Engine ignition control method, system, device and equipment

Abstract

The invention provides an engine ignition control method, system, device and equipment, and the method comprises the steps that after phase synchronization of a crankshaft signal and a camshaft signal is achieved, at the beginning of each execution cycle, a current angle count value serves as a reference angle count value, and the angle count value is the count value of the crankshaft signal after frequency multiplication processing; when the current angle count value is larger than or equal to the ignition starting angle count value of any cylinder, the ignition output of the corresponding cylinder is set to be an effective level, the current time count value serves as the ignition starting time count value of the corresponding cylinder, and the time count value is the count value of the clock signal; when the current time count value is larger than or equal to the ignition ending time count value of any cylinder and the current angle count value is larger than or equal to the ignition ending angle count value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to be an invalid level. According to the invention, two-dimensional judgment is utilized, and time precision and angle resolution are both considered.

Description

Technical Field

[0001] This application relates to the technical field of engine control, and particularly relates to an engine ignition control method, system, device, and equipment. Background Art

[0002] As the core component of modern transportation tools and many power equipment, the performance of the engine directly affects the operating efficiency, reliability, and environmental protection indicators of the entire system. Ignition control plays a key role in the working process of the engine. It directly determines the combustion timing and combustion effect of the air-fuel mixture, and thus has a significant impact on the power output, fuel economy, and emission characteristics of the engine.

[0003] In traditional engine ignition control systems, ignition timing control is usually achieved by relying on the crankshaft position signal. The synchronization of the crankshaft missing tooth signal and the camshaft signal is the key to determining the ignition phase. However, in the prior art, engine ignition control often relies only on the single-dimensional judgment of the time counter or the angle counter, and it is difficult to balance time accuracy and angle resolution during the high and low speed switching. Summary of the Invention

[0004] This application provides an engine ignition control method, system, device, and equipment, which can solve the technical problem that it is difficult to balance time accuracy and angle resolution in the single-dimensional judgment during high and low speed switching in the prior art.

[0005] In a first aspect, an embodiment of this application provides an engine ignition control method, and the engine ignition control method includes:

[0006] After achieving the phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, use the current angle count value as the reference angle count value, where the angle count value is the count value of the crankshaft signal after frequency doubling processing;

[0007] When the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, set the ignition output of the corresponding cylinder to the effective level, and use the current time count value as the ignition start time count value of the corresponding cylinder, where the ignition start angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the advance angle offset, and the time count value is the count value of the clock signal;

[0008] When the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to an invalid level. Among them, the ignition end time count value of each cylinder is calculated based on the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated based on the reference angle count value and the top dead center offset and closing angle offset of each cylinder.

[0009] Further, in one embodiment, the engine ignition control method further includes:

[0010] After detecting that the phases of the crankshaft signal and the camshaft signal are unlocked, the relevant ports of the engine control unit are set to a safe state.

[0011] Further, in one embodiment, after the step of using the current angle count value as the reference angle count value, the following steps are further included:

[0012] The original top dead center angle count value of each cylinder is calculated based on the reference angle count value and the top dead center offset of each cylinder;

[0013] The original top dead center angle count value of each cylinder is corrected to obtain the corrected top dead center angle count value of each cylinder. Among them, the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution cycle angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution cycle angle count value;

[0014] The ignition start angle count value of each cylinder is calculated based on the corrected top dead center angle count value of each cylinder and the advance angle offset;

[0015] The ignition end angle count value of each cylinder is calculated based on the corrected top dead center angle count value of each cylinder and the closing angle offset.

