes the signal received from the source signal detection unit as a source injection signal, it adjusts the active terminal of the first contact of the first relay module to connect it to the first terminal of the current-to-voltage conversion module. Simultaneously, the control unit controls the active terminal of the second relay module to connect to the input terminal of the voltage acquisition module. This series of actions triggers the injection current signal to be converted into an injection voltage signal by the current-to-voltage conversion module, which is then captured by the voltage acquisition module. The injection voltage signal acquired by the voltage acquisition module and the engine reference phase signal from the control unit are input together to the ignition injection acquisition unit for calculating injection characteristic parameters.

[0079] When the source signal detection unit feeds back the source ignition signal to the control unit, the control unit adjusts the movable end of the first contact to connect to the first end of the wire in parallel with the current-to-voltage conversion module, bypassing the current-to-voltage conversion step, since the ignition signal is already in voltage form and requires no conversion. Simultaneously, the control unit controls the movable end of the second contact to connect to the input terminal of the voltage acquisition module. The ignition voltage signal is captured by the voltage acquisition module and input along with the engine reference phase signal to the ignition injection acquisition unit for measuring ignition characteristic parameters.

[0080] In this way, the signal path and conversion logic can be intelligently adjusted when different types of signals are detected. This not only simplifies the acquisition process but also improves the accuracy and efficiency of signal acquisition. It ensures a rapid response when faced with complex and ever-changing control signals from the engine, effectively supporting the optimization of engine performance and fault diagnosis.

[0081] In some embodiments, the control unit generates the engine reference phase signal based on the engine's expected operating parameters. The engine reference phase signal includes a crankshaft reference phase signal and a camshaft reference phase signal. The engine's expected operating parameters include expected operating speed, expected operating rotational speed, and expected operating power.

[0082] Specifically, the control unit generates an engine reference phase signal based on preset expected engine operating parameters, including expected operating speed, expected operating RPM, and expected operating power. This means that during testing, the control unit can generate a matching phase signal based on preset operating conditions of the engine under specific operating conditions, serving as a time reference for ignition and injection events.

[0083] The crankshaft reference phase signal reflects the angular information of the engine crankshaft rotation and is crucial for determining the relationship between ignition and injection events and the engine piston motion. Since crankshaft rotation directly affects the cylinder pressure and temperature changes, thus influencing ignition and injection timing, the generation and use of the crankshaft reference phase signal are essential, providing an accurate time reference for measuring the characteristic parameters of ignition and injection. The camshaft is a vital component controlling the opening and closing of intake and exhaust valves; its phase signal reveals the timing of valve opening and closing, indirectly affecting the efficiency and emissions of ignition and injection events. Accurate generation and utilization of the camshaft phase signal helps evaluate engine performance indicators under more comprehensive operating conditions.

[0084] Parameters such as expected operating speed, expected operating RPM, and expected operating power not only guide the actual operation of the engine but also form the basis for generating the reference phase signal. Setting these parameters can simulate the engine's operating state under different conditions, such as idling, acceleration, and maximum power output. Through precise control of the reference phase signal, the ignition injection acquisition unit can more accurately identify and calculate the injection advance angle, injection ignition timing, ignition advance angle, and ignition ignition timing.

[0085] In summary, by introducing a mechanism in which the control unit generates crankshaft and camshaft reference phase signals based on expected operating parameters, the effectiveness and applicability of engine ignition and injection acquisition methods have been further improved. This enables accurate analysis of engine control signals under various operating conditions, providing richer and more accurate data support for engine performance optimization and fault diagnosis.

[0086] Furthermore, if the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines injection characteristic parameters based on the injection voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection energization time. This includes: if the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit performs amplitude reduction processing on the injection voltage signal to obtain a reduced injection voltage signal, determines the injection advance angle based on the relative position of the rising edge and / or falling edge of the reduced injection voltage signal and the engine reference phase signal, and determines the injection energization time based on the high-level duration of the injection voltage signal.

[0087] Specifically, firstly, after receiving the injection voltage signal forwarded by the control unit, the ignition injection acquisition unit performs a certain amplitude reduction processing on the signal to generate a reduced-amplitude injection voltage signal. This processing step aims to reduce the signal amplitude, which is helpful for subsequent signal analysis and feature parameter extraction. Especially in high-noise or interference environments, amplitude reduction processing can improve signal clarity and reduce measurement errors. Next, the ignition injection acquisition unit analyzes the relative position of the rising or falling edge of the reduced-amplitude injection voltage signal with the corresponding edge of the engine reference phase signal to determine the injection advance angle. The injection advance angle refers to the angular difference between the time point when the injector begins to operate and the indicator of the engine reference phase signal. By comparing the timing of the signal edges, the advance degree of the injector in the engine cycle can be accurately calculated, which is crucial for optimizing the engine's fuel injection timing, improving combustion efficiency, and reducing emissions.