[0016] In a second aspect, an embodiment of the present application further provides an engine ignition control system. The engine ignition control system includes an angle counter, a time counter, a main processor, a coprocessor, and a comparison and output subsystem. The comparison and output subsystem includes a comparison and output module corresponding to each cylinder;

[0017] The angle counter is used to count the frequency-multiplied crankshaft signal;

[0018] The time counter is used to count the clock signal;

[0019] The main processor is used to, after achieving the phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, take the current angle counter value as the reference angle counter value, and send the reference angle counter value, the top dead center offset, the advance angle offset, the minimum ignition duration, and the closing angle offset of each cylinder to the coprocessor, and wake up the coprocessor with a first interrupt signal;

[0020] The coprocessor is used to calculate the ignition start angle counter value of each cylinder based on the reference angle counter value, the top dead center offset, and the advance angle offset of each cylinder, and calculate the ignition end angle counter value of each cylinder based on the reference angle counter value, the top dead center offset, and the closing angle offset of each cylinder;

[0021] The coprocessor is also used to, after being woken up by the first interrupt signal, configure the comparison value of the comparison output module of each cylinder to the ignition start angle counter value of the corresponding cylinder, configure the comparison source to the current value of the angle counter, and configure the comparison strategy to the first comparison strategy;

[0022] When the comparison output module configures the first comparison strategy, it is used to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to the effective level, take the current value of the time counter as the ignition start time counter value of the corresponding cylinder, and wake up the coprocessor with a second interrupt signal;

[0023] The coprocessor is also used to calculate the ignition end time counter value of each cylinder based on the ignition start time counter value and the minimum ignition duration of each cylinder;

[0024] The coprocessor is also used to, after being woken up by the second interrupt signal, configure the comparison value of the comparison output module that issues the second interrupt signal to the ignition end time counter value, configure the comparison source to the current value of the time counter, and configure the comparison strategy to the second comparison strategy;

[0025] When the comparison output module configures the second comparison strategy, it is used to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a third interrupt signal;

[0026] The coprocessor is also used to, after being woken up by the third interrupt signal, configure the comparison value of the comparison output module that issues the third interrupt signal to the ignition end angle counter value, configure the comparison source to the current value of the angle counter, and configure the comparison strategy to the third comparison strategy;

[0027] When the comparison output module configures the third comparison strategy, it is used to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to the invalid level.

[0028] Further, in one embodiment, when the comparison output module configures the third comparison strategy, it is also used to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a fourth interrupt signal, so that the coprocessor knows that the ignition action of the corresponding cylinder has been completed.

[0029] Further, in one embodiment, the main processor is further configured to wake up the coprocessor with a fifth interrupt signal when it detects that the phases of the crankshaft signal and the camshaft signal are unlocked;

[0030] The coprocessor is further configured to set the relevant ports of the engine control unit to a safe state after being woken up by the fifth interrupt signal.

[0031] In a third aspect, an embodiment of the present application further provides an engine ignition control device, which includes:

[0032] A reference angle update module, configured to, after achieving phase synchronization between the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, use the current angle count value as the reference angle count value, where the angle count value is the count value of the crankshaft signal after frequency doubling processing;

[0033] An ignition start control module, configured to set the ignition output of the corresponding cylinder to an effective level and use the current time count value as the ignition start time count value of the corresponding cylinder when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, where the ignition start angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the advance angle offset, and the time count value is the count value of the clock signal;

[0034] An ignition end control module, configured to set the ignition output of the corresponding cylinder to an invalid level when the current time count value is greater than or equal to the ignition end time count value of any cylinder and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, where the ignition end time count value of each cylinder is calculated based on the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the closing angle offset.

[0035] Further, in one embodiment, the engine ignition control device further includes a phase unlocking processing module, configured to set the relevant ports of the engine control unit to a safe state after detecting that the phases of the crankshaft signal and the camshaft signal are unlocked.