[0088] The injection energizing time, or the energizing time of the injector solenoid valve, is determined by measuring the duration of the injection voltage signal at a high level. During injection, when the injector receives the drive signal, its voltage remains at a high level until injection ends. The ignition injection acquisition unit can accurately measure the injection energizing time by monitoring the duration of this high-level state. This is of great significance for evaluating the injector's response speed and control accuracy, as well as the overall engine's fuel economy and emissions performance.

[0089] Similarly, if the signal received by the control unit from the voltage acquisition unit is the ignition voltage signal, the ignition voltage signal and the engine reference phase signal are input to the ignition injection acquisition unit. This allows the ignition injection acquisition unit to perform amplitude reduction processing on the ignition voltage signal to obtain a reduced ignition voltage signal. The ignition advance angle is determined based on the relative positions of the rising and / or falling edges of the reduced ignition voltage signal and the engine reference phase signal. The ignition timing is determined based on the high-level duration of the ignition voltage signal. The principle is similar to the determination of the injection advance angle and injection timing, and will not be elaborated further here.

[0090] In this embodiment, the amplitude of the reduced injection voltage signal is 20% of the original injection voltage signal amplitude. This is the principle for setting the amplitude of the reduced injection voltage signal, meaning its amplitude is 20% of the original injection voltage signal amplitude. This setting aims to optimize the signal processing and improve the accuracy and reliability of injection characteristic parameter measurements. The original injection voltage signal is the voltage signal output by the engine's electronic control unit when the injector is operating. It typically has a high voltage amplitude to ensure the injector can be reliably driven. To facilitate more refined signal analysis by the ignition injection acquisition unit, especially in determining the injection advance angle, the original injection voltage signal is adjusted, reducing its amplitude to 20% of its original value. This processing step reduces the potentially excessively large voltage signal to a more controllable and analyzable range. Simultaneously, the lower signal amplitude helps reduce signal interference and distortion that may result from high voltage, ensuring signal stability and measurement accuracy.

[0091] Similarly, if the received signal is an ignition voltage signal, the amplitude of the aforementioned reduced injection voltage signal is 20% of the amplitude of the aforementioned ignition voltage signal.

[0092] By reducing the amplitude of the injection voltage signal or ignition voltage signal to 20% of its original value, the ignition injection acquisition unit can more effectively detect the edge of the signal, thereby determining the injection advance angle and ignition advance angle. It also facilitates the measurement of injection power-on time and ignition power-on time, enhancing the applicability of the acquisition method and the reliability of the test results.

[0093] The control unit is configured to, after controlling the movable end of the second contact of the second relay module to be movably connected to the input end of the voltage acquisition module, control the movable end of the second contact of the second relay module to be connected to the input end of the voltage acquisition module for a preset duration, and then control the movable end of the second contact of the second relay module to be connected to the input end of the ignition injection acquisition unit.

[0094] Specifically, after the active end of the second contact is connected to the input end of the voltage acquisition module, the control unit continuously monitors the duration of this connection. When the connection duration reaches a preset duration, the control unit changes the connection state of the active end of the second contact, switching it from the input end of the voltage acquisition module to the input end of the ignition injection acquisition unit. The preset duration is set considering signal stability, acquisition integrity, and the needs of subsequent signal processing. For example, for injection voltage and ignition voltage signals, the preset duration needs to be long enough to ensure the acquisition of complete signal waveforms, but not too long to avoid affecting the real-time performance of data processing. The preset duration comprehensively considers factors such as engine operating status, signal type, and test environment to achieve the best signal acquisition effect. By controlling the connection state of the active end of the second relay module contact, the control unit realizes the automated switching of signals from the voltage acquisition module to the ignition injection acquisition unit. This mechanism not only simplifies the testing process and reduces errors from manual operation, but also ensures the continuity and accuracy of data acquisition, improving the automation level and reliability of engine ignition and injection acquisition methods.

[0095] The aforementioned engine ignition and injection characteristic acquisition device includes a processor and a memory. The first control unit, second control unit, etc., are all stored as program units in the memory, and the processor executes the program units stored in the memory to achieve the corresponding functions. All of the above modules are located in the same processor; alternatively, the various modules may be located in different processors in any combination.

[0096] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0097] This invention provides a vehicle, including an engine and any of the above-described engine ignition and injection collection devices.

[0098] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the engine ignition and injection acquisition method.

[0099] This application also provides a computer program product that, when executed on a data processing device, is adapted to perform the steps of initializing the above-described engine ignition and injection acquisition method.