[0036] Further, in one embodiment, the engine ignition control device further includes an ignition angle calculation module, configured to:

[0037] Calculate the original top dead center angle count value of each cylinder based on the reference angle count value and the top dead center offset of each cylinder;

[0038] The original TDC (Top Dead Center) angle counter value for each cylinder is corrected to obtain the corrected TDC angle counter value for each cylinder. Among them, the corrected TDC angle counter value is greater than the current angle counter value, the difference between the corrected TDC angle counter value and the current angle counter value is less than the execution cycle angle counter value, and the difference between the corrected TDC angle counter value and the original TDC angle counter value is an integer multiple of the execution cycle angle counter value;

[0039] The ignition start angle counter value for each cylinder is calculated based on the corrected TDC angle counter value for each cylinder and the advance angle offset;

[0040] The ignition end angle counter value for each cylinder is calculated based on the corrected TDC angle counter value for each cylinder and the dwell angle offset.

[0041] Fourthly, an embodiment of the present application further provides an engine ignition control device, which includes a processor, a memory, and an engine ignition control program stored on the memory and executable by the processor. When the engine ignition control program is executed by the processor, the steps of the above engine ignition control method are implemented.

[0042] In the present application, the timing of ignition start for each cylinder is controlled by means of an angle counter. When the current angle counter value is greater than or equal to the ignition start angle counter value of any cylinder, the ignition output of the corresponding cylinder is set to the effective level. The timing of ignition end for each cylinder is controlled by means of an angle counter and a time counter. When the current time counter value is greater than or equal to the ignition end time counter value of any cylinder, and the current angle counter value is greater than or equal to the ignition end angle counter value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to the invalid level. Through the present application, the limitation of a single dimension is effectively overcome by using two-dimensional judgment. At low engine speeds, the angle resolution is insufficient, while the time counter can ensure the minimum ignition duration. At high engine speeds, the accuracy of the time counter is limited, while the angle counter can accurately control the dwell angle. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a schematic flowchart of the engine ignition control method in an embodiment of the present application;

[0044] Figure 2 is a schematic principle diagram of the engine ignition control method in an embodiment of the present application;

[0045] Figure 3 is a schematic structural diagram of the engine ignition control system in an embodiment of the present application;

[0046] Figure 4 is a schematic functional module diagram of the engine ignition control device in an embodiment of the present application;

[0047] Figure 5 This is a schematic diagram of the hardware structure of the engine ignition control device involved in the solution of the embodiment of the present application. Specific implementation manners

[0048] In order to enable those skilled in the art to better understand the solution of 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 in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without making creative efforts belong to the scope of protection of the present application.

[0049] To make the purpose, technical solutions and advantages of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0050] In a first aspect, an embodiment of the present application provides an engine ignition control method.

[0051] Figure 1 The flowchart of the engine ignition control method in an embodiment of the present application is shown, Figure 2 The principle schematic diagram of the engine ignition control method in an embodiment of the present application is shown.

[0052] Referring to Figure 1 and Figure 2 , in an embodiment, the engine ignition control method includes the following steps:

[0053] S1. After achieving the phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, use the current angle counter value as the reference angle counter value, where the angle counter value is the counter value of the crankshaft signal after frequency doubling processing.

[0054] Specifically, configure the input capture module according to the engineering site environment and select the corresponding filtering parameters, sample the crankshaft signal and the camshaft signal, and attach a timestamp to the effective edge of each tooth. The sampling results are used for phase judgment and frequency doubling processing. Phase judgment needs to rely on the characteristics of the engine crankshaft and camshaft, and the results of phase judgment include phase synchronization and phase unlocking.

[0055] In this embodiment, using the frequency-doubled crankshaft signal as the angle counting reference can improve the angle resolution, dynamically generate the ignition parameters of each cylinder based on the reference angle updated in each execution cycle, adapt to the ignition strategy adjustment under different speeds and load conditions, and optimize the combustion efficiency.

[0056] Specifically, the crankshaft signal is used to detect the position and speed of the crankshaft and is typically generated by a crankshaft position sensor (CKP sensor). Each pulse corresponds to a specific angle of crankshaft rotation (e.g., one pulse per 6 degrees). The number and frequency of the pulses are proportional to the crankshaft speed. There is usually one or more missing pulses (referred to as "sync notches") that are used to identify specific positions of the crankshaft (such as top dead center, TDC).

[0057] The camshaft signal is used to detect the position of the camshaft and is typically generated by a camshaft position sensor (CMP sensor). Its main function is to determine the working phase of the cylinder (such as intake, compression, power, exhaust). One pulse is generated per engine cycle (720 degrees of crankshaft rotation). The rising or falling edge of the pulse corresponds to a specific position of the camshaft (such as top dead center of cylinder 1).

[0058] During one execution cycle of the engine, the crankshaft rotates two revolutions and the camshaft rotates one revolution. By combining the crankshaft signal and the camshaft signal, the working state of the engine can be determined.

[0059] Optionally, the position where the execution cycle starts can correspond to the sync notch in the crankshaft signal.

[0060] S2. When the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, set the ignition output of the corresponding cylinder to the effective level and use the current time count value as the ignition start time count value of the corresponding cylinder. Here, the ignition start angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the advance angle offset, and the time count value is the count value of the clock signal.

[0061] Specifically, the top dead center offset of each cylinder is fixed, and the advance angle offset needs to be adjusted according to the engine operating conditions.

[0062] S3. When the current time count value is greater than or equal to the ignition end time count value of any cylinder and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, set the ignition output of the corresponding cylinder to the invalid level. Here, the ignition end time count value of each cylinder is calculated based on the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the closing angle offset.

[0063] Specifically, the minimum ignition duration and the closing angle offset of each cylinder need to be adjusted according to the engine operating conditions.

[0064] It should be noted that when calculating the ignition start angle count value and the ignition end angle count value, the top dead center offset, the advance angle offset, and the dwell angle offset need to be converted into corresponding angle count values. For example, if the units of the top dead center offset and the advance angle offset are degrees, and the angle count value increments by one for every 0.1 degrees, then the values of the top dead center offset and the advance angle offset need to be multiplied by 10. When calculating the ignition end time count value, the minimum ignition duration needs to be converted into a corresponding angle count value. For example, if the unit of the minimum ignition duration is seconds, and the angle count value increments by one for every millisecond, then the value of the minimum ignition duration needs to be multiplied by 1000.

[0065] Thus, in this embodiment, by means of the angle counter to control the ignition start timing of each cylinder, when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, the ignition output of the corresponding cylinder is set to the effective level. By means of the angle counter and the time counter to control the ignition end timing of each cylinder, when the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to the invalid level. Through this embodiment, the use of two-dimensional judgment effectively overcomes the limitations of a single dimension. At low engine speeds, the angle resolution is insufficient, while the time counter can ensure the minimum ignition duration. At high engine speeds, the accuracy of the time counter is limited, while the angle counter can accurately control the dwell angle.

[0066] Further, in one embodiment, the engine ignition control method further includes:

[0067] After detecting that the phases of the crankshaft signal and the camshaft signal are unlocked, set the relevant ports of the engine control unit to the safe state.

[0068] Through this embodiment, a safety handling mechanism is set for the phase unlocking situation to prevent dangerous working conditions such as knocking and misfiring caused by signal chaos, and to protect the engine hardware.

[0069] Optionally, the relevant ports of the engine control unit include the ignition control port, the fuel injection control port, the sensor signal input port, the communication port, and the power supply port.

[0070] Further, in one embodiment, after the step of taking the current angle count value as the reference angle count value, the following is further included:

[0071] Calculate the original top dead center angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder;

[0072] The original top dead center angle counter value of each cylinder is corrected to obtain the corrected top dead center angle counter value of each cylinder. Among them, the corrected top dead center angle counter value is greater than the current angle counter value, the difference between the corrected top dead center angle counter value and the current angle counter value is less than the execution cycle angle counter value, and the difference between the corrected top dead center angle counter value and the original top dead center angle counter value is equal to an integer multiple of the execution cycle angle counter value;

[0073] The ignition start angle counter value of each cylinder is calculated based on the corrected top dead center angle counter value of each cylinder and the advance angle offset;

[0074] The ignition end angle counter value of each cylinder is calculated based on the corrected top dead center angle counter value of each cylinder and the dwell angle offset.