[0100] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0101] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0102] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0103] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0104] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0105] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0106] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0107] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0108] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0109] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A device for engine ignition and injection data collection, characterized in that, include: The system comprises a source signal detection unit, a voltage acquisition unit, an ignition injection acquisition unit, and a control unit. The source signal detection unit is electrically connected to the voltage acquisition unit, and the control unit is electrically connected to the source signal detection unit, the voltage acquisition unit, and the ignition injection acquisition unit, respectively. The signal detected by the source signal detection unit is a source injection signal or a source ignition signal, and the voltage acquisition unit is used to acquire the injection voltage signal or the ignition voltage signal. The control unit is used to input the injection voltage signal or the ignition voltage signal to the ignition injection acquisition unit, and to input the engine reference phase signal to the ignition injection acquisition unit. The ignition injection acquisition unit is used to determine injection characteristic parameters based on the injection voltage signal and the engine reference phase signal, and to determine ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal. The injection characteristic parameters include injection advance angle and injection ignition time. The voltage acquisition unit includes a first relay module, a second relay module, a current-to-voltage conversion module, and a voltage acquisition module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of the wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit.

2. The device for engine ignition and injection data collection according to claim 1, characterized in that, The first relay module includes a first relay and a first I / O output board. The first relay includes a first coil and a first contact. The input terminal of the first I / O output board is electrically connected to the first signal output terminal of the control unit, and the output terminal of the first I / O output board is electrically connected to the coil of the first relay. The second relay module includes a second relay and a second I / O output board. The second relay includes a second coil and a second contact. The input terminal of the second I / O output board is electrically connected to the second signal output terminal of the control unit, and the output terminal of the second I / O output board is electrically connected to the coil of the second relay.

3. A method for engine ignition and injection data collection, characterized in that, The engine ignition and injection sampling method is applied to the engine ignition and injection sampling apparatus according to any one of claims 1 to 2, comprising: If the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit so that the ignition injection acquisition unit can determine the injection characteristic parameters based on the injection voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection energization time. If the control unit receives an ignition voltage signal from the voltage acquisition unit, it inputs the ignition voltage signal to the ignition injection acquisition unit and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines ignition characteristic parameters based on the ignition voltage signal and the engine reference phase signal. The ignition characteristic parameters include ignition advance angle and ignition energization time.

4. The method for engine ignition and injection data acquisition according to claim 3, characterized in that, The voltage acquisition unit includes a first relay module, a second relay module, and a current-to-voltage conversion module. The fixed end of the first contact of the first relay module is electrically connected to the output end of the source signal detection unit, and the movable end of the first contact is movably connected to the first end of the current-to-voltage conversion module or the first end of a wire connected in parallel with the current-to-voltage conversion module. The fixed end of the second contact of the second relay module is connected to the second end of the current-to-voltage conversion module, and the movable end of the second contact is movably connected to the input end of the voltage acquisition module and the input end of the ignition injection acquisition unit. The method further includes: If the signal received by the control unit from the source signal detection unit is a source injection signal, the control unit controls the movable end of the first contact of the first relay to connect to the first end of the current-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the injection voltage signal. If the signal received by the control unit from the source signal detection unit is a source ignition signal, the control unit controls the movable end of the first contact of the first relay to connect to the first end of the wire connected in parallel with the current-voltage conversion module, and controls the movable end of the second contact of the second relay module to connect to the input end of the voltage acquisition module, so as to obtain the ignition voltage signal.

5. The method for engine ignition and injection data acquisition according to claim 3, characterized in that, The method further includes: The control unit generates the engine reference phase signal based on the expected engine operating parameters. The engine reference phase signal includes a crankshaft reference phase signal and a camshaft reference phase signal. The expected engine operating parameters include the expected operating speed and the expected operating power.

6. The method for engine ignition and injection data acquisition according to claim 3, characterized in that, If the control unit receives an injection voltage signal from the voltage acquisition unit, it inputs the injection voltage signal and the engine reference phase signal to the ignition injection acquisition unit, so that the ignition injection acquisition unit determines injection characteristic parameters based on the injection voltage signal and the engine reference phase signal. The injection characteristic parameters include the injection advance angle and the injection energization time, including: If the signal received by the control unit from the voltage acquisition unit is the injection voltage signal, the injection voltage signal and the engine reference phase signal are input to the ignition injection acquisition unit so that the ignition injection acquisition unit performs amplitude reduction processing on the injection voltage signal to obtain a reduced injection voltage signal, determines the injection advance angle based on the relative position of the rising edge and / or falling edge of the reduced injection voltage signal and the engine reference phase signal, and determines the injection energizing time based on the high level duration of the injection voltage signal.

7. The method for engine ignition and injection data acquisition according to claim 6, characterized in that, The amplitude of the reduced-amplitude injection voltage signal is 20% of the amplitude of the injection voltage signal.

8. The method for engine ignition and injection data acquisition according to claim 4, characterized in that, After controlling the movable terminal of the second contact of the second relay module to be movably connected to the input terminal of the voltage acquisition module, the method further includes: After the control unit controls the movable end of the second contact of the second relay module to be connected to the input end of the voltage acquisition module for a preset duration, it controls the movable end of the second contact of the second relay module to be connected to the input end of the ignition injection acquisition unit.

9. A vehicle, characterized in that, include: engine; The apparatus for engine ignition and injection collection as described in any one of claims 1 or 2.

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