[0075] In this embodiment, the corrected top dead center angle counter value is within the range of the angle counter value of the current execution cycle. The calculated ignition start angle counter value and ignition end angle counter value are also within the range of the angle counter value of the current execution cycle, avoiding errors caused by the execution cycle and ensuring the reliability of ignition control.

[0076] In a second aspect, an embodiment of the present application further provides an engine ignition control device.

[0077] Figure 3 The structural schematic diagram of an engine ignition control system in an embodiment of the present application is shown.

[0078] Refer to Figure 3 , in an embodiment, the engine ignition control system includes an angle counter, a time counter, a main processor, a coprocessor, and a comparison and output subsystem. The comparison and output subsystem includes a comparison and output module corresponding to each cylinder;

[0079] The angle counter is used to count the crankshaft signal after frequency doubling processing;

[0080] The time counter is used to count the clock signal;

[0081] The main processor is used to, after achieving the phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, use the current angle counter value as the reference angle counter value, send the reference angle counter value, the top dead center offset, the advance angle offset, the minimum ignition duration, and the dwell angle offset of each cylinder to the coprocessor, and wake up the coprocessor with a first interrupt signal;

[0082] The coprocessor is used to calculate the ignition start angle counter value of each cylinder based on the reference angle counter value and the top dead center offset and the advance angle offset of each cylinder, and calculate the ignition end angle counter value of each cylinder based on the reference angle counter value and the top dead center offset and the dwell angle offset of each cylinder;

[0083] The coprocessor is further configured to, after being awakened by the first interrupt signal, configure the comparison value of the comparison output module of each cylinder as the ignition start angle count value of the corresponding cylinder, configure the comparison source as the current value of the angle counter, and configure the comparison strategy as the first comparison strategy;

[0084] When the comparison output module configures the first comparison strategy, it is configured to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to the active level, use the current value of the time counter as the ignition start time count value of the corresponding cylinder, and awaken the coprocessor with the second interrupt signal;

[0085] The coprocessor is further configured to calculate the ignition end time count value of each cylinder according to the ignition start time count value of each cylinder and the minimum ignition duration;

[0086] The coprocessor is further configured to, after being awakened by the second interrupt signal, configure the comparison value of the comparison output module that issues the second interrupt signal as the ignition end time count value, configure the comparison source as the current value of the time counter, and configure the comparison strategy as the second comparison strategy;

[0087] When the comparison output module configures the second comparison strategy, it is configured to, when the comparison source is greater than or equal to the comparison value, awaken the coprocessor with the third interrupt signal;

[0088] The coprocessor is further configured to, after being awakened by the third interrupt signal, configure the comparison value of the comparison output module that issues the third interrupt signal as the ignition end angle count value, configure the comparison source as the current value of the angle counter, and configure the comparison strategy as the third comparison strategy;

[0089] When the comparison output module configures the third comparison strategy, it is configured to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to the invalid level.

[0090] In this embodiment, a heterogeneous computing architecture is adopted. The main processor is responsible for macroscopic state management, and the coprocessor is responsible for processing the underlying control logic, so that the execution of the underlying control logic will not be interfered by the exceptions of the main processor, thereby enhancing the robustness of the system. Each cylinder is independently configured with a comparison output module, supporting multi-cylinder parallel triggering and closing, and eliminating the timing deviation caused by software sequential processing. The control logic of the coprocessor is implemented in interrupts, increasing the real-time performance of the control.

[0091] In addition, through this embodiment, for a newly added cylinder, only the corresponding comparison output module needs to be added, and there is no need to reconstruct the core algorithm, which is convenient for adapting to engine platforms with different numbers of cylinders.

[0092] Further, in one embodiment, when the comparison output module configures the third comparison strategy, it is further configured to, when the comparison source is greater than or equal to the comparison value, awaken the coprocessor with the fourth interrupt signal, so that the coprocessor can know that the ignition action of the corresponding cylinder has been completed.

[0093] Through this embodiment, it is possible to help the coprocessor better track the status of each cylinder, perform subsequent processing or recording, and improve the monitoring ability and coordination of the system.

[0094] Further, in one embodiment, the main processor is further configured to wake up the coprocessor with a fifth interrupt signal when it detects that the phases of the crankshaft signal and the camshaft signal are unlocked;

[0095] The coprocessor is further configured to set the relevant ports of the engine control unit to a safe state after being woken up by the fifth interrupt signal.

[0096] Through this embodiment, a safety processing mechanism is set for the phase unlocking situation, preventing dangerous working conditions such as knocking and misfire caused by signal disorder, and protecting the engine hardware.

[0097] In a third aspect, an embodiment of the present application further provides an engine ignition control device.

[0098] Figure 4 The schematic diagram of the functional modules of the engine ignition control device in an embodiment of the present application is shown.

[0099] Referring to Figure 4 , in one embodiment, the engine ignition control device includes:

[0100] A reference angle update module 10, configured to, after achieving phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, use the current angle count value as the reference angle count value, where the angle count value is the count value of the crankshaft signal after frequency doubling processing;

[0101] An ignition start control module 20, configured to set the ignition output of the corresponding cylinder to an effective level and use the current time count value as the ignition start time count value of the corresponding cylinder when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, where the ignition start angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the advance angle offset, and the time count value is the count value of the clock signal;

[0102] An ignition end control module 30, configured to set the ignition output of the corresponding cylinder to an invalid level when the current time count value is greater than or equal to the ignition end time count value of any cylinder and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, where the ignition end time count value of each cylinder is calculated based on the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated based on the reference angle count value, the top dead center offset of each cylinder, and the closing angle offset.

[0103] Further, in one embodiment, the engine ignition control device further includes a phase lock loss processing module 40, configured to set relevant ports of the engine control unit to a safe state after detecting a phase lock loss between the crankshaft signal and the camshaft signal.

[0104] Further, in one embodiment, the engine ignition control device further includes an ignition angle calculation module 50, configured to:

[0105] Calculate the original top dead center angle count value of each cylinder based on the reference angle count value and the top dead center offset of each cylinder;

[0106] Correct the original top dead center angle count value of each cylinder to obtain the corrected top dead center angle count value of each cylinder, where the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution cycle angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution cycle angle count value;

[0107] Calculate the ignition start angle count value of each cylinder based on the corrected top dead center angle count value of each cylinder and the advance angle offset;

[0108] Calculate the ignition end angle count value of each cylinder based on the corrected top dead center angle count value of each cylinder and the dwell angle offset.

[0109] Wherein, the function implementation of each module in the above engine ignition control device corresponds to each step in the above embodiment of the engine ignition control method, and its function and implementation process will not be elaborated here one by one.

[0110] In a third aspect, an embodiment of the present application provides an engine ignition control device.

[0111] Figure 5 The hardware structure diagram of the engine ignition control device involved in the solution of the embodiment of the present application is shown.

[0112] Refer to Figure 5 , in the embodiment of the present application, the engine ignition control device may include a processor, a memory, a communication interface, and a communication bus.

[0113] Wherein, the communication bus can be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0114] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces, etc., which are used to implement the interconnection of devices inside the engine ignition control device, and interfaces for implementing the interconnection between the engine ignition control device and other devices (such as other computing devices or user devices).

[0115] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), non-volatile memory flash, etc.

[0116] The processor can be a general-purpose processor, which can call the engine ignition control program stored in the memory and execute the engine ignition control method provided in the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). Among them, the method executed when the engine ignition control program is called can refer to the various embodiments of the engine ignition control method of the present application, which will not be elaborated here.

[0117] Those skilled in the art can understand that Figure 5 the hardware structure shown in does not constitute a limitation to the present application, and may include more or fewer components than shown in the figure, or combine some components, or arrange different components.

[0118] It should be noted that the serial numbers of the embodiments of the present application above are only for description and do not represent the superiority or inferiority of the embodiments.

[0119] In the description of the embodiments of the present application, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes unlisted steps or units, or optionally further includes other steps or units inherent to these processes, methods, products, or devices. The descriptions of the terms "first", "second", and "third", etc. are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit that "first", "second", and "third" are different types.

[0120] In the description of the embodiments of the present application, "exemplary", "for example", or "for instance" are used to represent examples, illustrations, or explanations. Any embodiment or design solution described as "exemplary", "for example", or "for instance" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary", "for example", or "for instance" is intended to present the relevant concepts in a specific manner.

[0121] In the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" in the text is only a description of the relationship between associated objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0122] In some processes described in the embodiments of the present application, there are a plurality of operations or steps that appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or may be executed in parallel. The serial numbers of the operations are only used to distinguish different operations, and the serial numbers themselves do not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in order or in parallel, and these operations or steps may be combined.

[0123] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-described embodiment methods can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art can be embodied in the form of a software product. The software product is stored in a storage medium (such as ROM / RAM, flash) as described above and includes several instructions for causing a terminal device to execute the methods described in the various embodiments of the present application.

[0124] The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. An engine ignition control method, characterized in that: The engine ignition control method comprises: After the crankshaft signal and the camshaft signal are synchronized in phase, at the beginning of each execution cycle, the current angle count value is used as the reference angle count value, wherein the angle count value is the count value of the crankshaft signal after frequency multiplication processing; When the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, the ignition output of the corresponding cylinder is set to a valid level, and the current time count value is used as the ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated based on the reference angle count value and the top dead center offset and advance angle offset of each cylinder, and the time count value is the count value of the clock signal; When the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to an invalid level, wherein the ignition end time count value of each cylinder is calculated based on the ignition start time count value and the minimum ignition duration of each cylinder, and the ignition end angle count value of each cylinder is calculated based on the reference angle count value and the top dead center offset and closing angle offset of each cylinder.

2. The engine ignition control method according to claim 1, characterized in that: The engine ignition control method further includes: After detecting that the crankshaft signal and camshaft signal are out of phase, the relevant ports of the engine control unit are set to a safe state.

3. The engine ignition control method according to claim 1, characterized in that: After the step of taking the current angle count value as the reference angle count value, the method further includes: The original top dead center angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset of each cylinder; Correcting the original top dead center angle count value of each cylinder to obtain a corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution cycle angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution cycle angle count value; The ignition start angle count value of each cylinder is calculated based on the corrected top dead center angle count value and the advance angle offset of each cylinder; The ignition end angle count value of each cylinder is calculated based on the corrected top dead center angle count value and the closing angle offset of each cylinder.

4. An engine ignition control system, characterized in that: The engine ignition control system includes an angle counter, a time counter, a main processor, a coprocessor and a comparison output subsystem, and the comparison output subsystem includes a comparison output module corresponding to each cylinder; The angle counter is used to count the crankshaft signal after frequency multiplication; The time counter is used to count the clock signal; The main processor is used for, after achieving phase synchronization between the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, using the current angle count value as the reference angle count value, sending the reference angle count value and the top dead center offset, advance angle offset, minimum ignition duration, and dwell angle offset of each cylinder to the coprocessor, and waking up the coprocessor with a first interrupt signal; The coprocessor is used to calculate the ignition start angle count value of each cylinder according to the reference angle count value and the top dead center offset and advance angle offset of each cylinder, and to calculate the ignition end angle count value of each cylinder according to the reference angle count value and the top dead center offset and closing angle offset of each cylinder; The coprocessor is further configured to configure the comparison value of the comparison output module of each cylinder as the ignition start angle count value of the corresponding cylinder after being awakened by the first interrupt signal, the comparison source as the current value of the angle counter, and the comparison strategy as the first comparison strategy; When the comparison output module is configured with the first comparison strategy, it is used to set the ignition output of the corresponding cylinder to a valid level when the comparison source is greater than or equal to the comparison value, use the current value of the time counter as the ignition start time count value of the corresponding cylinder, and wake up the coprocessor with the second interrupt signal; The coprocessor is further used to calculate the ignition end time count value of each cylinder according to the ignition start time count value of each cylinder and the minimum ignition duration; The coprocessor is further configured to configure the comparison value of the comparison output module that sends the second interrupt signal as the ignition end time count value, the comparison source as the current value of the time counter, and the comparison strategy as the second comparison strategy after being awakened by the second interrupt signal; When the comparison output module is configured with the second comparison strategy, it is used to wake up the coprocessor with a third interrupt signal when the comparison source is greater than or equal to the comparison value; The coprocessor is further configured to configure the comparison value of the comparison output module that sends the third interrupt signal as the ignition end angle count value, the comparison source as the current value of the angle counter, and the comparison strategy as the third comparison strategy after being awakened by the third interrupt signal; When the comparison output module is configured with the third comparison strategy, it is used to set the ignition output of the corresponding cylinder to an invalid level when the comparison source is greater than or equal to the comparison value.

5. The engine ignition control system according to claim 4, characterized in that: When the comparison output module is configured with the third comparison strategy, it is also used to wake up the coprocessor with a fourth interrupt signal when the comparison source is greater than or equal to the comparison value, so that the coprocessor knows that the ignition action of the corresponding cylinder has been completed.

6. The engine ignition control system according to claim 4, characterized in that: The main processor is further used to wake up the coprocessor with a fifth interrupt signal when detecting that the crankshaft signal and the camshaft signal are out of phase; The coprocessor is further configured to set the relevant ports of the engine control unit to a safe state after being awakened by the fifth interrupt signal.

7. An engine ignition control device, characterized in that: The engine ignition control device comprises: A reference angle update module, for, after the phase synchronization of the crankshaft signal and the camshaft signal is achieved, at the beginning of each execution cycle, using the current angle count value as the reference angle count value, wherein the angle count value is the count value of the crankshaft signal after frequency multiplication processing; An ignition start control module is used to set the ignition output of the corresponding cylinder to a valid level when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, and use the current time count value as the ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated based on the reference angle count value and the top dead center offset and advance angle offset of each cylinder, and the time count value is the count value of the clock signal; The ignition end control module is used to set the ignition output of the corresponding cylinder to an invalid level when the current time count value is greater than or equal to the ignition end time count value of any cylinder and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, wherein the ignition end time count value of each cylinder is calculated based on the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated based on the reference angle count value and the top dead center offset and closing angle offset of each cylinder.

8. The engine ignition control device according to claim 7, characterized in that: The engine ignition control device further comprises a phase lock-out processing module, which is used to set the relevant ports of the engine control unit to a safe state after detecting that the crankshaft signal and the camshaft signal are phase-locked.

9. The engine ignition control device according to claim 7, characterized in that: The engine ignition control device further includes an ignition angle calculation module, which is used to: The original top dead center angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset of each cylinder; Correcting the original top dead center angle count value of each cylinder to obtain a corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution cycle angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution cycle angle count value; The ignition start angle count value of each cylinder is calculated based on the corrected top dead center angle count value and the advance angle offset of each cylinder; The ignition end angle count value of each cylinder is calculated based on the corrected top dead center angle count value and the closing angle offset of each cylinder.

10. An engine ignition control device, characterized in that: The engine ignition control device includes a processor, a memory, and an engine ignition control program stored in the memory and executable by the processor, wherein when the engine ignition control program is executed by the processor, the steps of the engine ignition control method as described in any one of claims 1 to 3 are implemented.

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